JPS6224286B2 - - Google Patents

Description

[Detailed description of the invention]

In vehicle air conditioning control, the present invention selectively connects a cooling mechanism to an on-vehicle power source to adjust cooling capacity.
This aims to realize power-saving air conditioning control by reducing the operating rate of the cooling mechanism. Conventionally, in a cooling mechanism for vehicle air conditioning control that includes a refrigerant compressor driven by an on-board engine, the engine load is reduced as much as possible by automatically controlling operation and stopping according to the need for cooling capacity in air conditioning control. There are demands to reduce this. In view of this demand, it is an object of the present invention to provide a vehicle air conditioning control method that easily determines the necessity of cooling capacity and appropriately controls the operation and stop of a cooling mechanism. Still another object of the present invention is to further reduce the operating rate of the cooling mechanism while stabilizing the temperature control within the vehicle interior as much as possible. A feature of the present invention is that the necessity of cooling capacity is determined based on the size determination of the temperature inside and outside the vehicle and the target temperature used in normal vehicle air conditioning control. The present invention will be described below with reference to embodiments shown in the accompanying drawings. In this embodiment, the present invention is applied to a generally known automobile air conditioner using a cold air/warm air mixing method. An outside air intake port 1a for introducing outside air and an inside air intake port 1b for circulating inside air are formed on the upstream side of 1.
Both intake ports are opened and closed by an internal/external air damper 2.
In the ventilation duct 1, toward the downstream side, there are installed a dynamic blower (blower motor) 3, an evaporator 4 that forms part of the cooling cycle cc, a heater core 5 that forms part of the cooling water cycle HC of the engine EG, and this heater core 5. A temperature control damper (A/M) that adjusts the ratio of the air passing through the bypass passage 6
dampers) 7 are arranged in order. Ventilation duct 1
Upper and lower air outlets 1c and 1d are formed at the most downstream part of the duct to blow out the air whose temperature has been adjusted in the duct to the upper and lower parts of the vehicle interior, and both air outlets are connected to the air outlet damper 8. It is opened and closed by twisting. The control device 10 receives and processes various information signals in order to perform temperature control and various operation mode controls, and electrically instructs the operation of the functional elements 1 to 8 described above. As means for inputting various information signals to the control device 10, there is an inside temperature sensor 21 including a heat-sensitive resistor that generates an analog voltage signal Tr' corresponding to the temperature inside the vehicle interior, and an analog voltage signal corresponding to the temperature outside the vehicle interior. Outside temperature sensor 2 including a heat-sensitive resistor that produces Ta′
2. Temperature setting device 23 including a potentiometer that generates an analog voltage signal Ts' corresponding to the target temperature (set position), a potentiometer that generates an analog voltage signal Ar' corresponding to the opening degree Ar of the A/M damper 7 A switch panel 11 is provided that generates on/off signals by operating a switch group such as an opening sensor 24 and a switch group for operation, stop, operation mode selection, etc.
Here, the switch panel 11 includes an air conditioning switch (A/C switch) for instructing operation or stop of the apparatus, and a dehumidification switch for instructing whether or not dehumidification operation is to be performed. In addition, the engine EG is used as a means for operating functional elements according to electrical commands from the control device 10.
An electromagnetic clutch 31 disconnects and connects the driving force from the cooling cycle CC to the cooling cycle CC, and an electromagnetic valve 3 opens and closes the cooling water circulation path to the heater core 5 in the heating cycle HC.
2. The energizing current of the electromagnetic valve-controlled negative pressure actuators 33, 34, 35 and the blower motor 3, which use engine negative pressure to open and close the internal and external air damper 2, A/M damper 7, and outlet damper 8, is set to A. /M An air volume adjustment mechanism 36 is provided that changes the air volume according to the position of the damper 7. The display panel 12 displays the operating status of the device based on output signals from the control device 10. The control device 10 receives power from the vehicle battery 14 when the ignition switch 13 of the vehicle is turned on, and becomes operational. As shown in FIG. 2, the control device 10 is a digital computer (microcomputer) that performs information processing based on a preset control program.
10a, an analog input interface 10b that selectively converts analog voltage signals from the signal input means 21, 22, 23, and 24 and inputs them to the computer 10a; an on/off signal for each switch from the switch panel 11; a digital input interface 10c for formatting and inputting the data to the computer 10a;
Immediately after turning on the amplifier circuit 10d, the information processing clock generation circuit 10e, and the constant voltage circuit, and the ignition switch 13, which amplifies the operation command signals of the functional elements 31 to 36 outputted from the ignition switch 13, the operation of the computer 10a is started. It consists of an initialization circuit (none of which is shown). The air volume adjustment mechanism 36 has a configuration as shown in FIG. 3, and is basically the same as that of a known automatic control air conditioner. That is, a movable contact 36a that moves in conjunction with the A/M damper 7 by the output shaft of the negative pressure actuator 34 that drives the A/M damper 7, a fixed power supply contact 36b, and a selection fixed contact 36c, 3.
6d, 36e, 36f, 36g, 36h, 36i
and current limiting resistors 36j, 36k, and 36l connected in series.As the A/M damper 7 approaches the cooling side and the heating side, the number of resistors decreases to control the rotation speed of the blower motor 3. It is starting to increase. FIG. 4 shows the flow of the control program of the computer 10a, and the operation of the apparatus will be explained below with reference to FIG. When the ignition switch 13 is turned on, the computer 10a is immediately initialized.
Start execution of the control program from the start address. And the initial setting routine (step 101)
The internal count value N is cleared to O. Analog voltage signal generator 21, 22, 23, 2
Each analog voltage signal Tr′, Ts′, Ta′,
Sequentially input Ar' as digital data Tr, Ts, Ta, Ar through the interface 10b,
Further, data indicating the on state of the A/C switch and dehumidification switch of the switch panel 11 is inputted and stored via the interface 10c (step 102). It is determined from the stored data whether or not the A/C switch has been turned on (step 10).
3) If the A/C switch is on, in start-up processing step 104, electricity is started to flow through the amplification circuit 10d to the solenoid valve 32 and the air volume adjustment mechanism 36, and the heating action in the heater core 5 is started. It is determined from the stored data whether or not the dehumidification switch 105 is turned on (step 105), and if this switch is turned on, the negative pressure actuator 33 is deenergized via the amplifier circuit 10b. The internal and external air damper 2 (which is originally deenergized at the start of operation) is brought to the external air introduction position (the position shown).
Furthermore, the electromagnetic clutch 3 is connected via the amplifier circuit 10b.
1 is energized and the cooling action by the evaporator 4 is continuously performed. That is, while the dehumidification switch is turned on, the moisture introduced into the air is removed by the cooling action of the evaporator 4. When the dehumidification switch is not turned on, automatic operation control of the cooling cycle cc is performed through steps 108 to 118 and step 107. That is, first, the difference (inside temperature deviation) △Tr between the set temperature data T and the vehicle interior temperature data T is calculated (step 108), and it is determined whether this inside temperature deviation △Tr is larger than a predetermined value A. (Step 109). For example, the value A is set at 5°C,
If the inside temperature deviation ΔTr is larger than 5° C., in step 110, the negative pressure actuator 33 is energized via the amplifier circuit 10b, and the inside/outside air damper 2 is moved to the inside air introduction position. Then, in step 107, the operation of the cooling cycle cc is instructed. In other words, when the inside temperature deviation ΔTr is large, the air conditioner operates with inside air circulation. Due to the operation of the air conditioner or when the inside temperature deviation △Tr is originally less than the value A, a command is issued to introduce outside air (step 111), and a check is made to determine whether the inside temperature deviation △Tr is smaller than a predetermined value B. is determined (step 112). For example, the value B is
1.5℃, and if the internal temperature deviation △Tr is smaller than 1.5℃ (including negative values), step 11 is performed.
Perform the following processing. That is, the internal count value N
is 1 (step 11).
3) If it is 0, the difference (outside temperature deviation) ΔTam between the vehicle outside temperature data Tam and the set temperature data Ts is calculated in step 114. Then, it is determined whether or not this outside temperature deviation △Tam is larger than a predetermined value c (step 115). The power supply to the electromagnetic clutch 31 via the circuit 10d is cut off, and the operation of the cooling cycle cc is stopped (step 116). Furthermore, the internal count value N is set to 1 (step 117). When the value temperature deviation ΔTam is within 5°C, the cooling cycle is operated in step 107. Therefore, once the operation of the cooling cycle is stopped (step 117), the internal count value N is set to 1 at the same time, so as long as the determination result of the internal temperature deviation ΔTr in step 112 is positive,
The determination of the internal count value N in step 113 is affirmative, and the cooling cycle remains stopped. When the cooling cycle is stopped, or when the internal temperature deviation ΔTr is originally equal to or higher than the set value B, the internal count value N is cleared to 0, and the operation of the cooling cycle is commanded in step 107. Steps 108-117 and Step 107
The following table shows the judgments and processing performed by .
(YES=Y, NO=N)

[Table] As can be seen from this table, the internal temperature deviation △Tr
When B is smaller than the set value B, e.g. 1.5°C, and the outside temperature deviation △Tam is larger than the set value C, e.g. 5°C (Case 4), the cooling cycle is stopped, and once stopped, the internal count value N is set to 1. Therefore, while the inside temperature deviation ΔTr is smaller than the set value B (case 5), when the inside temperature deviation ΔTr becomes larger than the set value (case 2), the cooling cycle is operated. In this way, operation and stop of the cooling cycle are controlled based on the relationship between the set temperature Ts, the vehicle interior temperature Tr, and the outside air temperature Ta. Then, since the outside temperature Ta of the vehicle is lower than the set temperature Ts to a certain extent, it is determined that the operation of the cooling cycle can be stopped and the temperature inside the vehicle can be brought closer to the set temperature Ts by introducing outside air. Then, the cooling cycle is temporarily stopped. Even if the temperature outside the vehicle increases, the cooling cycle will remain stopped until the temperature Tr in the vehicle interior actually increases to some extent due to the influence of the temperature outside the vehicle. Therefore, even if the outside temperature temporarily rises or falls due to a change in the vehicle driving environment temperature, etc., the system does not respond to each change and adjusts to the deviation between the cabin temperature Tr and the set temperature Ts. Therefore, since the state is changed from the stopped state to the operating state, the operation rate of the cooling cycle is not increased unnecessarily. After step 107 or 117, temperature adjustment processing 119 is performed. This process is based on the vehicle interior temperature
A/M required to bring Tr close to set temperature Ts
A process of calculating the opening degree Tpo of the damper 7 using a preset calculation formula, comparing the calculated opening degree Tpo with the actual opening degree data Ar, and driving the negative pressure actuator 34 in a direction in which both approaches. It consists of a process. The calculation method for calculating the opening degree Tpo basically uses the conventionally known calculation method of heat load, and is expressed by the following formula. Tpo=Ks′Ts−Kr′Tr−Ka′Ta−C ₁ +C ₀ However, Ks, Kr, Ka, and C ₀ are constant terms determined experimentally in advance, and C ₁ is related to the operation and stop of the cooling cycle. Therefore, it is a correction term that takes a value of 0 during operation and a value of D (constant) when stopped. Note that whether to run or stop is determined depending on whether the internal count value N described above is 1 or 0, and is substituted into the calculation described above. Next, depending on the temperature of the blown air, the upper or lower part of the outlet is determined depending on whether this blown air temperature is lower or higher than a certain value, for example, about 30°C, and according to this determination, the negative pressure actuator 35 is activated. Select energization or deenergization and determine the position of the outlet damper 8. In this embodiment, by utilizing the fact that the opening degree of the A/M damper 7 and the blowing air temperature are approximately proportional, it is determined whether the opening degree data Ar is on the cooling side or the heating side from the intermediate value, and Determine the top and bottom of the exit. Next, the vehicle interior temperature data Tr is digitally displayed on the display panel 12. The processing of steps 104 to 121 by the computer 10a is repeatedly executed while the A/C switch is turned on, and the positions of the inside/outside air damper 2, A/M damper 7, and outlet damper 8 and the cooling cycle cc are as follows. control the operation of Also,
Blower motor 3 in relation to the position of A/M damper 7
The energizing current is selected and the air volume is changed. This air volume increases as the A/M damper 7 approaches the cooling side or the heating side, and decreases near the intermediate position. Note that the present invention is not limited to the embodiments described above, and various modifications are possible. Especially the 4th
It is easy to change the processing procedure and numerical data of the control program shown in the figure. In addition, when the air conditioner enters the cooling cycle automatic operation or stop state, in addition to determining whether the dehumidification switch is turned on or not, we also provide an automatic cooling cycle operation and stop switch, and automatically operate the cooling cycle depending on whether the switch is turned on or not. It may be started and stopped. In addition, automatic operation, introduction to a stopped state, and withdrawal may be performed automatically in response to a signal from a temperature sensor or the like. In addition, when determining the stopping conditions for the cooling cycle cc, it is not possible to obtain a sudden drop in the temperature change inside the vehicle at the start of operation, but the outside temperature deviation △
The stop condition may be determined based only on Tam. As described above, in the present invention, an increase and a decrease in the cooling capacity are determined by different determinations, and in particular, an increase in the cooling capacity is determined by determining a predetermined increase in the temperature inside the vehicle, so that the temperature outside the vehicle This has the excellent effect of masking temporary fluctuations such as the above, stably controlling the cooling capacity, and reducing the operating rate of the cooling mechanism.

[Brief explanation of the drawing]

The attached drawings show an embodiment of the apparatus to which the method of the present invention is applied, in which Fig. 1 is an overall configuration diagram, Fig. 2 is a block diagram of the electrical control system, and Fig. 3 is a diagram of the air volume adjustment mechanism 36 in Fig. 2. The detailed electrical wiring diagram, Figure 4, shows the digital computer 10a (second
FIG. EG...Engine serving as serial power source, cc...Cooling cycle as a cooling mechanism including evaporator 4, 7...Temperature control damper (A/M damper), 1
0...Control device, 21...Inside temperature sensor for detecting temperature inside the vehicle, 22...Outside temperature sensor for detecting temperature outside the vehicle, 23...Temperature setting device for setting target temperature, 31... electromagnetic clutch.

Claims (1)

[Claims] 1. In a vehicle air conditioning control method in which a cooling mechanism is selectively connected to an on-vehicle power source to adjust the cooling capacity and adjust the temperature inside the vehicle to a target temperature, the temperature outside the vehicle is adjusted in advance to the target temperature. When the temperature difference is lower than a predetermined temperature difference, the cooling mechanism is cut off from the in-vehicle power source, and once cut off, when the temperature inside the vehicle shows a predetermined temperature rise regardless of the temperature outside the vehicle, the cooling mechanism is disconnected from the on-vehicle power source. 1. A method for controlling air conditioning for a vehicle, characterized in that the air conditioning is connected to a power source.