JPS60166510A - Automatic air conditioner - Google Patents

Abstract

PURPOSE:To improve the comfortableness in bodily feeling by speedily reducing the number of revolution of a blower in comparison with in use of the conventional apparatus when room temperature is transferred to an aimed temperature and also transferring the room temperature to a desirable value in conformity with the aimed temperature. CONSTITUTION:The thermal load of a car interior is the heat gain Q received from a heat exchanging part 1 and the external disturbance heat Qalpha received. The thermal load of car interior is the heat gain (Q+Qalpha) received, and if said heat gain is a heating calory, the temperature TR of the car interior rises in the first-order delay, and if the heat gain is cooling calory, the temperature lowers, and if the heat gain is zero, the temperature does not vary. Though, when the temperature TR of car interior is transferred to an aimed set temperature Ts by starting the captioned air conditioner, the transition speed is a little delayed in comparison with the used of the conventional air conditioner for proportional integration calculation control, the applied voltage VF for a blower motor speedily lowers, and the time in the worried noise of the large blower can be reduced markedly. Therefore, the comfortableness in bodily feeling can be improved markedly.

Description

[Detailed description of the invention]

[Field of Application of the Invention] The present invention relates to an automatic air conditioner that performs proportional and integral calculations based on the deviation between a target temperature and an actual temperature in an air-conditioned room to control the inside of an air-conditioned room to near the target temperature. [Background of the Invention] A conventional air conditioner having an automatic vortex layer control function including proportional-integral calculations is described in Japanese Patent Application Laid-open No. 76318/1983. This uses the deviation between the room temperature and the set temperature or the air mix damper position as a proportional element, and the integral element due to the temperature deviation as the air volume correction, thereby controlling the air mix damper and blower to obtain the optimal air volume according to the air conditioning load. It is something to do. In such conventional air conditioners, for example, when cooling a very hot room to a comfortable target temperature, the blower is driven at the maximum rotation speed immediately after the air conditioner starts to send the maximum cooling power into the room. The freshest air is used for heat exchange in the cooler. After that, the temperature in the room gradually decreases, and the rotation speed of the fan also decreases. The temperature is such that the room temperature reaches the target temperature in the shortest possible time. By the way, the noise from the blower is often loud and unpleasant, especially in the high rotational speed range. To do this, the room temperature does not have to reach the target temperature.Since the room temperature is close to a comfortable temperature, first reduce the rotation speed of the feeder, then slowly raise the room temperature to the target temperature. There is a very strong hope on the part of users that they should just take it with them. Conventional air conditioners have been insufficient in terms of satisfying the demanding sensory experience. [Aniaki's purpose] The purpose of the present invention is to take advantage of the advantages of proportional-integral calculation control, while giving priority to lowering the fan rotation speed more quickly than proportional-integral calculation in high heat and negative pressure regions where the rotation speed of the fan is low. An object of the present invention is to provide an automatic air conditioning system that provides the above-mentioned sensory comfort throughout the body. [Summary of the Invention] When the blower of an air conditioner is driven in a high rotational speed region that is harsh on the ears, the proportional-integral calculation section stops the integral calculation from the moment the blower enters that region, and the blower is stopped at an early stage. This is a percentage sign that the rotational speed has moved out of the high rotational speed region. [Embodiments of the Invention] Examples of the present invention will be described with reference to the drawings. FIG. 1 shows the overall configuration of an embodiment of the automotive air conditioner according to the present invention.
A heat exchange section 1 that sucks air from inside the vehicle interior and outside, heats or cools it, and blows it out into the vehicle interior where the air is conditioned; a control section 2 that electrically controls each device in this heat exchange section 1; It is comprised of an operation section 3 that inputs start/stop and desired set temperature to the control section 2, and sensors that input a car 2 room temperature signal and a heat exchange section 10 equipment status signal to the control section 2. The control unit 1 is provided with an outside air intake port 101 that takes in air from outside the vehicle interior, an inside air intake port 102 that takes in air inside the vehicle interior, and an intake door 111 that controls opening and closing of these intake ports. This suction port door 111 is controlled to three positions by a two-stage action negative pressure actuator 112 and a return spring 113. That is, each negative pressure working chamber of the negative pressure actuator 112 is connected to a negative pressure source such as a negative pressure pump via the solenoid valves 114 and 115, and the inlet door 111 connects both the solenoid valves 114 and 115 to a negative pressure source such as a negative pressure pump. When both are not energized, the force of the return spring 1130 closes the inside air inlet 10.
2 is closed, the outside air is being sucked, and the solenoid valves 114 and 11 are closed.
5. When both are energized, the negative pressure supplied to both negative pressure working chambers of the negative pressure actuator 112 closes the outside air suction port 101 and enters a state of sucking inside air. Furthermore, when the electromagnetic valve 114 is energized but the electromagnetic valve 115 is not energized, the negative pressure acts only on one negative pressure working chamber of the negative pressure actuator 112, so the suction port door 111 stops at the intermediate position of the above state. Then, both the outside air suction port 101 and the inside air suction port 102 are opened, and the inside and outside air is being sucked. The heat exchanger unit case 100 is provided with a blower 121 that sucks air from the suction port and then sends it to the heat exchanger described later. The air volume by the blower 121 is controlled by the motor 12 by the driver 123 controlled by the controller 2.
The applied voltage supplied to 2 is controlled by being controlled. An evaporator 131 is provided downstream of the blower 121, and this evaporator 131 constitutes a compression refrigeration cycle with a compressor 132, a condenser (not shown), an expansion valve 133, etc., and cools the air passing through it. It has become a means. The compressor 132 is driven by the automobile engine via an electromagnetic clutch 132a, and its driving and non-driving are controlled by energizing and de-energizing the electromagnetic clutch 132a by a compressor relay 132b controlled by a control signal from the control unit 20. It will be done. Furthermore, a heater core 141 serving as a heating means is provided downstream of the evaporator 131, and the engine cooling water (warm water) of the automobile is circulated through this heater core 141 to heat the air passing through this heater core 141. A temperature control door 142 is provided to control the amount of heating by increasing or decreasing the amount of air passing through the heater core 141. The temperature control door 142 is rotated by a negative pressure actuator 143 and a return spring 144 connected to the negative pressure source via solenoid valves 145 and 146. Solenoid valve 145.146
When both are not energized, the negative pressure actuator 14
The negative pressure working chamber 3 is connected to the atmosphere through the solenoid valves 145 and 146, so no negative pressure acts on it, and the return spring 14
4, the temperature control door 142 rotates in the direction in which the angle θ decreases in FIG. In other words, the amount of air passing through the heater core 141 is increased. When the solenoid valve 145 is energized and the solenoid valve 146 is not energized, the negative pressure working chamber of the negative pressure actuator 141 is connected to the negative pressure source via the solenoid valves 146 and 145, and a negative pressure acts thereon. As a result, the temperature control door 142 rotates against the return spring 144 in the direction in which the angle θ increases. That is, it operates to reduce the amount of air passing through the heater core 141. A potentiometer 147 that operates in conjunction with the temperature control door 142 inputs a position signal corresponding to the position of the temperature control door 144 to the control unit 2 in the form of a voltage VTO, and VT increases as θ increases. The details will be described later, but the temperature control door 142
is feedback-controlled with the above configuration, and the amount of air passing through the heater core 141 is controlled from 0 (θ is maximum) to 100% (θ is 0) of the blower air volume A sent by the blower 121. Further, air that does not pass through the heater core 141 passes through a bypass 103 provided in parallel to the heater core 141, passes through the heater core 141, mixes with the heated air, and is blown into the vehicle interior. Here, the evaporator 131 and the heater core 141
Alternatively, the air that has passed through the bypass 103 is blown into the vehicle interior through an upper outlet 104, a lower outlet 105, or a differential outlet 106 toward the windshield. A mode door 151 is provided to switch the air outlet into the vehicle interior, and like the intake door 111, this mode door 151 is also controlled to three positions by a two-stage page pressure actuator 152. The 21 negative pressure operating chambers of the negative pressure actuator 152 are connected to the negative pressure source through solenoid valves 154 and 155, respectively, and when both of the solenoid valves 154 and 155 are not energized, the return spring 153 is used to raise the negative pressure chambers. The air outlet 104 is closed and the air is blown out from the lower air outlet 105. On the other hand, when the solenoid valves 154 and 155 are coupled, the negative pressure source is connected to both the negative pressure actuator chambers of the negative pressure actuator 1520, the mode door 151 closes the lower outlet 105, and the air is supplied to the upper outlet 104. It is blown out from. 'tun 1
The solenoid valve 154 is energized and the solenoid valve 155 is not energized.
In this case, only one negative pressure working chamber of the negative pressure actuator 152 is connected to the negative pressure source, so the mode door 151 is in an intermediate position between the above states, with both the upper air outlet 104 and the lower air outlet 105 open. Therefore, the air is blown out from both secondary outlets, which is a so-called pie level state. The differential air outlet 106 is opened and closed by the differential door 156 (
Continuity means that there is usually a small amount of air blown out even when the differential door is closed.) The differential door 56 is operated by a negative pressure actuator 157 connected to the negative pressure source via a solenoid valve 159 and a return spring 158. When the solenoid valve (9) 159 is energized, negative pressure acts on the negative pressure actuator 157, and the differential door 156 is activated by the return spring 1.
58, and when the solenoid valve 159 is not energized, the differential door 156 is closed by the return spring 158. Immediately downstream of the evaporator 131, a discharge temperature sensor 160 is provided which detects the temperature of the air immediately after passing through the evaporator 131, that is, the discharge temperature Tc, using a thermistor or the like, and transmits the discharge temperature Tc to the control unit 2 in the form of a voltage VC. I am typing. Further, a vehicle room temperature sensor 170 is attached to an appropriate position in the vehicle interior, and inputs the vehicle interior temperature Ta to the control unit 2 in the form of a voltage VR. The control unit 2 includes an A/D converter 21 that converts analog signals from the sensors and the operating unit 3 into digital signals, and a microcomputer that processes the digital signals from the A/D converter 21 and the operating unit 3. 22, and an interface circuit 23 that controls each device of the heat exchanger 1 using output signals from the microcomputer 22. This interface circuit 23 connects the heat exchanger (10) to the solenoid valves 114, 115, 145, 146132 of the exchanger 1.
Transistor 231 as a switch element that controls b
~238, and a D/A converter 239 for supplying an analog voltage to the driver 123 that supplies power to the motor 122. The operation unit 3 includes an air conditioner switch (not shown) for starting and stopping this device, a temperature setting device 31 for setting the desired temperature for the entire interior of the vehicle, a dehumidification switch 32 for manually dehumidifying the interior of the vehicle, and a differential. It is comprised of a differential switch 33 and the like for blowing air out from the air outlet 106 onto the windshield. The desired temperature of the single room (target set temperature for 1 day) set by the temperature setting device is inputted to the control unit 2 as voltage ■8,
Operation signal Vng of dehumidification switch 32 and differential switch 33
g + Vngr is also input to the control unit 2 in the form of voltage levels. The operation of the automatic air conditioner having the above configuration will be explained. FIGS. 2 and 3 are flowcharts of the operation of the control section 2. FIG. In these figures, the numbers in parentheses are step numbers indicating the processing order of flow (11)-. Illustrated street 91
The operation of this device α consists of a main routine that repeats the initialization of steps (201) to (203), steps (204) to (207) an infinite number of times, and one cycle of the main routine (approximately The interrupt routine 4 includes an interrupt routine 4 that processes steps (220) to (227) at a cycle that is 1/100th of a second (in the embodiment, 1/100th of a second). First, when this device is activated by the air conditioner switch, the human output (Il) of the control unit 20 and microcomputer 22 is activated.
o) The data is set to a defined initial value (201)
, the RAM of the microcomputer 22 is cleared (202). Next, the voltage VT of the potentiometer 147 corresponding to the position (θ-0) of the temperature control door 142 is converted into a digital quantity [VT:) by the A/D converter 21 and read as the initial value of the door reference position. . Note that this door reference position signal is monitored and updated by the interrupt routine (224). (Temperature control door standard (12) For details on position setting and updating, please refer to the patent application No. 55-15952.
According to 3. ) Next, move on to the main routine. A voltage Vs corresponding to the target temperature Ts set by the operation unit 3. Voltage Vg corresponding to vehicle interior temperature TR) Exhaled air temperature l1l
The '-pressure Vc corresponding to c is converted into digital values CVs ] and [Vu ] by the A/D converter 21, respectively. Converted to [Vc]! and is input to the microcomputer 22 (204). Reading of the voltage VT corresponding to the position of the temperature control door 142 is performed by a timer interrupt, and will be described later. [Va], [Vc) are microcomputer 22
According to the conversion map stored in the ROM, the temperature of each chamber is converted once into a digital value [TR], CTC) corresponding to the exhaled air temperature (205). [■8] is converted into a digital value [Ts] of the target set temperature using a first-order conversion formula (206). The deviation [ΔT] between the above target set temperature i ['l”s) and the cabin temperature [TR] = [Ts l) [Tn) is found (
207). Next, [X)=k[ΔT]+τf[Δ'l'] d
A proportional-integral calculation is performed that yields t(13). First, the integral term in the above equation is falsified by adding the temperature deviation [ΔT] every time added by the mimer processing (226) of the interrupt routine (208). Furthermore, by adding k(ΔT) to this integral term, the control signal IIx) is determined (209). In the above formula 0, τ is a constant determined by the control system. (Details of the above proportional integral calculation process can be found in Japanese Patent Application No. 55-57836.
by. ) By the way, in this embodiment, step (209)
Each time [X] is added, compare it with the predetermined value X6, and
If xl>[X6:], the integral addition is stopped in step (208) of the next cycle. That is, the value Io of the integral term when p starts to become [IXI) ≧ [X6]
Then, EX until clXl]<cX6 )
)−k[ΔT]→−[■6]. Note that X6 is the highest value of the motor voltages at which the occupant can tolerate blower noise for a long time in the blower motor target voltage CVv3fi shown in FIG. 4, which will be described later. ) corresponds to (14). The operation of this device based on the value of this control signal [X] will be explained with reference to FIG. FIG. 4 shows the operating state of the heat exchanger 1 in response to the horizontal axis control signal [X]. First, temperature control door target voltage [VT
o:] is calculated (210). This goal
Voltage [VTo:] is a linear expression regarding [X], and [X
〕but

[0] satisfies two points: [■To] - [■TI], and a predetermined positive value of [X] [X3] satisfies [VTo] - [Vl). Here, [V+] is the temperature control door 14.
2 corresponds to the voltage from the potentiometer 147 when the passage to the heater core 141 is closed (angle θ is maximum), and [■Tz] corresponds to the voltage when the passage to the heater core 141 is fully open (θ= 0) potentiometer 14
7 voltage. Next, in the interrupt processing routine, the voltage VT of the potentiometer 147 is read as the position signal of the temperature control door 142, and
The /D converter 21 converts it into a digital value [:VT] (222). Next, the position control of the temperature control door 142 is performed by comparing the target voltage [vTo] and [IVT:] (223
). First, find [ΔVT':l = [VTO13CVT], and calculate it for a predetermined value [ΔVTPII (>O)].
ΔVt: l]>[ΔVTP': 1°° at l, [ΔVTI
<[ΔVTP], the control signal [T1] becomes 0′′ and [
−ΔV T P ] < [Δ■T] < [At ΔVTPI“
1", the control signal [T
2). The above control signal ['l'l], [Tz
] is ゛1゛. When the value is "0", the switching elements 233 and 234 are turned on, and the electromagnetic valves 145 and 14j3 are energized, and when the value is "0", they are not energized. Due to the above operation, [Δ
At VT:]>[ΔVtp), the temperature control door 142 is rotated in the direction in which the illustrated angle θ increases, and at [ΔVT:)<[-ΔVT
In PII, the temperature control door 142 is rotated in the direction in which the angle θ decreases. [-Δ■TP] [ΔVT] < [ΔVTPI
In the range of , the temperature control door 142 is in a stationary state, and at this time the position θ of the temperature control door is at a level corresponding to the target voltage [VTOl] corresponding to the control signal [X]. Returning to step (214) of the main routine, the target temperature [:Tco] of the exhaust gas temperature Tc is set as follows. Ex) for a predetermined negative value [x2] of [x]
Ext), the target temperature (Tco') is the lowest possible value [Tel] (2.5 U in this example) at which the evaporator surface is just before freezing, and in the range [X]≧[x2]
x] = [xz) and the said IITct 11 , [Ix)
=

[0] is a predetermined value [Tc2] (25C in this embodiment), which is a value determined by a linear equation connecting two points. Furthermore, [X]=

Near [0], the cabin heat load is a region where neither heating power nor cooling power is required, and the outside air temperature To is close to the target set temperature Ts. Since there is almost no need to operate the cooling means in this region, [Tc2]ki[:T[l:]
is set. In the next step (215), the target discharge temperature [Tco
) and discharge temperature [:Tcl are compared, and the temperature difference [ΔTc
] - [Tco] [Tc 'J is calculated, (17) The compressor operating signal [IC
)make. That is, [ΔTc]

[0] and [C1] is '0
゛', [ΔTc') (COI [C] becomes 1°''. When the compressor control signal [C] is 1', the switching element 235 is turned on at step (217) and the compressor relay 132b is turned on. The magnetic clutch 132a is energized by the operation of the compressor relay 132b, the compressor 132 is operated, and the nitrogen passing through the evaporator 131 is cooled, and the discharge temperature Tc decreases.As the discharge temperature Tc decreases, it eventually becomes [ΔTc)2 [0]
Therefore, it becomes [C]-0゛'. Therefore, at the final step (217) of the routine, the compressor 132 is deactivated. In this way, by checking whether the compressor 132 is in operation or not, the discharge temperature Tc is determined by the target temperature [Tco] determined by the control signal [x].
] kept close. However, as mentioned above, in the range of [X] 0, the cabin heat load requires heating power and the target set temperature Ts) cabin outside temperature change is 0, and on the other hand, Tco〉1゛c
At T8 (18), the suction door 111 sucks air outside the vehicle interior, so the temperature of the air sent to the evaporator 131 is close to the outside air temperature To. Therefore, even if the means does not operate, [ΔTc]>0, and the compressor 132 will not operate. Then, it becomes [Tc] Ki [To]. ] The blower air volume is approximately proportional to the voltage VF supplied to the motor 122. The voltage supplied to this motor is as follows:
controlled. First, a target voltage [Vyl] is determined in response to a control signal [X]. For the predetermined negative value [X1] and positive value [I4] of [X'l], CXI<:C
Xt) and (Xl2[X4]te maximum value CV'p+)
(12■ in this embodiment), the negative value [X2] and the positive value [I3] set [VF] to the minimum value [Vyz] (4V in this embodiment). [XI] In the range of [X] and [X2], [Vr+': 1. Determine [Vpl] from the linear equation connecting the two points that become [VF2) at [I2'], and then [I3]
In the range of [X]<Cx<), [VF2:], [X3]
From the linear equation connecting the two points that become [Vr+] at [X4], (19
) [vr) is determined (216). The target value [VF:] set in this way is the step (
217), the D/A converter 3 of the interface circuit 32
29 into an analog voltage V F 8, and the driver 123, which is controlled by this voltage V'FB, controls and drives the voltage ■r applied to the motor 122. Depending on the value of the control signal [X], if it is below [XI], VF
is the maximum, that is, the blower air volume A is the maximum A MA x,
Between [XI] and [X2], the blower air volume is maximum AM
It decreases almost linearly from AI to minimum AMIN, [X2
] and [X3], the blower air volume is 18 minimum A, MIN
Between [X3] and [X4], the blower air flow increases linearly from the minimum A Mr N to the maximum A M Continuously controlled. In addition to the above operations, the midway suction port door 111, mode door 1
51 is also controlled by the value of the control signal [X]. [X]

[0] is “1”, [X]

Control signal that reaches '0' at [0] [■!], [x] (20) 1'' at [X5], Cx ]> Control signal that reaches 'O' at [x5] []2] Make (211). Furthermore, [Xli]
is a negative value such that CXI)<[I5:]<[X2]. When the control signals III+] and [II] are "1", the switching element 231.
232 turns on, energizes the solenoid valves 114 and 115, and the
When °', the solenoid valve is not energized. When the control signal [xa<[XI,], C
I+) and [I2] are both 1”, solenoid valve 114.1
15 are both energized, and the suction door 111 is actuated by the actuator 112.
This results in a state of internal air suction. [X]n

When [0], both CI+II and [Iz) are 60'', and the suction door 111 is connected to the return spring 1.
13 and enters the state of sucking outside air. [XII] Ku [X] Ku

At [0], [■! ] is 1゛, [■
2] is ``θ'', the suction door 111 is in the intermediate position and enters the state of sucking inside and outside air. Similarly, the mode door 151 is also controlled by the value of the control signal [X]. (21) [χ5LcX7], which is CO)<[X6]<[:xt:]<[Xs:], is determined in advance. [X) < [XI:] “1”, CX)2 [XI
], the control signal becomes “0” [0! ] and [xa<[X6]
The control signal becomes 1°' at [xa>Cx5) and 0°° at
o'2) is created (212). The mode door 151 is driven in step (217) as follows based on the values of the control signals [0+], Cow]. [X] In [I6], [Ot:]. [02] Both 1''' switch element 236゜237
are both turned on, solenoid valves 154 and 155 are both energized, and mode door 151 is brought into an upward blowing state by actuator 152. [xa] [X7] has ``0゛' in [01] and [02]
Therefore, the solenoid valves 236 and 237 are not energized, and the mode door 151 is brought into a downward blowing state by the return spring 153. Cxa ] < [: x ) <: [: XI ], then [
]0] becomes 1″ and [02] becomes ’O″, so the solenoid valve 1
54 is energized, and the solenoid valve 155 is not energized (22), so the mode door 151 is in the intermediate position and in the upper and lower air blowing state. FIG. 5 shows the principle of automatic temperature control of the automatic air conditioner shown in FIG. 1, which has been explained above. The flow of variables among the operating section 3, the control section 2, and the heat exchange section 1 is as described above. The single-chamber heat load receives not only the amount of heat Q from the heat exchange section 1 but also the disturbance heat Qd. The disturbance heat Qa includes heat entering from outside the vehicle, heat generated by the occupants due to solar radiation, and the like. The single compartment heat load receives a heat amount of (Q+Q, ,), and if it is a heating amount, the cabin temperature Ta increases with a first-order lag, if it is a cooling amount, it decreases, and if it is 0, it remains unchanged. Negative feedback control using proportional-integral calculation is a method commonly used in the field of automatic control.
), the amount of heat Q is changed in the direction in which the cabin temperature TR approaches the target set temperature '1'8. That is, the relationship between the proportional-integral (P I ) calculation unit and the heat exchanger is selected so that the amount of heat Q increases (decreases). Hyakue in History is based on the two constants of the proportional integral calculation.If τ is positive (23), the heat tQ increases monotonically and uniformly with respect to X, and if it is negative, the proportional integral calculation increases. It has been theoretically and empirically confirmed that TR stably converges to Ts (ΔT-0) if the relationship between It is well known that this negative feedback control can be applied to air conditioners for all automobiles. (Japanese Patent Application No. 53-105077) In the case of this embodiment, in the area of 1XI2×6, the integral operation is stopped and only proportional calculation is required, but in this case as well, if the same condition is satisfied, TR will move in the direction closer to T8. It can be easily confirmed that it remains stable. The X value when the single room temperature Ta finally becomes stable is x. If IXI<X6, the cabin temperature TR is
As the floating foot temperature approaches T8, IXI-x6
After that, TR converges to T8 since it enters the PI calculation region. If 1xol≧x6, then X finally becomes Ixl=
Letting the value of the integral term at the time when xa becomes Io, X-
1 (Δ'I' + I o goes to Xn, that is, (24) In this example, since τ>0 is selected, it is essential that the amount of heat Q increases monotonically and uniformly with respect to X, It will be explained below that this characteristic is obtained in this example using FIG. 6. Note that the cooling power is treated as a negative heating power. It is the sum of the amount of heat Qc of the air that has passed through the bypass 103 after passing through the evaporator 131. To make it easier to understand the basic characteristics, the state where the cabin temperature TR is stabilized at the target setting temperature T8 is taken as the base point. The air temperature immediately after is T1!
If the amount of air passing through the heater core 141 of the blower air iA is AM, then QHσ(THTR)AH. Qc'' (To TR) (A-A, H). As mentioned above, in the region of
There is a relationship as follows: (25) of the outside air temperature of the vehicle: 'ro≦Ti-:Ts. In the range [Xn]>Cx)2CO], Q, =Qi
+Q,ccc ('I'H-TR) AH+(To T
m) (AMrN-AI) Assuming that the heating means has sufficient capacity, (THTR) is almost constant, and the amount of air passing through the heater core is θ~A.
Since it increases linearly between M s and N0, Q is [X'
) increases linearly from O. Also, near [x) = [0], Qc due to 'roki TR1
Cow 0. Cx ] = [Xn :] and AII = Ayr
Since N%, Qc=0, and since 'I' o <, T n, Qc≦0. From the above, Q has a characteristic as shown in FIG. In the range [x')>[xs), A)l=A, therefore, Q=QHα(TH'l'R)A, and (Ta T
Since i+) is constant and A varies linearly with [x], Q increases more linearly as [X) increases. [x]

In the range [0], A F+ = 0,
(26) Assuming that the cooling means has sufficient capacity, the target discharge temperature TCO is the discharge temperature Tc.

In the range [0]>[XD>[X2], Q=Qc”
(Tc-TR)AMIN, AMrN is constant, [XD increases in the negative direction, and (TO-TR) changes from O to ('l'cl-TR
), Q increases linearly from 0 as the cooling power [XD increases in the negative direction]. In the range of [X2]>[X]>[xl], TcTR
= Since A changes linearly with respect to [XD] at a constant negative value of (TCI TR), as [XD increases in the negative direction, Q increases relatively more as a cooling power. From the above, it was confirmed that Q increases continuously and monotonically with respect to [XD]. The effects of this embodiment will be explained below with reference to FIGS. 7 and 8. - As an example, if you get into a car parked outside in the cold and use the air conditioner according to this embodiment to warm up the interior of the car, negative feedback control using (27) of the conventional proportional-integral calculation will As shown by the dotted line in FIG. 7, the vehicle interior temperature Ta and the blower motor applied voltage Vr change. Initially, Δql = rll and rll R are large, so
Even if the integral term of the proportional integral calculation is 0, it is large and the blower motor applied voltage VF is high. As TR gradually increases, ΔT becomes smaller, but the manner in which the integral term becomes thicker, t x = kΔT+/ΔTdt τ 0 , decreases is not ΔTg. The blower motor applied voltage Vy also decreases approximately in proportion to X. If the aforementioned XD is xs〉xn, then X−xs (V
v = 8 V), and TR further increases. Finally, it stabilizes to Ti=Ts, Δ'r=o, tx=-f ΔTdt-XD τ 0 . On the other hand, in this embodiment, under the same conditions, TR and VF change according to the number of real (28) lines in FIG. x) Since the integral operation is stopped at x6,
Until reaching , x = kΔT. Therefore, compared to the case of proportional integral calculation, X is always smaller by the integral term, and V
P becomes lower. Since the blower air volume is small, the heating power is reduced, so the rising trend of the cabin temperature TR is slowed down. and x =
After reaching x 6, the proportional integral calculation starts from that point and stably converges to the same state as the conventional control. If xD>Xa, it means that the heat load on the air conditioner is very large, and X cannot reach xs, but if the air conditioner has the capacity, in the case of conventional proportional-integral calculation control, As shown by the dotted line, the cabin temperature T is exactly the same as in Fig. 7.
R stably converges to the target set temperature Ts (VF is high). In this embodiment, changes are made as shown by the solid line in FIG. Similarly to FIG. 7, the voltage Vy applied to the blower motor decreases quickly, and conversely, the rise in the cabin temperature TR slows down. Furthermore, the vehicle interior temperature TR converges toward Ts - 1 as x = k (Ts - TR) (29) →XD. That is, the vehicle interior temperature TR falls to a state lower than the target value by -. (vr is also lower accordingly) In this embodiment, when the air conditioner is started and the vehicle interior temperature TR is moved to the target set temperature T11, the speed of the transition is much faster than in the conventional proportional-integral calculation control air conditioner. It's a minute late, but the blower motor is applied! The pressure VF drops quickly, and the time spent worrying about loud blower noise is greatly reduced. Finally, if the cabin temperature TR can be maintained at the target set temperature T8 with an air volume of VF=8V or less (Xs≧XD), the blower
Vr = 8V, which corresponds to the rotation speed where the noise does not bother you
It takes a short time to reach the target temperature Ts, and then the cabin temperature TR settles down to the target set temperature Ts by proportional-integral calculation control. In the case of such a high heat load that the cabin temperature TR cannot be maintained at the target set temperature with an air volume of VF = 8V or less, (XD
>X6) In the end, the cabin severity level TR does not shift to the target set temperature T++, but the blower (30) - motor applied voltage VF drops quickly and settles close to 8■, so the blower noise Less bothersome. This embodiment has the effect of significantly improving the perceived comfort. A phone cooler will be described as another simple example. The principle of automatic temperature control is the same as in the previous example, and the main components of the heat exchange section shown in FIG. 5 are a refrigeration cycle, an air cooler, and a blower. The freezing cycle detects the temperature of the air cooled by the cooler and is operated intermittently so that the cooler is maintained at a temperature just before freezing occurs. IXI and the blower air volume are made proportional to the control signal X, and the heat radiation amount Q of the cooler is made proportional to X. Since the cooler according to this embodiment has such a configuration, when cooling a hot room by setting the target temperature i,
As in the previous example, as a result of the blower rotational speed being quickly lowered compared to the conventional proportional-integral calculation control, an air conditioner with improved perceived comfort can be obtained (31). [Effects of the Invention] According to the present invention, when the room temperature is shifted to the entire target temperature, the blower rotation speed can be quickly lowered compared to the conventional device d.
Moreover, since the room temperature changes to a satisfactory value in line with the target temperature, it has the effect of improving the perceived comfort.

[Brief explanation of the drawing]

FIG. 1 is an overall configuration diagram showing a simple example of an automatic air conditioner according to the present invention, FIGS. 2 and 3 show the operation contents of the control section in the automatic air conditioner shown in FIG. 1, and FIG. 3 is a flowchart showing the contents of the main routine, FIG. 3 is a flowchart showing the contents of the interrupt routine, FIG. Figure 6 is a diagram of the principle of automatic temperature control of an automatic air conditioner, and Figure 6 is a diagram of the heat radiation characteristics of the heat exchanger in the same automatic air conditioner.
FIGS. 7 and 8 are diagrams showing control characteristics of the automatic air conditioner according to the present invention in comparison with a conventional example. (32) ■...Heat exchange section, 2...Control section, 3...Operation section,
22... Microcomputer, 31... Temperature setting switch, 111... Suction port door, 121... Blower-1142... 7 mm door, 141... Heater core, 131... Evaporator, 151 ...mode door, 1
70...Car room temperature sensor. Agent Patent Attorney Akio Takamichi (33) Figure 2 Kaya 3 Figure 4 Yume S Figure Forecast Final Figure

Claims (1)

[Scope of Claims] 16 A temperature sensor that detects the room temperature of the air-conditioned room, an operation section including a setting means for setting a target temperature of the air-conditioned room, and an operation section that takes in the detection output of the temperature sensor and the output of the operation section, and A control unit that performs proportional and integral calculations on the deviation between the target temperature of the air-conditioned room and the actual temperature of the air-conditioned room, further calculates the sum of these calculations, and outputs a control signal according to the calculation result; and a heat exchange unit that monotonically and uniformly changes the amount of heat released into the air-conditioned room in response to a control signal from the air conditioner. In a device configured to emit wind, when the blower is driven at a rotation speed equal to or higher than the acid precipitation predetermined value, which is larger than the lowest value, the control section An automatic air conditioner characterized by stopping integral calculation. 2. The automatic air conditioner according to claim 1, wherein the air-conditioned room is a single room of an automobile.