JPS5939333B2 - Temperature control device for vehicle air conditioner - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a temperature control device for a vehicle air conditioner, and in particular, it is capable of stably adjusting the temperature of a controlled object to a desired value even when the heat exchange capacity of a heat exchange section is not stable. Regarding possible temperature control devices.

Conventional temperature control methods of this type are known to measure the capacity of the heat exchange means and change the adjustment amount of the temperature control means, but all input controls including the measured value of the heat exchange capacity are Each condition was electrically weighted in advance, thereby setting the gain for calculation (electrical analog calculation), and as a result, only the adjustment amount of the temperature adjustment means was output. However, since a large number of input control conditions are handled in one calculation, it is difficult to obtain sufficient calculation accuracy, and there is also a problem that there is no flexibility in dealing with changes in input control conditions.

An object of the present invention is to provide a temperature control device for a vehicle air conditioner in which the above-mentioned problems are solved.

For this reason, the present invention divides the calculation process of determining the necessary amount of heat to be supplied to the passenger compartment and the calculation process of converting the calculation result of the required amount of heat into the adjustment amount of the adjustment member according to the capacity of the heat exchanger. Its configuration is shown as functional block diagrams in FIGS. 6 and 7.

That is, the first invention of the present application provides a vehicle equipped with a heat exchange means including a heat exchanger C that is combined with an adjustment member A and changes the temperature of air supplied to the vehicle interior B according to the adjustment amount of the adjustment member. In a temperature control device for an air conditioner for a car, at least the air temperature e1 of the passenger compartment and its control target temperature e2
represents the required amount of heat to be supplied to the vehicle compartment B in order to control the vehicle interior air temperature in accordance with the control target temperature,
Required heat amount data E.

The above-mentioned required heat quantity data E is calculated by the heat quantity calculating means E which generates the above-mentioned required heat quantity data E.

is adjustment amount data F representing the adjustment amount of the adjustment member.

a conversion calculation means F for converting into The above adjustment amount data F.

a drive means G for actuating the adjustment member A in accordance with; It is configured with.

In this case, the heat amount calculation means E preferably calculates the required heat amount data E according to the air temperature e in the vehicle interior, its control target temperature e2, and the outside air temperature e3.

configured to create. A second invention of the present application provides a vehicle air conditioner comprising a cooling heat exchanger and a heating heat exchanger, in addition to the configuration of the first invention, the cooling capacity of each of the heat exchangers, The present invention provides a temperature control device that can accurately obtain adjustment amount data related to heating capacity.

As shown in Fig. 7, its configuration includes a cooling heat exchanger H1, a heating heat exchanger ■, and a damper J that adjusts the ratio of the amount of air that passes through each of these heat exchangers and is supplied to the passenger compartment B. A temperature control device for a vehicle air conditioner comprising: an inside temperature sensor K, a temperature setting device L1, an outside temperature sensor M, and a cooling capacity sensor that generates an electric signal according to the cooling capacity of the cooling heat exchanger H. N, a heating capacity sensor O1 that generates an electric signal according to the heating capacity of the heating heat exchanger (■); a first calculation means P for creating required heat amount data Po representing the required amount of heat to be supplied to the vehicle interior in order to control the temperature according to the control target temperature; and a required amount of heat created by the heat amount calculation means P. Data P
.

and adjustment amount data Q representing the adjustment amount of the adjustment member J based on the signal from the cooling and heating capacity sensor N10.

a second calculation means Q for creating; The above adjustment amount data Q.

a drive means G for actuating the adjustment member J in accordance with; It is composed of:

The present invention will be described below with reference to embodiments shown in the accompanying drawings.

This embodiment relates to an air conditioner for an automobile, and is a known air conditioner using a cold air/warm air mixing method, that is, air supplied from upstream of a temperature control damper is connected to a heater and its bypass passage by using this temperature control damper. In an air conditioner, the temperature of the downstream mixed air blown into the target space is adjusted according to the distribution ratio, and the adjustment amount (opening degree) of the temperature control damper is set in advance by a digital computer. It is configured to control according to the processing order specified.

In FIG. 1 showing the overall system, on the upstream side of the ventilation duct 10, there is an inside air inlet 11 as an air inlet (intake) for circulating inside air (indoor air) through the interior of the vehicle, and an outside air (indoor air) An outside air inlet 12 is formed for taking in the outside air (outdoor air), and one of the two inlets is blocked by a damper 13.

The selection of the inlets 11 and 12 by the damper 13 is referred to as internal/external air switching.

A blower motor 1 is installed in the ventilation duct 10 toward the downstream side.
4. Cooler 15 consisting of a refrigerant evaporator (evaporator) of cooling cycle 22, heater core 16 using engine cooling water as a heat source, and the ratio of air passing through this heater 12 to air passing through bypass passage 17 Dampers 18 as temperature regulating members are arranged in this order.

At the most downstream side of the ventilation duct 10, two types of air outlets 19 and 20 are formed for blowing out the temperature-controlled air inside the ventilation duct 10 toward the interior of the vehicle. The air outlet is an upper air outlet for blowing cold air toward the upper part of the vehicle interior, and the air outlet 20 is a lower air outlet for blowing warm air toward the lower part of the vehicle interior.

The upper air outlet 19 and the lower air outlet 20 may each have a plurality of openings provided at appropriate locations within the vehicle interior and may be connected to each other by a duct.

One of the upper and lower air outlets 19 and 20 is closed by a damper 21.

The selection of the air outlets 19 and 20 by the damper 21 is referred to as air outlet switching.

Each element arranged in the ventilation duct 10 is a temperature control damper 1
In addition to the temperature control by 8, air conditioning is performed according to the driver's preferred driving mode.

In this embodiment, temperature control will mainly be explained.

The cooling cycle 22 including the cooler 15 includes a compressor (refrigerant compressor) 2 driven by a propeller shaft of an engine 23 as a motor vehicle via a V-belt or the like.
4, a condenser 25, a liquid receiver 26, and an expansion valve 13 are connected to the cooler 15 through piping.
A heat cycle is formed in which the heat of the air introduced in step 5 is absorbed by the refrigerant.

The temperature of the air that has passed through the cooler 15 is approximately 0° C., and is not significantly related to the temperature of the introduced air and the rotation speed of the compressor 24.

The operation and non-operation of the cooler 15 approximately correspond to the operation of the cooling cycle 22.

The cooling cycle 22 is driven by a compressor 24.
The engine 23 is stopped and operated by disconnecting and disconnecting the mechanical connection mechanism between the engine 23 and the engine 23.

The heater 16 is connected to a cooling water pipe connected to a cooling water bracket of the engine 23, and has a heat exchange function to release heat of the cooling water heated by the engine 16.

The flow path adjustment valve 28 adjusts the flow path of the cooling water according to the cooling water temperature.
The amount of heat exchanged through the heater 16 and the amount of heat exchanged through a radiator (not shown) are adjusted, so that the heater 16 also has a substantially constant heat exchange capacity.

For temperature control and control of the operation mode, the cooling cycle 22, the inside/outside air switching damper 13 in the ventilation duct 10, the temperature adjustment damper 18, and the outlet switching damper 21 are used.
is electrically driven.

The electromagnetic clutch 50 connects and connects the mechanical coupling mechanism between the compressor 24 and the engine 23, and connects the clutch to rotate the compressor 24 when energized via the electromagnetic wire 50a, and connects the clutch to rotate the compressor 24 when deenergized. The clutch is disengaged to stop the compressor 24.

The rotating state of the compressor 24 is called "on," and the stopped state is called "off."

The inside/outside air switching damper 13 includes a diaphragm actuator 51,
It is driven by a negative pressure actuator consisting of a three-way switching solenoid valve 52 that switches between communication with the atmosphere and communication with engine negative pressure.

When the three-way switching solenoid valve 52 is energized via the power supply line 52a, negative pressure is supplied to the igiphram actuator 51, and the damper 13 is moved from the outside air introducing state shown in the figure in the direction of the broken line arrow. When the electromagnetic valve 52 is deenergized, atmospheric pressure is supplied to the diaphragm actuator 51, and the damper 13 is pushed back to the illustrated position (outside air introduction state) by the force of a spring (not shown).

The temperature control damper 18 includes a diaphragm actuator 53 and two solenoid valves 5 that control engine negative pressure communication and atmospheric communication.
When the solenoid valve 54 is energized by the power line 54a, negative pressure is supplied to the diaphragm actuator 53, and the damper 18 is moved in the direction of the arrow through the coupling mechanism 53a. Slowly pull the power wire 55
When the solenoid valve 55 is energized by a, atmospheric pressure is supplied to the diaphragm actuator 53, and the damper 18 is slowly pushed back by a spring (not shown).

When both solenoid valves 54,55 are deenergized, the diaphragm actuator 53 is stopped and the damper 18 is stopped and held in its current position.

Note that the opening degree of the damper 18 is 100% when the bypass passage 17 is fully closed (maximum heating position), and the opening degree of the damper 18 is 100%.
0% is when the upstream side is fully closed (minimum heating position).

The outlet switching damper 21 is driven by a negative pressure actuator consisting of a diaphragm actuator 56 and a three-way switching solenoid valve 57 that switches between communication with the atmosphere and communication with engine negative pressure.
When the solenoid valve 57 is energized by the solenoid valve 7a, negative pressure is supplied to the diaphragm actuator 56, and the damper 21 is relatively rapidly pulled from the illustrated position (lower blowout) via the coupling mechanism 56a to upper blowout, and the solenoid valve When 57 is de-energized, diaphragm actuator 5
Atmospheric pressure is supplied to damper 7, and a spring (not shown)
Push 1 back to the position shown.

The control device 1 includes the electromagnetic clutch 5, which is an electrically driven member.
0, switches between energizing and deenergizing the solenoid valves 52, 54, 55, and 57, and commands temperature control and control of each operation mode.

Further, the control device 1 is connected to various information input means for temperature control and control of each operation mode, and processes input information based on a control program set internally in advance to control the electrical control members. Activate.

The blower motor 14 rotates when energized by the power line 14a to create a flow of air within the ventilation duct 10.

The blower motor 14 operates regardless of the target temperature and operating mode as long as the air conditioner is in operation.

As a means for inputting various information to the control device 1, an inside temperature sensor 60 is installed in a small passage provided at the upstream part of the ventilation duct 10 so that inside air passes through, and generates a signal according to the inside air temperature. An outside temperature sensor 61 is installed on the front of the radiator grill, etc., to avoid receiving as much ventilation and radiant heat from the engine, etc. as possible, and generates a signal according to the outside air temperature.
, an opening sensor 62 that generates a signal according to the opening degree (position) of the temperature control damper 18, capacity sensors 67 and 6B that generate signals according to the heat exchange capacity of the cooler 15 and the heater 16, and a control device. There is an operation panel 2 installed near 1.

Although the control device 1 is installed near the air conditioner, the operation panel 2 may be installed, for example, on an instrument panel in front of the driver's seat.

The operation panel 2 includes a temperature setting device 63 that generates a signal according to the setting of the target internal air temperature, and a temperature setting device 63 that operates the air conditioner.
A main switch 64 for instructing non-operation, a switch 65 for selecting operation or non-operation of the cooler 15, that is, a cooling cycle (hereinafter referred to as an air conditioner switch), as a switch for selecting an operation mode, An inlet changeover switch 66 for selecting between the inside air inlet 11 and the outside air inlet 12, and an outlet changeover switch 69 for selecting upper and lower air outlets (19, 20) are provided.

Further, the operation panel 2 may be provided with display means for displaying the internal air temperature under control.

Power is supplied to the device from an on-vehicle battery 3 via an ignition key switch 4.

FIG. 2 is a wiring diagram showing mutual electrical connections between the control device 1, various information input means, and electrical control members.

Among the information input means, the inside temperature sensor 60, the outside temperature sensor 61, the damper opening sensor 62, the temperature setting device 63 on the operation panel 2, and the capacity sensors 67 and 68 each generate a signal in the form of an analog voltage signal. Input to control device 1.

Therefore, heat-sensitive resistance elements such as thermistors are used as the inside temperature sensor 60, outside temperature sensor 61, and capacity sensors 67 and 6B, and potentiometers are used as the damper opening sensor 62 and temperature setting device 63. Analog voltage is connected to signal lines 60a, 61a, 67a
, 68a, 62a.

It is connected to the control device 1 via 63a.

In this embodiment, the capacity sensors 67 and 68 may be heat-sensitive members disposed near the downstream side of the cooler 15 and heater 16, respectively.

This is because the cooler 15 and heater 16 are generally designed to generate a substantially constant air temperature depending on the refrigerant or cooling water, regardless of the temperature or amount of air introduced.

A capacity sensor that measures the pressure of the refrigerant discharged from the cooler 15 or a sensor that measures the temperature on the inlet side of the heater 16 may be used.

The main switch 64 on the operation panel 2 has one end connected to the ignition key switch 4 and the other end connected to the blower motor 14, switches 65, 66, and an electrical control circuit.

Since the other end of the power supply line is connected, the blower motor 14 rotates while the main switch 64 is closed.

One end of the power line of the electrically actuating members 50, 52, 54, 55, 57 is grounded, and the other end is connected to the control device 1 to establish a power supply path through the control device 1.

The control device 1 mainly includes a known digital computer called a microcomputer, which executes arithmetic processing using predetermined software.

30 is a central processing unit (hereinafter referred to as CPU) that performs arithmetic processing according to a predetermined control program; 31 is CPU 30;
This is a reference oscillator (hereinafter referred to as 08C) which provides a reference clock signal to the CPU 30 for passing the arithmetic processing step by step.

32 stores the control program, and the CPU 30
A read-only memory (hereinafter referred to as ROM) outputs a control program for each progress command, and 33 is a readable and writable memory (hereinafter referred to as RAM) that temporarily stores various data.

34 is an interface (hereinafter referred to as I10 circuit) that connects the main processing section and the input/output terminal section, 35 is an address bus that commands addresses of various data, and 36 is a terminal that transmits various data such as control programs, input/output data, and calculation data. A bidirectional data bus 37 is a control bus that commands the operating states of the ROM 32, RAM 33, and I10 circuit 34.

38 is a temperature setting device 63 and various measuring devices 60°61.67.6 according to the instructions of the CPU 30 via the I10 circuit 34.
8, an analog multiplexer (hereinafter referred to as MPX) that selects one of the signals of the damper opening sensor 62; 39, an analog-to-digital conversion circuit (hereinafter referred to as A) that converts the signal selected by the MPX 38 into a binary code; /D circuit).

Reference numerals 40 and 41 refer to flip-flops (hereinafter referred to as FF
).

Command signals 40a and 41a for these FFs are amplified by switching amplifier circuits 42 and 43, and switches 42a and 43a, which are opened and closed by the amplified output, are used to control solenoid valves 54 and 5.
Switch between energization and deenergization of 5.

44 is a constant voltage circuit, which maintains a constant voltage when the main switch 64 is closed.

is generated to supply power to each component shown in the block and to the analog signal voltage input circuit.

Note that the CPU 30 automatically starts arithmetic processing when supplied with this constant voltage power supply.

The ROM 32 stores a control program in which the procedure of arithmetic processing for determining the opening and closing of the solenoid valves 54 and 55 for controlling the opening degree of the damper 18 shown in FIG. 1 is sequentially stored step by step. Accordingly, the CPU 30 executes arithmetic processing in synchronization with the reference clock signal from 08C31, and uses the RAM 33 for temporary storage and reading of various data during the arithmetic processing.

The signal indicating the target temperature, the signal indicating various measured temperatures, and the signal indicating the opening degree of the damper necessary for the calculation process are
Signals 34a, 3 are sequentially input through the X3B, A/D circuit 39, and I10 circuit 34, and are the results of arithmetic processing based on the input signals, commanding the opening and closing of the solenoid valves 54, 55.
4b and 34c are sent from the I10 circuit 34 to FFs 40 and 41.

Although not explained in this embodiment, a control program is prepared in advance in the ROM 32 to determine whether to start or stop the cooling cycle 22, to switch between internal and external suction ports, and to switch between upper and lower air outlets, based on control input conditions. I10 circuit 34
A switching amplifier circuit may be provided which receives the signal through the switch and opens and closes the switches 65, 66, and 69.

FIG. 3 is a flowchart showing the flow of a control program for arithmetic processing that is stored in the ROM 32 and is sequentially read out and executed when the CPU 30 starts operating. Explain according to the following.

When the ignition key switch 4 is closed and the main switch 64 is closed, the CPU 30 starts calculation processing from step 100 of the program.

In the next step 101, various sensors 60° 61
．． 67.68 occurs when the vehicle interior air temperature Tr and the outdoor air temperature T
The am1 cooler temperature Tas, the heater temperature Tw, the target temperature T set set by the temperature setting device 63, and the damper opening degree Ar detected by the damper opening degree sensor 62 are sequentially converted into binary code signals and stored in the RAM 33 at a predetermined value. Write to address.

In the next step 102, based on each data input in step 101, the necessary amount of heat to be blown out from the air conditioner, in this embodiment, the blown air temperature Tao is calculated assuming that the blowing capacity of the blower motor 14 is constant.

This calculation is expressed by the following formula.

However, T set...Target temperature, Tr...Indoor temperature, Tam...Outside temperature, C...Constant, Kset
, Kr, Kam...Gain in the control system, determined in advance through experiments etc. to satisfy the condition that the vehicle interior temperature Tr matches the set temperature T set without being affected by the outside temperature Tam. .

In the next step 103, the required blowing temperature T a is determined.

is higher than the heater temperature Tw, and if it is higher (
If yes), the comparison value A of the damper opening is determined by the knob 104.

Set to 100 (%). If the determination result in step 104 is no, the process advances to step 105.

In step 105, it is determined whether the necessary blowout temperature Tao is lower than the cooler temperature Ta.

If it is low, that is, YES, proceed to step 106 and compare the damper opening degree A.

Set to 0 ('%).

When the determination result is no, the process advances to step 107 and the comparison value A of the damper opening is calculated using the following formula.

(Calculate and set the selection.

Calculation using equation (2) is performed by calculating the damper opening degree (Ao) according to the cooler temperature Ta and the heater temperature Tw when obtaining the required blowout air temperature Tao, as will be explained later with reference to FIG. It shows that it is calculated.

The result of calculation using this formula (2) or step 10
Comparison value A of the damper opening degree set by 4.106.

defines the damper opening amount (adjustment amount) to be adjusted.

Then, in steps 108 to 112, the blowing air temperature Ta
The damper opening degree Ar is compared with the value A to obtain o.

This shows the process to converge to .

First, in steps 108 and 110, the damper opening degree Ar read in step 101 is the damper opening degree A for obtaining the blown air temperature Ta.

±a. It determines whether or not it matches the range of
ao is the adjustment position A of the damper 18.

This is a numerical value for providing a so-called dead zone in order to stabilize the opening control by adding a certain range to .

Then, in step 108, the actual damper opening degree Ar
If it is determined that is larger, the process proceeds to step 109, where the solenoid valve 54 is commanded to open, the negative pressure of the negative pressure actuator 53 acting on the damper 18 is relaxed, and the damper opening degree Ar is reduced.

If it is determined in step 110 that the actual damper opening degree Ar is smaller, the process proceeds to step 111 where the solenoid valve 55 is commanded to open and the negative pressure of the negative pressure actuator 53 acting on the damper 18 is increased.

The damper opening degree Ar is in the adjustment range A.

+ao, in step 112 both solenoid valves 54.
55 is commanded to close.

These command signals are sent to the FF40 via the I10 circuit 34.
The signals 34a, 34b, and 34c control the angle 41.

The signal 34b is output by the process of step 109,
The FF 41 is set, thereby generating a valve opening command signal 41a ("H" level) for the electromagnetic valve 54.

Further, this signal 34b is passed through the OR gate 45 to the FF4.
Since the reset signal is 0, the solenoid valve 55 will be closed even if it was previously open.

The signal 34a is output by the processing of the step and is output from FF4.
0 is set and the valve opening command signal 41a (“H”) of the solenoid valve 55 is activated.
At the same time, the FF 41 is reset via the OR gate 46, and the solenoid valve 54 is closed even if it was previously open.

The signal 34c is output by the process of step 112,
By resetting FF40, 41, solenoid valve 54
, 55 are both open and closed, both solenoid valves are closed.

When any one of steps 109, 111, and 112 is completed, the process returns to step 101 and repeats the process.

FIG. 4 shows that when the required amount of heat of the blown air is calculated as the blown air temperature T a o by the calculation process of equation (1) in step 102 of FIG. 3, this blown air temperature T a o is Cooler 15 and heater 16
The damper opening degree A depends on the heat exchange capacity.

(Ar) in step 107 of FIG.
2) is a characteristic diagram illustrating the calculation process of formula.

FIG. 5 is a time chart showing the operation of the apparatus over time. Next, a practical example of operation will be explained according to FIGS. 4 and 5.

In this operation example, the set target temperature Tset is 25°C,
Outside air temperature Tam is 10℃, required blowing air temperature T a o
is 40°C and the cabin temperature Tr is maintained at exactly 25°C, but the engine coolant temperature has not stabilized yet, so the heater temperature Tw is gradually rising from 60°C to 80°C. The figure shows the operation when the air conditioner becomes stable and then, in this stable state, the air conditioner switch 65 is opened and the cooling cycle 22 is stopped.

First, in the initial state, as shown in Figure 4, the cooler temperature is 0°C, but the heater temperature is 60°C, so the calculation using equation (2) is from 0°C to 60°C, as shown in the a1 characteristic. This shows that the range can be adjusted by adjusting the opening amount of the damper 18.

And the damper opening degree A when the required blowing air temperature Tao is 40°C.

(Ar) is approximately 66 (g).

From this state, when the heater temperature Tw gradually rises to 80°C as shown in Figure 5a, the characteristic changes from a to a2 and then to characteristic a3 at 80°C as shown in Figure 4 by the broken line arrow b0.
It stabilizes by transitioning along the

In other words, the air mix damper opening degree is A.

As shown in the damper opening degree Ao of FIG. 5, it changes from 66 (%) to 50 (%) and becomes stable.

Therefore, the blown air temperature Tao at this time is shown in Figure 5e.
As shown by the outlet air temperature characteristics, the vehicle interior temperature Tr due to changes in the target temperature Tset, outside temperature Tam, or disturbance
As long as no change occurs, the temperature is stable almost regardless of the heater temperature Tw except for small transient changes.

Next, in this state, at time t1, as shown in FIG.
As shown in FIG. d, the temperature rises little by little, and stabilizes at 10° C. if outside air is taken in through the outside air inlet 12, and at 25° C. if cabin air is taken in through the inlet 11.

As a result, the suction air temperature Ta and the damper opening degree A.

The characteristics of FIG. 4 showing the relationship are from a to 34 or a,
The damper opening degree A changes as shown by the broken line arrow b2.

In order to keep the blown air temperature T ao constant, the temperature changes from 50 ((4) to the cooling side, as shown in the change in the damper opening degree in Figure 5), and the outside air temperature reaches 10°C. It stabilizes at 43 (to) if the temperature is being inhaled, and 27 (to) if the vehicle interior temperature is being inhaled.

Note that the present invention is not limited to the one embodiment described above, but can be implemented in various embodiments, and other embodiments will be described below.

In the above-described embodiment, the calculation process is repeated by immediately returning to step 101 from steps 109, 111, and 112, and the control is performed at a cycle that depends only on the calculation speed of the digital computer. The calculation cycle may be determined by

For example, a step of determining a synchronization signal generated from a clock may be inserted in the process of returning from steps 109, 111 and 112 to step 101.

Furthermore, the actuator serving as the temperature control member is not limited to the configuration shown in the embodiments, and may be used as long as it is capable of controlling various types of temperature control members used in various temperature control devices.

In the above-described embodiment, the damper opening degree is changed in order to obtain the calculated required amount of heat, but the blowing capacity of the blower motor, for example, the rotation speed may be changed.

Further, in the above-described embodiment, the required blowing air temperature T a .

and damper opening degree A.

As shown in Figure 4, the relationship between The inclination and parallel movement may be changed according to the heat exchange capacity.

In addition to being artificially set by the temperature setting device 63, the target temperature T set may be fixed in advance, or may be set so as to be changed over time in combination with a clock.

As described above, in the present invention, the calculation for determining the amount of heat required for temperature control and the calculation for correcting the adjustment amount of the temperature adjustment means according to the capacity of the heat exchange means to obtain the amount of heat are performed separately. Therefore, changes in other control input conditions and the capacity of the heat exchange means do not interfere with each other during the calculation process, which improves the accuracy of calculations and allows the calculations to be divided even when diversifying the functions of the device. Since the calculation data can be easily repurposed, this method will greatly contribute to the digital computer control of air conditioners.

[Brief explanation of drawings]

The attached drawings show a temperature control device for a vehicle air conditioner according to an embodiment of the present invention, and FIG. 1 is an overall configuration diagram, and FIG.
The figure is an electrical wiring diagram showing the electrical control system in Fig. 1, Fig. 3 is a flowchart showing the arithmetic processing performed by the microcomputer section in Fig. 2, and Fig. 4 is the correction calculation step 103 in Fig. 3. Figure 5 is a time chart used to explain the operation of the device over time;
7 and 7 are functional block diagrams showing the configuration of the present invention. 1... Control device, 15, 16... Cooler and heater serving as heat exchange means, 18... Damper serving as temperature adjusting means, 53, 54, 55. ...Negative pressure actuator, solenoid valve and solenoid valve for driving the damper 18, 67.6B...Sensor for measuring heat exchange capacity, 102...Main a step of performing calculations;
103-107...Step of performing correction calculation, 108-112...Step of operating damper 18.

Claims (1)

[Scope of Claims] 1. For vehicles equipped with heat exchange means including a heat exchanger that is combined with an adjustment member and changes the temperature of air supplied to the passenger compartment according to the adjustment amount of the adjustment member. In a temperature control device for an air conditioner, at least depending on the air temperature of the passenger compartment and its control target temperature, it represents the necessary amount of heat to be supplied to the passenger compartment in order to control the passenger compartment air temperature in accordance with the control target temperature, 1 by a heat amount calculation means for creating required heat amount data, and a conversion gain according to the heat exchange capacity of the heat exchanger;
The required heat amount data represents the adjustment amount of the adjustment member,
A temperature control device for a vehicle air conditioner, comprising: conversion calculation means for creating adjustment amount data; and drive means for operating the adjustment member according to the adjustment amount data. 2. According to claim 1, the heat amount calculation means creates the required heat amount data according to the air temperature in the vehicle interior, the control target temperature, and the air temperature outside the vehicle interior. Temperature control device for vehicle air conditioners. 3. The temperature control device for a vehicle air conditioner according to claim 2, wherein the heat amount calculation means creates the required heat amount data Tao according to the following equation. However, T set is the control target temperature, Tr is the cabin air temperature, Tam is the cabin outside air temperature, K, l K2tK3
．． C represents a constant. 4. Claim 1, wherein the conversion calculation means determines the conversion gain based on a temperature signal obtained by a heat-sensitive member disposed near the downstream side of the heat exchanger.
A temperature control device for a vehicle air conditioner according to item 1 or 2. 5. The heat exchange means uses at least a heating heat exchanger as the heat exchanger, and as the adjustment member, the amount of air passing through the heating heat exchanger and the amount of air bypassing the heating heat exchanger are adjusted. The temperature control device for a vehicle air conditioner according to claim 1 or 4, which includes a damper for adjusting the ratio. 6. Temperature control device for a vehicle air conditioner, comprising a cooling heat exchanger, a heating heat exchanger, and a damper that adjusts the ratio of the amount of air that passes through these heat exchangers and is supplied to the vehicle interior. , an inside temperature sensor, a temperature setting device, an outside temperature sensor, a cooling capacity sensor that generates an electric signal according to the cooling capacity of the cooling heat exchanger, and an electric signal that generates an electric signal according to the heating capacity of the heating heat exchanger. In response to signals from the generated heating capacity sensor, the inside temperature sensor, the temperature setting device, and the outside temperature sensor, it represents the necessary amount of heat to be supplied to the passenger compartment in order to control the passenger compartment air temperature in accordance with the control target temperature. , a first calculation means for creating required heat amount data; and required heat amount data created by the heat amount calculation means;
Based on the signals from the cooling and heating capacity sensors,
A vehicle air conditioner comprising: second calculation means for creating adjustment amount data representing the adjustment amount of the adjustment member; and driving means for operating the adjustment member according to the adjustment amount data. Temperature control device. 7. The cooling capacity sensor is a heat-sensitive member disposed near the downstream side of the cooling heat exchanger, and the heating capacity sensor is a heat-sensitive member disposed near the downstream side of the heating heat exchanger. A temperature control device for a vehicle air conditioner according to item 6. 8. The temperature control device for a vehicle air conditioner according to claim 7, wherein the second calculation means creates the adjustment amount data Ao (to) according to the following equation. However, Tao is the required heat amount data, Ta is the cooling capacity, T
w' represents the heating capacity, respectively.