JPS588417A - Control method for air conditioner of vehicle - Google Patents

Abstract

PURPOSE:To give the feeling of coolness corresponding to the desire of person in a vehicle, by reducing the flow rate of air below a prescribed level depending on the ratio of the fall in the temperature of cooling water below a predetermined level at the time of the starting of an engine and by operating a manual mechanism to set the flow rate of air at the prescribed level independently of the temperature of the cooling water after the starting. CONSTITUTION:When an internal combustion engine E is started and a microcomputer 99 is operating and the temperature of cooling water is set at 30 deg.C or below in accordance with a control program in winter, the flow rate of air to be blown off into a vehicle room 13 is set at zero independently of the result of calculation and applied to a drive circuit 31, the output signal of which is applied to a blower 30 to blow off no air into the vehicle room to give no feeling of coldness or coolness to the person in the vehicle. When the second switch of a control switch mechanism 97 is newly operated in accordance with the desire of the person in the vehicle after the closure of an ignition switch IG, the flow rate of air to be blown off into the vehicle room 13 is set high by a central processing unit and applied to the drive circuit 31 to rotate the blower 30 to blow off the air into the vehicle room without warming the air, to give a feeling of coolness to the person in the vehicle.

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a control method for an air conditioner, and more particularly to a control method for an air conditioner suitable for use in various vehicles.

Conventionally, in a control method for this type of air conditioner, the amount of air flow blown into the passenger compartment from an air duct provided in the vehicle is controlled by a flow rate control means, and the air flow is cooled by a cooling means. and at least a portion of this cooling air stream is heated by a heating means based on the temperature of the cooling water from the vehicle's internal combustion engine cooling system, and the thus warmed air stream is mixed with the remaining cooling air stream to reach an appropriate temperature. It is configured to blow out the air into the vehicle interior as a flow of air.

By the way, the temperature of the cooling water mentioned above is usually low and difficult to rise when starting an internal combustion engine in cold seasons such as winter, and under such conditions, the cooling air flow is heated by heating means. It cannot be heated sufficiently. Therefore, in such a situation, when the flow rate control means is controlled to set the amount of the air flow to a predetermined flow rate based on the operation of the manual operating mechanism, the amount of the cooling water is lower than the amount of the air flow. The temperature of the vehicle is relatively too low, and as a result, the airflow blown into the vehicle interior causes the occupants to feel cold or cool instead of feeling warm.

This means that appropriate control results are obtained when the occupants expect the above-mentioned coldness or coolness when starting the internal combustion engine during cold seasons such as winter. Alternatively, coolness is undesirable if the occupant expects warmth.

The present invention has been made with attention to this point of view, and its first object is to control the flow rate control means to blow air into the vehicle interior based on the operation of the manual operation mechanism before starting the internal combustion engine. When the internal combustion engine starts, even if the amount of airflow is previously controlled to be set at a predetermined flow rate,
When the temperature of the cooling water is higher than a predetermined temperature, the amount of the air flow is set to the predetermined flow rate, and when the temperature of the cooling water is below the predetermined temperature, the amount of the air flow is adjusted according to the rate of decrease. An object of the present invention is to provide a control method for a vehicle air conditioner, which controls the flow rate control means to set the flow rate to a value smaller than the predetermined flow rate.

A second object of the present invention is that the flow rate control means controls the amount of air blown into the vehicle interior to a predetermined flow rate based on the operation of the manual operation mechanism before starting the internal combustion engine. Even if the manual operation mechanism is newly operated after starting the internal combustion engine,
It is an object of the present invention to provide a control method for a vehicle air conditioner, in which the flow rate control means is controlled so that the amount of the air flow becomes the predetermined flow rate regardless of the temperature of the cooling water.

Hereinafter, one embodiment of the present invention will be described with reference to the drawings.
The figure shows an example in which the present invention is applied to a known vehicle air conditioning system, and inside the air duct 10 of this air conditioning system there is a switching door 20. Blower 30, evaporator 40. Heater 50. An air mix damper 60, switching, and lower parts 70, 80 are arranged. The switching door 2o is manually operated, and when the inlet 11 of the air duct 10 is opened, outside air is introduced into the air duct 10 from outside the vehicle, and the air duct 10 is opened.
When the recirculation port 12 of the duct 10 is opened, the air inside the vehicle compartment 13 is recirculated into the air duct 10. The blower 30 sucks air from the inlet 11 or the recirculation port 12 and sends it to the evaporator 4o as an air flow having a flow rate W depending on the rotation speed. The evaporator 40 cools the airflow from the blower 60 in cooperation with a cooling system including an electromagnetic clutch 41 and a compressor 42, and applies the cooled airflow to the air mix damper 6o. The electromagnetic clutch 41 is driven under the control of an electric control circuit 9°, which will be described later, to selectively connect the compressor 42 to the internal combustion engine E.

The heater 50 receives cooling water from the cooling device of the internal combustion engine E and warms the cooling air flow sent from the evaporator 40 .

The air mix damper 60 includes an electric pneumatic actuation mechanism 6
1, and when the electric pneumatic actuating mechanism 61 is applied with atmospheric pressure or negative pressure from the internal combustion engine E to move the rod 62 upward or downward, its opening degree Ar
It functions to decrease or increase according to the upward or downward movement of the rod 62. As a result, the evaporator 40
A portion of the cooling airflow from the air mix damper 60
The remaining part of the cooling air flow from the evaporator 40 is applied to the heater 50 according to the opening degree At of the heater 50.
The mixed air flow is mixed with the air flow warmed by the air flow and sent to the switching door 70 as a mixed air flow. In this case, it is assumed that the air mix damper 60 has a minimum opening degree when the rod 62 is at the upper moving end as shown, and the entire cooling air flow from the evaporator 40 is applied directly to the switching door 70. . on the other hand,
When the rod 62 is at its lower end, the air mix damper 60 is at its maximum opening and the entire cooling airflow from the evaporator 40 is applied to the heater 50 . Note that when the electric gas actuation mechanism 61 is simultaneously cut off from atmospheric pressure and the negative pressure of the internal combustion engine E to stop the rod 62, the opening degree of the air mix damper 60 changes to a value corresponding to the stop position of the rod 62. will be maintained.

The switching door 70 is operatively connected to an electric pneumatic actuating mechanism 71, and when the electric pneumatic actuating mechanism 71 is under atmospheric pressure, it is in the original position (indicated by the solid line in FIG. 1). The mixed airflow flowing through the air duct 10 while being maintained at
It blows out within 3.

This means that the switching door 7.0 is placed in heat mode. Further, the switching door 70 cooperates with the switching door 80 to blow out the mixed air flow into the passenger compartment 16 from the air outlet 14.15-I/- of the air duct 10 or from the air outlet 16 of the air duct 10. It functions to blow air into the vehicle compartment 16. This means that the switching door 70,80 is placed under Pine Bell mode or defroster mode. Note that the switching door 70 is moved downward when the electric gas operating mechanism 71 receives negative pressure from the internal combustion engine E, and is placed in Pine Bell mode or defroster mode. When the actuating mechanism 81 receives atmospheric pressure or negative pressure from the internal combustion engine E, it moves up or down and is placed in pie level mode or defroster mode.

The electric control circuit 90 includes various sensors 91a and 91b.

A connected to 92a, 92b, 95a, 93b and 94
-D converter 98, temperature setting device 95, mode setting device 96
and a digital computer 99 connected to a control switch mechanism 97.

The interior temperature sensor 91a is disposed within the vehicle interior 13, detects the actual temperature Tr within the vehicle interior 13, and generates an analog signal having a level corresponding to the interior temperature Tr. The outside temperature sensor 91b is placed close to the front grill of the vehicle radiator, and detects the actual temperature T of the air outside the vehicle.
am is detected, and an analog signal having a level corresponding to this outside temperature Tαm is generated.

A water temperature sensor 92.12 is located close to the inlet of the heater 50 and detects the actual temperature T of the cooling water from the cooling device.
w is detected, and an analog signal having a level corresponding to the detected water temperature Tw is generated. The air temperature sensor 92b is disposed close to the outlet of the evaporator 4o, detects the actual temperature TE of the air flow from the evaporator 40,
This detected air temperature T]ll! generates an analog signal having a level corresponding to . The opening sensor 93a is operatively connected to the rod 62 of the electric pneumatic actuation mechanism 61, detects the actual opening Ar of the air mix damper 60 in relation to the displacement of the rod 62, and detects the actual opening Ar of the air mix damper 60. An analog signal having a level corresponding to the detected opening degree Ar is generated. The opening sensor 93b is operatively connected to the rod of the electric pneumatic actuating mechanism 71, detects the actual opening position of the switching door 70 Ap in relation to the displacement of this rod, and uses this detection result. Generate an analog signal with a corresponding level. The solar radiation sensor 94 is arranged near the window of the vehicle interior 13, detects the actual solar radiation amount TS, and generates an analog signal having a level corresponding to the actual solar radiation amount TS.

The A-yn converter 98 converts the analog signals from each of the sensors 91''a to 94 into digital signals based on a request from the digital computer 99, and converts these digital signals into internal temperature Tr and opening degree Ar.

Opening position Ap, outside air 1jr Tam, water temperature Tw, air temperature T]! ! It is given to the digital computer 99 as a representation of the amount of solar radiation T per day. The temperature setting device 95 is provided in the vehicle compartment 13, and selects a desired set temperature Tset by manual operation by a passenger, and generates this as a temperature setting signal. The mode setting device 96 is composed of a plurality of manual switches, and by operating any one of these switches, a command signal (hereinafter referred to as heat mode command signal, pipe level command signal) indicating heat mode, pie level mode, or defroster mode is generated. A level mode signal or a differential mode command signal is generated. Control switch mechanism 9
Reference numeral 7 is constituted by first to fourth self-resetting type operation switches, and the first operation switch generates a first command signal necessary for placing the blower 30 under automatic control when operated. Second. The sixth and fourth operating switches are operated to set the amount W of airflow generated from the blower 30 to a predetermined high flow value H1, intermediate flow value Me, and low flow value LO, respectively. Generating sixth and fourth command signals.

The digital computer 99 is formed of a microcomputer consisting of a single-step LSI, and receives a constant voltage from a constant voltage circuit (not shown) to be ready for operation. In this case, the constant voltage circuit is connected to the ignition switch
In response to the closing of , it receives a DC voltage from DC power supply B to generate the constant voltage. The microcomputer 99 includes a central processing unit (hereinafter referred to as CPU), a read-only memory (hereinafter referred to as RO'M), a random access memory (hereinafter referred to as RAM), and an input/output device (hereinafter referred to as 4). and a clock circuit 9, these CPUs,
The ROM, RAM, 110 and clock circuit are connected to each other via pass lines.

The RAM receives and temporarily stores each digital signal from the A-D converter 98, the temperature setting signal from the temperature setting device 95, and each command signal from the mode setting device 96 and the control switch mechanism 97 through the outside. Each of these signals is selectively applied to the CPU.

Further, in this embodiment, the RAM is directly connected to the DC power supply B and constantly receives DC voltage from the DC power supply B. Therefore, the contents stored in the RAM immediately before the operation of the microcomputer 99 was stopped by opening the ignition switch 1G are maintained as they are. The clock circuit generates a clock signal having a predetermined frequency in cooperation with the crystal oscillator 99a, and allows the microcomputer 99 to execute a predetermined control program based on this clock signal.

The predetermined control program is stored in the ROM in advance to be executed by the CPH according to the flowchart shown in FIG. By executing the control program, the CPU obtains a flow rate signal representing the air flow amount W, the optimum opening degree SW of the air mix damper 60, and the actual opening degree 4r.
(Ar (SW)) and a second opening signal that represents the difference between the actual opening degree Ar and the optimal opening degree SW (Ar (Ar)eV). Furthermore, the CPU
is the optimum opening position Apo of the switching door 7o and the actual opening position Ap (Ap(
The first opening position signal represents the difference between the actual opening position Ap and the optimum opening position Apo (Apo<Ap
) and a switching signal representing the switching position of the switching door 8o.

The drive circuit 31 converts the flow rate signal from the CPU into an analog signal having a level corresponding to the value of the flow rate signal, and applies the analog signal to the blower 30 . This means that the blower 30 is driven at a rotation speed that corresponds to the level of the analog signal from the drive circuit 31.

The electric pneumatic actuation mechanism 61 receives negative pressure from the internal combustion engine E in response to a first opening signal from the CPU, receives atmospheric pressure in response to a second opening signal from the CPU, and receives a negative pressure from the internal combustion engine E in response to a first opening signal from the CPU. In response to disappearance of the second opening signal, the negative pressure and atmospheric pressure are cut off. The electrical pneumatic actuation mechanism 71 is a first
It receives negative pressure from the internal combustion engine E in response to the opening position signal, receives atmospheric pressure in response to the second opening position signal, and receives the above-mentioned pressure in response to disappearance of the first and second opening position signals. Isolated from negative pressure and atmospheric pressure. The electrical pneumatic actuation mechanism 81 receives negative pressure from the internal combustion engine E in response to a switching signal from the CPU and receives atmospheric pressure in response to the disappearance of this switching signal.

In the present embodiment configured as described above, for example, in winter, the internal combustion engine E is turned on by closing the ignition switch G.
The microcomputer 9 is put into the starting state and the microcomputer 9
9 is placed in an operating state by receiving a constant voltage from the constant voltage circuit, the CPU starts executing the predetermined control program at step 100 according to the flowchart of FIG. At this time, the temperature setting device 95 generates a temperature setting signal representing the desired temperature Teet by manual operation, the mode setting device 96 generates a diheat mode command signal by operating its manual switch, and the control switch mechanism 9
7 generates a fourth command signal based on the operation of the fourth operation switch before the ignition switch G is closed, and this fourth command signal is stored in the RAM.

In this state, the control program executes step 101.
, the CPU resets the flag Fxa and advances the control program to step 102. In this case, the flag FIG represents that the control switch mechanism 97 is newly operated after the ignition switch G is closed. Next, the actual temperature Tr inside the vehicle 13 detected by the inside temperature sensor 91a and the outside temperature sensor 91b
and an analog signal having a level corresponding to the actual temperature Tan outside the vehicle, the actual temperature TV of the cooling water detected by the water temperature sensor 92a and the air temperature sensor 92b, and the actual temperature Tm near the outlet of the evaporator 40, respectively. An analog signal having a corresponding level, a level corresponding to the actual opening Ar of the air mix damper 6o detected by the opening sensors 95 (l and 95b) and the actual opening position Ap of the switching door 70, respectively. and an analog signal having a level corresponding to the actual amount of solar radiation T8 detected by the solar radiation sensor 94 are sequentially converted into digital signals by the A-D converter 98, and these digital signals are stored in the RAM. The temperature setting signal from the temperature setting device 95 and the heat mode command signal from the mode setting device 96 are also temporarily stored in the RAM.The control program then proceeds to step 103. Then, the CPU determines whether there is any new operation of the control switch mechanism 97 after the ignition switch IG is closed.

If the control switch mechanism 97 is not operated again after the ignition switch G is closed, the CP
U determines "NO" in step 106 and advances the control program to step 105.

In this step 105, the CPU obtains the set temperature Tset, the inside temperature Tr, and the outside temperature Tαm from the RAM.

Read out the amount of solar radiation TS and calculate the necessary blowing temperature T based on the following formula (υ).
Calculate AO.

TAO=Kset-Tset-Kr-Tr-Kam
-TcLm- to θ ・Tθ+C... (υ
However, each coefficient has 8θt, Kr, Karn and K
s indicates a gain determined experimentally in consideration of the performance of the air conditioner, and C indicates a constant, and each gain and constant are stored in the memory in advance. In addition, in step 105, the CPU calculates the optimum opening degree SW of the air mix damper 60 according to the following equation (2) according to the necessary blowout temperature TAO, the cooling water temperature Tw and the air temperature Tit stored in the RAM. Calculate based on in this case,
The calculation result SW is assumed to match the maximum opening degree since the current stage is when the internal combustion engine E is started in the winter season.

As mentioned above, once the optimal opening SW is calculated, this value SW and the air mix value stored in the RAM are calculated.
A first opening signal representing the difference from the actual opening Ar of the damper 60 is generated from the CPU and applied to the electric pneumatic actuation mechanism 61 . Then, the electric pneumatic actuating mechanism 61 receives negative pressure from the internal combustion engine E in response to the first opening signal from the CPU and controls the actual opening of the air mix damper 60 to the maximum opening.

When the control program proceeds to step 106, the CPU:
Based on the characteristic curve that defines the relationship between the amount W of airflow blown into the vehicle compartment 16 from the air outlet of the air duct 10 and its required blowout temperature TAO, it is obtained by equation (1). The amount of airflow W is calculated according to the required blowout temperature TAO. In this embodiment, the characteristic curve is determined as shown in step 106 in FIG.
It is determined and stored in advance in the ROM.

When the control program proceeds to step 107, the CPU
It is determined whether or not the blower 60 is placed under automatic control. However, as described above, since the fourth operation switch of the control switch mechanism 97 has been operated in advance, the CPU determines "NO" in step 107,
Further, the control program proceeds to step 108, where it similarly determines "NO".

When the control program proceeds to step 109, the CPU
It is determined whether the lag F'ro has already been set. Then, the CPU determines "NOJ" based on the reset state of the flag FIG in step 101, advances the control program to step 110, and executes "Y]l!!Sj based on the heat mode command signal stored in the RAM.
It is determined that

When the control program proceeds to step 111, the CPU:
It is determined whether the temperature Tw of the cooling water is higher than 30°C.

However, as mentioned above, since the internal combustion engine E is started in winter, the temperature of the cooling water T stored in the RAM is
If w is below 30°C, then cptr is determined in step 111 by rmoJ,! : Determine, then step 1
Regardless of the calculation result obtained in step 06, the amount W of airflow blown into the vehicle compartment 13 is set to zero in step 113, and this is generated as a flow rate signal and applied to the drive circuit 51. In this way, the flow rate signal from the CPU is converted into an analog signal having a level corresponding to the value by the drive circuit 51 and applied to the blower 30. This means that the blower 30
This means that the drive circuit 31 is deactivated in response to an analog signal from the drive circuit 31.

As a result, the amount of air flow blown into the vehicle interior 13 through the air outlet 14 becomes zero, and no air movement occurs, so that the occupant does not feel cold or cool. In addition, at this stage, it is assumed that the switching door 70 is already maintained in its original position (ie, under the heat mode) by cooperation with the gas operating mechanism 71.

During repeated execution of the control program as described above by the microcomputer 99, if the temperature Tw of the cooling water exceeds 60°C, the CPU at step 111
Fi SJ is determined, and the control program is executed at step 112.
Proceed to. Then, the CPU sets the amount W of airflow blown into the vehicle compartment 13 to a predetermined low flow rate value LO, generates this as a flow rate signal, and applies it to the drive circuit 61. Thus, C
The drive circuit 61 outputs the flow rate signal from the PU to the low flow rate i.
It is converted into an analog signal having a level corresponding to iI LO, and in response to this, the blower 30 is driven and rotated. This means that the amount of airflow produced by the blower 300 rotational speed is maintained at a low flow value LO.

As a result, the air flow from the first blower 30 is heated by the heater 50 and is blown out into the vehicle interior 16 through the air outlet 14.
To provide an appropriate feeling of warm air to the legs of the occupant. In addition, in this explanation, the heat mode command signal is the mode setting device 96.
When the control program reaches step 110, the CPU determines [oJ], and in step 112 sets the amount W of airflow blown into the passenger compartment 13 as the low flow rate value LO. Based on this, the blower 30 is controlled in the same way as in the above case.

In addition, in the above explanation of the operation, the control switch mechanism 9
7 generates a second command signal based on the operation of the second operation switch before closing the ignition switch G, and this second command signal is stored in the RAM, the control program executes step 108. When it reaches
The CPU determines “YESJ” and steps $09,1.
As in 10, the determination is made in steps 114 and 115, and the control program proceeds to step 116. Then, based on the same reason as described in step 111, the CPU determines "NOJ", advances the control program to step 116, sets the amount W of air flow blown into the vehicle interior 13 to zero, As in the case described above, the operation of the blower 30 is stopped.As a result, the amount of air flow blown into the passenger compartment 16 becomes zero, and no air movement occurs, giving the occupants a feeling of coldness or coolness. Never.

While the microcomputer 99 is repeatedly executing the control program as described above, if the temperature Tw of the cooling water exceeds 50°C, the CPU executes "YE" in step 116.
It is determined that it is EIJ, and the control program advances to step 117. Then, the CPU sets the amount W of airflow blown into the vehicle compartment 13 to a predetermined high flow rate [Hl, generates this as a flow rate signal, and applies it to the drive circuit 31. Thus, 9PU
The drive circuit 51 converts the flow rate signal from
In response to this, the blower 60 is driven and rotated.

This means that the amount of airflow produced by the blower 300 rotational speed is maintained at a high flow value H1. As a result, the air flow from the blower 30 is heated by the heater 50 and blown out into the vehicle compartment 13 through the air outlet 14, giving an appropriate feeling of warm air to the legs of the occupant. In addition, in this explanation, if the heat mode command signal is not generated from the mode setting device 96, the control program executes step 1.
15, the CPU determines "NO", and in step 117 sets the amount W of air flow blown into the passenger compartment 13 as the high flow value H1, and based on this, the same procedure as in the above case is performed. Control the blower 30.

In addition, in the above operation description, if the second (or fourth) operation switch of the control switch mechanism 97 is newly operated according to the passenger's preference after the ignition switch G is closed, the control program When C! reaches step 103, C! PU is newly stored in RAM.
Based on the (or fourth) command signal, it is determined as "YFisJ," the control program advances to step 104, and the flag F is determined.
Set engineering G. When the control program proceeds to step 108, the CPU determines "YEsJ (or rNOJ)" based on the second (or fourth) command signal, and in step 114 (or 109), it determines "ygsJ". After that, the control program is executed in step 117 (or 11
Proceed to 2). As a result, the amount W of airflow blown into the vehicle compartment 13 by the CPU is set to a high flow rate value Ht (or a low flow rate value Lo
), this is generated as a flow rate signal, and the drive circuit 31
be granted to In this way, the drive circuit 61 converts the flow rate signal from the CPU into the high flow rate value El (or the low flow rate value Lo
) is converted into an analog signal with a level corresponding to
In response to this, the blower 60 rotates. This means that even if the temperature Tw of the cooling water is low, the amount of airflow generated by the rotational speed of the blower 300 is the same as the high flow value H1 (or the low flow value 1
．． o). As a result, the airflow from the blower 30 is blown into the vehicle interior 15 without being sufficiently warmed by the heater 50, giving the occupants a feeling of coldness or coolness according to their preference.

In addition, in the above description of the operation, the first
When the operation switch is operated, when the control program reaches step 107, apty determines "YlsJ" based on the first command signal stored in the RAM, and advances the control program to step 118. Then, cpn
However, based on the heat mode command signal stored in the RAM, it is determined as [YlnEIJ, and the control program proceeds to step 119. However, if the temperature of the cooling water is 30°C or less, the CPU determines "NO" in this step 119 and similarly determines "NO" in the next step 120.
'', the control program proceeds to step 125, the amount of air flow blown into the passenger compartment 16 is set to zero, this is generated as a flow rate signal, and the same effect as in step 115 is achieved. In order to do so, it cooperates with the drive circuit 31 to stop the operation of the blower 3D.

When the temperature Tw of the cooling water exceeds 50° C., cp-tr determines “y'gs” in step 120 and advances the control program to step 121. Then, the CPU changes the temperature of the cooling water stored in the RAM based on the characteristic curve (shown in step 121 in FIG. 2) that defines the relationship between the cooling water temperature Tw and the corrected airflow amount Wc. Calculate the corrected air flow amount Wc according to Tw, and execute the control program in step 1.
Proceed to 22.

Therefore, when the corrected air flow amount WC is larger than the calculation result W obtained in step 106, the CPU [oJ
Then, the control program proceeds to step 124, where the calculation result W is set as the amount of air flow blown into the vehicle compartment 16, and this is generated as a flow rate signal and applied to the drive circuit 61. In this way, the flow rate signal from the CPU is converted by the drive circuit 61 into an analog signal having a level corresponding to the calculation result W, and in response, the amount of air flow generated from the blower 60 becomes the calculation result W, and the "heating" The heated air is heated by the container 50 and blown into the passenger compartment 13 through the air outlet 14, giving an appropriate feeling of warm air to the legs of the occupant.

Also, step 122. , the amount of modified airflow Wc
When is not greater than the calculation result W, OP and U determine in step 122 that ymsJ, and the control program proceeds to step 123, where the amount of airflow blown into the passenger compartment 16 is changed to the amount of modified airflow We. This is generated as a flow rate signal and applied to the drive circuit 31. As a result, the blower 6o
The amount of airflow generated during the cooling process becomes the corrected airflow amount We under the control of the drive circuit 31, which is heated by the heater 50 according to the height of the cooling water temperature Tw and blown into the vehicle interior 13,
To provide an appropriate feeling of warm air to the legs of the occupant.

When the temperature Tw of the cooling water exceeds 50°C, the CPU determines "yusJ" in step 119, and uses the calculation result W obtained in step 106 as the amount of air flow blown into the vehicle interior 13 in step 124. is set, and the blower 3o is controlled in the same way as in the case described above.

Further, in the above explanation, if the heat mode command signal is not generated from the mode setting -96, the CPU determines "1 No" in step 118 and advances the control program to step 124.

In the above embodiment, the first . An example has been described in which the second and fourth operation switches are selectively operated. A case is adopted in which a third operation switch of the control switch mechanism 97 is operated instead of operating the second or fourth operation switch, or the first operation switch is operated. Even if the control program number is appropriately modified and implemented so as to add the case where the third operation switch is operated to the selective operation of the second and fourth operation switches,
Substantially the same effects as in the previous embodiment can be achieved. In this case, based on the operation of the second to fourth operation switches of the control switch mechanism 97, the air flow amount W is set to a high flow value Hi (or an intermediate flow value Me or a low flow value Lo) or zero. , instead of this, the amount of airflow W is a high flow value H1
(or intermediate flow rate value Me or low flow rate value Lo) or set to a flow rate value that increases linearly in relation to the rise in cooling water temperature Tw between zero and the value H1 (or Me or LO). This may change the air flow amount W to each value H1, M in response to an increase in the cooling water temperature Tw.
e or LO, and can provide a more appropriate warm air feeling to the occupants.

Further, in the above embodiment, the CPU performs step 109.
(or 115), it is determined whether or not a heat mode command signal is generated from the mode setter 96; however, the CPU is not limited to this;
) may be implemented to determine whether or not another mode command signal is generated from the mode setter 96, or step 109 (or 115) may be omitted.

As explained in detail above, in the present invention, as shown in the above embodiment, the flow rate control means is provided so that the amount of air flow blown into the vehicle interior from the air duct of the vehicle becomes a predetermined flow rate. The operating state of the manual operating mechanism for controlling is memorized when the ignition switch is opened, and when the ignition switch is closed again, if the temperature of the cooling water is higher than a predetermined temperature, the air flow is When the amount of air flow reaches the predetermined flow rate corresponding to the stored content and the temperature of the cooling water has decreased below the predetermined temperature, the amount of the air flow becomes smaller than the predetermined flow rate in accordance with this rate of decrease. Its structural feature lies in that it controls the flow rate control means. As a result, when the amount of airflow blown into the vehicle interior is set to a predetermined flow rate under the control of the flow rate control means based on the operation of the manual operation mechanism, it is possible to The amount of the air flow can be set to be less than the predetermined flow rate in response to a decrease in the temperature of the inflow water, so that the occupant does not feel cold or cool.

Further, in the above invention, when the manual operation mechanism is newly operated according to the passenger's preference after the ignition switch is reclosed, the amount of the air flow is If the flow rate control means is controlled to a predetermined flow rate, the air flow is blown into the vehicle interior without being sufficiently warmed, and as a result, it is possible to give the occupants a feeling of coldness or coolness depending on their preference.

[Brief explanation of drawings]

FIG. 1 is a block diagram showing an example in which an embodiment of the present invention is applied to a vehicle air conditioning system, and FIG. 2 is a flow chart showing the operation of the digital computer in FIG. 1. Explanation of symbols E-eyelid/internal combustion engine, engineering G...ignition switch, 10...air duct, 13...car x, 50...
- Blower, 50... Heater, 97... Control switch mechanism. Applicant Nippondenso Co., Ltd. Agent Patent Attorney Teru Hase −

Claims (1)

[Claims] The air conditioning system is applied to a vehicle air conditioner comprising a heating means for heating at least a portion of the air conditioner, and the flow rate control means is applied to a vehicle air conditioner comprising a heating means for heating at least a portion of the air conditioner, and the flow rate control means is applied to the vehicle air conditioning device so that the amount of the air flow becomes a predetermined flow rate when an ignition switch provided in the vehicle is closed. In a control method that performs control based on the operation of a manual operation mechanism, when the ignition switch is opened, the operation state of the manual operation mechanism is memorized, and when the ignition switch is closed again, the temperature of the cooling water is determined. is higher than the predetermined temperature, the amount of the air flow becomes the predetermined flow rate corresponding to the stored content, and if the temperature of the cooling water has decreased below the predetermined temperature, the amount of the air flow increases according to this rate of decrease. A method for controlling a reservoir of an air conditioner for a vehicle, characterized in that the flow rate control means is controlled so that the amount of flow is less than the predetermined flow rate. Applied to a vehicle air conditioner comprising a flow rate control means for controlling the amount of air flow blown out, and a heating means for receiving cooling water from an internal combustion engine cooling device of the vehicle and heating at least a part of the air flow. In the control method, the flow rate control means is controlled based on operation of a manual operation mechanism so that the amount of air flow becomes a predetermined flow rate when an ignition switch provided in the vehicle is closed. memorizes the operating state of the manual operating mechanism when the ignition switch is opened, and when the ignition switch is closed again;
When the temperature of the cooling water is higher than the predetermined temperature, the amount of the air flow becomes the predetermined flow rate corresponding to the stored content, and when the temperature of the cooling water has decreased below the predetermined temperature, this decrease The flow rate control means is controlled so that the amount of the air flow becomes less than the predetermined flow rate according to the ratio, and when the manual operation mechanism is newly operated after the re-closing of the ignition switch, the air flow is A method for controlling a reservoir of an air conditioning system for a vehicle, characterized in that the flow rate control means is controlled so that the flow rate is at the predetermined flow rate without changing the temperature of the cooling water.