JP2011218975A - Vehicular air conditioning device - Google Patents

Abstract

To provide a vehicle air conditioner capable of maintaining a comfortable indoor environment by correcting a target temperature.
In a vehicle air conditioner, a target temperature immediately before an ignition switch is switched from on to off is preset in a period from when the ignition switch is switched from on to once to off. The first condition that the temperature is within a predetermined temperature range, and the door open / close detection sensors 21, 22, 23, and 24 detect opening / closing of the door a predetermined number of times, and detecting the seat belt installation of the seat that detected the opening / closing. And the third condition that the off duration from the time when the ignition switch 31 is switched off to the time when the ignition switch 31 is switched on again does not pass the preset off reference time. When all the conditions are satisfied, the target temperature is corrected.
[Selection] Figure 1

Description

  The present invention relates to a vehicle air conditioner for adjusting the temperature in a passenger compartment.

  2. Description of the Related Art In recent years, development of an air conditioner for a vehicle that suppresses changes in internal air temperature caused by intrusion of outside air when the door is opened and closed has been promoted. Conventional vehicle air conditioners generally detect the inside / outside air temperature with a temperature sensor and adjust the blowing temperature, the blowing port, and the fan air volume so that the detected inside / outside air temperature becomes a preset temperature.

  By the way, for example, when the occupant returns after taking a break outside the vehicle from a comfortable interior, the surface temperature of the occupant may vary greatly depending on the outside air temperature or the amount of solar radiation. However, the conventional vehicle air conditioner may not adjust the target blowing temperature when the change in the internal air temperature is slight even if the passenger feels hot or cold due to the change in the surface temperature. . Therefore, when the occupant feels heat or cold, it is necessary to manually operate the intensity of heating or cooling, which is troublesome.

  Therefore, a vehicle air conditioner that can automatically control the intensity of heating or cooling even if the amount of change in the inside air temperature is slight is disclosed (see, for example, Patent Document 1 (FIG. 4)).

  The vehicle air conditioner shown in Patent Document 1 controls the inside air temperature regardless of the amount of change in the inside air temperature by detecting information on opening and closing of the door and automatically strengthening the cooling while the door is open. It can be done.

  However, the vehicle air conditioner shown in Patent Document 1 temporarily strengthens the cooling only when the door is open, and does not consider the comfort in the room after the door is closed. For this reason, a temperature difference may occur between the internal temperature immediately after the door is closed and the internal temperature before the door is opened, and there is room for improvement in order to maintain a comfortable indoor environment.

JP 2006-224827 A

  An object of the present invention is to provide a vehicle air conditioner that can maintain a comfortable indoor environment by correcting a target temperature.

  In the invention according to claim 1, the evaporator for cooling the air introduced into the air conditioning duct, the heater for heating the introduced air, and the temperature for adjusting the temperature of the air blown out from the air conditioning duct to the passenger compartment In a vehicle air conditioner comprising: an air mix damper that adjusts the flow rate of air that passes through the heater; and a control unit that controls the temperature of air blown out to the passenger compartment during automatic operation to be a target temperature. An ignition switch; a door opening / closing detection sensor that detects an open / closed state of the door; and a seat belt mounting detection sensor that detects whether or not the seat belt is mounted; and the control unit immediately before the ignition switch is switched from on to off. A first condition that the target temperature is within a preset predetermined temperature range, and the ignition switch. The door opening / closing detection sensor alternately detects the opening and closing of the door by a predetermined reference number between the time when the switch is switched from ON to OFF and then ON again. The second condition that the seat belt of the detected seat is detected and the off reference time set in advance from the time when the ignition switch is switched from on to off until the time when the ignition switch is switched on again. The target temperature is corrected when it is determined that all the three conditions, i.e., the third condition that the time has not elapsed, are satisfied.

  The invention according to claim 2 is characterized in that the control unit corrects the target temperature according to the OFF duration.

  The invention according to claim 3 is characterized in that the control unit stops the correction of the target temperature when a preset correction reference time has elapsed since the start of the correction of the target temperature.

  In the first aspect of the invention, the control unit can determine the appropriateness of the target temperature based on the first condition related to the temperature range, and determines whether the occupant is getting on or off based on the second condition regarding the opening / closing of the door and the wearing of the seat belt. The engine condition can be determined from the third condition relating to the ignition switch. That is, when these three conditions are satisfied, the control unit determines that the occupant has taken a break and has boarded, and corrects the target temperature.

  For example, even if the inside air temperature does not change during a break, the passenger's surface temperature may change due to the influence of the outside air temperature and the amount of solar radiation. Therefore, in the invention according to claim 1, the target temperature is corrected so as to execute the rapid heating during the heating control according to the outside air temperature and the amount of solar radiation regardless of the change in the inside air temperature, and the rapid temperature during the cooling control. The target temperature is corrected so as to perform cooling. That is, the invention according to claim 1 assumes a change in the passenger's surface temperature due to the outside air temperature or the amount of solar radiation, and can correct the target temperature in consideration of the passenger's surface temperature. The temperature environment can be kept comfortable.

Furthermore, in the invention which concerns on Claim 1, since target temperature can be correct | amended without providing the infrared sensor etc. which detect a passenger | crew's surface temperature, the manufacturing cost of a vehicle air conditioner can be held down.
Further, in the invention according to claim 1, since the manual operation is not required, the environment in the passenger compartment can be suitably maintained by a simple method.

  In the invention which concerns on Claim 2, a control part correct | amends target temperature according to an OFF continuation time. This assumes that the passenger's surface temperature changes as the rest time increases. For this reason, since the target temperature can be corrected according to the surface temperature of the occupant, the temperature environment in the passenger compartment can be more suitably maintained.

  In the invention according to claim 3, the control unit stops the correction of the target temperature when a preset correction reference time has elapsed since the start of the correction of the target temperature. For this reason, since the correction can be stopped even if the inside temperature does not reach the set temperature, an energy saving effect can be expected.

It is a top view of a vehicle provided with the air-conditioner for vehicles concerning the present invention. 1 is a block diagram of a vehicle air conditioner according to the present invention. FIG. 3 is a first control flowchart of the control unit shown in FIG. 2. FIG. 3 is a second control flowchart of the control unit shown in FIG. 2. FIG. 4 is a third control flowchart of the control unit shown in FIG. 2. FIG. 6 is a control flowchart of a subroutine of the rapid heating control step shown in FIG. 5. 7 is a correction map for rapid heating shown in FIG. 6. FIG. 6 is a control flow diagram of a subroutine of the rapid cooling control step shown in FIG. 5. FIG. 9 is a correction map for rapid cooling shown in FIG. 8. FIG.

  Embodiments of the present invention will be described below with reference to the accompanying drawings.

A vehicle air conditioner according to an embodiment will be described with reference to FIGS.
As shown in FIG. 1, the vehicle 10 includes a vehicle air conditioner 20 (see FIG. 2). The vehicle air conditioner 20 detects whether doors 12, 22, 23, 24 and the seat belts 16, 17, 18, 19 are mounted or not. The seat belt wearing detection sensors 25, 26, 27, 28, the ignition switch 31, and the control unit 32 are configured.

  The seat belt wearing detection sensors 25, 26, 27, 28 are provided in the buckles individually corresponding to the seat belts 16, 17, 18, 19 and detect the presence / absence of the seat belt wearing.

  As shown in FIG. 2, the vehicle 10 includes a front portion of a passenger compartment 11 that is partitioned by an instrument panel 33 and includes a vehicle air conditioner 20 in front of the instrument panel 33. The vehicle air conditioner 20 includes an air conditioner unit (air conditioner unit) 34 that is provided in the vehicle 10 and air-conditions the passenger compartment 11, and an information detection sensor 35 that detects various types of information for controlling the air conditioner unit 34. And have.

  The air conditioner unit 34 includes a housing 36 (air conditioning duct 36) provided in front of the passenger compartment 11, a fan 37, an evaporator 38, a heater 39, a compressor 41, and various dampers 54, 55, 56, and 57.

The housing 36 is directed toward the outside air introduction port 44 that introduces air ao outside the vehicle compartment 11 as outside air, the inside air introduction port 45 that introduces air ai inside the vehicle compartment 11 as inside air, and the floor 43 inside the vehicle compartment 11. Air conditioning is performed on the heat outlet 46 for blowing air-conditioned air (toward the passenger's feet), the vent outlet 47 for blowing air-conditioned air to the passenger in the passenger compartment 11, and the window glass 42 (front window glass 42) of the passenger compartment 11. It has a defrost outlet 48 for blowing wind, a heater communication path 51 and a cool communication path 52 branched from the downstream of the evaporator 38, and a defrost communication path 53 positioned between the heat switching damper 54 and the defrost switching damper 55.
The heater communication passage 51 is a passage on the upstream side of the heater 39, and the cool communication passage 52 is a passage on the downstream side of the heater 39.

  The fan 37 is located in the housing 36 on the downstream side of the inside / outside air switching damper 56, and the introduced outside air (air ao outside the passenger compartment 11) or inside air (air ai inside the passenger compartment 11) is supplied to the evaporator 38 on the downstream side. And is driven by a fan motor 61.

  The evaporator 38 is located in the housing 36 on the downstream side of the fan 37, and cools the air ao and ai sent by the fan 37 with the circulating refrigerant. That is, the refrigerant is compressed by the compressor 41, sent to a condenser (not shown), and cooled by this condenser. The cooled refrigerant is supplied to the evaporator 38 in a vaporized state, returns to the compressor 41 after heat exchange.

  The heater 39 is located downstream of the air mix damper 57 in the housing 36 and heats the air cooled by the evaporator 38. The temperature setting unit 58 manually sets the air temperature (inside air temperature) in the passenger compartment 11 to an arbitrary set temperature.

  The various dampers 54, 55, 56, and 57 are provided in the housing 36 to restrict the flow of air, and are described in detail as follows.

  The inside / outside air switching damper 56 selects and switches between the outside air introduction port 44 and the inside air introduction port 45. That is, the inside / outside air switching damper 56 is located between the outside air introduction port 44 and the inside air introduction port 45, and selects and switches between the outside air mode and the inside air mode, and is driven by the inside / outside air switching motor 62. . The outside air mode (outside air introduction mode) is a mode in which the air ao outside the passenger compartment 11 is introduced as outside air by opening the outside air introduction port 44 and closing the inside air introduction port 45. The inside air mode (inside air introduction mode) is a so-called inside air circulation mode in which the air ai in the passenger compartment 11 is introduced as inside air by closing the outside air introduction port 44 and opening the inside air introduction port 45.

The air mix damper 57 (cooling / heating switching damper 57) is located downstream of the evaporator 38, and distributes the flow rate flowing through the heater communication path 51 and the cool communication path 52 by adjusting the opening degree. It is driven by a mixing motor 63. The temperature of the air blown out from each of the outlets 46, 47, 48 is controlled according to the distribution of the flow rate.
The air mix damper 57 includes an air mix damper 57a provided on the driver seat side (not shown) and an air mix damper 57b provided on the passenger seat side. The air mix damper 57a and the air mix damper 57b are independent of each other. Can be operated.

The heat switching damper 54 is located on the downstream side of the heater 39 and switches between a heat mode, a vent heat mode, and a heat differential mode and adjusts the opening degree, and is driven by a heat switching motor 64.
In the heat mode (foot mode), the air blown by the air conditioner unit 34 by opening the heat blower outlet 46 and closing the vent blower outlet 47 allows the air (conditioned air) to flow from the heat blower outlet 46 to the floor 43 in the passenger compartment 11. It is a mode that blows out toward the passenger (that is, toward the passenger's feet).
The vent / heat mode is a mode in which the conditioned air flows toward the heat outlet 46 and the vent outlet 47 by opening the heat outlet 46 and opening the vent outlet 47. In this vent / heat mode, the defrost switching damper 55 is switched to the vent mode.
The heat / def mode is a mode in which the conditioned air flows toward the heat outlet 46 and the defrost outlet 48 by opening the heat outlet 46 and opening the defrost outlet 48. In this heat / diff mode, the defrost switching damper 55 is switched to the defrost mode.

The defrost switching damper 55 is located on the downstream side of the heat switching damper 54, switches between the defrost mode and the vent mode and adjusts the opening degree, and is driven by the defrost switching motor 65.
The defrost mode is a mode in which the conditioned air is blown from the defrost outlet 48 toward the window glass 42 by closing the vent outlet 47 and opening the defrost outlet 48.
The vent mode (face mode) is a mode in which the conditioned air is blown out from the vent outlet 47 toward the occupant by opening the vent outlet 47 and closing the defrost outlet 48.

  The motors 61, 62, 63, 64, 65 are driven and controlled by the control unit 32.

  The information detection sensor 35 is a sensor group that detects various types of information for controlling the air conditioner unit 34 by the control unit 32, and includes door opening / closing detection sensors 21, 22, 23, 24 and a seat belt wearing detection sensor 25, 26, 27, 28, an inside air temperature sensor 66, an outside air temperature sensor 67, a solar radiation sensor 68, and a blowing temperature sensor 69. The door opening / closing detection sensors 21, 22, 23, and 24 detect the opening / closing of the door and issue detection information. The seat belt wearing detection sensors 25, 26, 27, and 28 detect the presence / absence of wearing of the seat belt and issue detection information thereof. The inside temperature sensor 66 detects the temperature (inside temperature) in the passenger compartment 11 and emits detection information. The outside air temperature sensor 67 detects the outside air temperature (outside air temperature) outside the passenger compartment 11 and issues detection information. The solar radiation sensor 68 detects the amount of solar radiation in the passenger compartment 11 and emits detection information thereof. The blowing temperature sensor 69 is installed on the downstream side of the air mix dampers 57a and 57b, detects the blowing temperature, and issues detection information thereof.

  Next, the control flow of the control part 32 is demonstrated based on FIGS. 3-5, referring FIGS. 3 to 5 are control flowcharts executed by the control unit 32.

  In step S10, the control unit 32 automatically controls the air conditioner unit 34 at the target temperature Tao. At this time, the ignition switch 31 is on (ON), and is set to an arbitrary set temperature Tset by the temperature setting unit 58. That is, the control unit 32 opens the air mix damper 57, the temperatures of the evaporator 38 and the heater 39, and the air volume of the fan 37 so that the blowing temperature of the air blown from the air conditioning duct 36 to the passenger compartment 11 becomes the target temperature Tao. To control.

The target temperature Tao is calculated based on the set temperature Tset that has been set and the inside air temperature Tin, the outside air temperature Tout, and the solar radiation amount Tsun detected by the information detection sensor 35. The set temperature Tset is set separately for the driver seat side set temperature Tset_dr and the passenger seat side set temperature Tset_ass. Therefore, the target temperature Tao can be calculated by the following equation by dividing the target temperature Tao_dr on the driver's seat side and the target temperature Tao_ass on the passenger seat side.
Tao_dr = Kset × Tset_dr−Kin × Tin−Kout × Tout−Ksun × Tsun + C
Tao_ass = Kset × Tset_ass−Kin × Tin−Kout × Tout−Ksun × Tsun + C
However, Kset, Kin, Kout, and Ksun are control gains, and C is a constant.

  Next, in step S11, it is determined whether or not the target temperature Tao is within a predetermined temperature range set in advance. Specifically, it is determined whether or not the target temperature Tao set in step S10 can be corrected by adjusting the opening of the air mix damper. If the target temperature Tao is within a predetermined temperature range (within the range from the lowest reference temperature Tmin to the highest reference temperature Tmax), it is determined that sufficient correction is possible and the process proceeds to the next step S12. On the other hand, if the target temperature Tao is not within the predetermined temperature range, it is determined that the set temperature Tset needs to be reset, and the process returns to step S10 to continue the automatic operation control. For example, the minimum reference temperature Tmin is set to 20 ° C., and the maximum reference temperature Tmax is set to 30 ° C.

  Next, in step S12, the switch signal of the ignition switch 31 is read. In step S13, it is determined whether or not the ignition switch 31 is off based on the read switch signal. Thus, it can be determined whether or not the engine has stopped. That is, it can be determined whether or not the occupant is taking a break. If it is determined that the switch signal is off (OFF), it is determined that the occupant is taking a break and the process proceeds to the next step S14. On the other hand, if it is determined that the switch signal is ON (ON), it is determined that the occupant is not taking a break, and the process returns to step S10 to continue the automatic operation control.

  Next, in step S14, a plurality of flags F1, F2, and F3 are set to 0 (F1 = 0, F2 = 0, F3 = 0). When different predetermined conditions are satisfied, 1 is set for each flag. These predetermined conditions will be described later.

  Next, in step S15, after resetting the count value T1 of the first timer to 0 (T1 = 0), the first timer is started. The count value T1 corresponds to the OFF duration T1 of the ignition switch 31.

  Next, in step S16, the signals of the door open / close detection sensors 21, 22, 23, and 24 are read. In step S17, the number Nr of opening / closing of the doors 12, 13, 14, 15 is counted based on the read signal. Here, the number Nr of opening / closing means the number of times that the so-called opening and closing are alternately performed in the same door, from opening to closing first, and then from opening to closing, and an open signal is read. It counts once when the signal is closed, and once when the closing signal is read.

  Next, in step S18, it is determined whether or not the number Nr of opening / closing has reached a preset reference number Ns. That is, when it is determined that the opening / closing frequency Nr has reached the reference frequency Ns (Nr ≧ Ns), it is determined that the door has been opened and closed after the break, and the flag F1 = 1 is set in the next step S19. Then, it progresses to step S21. On the other hand, if it is determined that the number Nr of opening / closing has not reached the reference number Ns (Nr <Ns), after setting the flag F1 = 0 in step S20, the process proceeds to step S21.

  Next, in step S21, the signals of the seat belt wearing detection sensors 25, 26, 27, and 28 are read. Next, in step S22, if it is detected that the seat belt is worn at the seat where the door is opened and closed, it is determined that the passenger in the seat has got on and off at a break.

  The signals of the seat belt wearing detection sensors 25, 26, 27, and 28 correspond to the signals of the door opening / closing detection sensors 21, 22, 23, and 24 read in step S16. That is, it is possible to determine whether or not the seat belt corresponding to the door determined in step S18 (for example, the seat belt 16 corresponding to the door 12 in FIG. 1) is attached. For example, if it is determined in step S18 that the opening / closing frequency Nr of the door 12 on the driver's seat 29 side has reached the reference frequency Ns, the occupant seated in the driver's seat 29 is moved to the seat belt in step S22. Whether or not 12 is mounted is determined.

  If it is determined that the seat belt is attached, it is determined that the preparation for traveling has been completed, the flag F2 = 1 is set in the next step S23, and then the process proceeds to step S25. On the other hand, if it is determined that the seat belt is not attached, the flag F2 = 0 is set in step S24, and the process proceeds to step S25.

  Next, in step S25, the switch signal of the ignition switch 31 is read again. Next, in step S26, based on the read switch signal, it is determined whether or not the ignition switch 31 is on (ON), that is, whether or not it is switched from off (OFF) to on (ON) again. At this time, if it is determined that the switch signal is on (ON), it is determined that the operation of the engine has been resumed, the flag F3 = 1 is set in the next step S27, and then the process proceeds to step S29. On the other hand, if it is determined that the switch signal is OFF (OFF), it is determined that the engine is stopped, the flag F3 = 0 is set in step S28, and the process proceeds to step S29.

  Next, in step S29, the first timer is stopped. Next, in step S30, it is determined whether or not the count value of the first timer, that is, the off duration time T1, has passed a preset off reference time Ts (eg, Ts = 60 minutes). If it is determined that it has not elapsed (T1 <Ts), the process proceeds to the next step S31. If it is determined that it has elapsed (T1 ≧ Ts), the process returns to step S10 to continue the automatic operation control.

  Next, in step S31, it is determined whether or not all the flags F1, F2, and F3 are 1. If it is determined that all the flags F1, F2, and F3 are set to 1, the process proceeds to the next step S32. On the other hand, if it is determined that any one of the flags F1, F2, and F3 is set to 0, the process returns to step S16, and the signals of the door open / close detection sensors 21, 22, 23, and 24 are read again. . That is, until the off duration time T1 reaches the off reference time Ts, steps S16 to S30 are repeatedly executed until all the flags F1, F2, and F3 are set to 1.

  Next, in step S32, it is determined whether or not the outside air temperature Tout is lower than a first threshold value Th1 for heating control. The outside air temperature Tout is a value detected by the outside air temperature sensor 67 in S10. Further, the first threshold value Th1 of the heating control is a start reference temperature that is set in advance to determine whether or not to execute the rapid heating control (for example, Th1 = 10 ° C.). If it is determined that it is lower (Tout <Th1), the process proceeds to the next step S33. On the other hand, if it is determined that the outside air temperature Tout has increased to the first threshold value for heating control (Tout ≧ Th1), the process proceeds to step S36.

  Next, in step S33, after resetting the count value T2 of the second timer to 0 (T2 = 0), the second timer is started. The count value T2 corresponds to the rapid heating control time T2. Next, in step S34, rapid heating control is executed. The contents of the rapid heating control will be described later.

  Next, in step S35, step S34 is continued until the rapid heating control time T2 has passed a preset control reference time Te (for example, Te = 60 seconds), and when it has passed (T2 ≧ Te). Returns to step S10 and executes normal automatic operation control. As described above, control is performed with priority over the target temperature, so that an improvement in comfort and an energy saving effect can be expected.

  On the other hand, when it is determined in step S32 that the outside air temperature Tout has increased to the first threshold value for heating control (Tout ≧ Th1), in step S36, the outside air temperature Tout becomes the first threshold value for cooling control. It is determined whether or not Tc1 is exceeded. The first threshold value Tc1 for the cooling control is a start reference temperature that is set in advance to determine whether or not to execute the rapid cooling control, and is set to be higher than the first threshold value Th1 for the heating control. (For example, Tc1 = 28 ° C.). If it is determined that it has exceeded (Tout> Tc1), the process proceeds to the next step S37. On the other hand, if it is determined that it has not exceeded (Tout ≦ Tc1), the process returns to step S10 and normal automatic operation control is continued.

  Next, in step S37, after resetting the count value of the third timer to 0 (T3 = 0), the third timer is started. The count value T3 corresponds to the rapid cooling control time T3. Next, in step S38, rapid cooling control is executed. The contents of the rapid cooling control will be described later.

  Next, in step S39, step S38 is continued until the rapid cooling control time T3 passes a preset control reference time Te (for example, Te = 60 seconds), and when it passes (T3 ≧ Te). Returns to step S10 and executes normal automatic operation control. As described above, control is performed with priority over the target temperature, so that an improvement in comfort and an energy saving effect can be expected.

  The control contents of the rapid heating control executed in step S34 will be described based on FIGS. FIG. 6 is a control flowchart of the subroutine of step S34 (rapid heating control step) shown in FIG. First, in step S40, the outside air temperature Tout is read. Next, in step S41, it is determined whether or not the outside air temperature Tout exceeds the second threshold value Th2 for heating control. The second threshold value Th2 of the heating control is a reference temperature for determining which of the first rapid heating control and the second rapid heating control is to be executed, and is a predetermined constant value ( For example, Th2 = 0 ° C.). The second rapid heating control increases the in-vehicle temperature more rapidly than the first rapid heating control. If it is determined that the temperature is higher (Tout> Th2), the process proceeds to the next step S42 to execute the first rapid heating control, and the value of the target temperature Tao is set to the first correction map of FIG. Correction is performed based on C1. On the other hand, if it is determined that the value does not exceed (Tout ≦ Th2), the process proceeds to step S44 to execute the second rapid heating control, and the value of the target temperature Tao is based on the second correction map C2 of FIG. To correct.

  Here, the first and second correction maps C1 and C2 will be described. In FIG. 7, the horizontal axis is the off duration time T1, the vertical axis is the correction amount AM, and the change characteristic of the correction amount AM with respect to the off duration time T1 is represented as first and second correction maps C1 and C2. In both the first and second correction maps C1 and C2, even when the off duration T1 is 0, the correction amount AM is set to be larger than 0, and the correction is performed as the off duration T1 increases. The amount AM increases. However, regardless of the value of the off duration T1, the correction amount AM of the second correction map C2 is larger than the correction amount AM of the first correction map C1.

  Returning to the description of steps S42 and S44 shown in FIG. In steps S42 and S44, the target temperature Tao is corrected by adding the correction amount AM to the value of the target temperature Tao (Tao = Tao + AM).

  Subsequent to step S42, in step S43, the heat / diff mode control is executed, and then this subroutine is terminated. In this case, by controlling the opening degree of the air mix damper 57 based on the corrected target temperature Tao, the temperature of the air blown out to the passenger compartment 11 is controlled to become the target temperature Tao.

  On the other hand, after step S44, in step S45, the heat differential mode is executed. Also in this case, by controlling the opening degree of the air mix damper 57 based on the corrected target temperature Tao, the temperature of the air blown out to the passenger compartment 11 is controlled to become the target temperature Tao. After step S45, in step S46, the air volume of the fan 37 is increased to increase the amount of air blown out to the passenger compartment 11, and then this subroutine is terminated.

Next, the control contents of the rapid cooling control executed in step S38 will be described based on FIGS. FIG. 8 is a control flowchart of a subroutine of step S38 (rapid cooling control step) shown in FIG. First, in step S50, the solar radiation amount Tsun is read. Next, in step S51, it is determined whether or not the solar radiation amount Tsun is below a second threshold value Tc2 for cooling control. The second threshold value Tc2 for the cooling control is a reference solar radiation amount for determining whether to execute the first rapid cooling control or the second rapid cooling control, and is a predetermined constant value. (For example, Tc2 = 450 W / m ² ). In the second rapid cooling control, the in-vehicle temperature is lowered more rapidly than in the first rapid cooling control. If it is determined that the temperature is lower (Tsun <Tc2), the process proceeds to the next step S52 to execute the first rapid cooling control, and the value of the target temperature Tao is set to the third correction map of FIG. Correction is performed based on C3. On the other hand, if it is determined that the temperature is not lower (Tsun ≧ Tc2), the process proceeds to step S53 to execute the second rapid cooling control, and the value of the target temperature Tao is set based on the fourth correction map of FIG. to correct.

  Here, the third and fourth correction maps C3 and C4 will be described. In FIG. 9, the horizontal axis is the off duration time T1, the vertical axis is the correction amount AM, and the variation characteristic of the correction amount AM with respect to the off duration time T1 is represented as third and fourth correction maps C3 and C4. In the third correction map C3, when the off duration is 0, the correction amount AM is 0. In the fourth correction map C4, when the off duration is 0, the correction amount AM is greater than 0. Is set. Further, the third and fourth correction maps C3 and C4 both have a characteristic that the correction amount AM increases as the OFF duration T1 increases. However, regardless of the value of the off duration T1, the correction amount AM of the fourth correction map C4 is larger than the correction amount AM of the third correction map C3.

  Returning to the description of steps S52 and S53 shown in FIG. In steps S52 and S53, the target temperature Tao is corrected by adding the correction amount AM to the value of the target temperature Tao (Tao = Tao + AM).

  When step S52 is finished, this subroutine is finished. In step S52, by controlling the opening degree of the air mix damper 57 based on the corrected target temperature Tao, the temperature of the air blown out to the passenger compartment 11 is controlled to become the target temperature Tao.

  On the other hand, after step S53, in step S54, the air volume of the fan 37 is increased to increase the amount of air blown out to the passenger compartment 11, and then this subroutine is terminated.

  Although the vehicle air conditioner 20 according to the present invention can be executed without the seat belt wearing detection sensors 25, 26, 27, 28, the seat belt wearing detection sensors 25, 26, 27, 28 are provided. It is preferable to provide. If the seat belt wearing detection sensors 25, 26, 27, and 28 are provided, the target temperature Tao can be corrected in consideration of the surface temperature of the occupant seated in each seat. The environment can be kept more favorable.

  In the present embodiment, the second threshold value Th2 for the heating control is based on the outside air temperature Tout, but the solar radiation amount Tsun may be the reference value, and the second threshold value Tc2 for the cooling control is the solar radiation amount Tsun. Although the reference value is used, the outside air temperature Tout may be used as the reference value.

  The vehicle air conditioner 20 of the present invention is suitable for correcting the target temperature Tao according to the outside air temperature Tout or the solar radiation amount Tsun.

  DESCRIPTION OF SYMBOLS 11 ... Car compartment, 20 ... Vehicle air conditioner 21, 22, 23, 24 ... Door opening / closing detection sensor, 25, 26, 27, 28 ... Seat belt wearing detection sensor, 31 ... Ignition switch, 32 ... Control part, 36 Air conditioning duct 38 Evaporator 39 Heater 57 Air mix damper Tao Target temperature T1 Off duration Ts Off reference time Te Te control reference time

Claims (3)

An evaporator for cooling the air introduced into the air conditioning duct, a heater for heating the introduced air, and a flow rate of air passing through the heater to adjust the temperature of the air blown from the air conditioning duct to the passenger compartment. In a vehicle air conditioner comprising: an air mix damper to be adjusted; and a control unit that controls a blowing temperature of air blown out to the passenger compartment during automatic operation to be a target temperature.
An ignition switch, a door opening / closing detection sensor for detecting the opening / closing state of the door, and a seat belt wearing detection sensor for detecting whether or not the seat belt is worn,
The controller is
A first condition that the target temperature immediately before the ignition switch is switched from on to off is within a predetermined temperature range set in advance;
The door opening / closing detection sensor alternately detects opening and closing of the door by a predetermined reference number of times between the time when the ignition switch is switched from on to off and the time when the ignition switch is turned on again. A second condition that the seat belt of the seat where the opening / closing is detected is detected;
A third condition that the off duration from the time when the ignition switch is switched from on to off until the time when the ignition switch is switched on again does not pass a preset off reference time;
A vehicle air conditioner that corrects the target temperature when it is determined that all three conditions are satisfied.   The vehicle air conditioner according to claim 1, wherein the control unit corrects the target temperature according to the off duration time.   3. The vehicle according to claim 1, wherein the control unit stops the correction of the target temperature when a preset correction reference time elapses after starting the correction of the target temperature. 4. Air conditioner.

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