JP2009040147A - Vehicular air conditioner - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a vehicular air conditioner capable of air-conditioning the inside of a cabin at a proper temperature, even if a temperature sensor does not correctly detect a temperature in the cabin. <P>SOLUTION: There can be provided the vehicular air conditioner which is characterized by having a main air conditioner with a space including a plurality of seats in the cabin as an air-conditioning object, a main temperature information acquiring means for acquiring the main temperature information of reflecting the temperature of the space being the air-conditioning object, an auxiliary temperature information acquiring means for acquiring auxiliary temperature information detected by an auxiliary temperature detecting means connected to an in-vehicle apparatus different from the main air conditioner, and an air-conditioning calculation executing means for executing air-conditioning calculation for air conditioning by the main air conditioner based on the acquired main temperature information and the auxiliary temperature information. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a vehicle air conditioner.

  The vehicle air conditioner is attached to most vehicles so that passengers can comfortably spend in the passenger compartment. When the occupant sets a preferred temperature, the air volume is adjusted based on the temperature detected by the temperature sensor installed in the passenger compartment and the set temperature, and the air outlet is selected.

  In many cases, one temperature sensor is attached in the passenger compartment, for example, near the knee of the driver's seat. For this reason, when there is solar radiation only in the vicinity of the temperature sensor, the temperature sensor warms up, erroneously determines that the passenger compartment is in a high temperature state, operates with a larger air volume, and excessively cools the passenger compartment. . Conversely, if the entire vehicle interior is exposed to solar radiation, but the solar radiation is blocked only in the vicinity of the temperature sensor, the vehicle interior is mistakenly judged to be slightly hot, and the vehicle interior is not cooled at all. .

  In addition, when the vehicle air conditioner is configured to blow warm air from the feet, if it is attached above the outlet, the temperature sensor is warmed by the warm air blowing up and detects the temperature in the normal vehicle interior The problem of not doing also arises.

  For this reason, a plurality of non-contact temperature sensors are provided, it is determined whether or not the detected temperature is abnormal, and the result is notified to the user so that an obstacle for temperature detection can be removed so that a normal air conditioner can be performed. In addition, a vehicle air conditioner has been devised that can appeal to the occupant that the air conditioner is operating normally and give a sense of security (see Patent Document 1).

  In addition, a seat heater device has been devised that determines the displacement of the installation position of the temperature sensor of the seat heater and stops energization of the seat heater based on this determination (see Patent Document 2).

  In addition, the optimum air distribution for each seat is obtained based on the temperature of each seat and the seating state of the occupant, and various air distribution dampers are controlled based on the optimum air distribution. A vehicle air conditioner that can be used has been devised (see Patent Document 3).

  Further, a vehicle air conditioner has been devised in which the value detected by the temperature sensor is corrected by the surface temperature of the surrounding area including the driver to set an appropriate ambient temperature around the driver ( (See Patent Document 4).

JP 2004-276898 A JP 2006-271447 A JP 05-310031 A JP 2005-138793 A

  In the configurations of Patent Documents 1 to 4, there is no suggestion or disclosure about the countermeasures to be taken when the temperature detected by the temperature sensor is abnormal. Moreover, in the structure of patent document 3, 4, since the seating sensor for every seat is provided, there exists a problem that the design man-hour of a control program will become large in addition to component cost.

  Against the background of the above problems, it is an object of the present invention to provide a vehicle air conditioner that can air-condition the vehicle interior to an appropriate temperature even when the temperature sensor does not correctly detect the temperature of the vehicle interior.

Means for Solving the Problems and Effects of the Invention

  A vehicle air conditioner for solving the above-mentioned problems acquires a main air conditioner that air-conditions a space including a plurality of seats in a vehicle interior, and main temperature information that reflects the temperature of the space that is air-conditioned. Main temperature information acquisition means, auxiliary temperature information acquisition means for acquiring auxiliary temperature information detected by auxiliary temperature detection means connected to a vehicle-mounted device different from the main air conditioner, and acquired main temperature information and auxiliary temperature information Based on this, the main air conditioner includes air conditioning calculation execution means for executing air conditioning calculation for performing air conditioning.

  In addition to the main air conditioner that is an air conditioner, for example, if an in-vehicle device that performs control using a temperature sensor is mounted on the vehicle, the temperature information of the in-vehicle device may be used. With the above configuration, it is not necessary to attach a new temperature sensor, and the configuration of the present invention can be realized without increasing costs.

  Moreover, the temperature information acquisition means in the vehicle air conditioner of the present invention can be configured to acquire auxiliary temperature information when the in-vehicle device is in a non-operating state.

  When the in-vehicle device includes an actuator for generating heat or cooling, when the in-vehicle device is in an operating state, the temperature detected by the auxiliary temperature detecting means reflects the operating state of the actuator, There is a high possibility that it cannot be used for air conditioning calculation. With the above configuration, it is possible to acquire only auxiliary temperature information that can be used for the air conditioning calculation of the main air conditioner.

  The air conditioning calculation execution means in the vehicle air conditioner of the present invention executes the air conditioning calculation based on the auxiliary temperature information when the deviation between the main temperature information and the auxiliary temperature information exceeds a predetermined threshold. When the deviation between the temperature information and the auxiliary temperature information does not exceed a predetermined threshold value, the air conditioning calculation may not be executed.

  By the above configuration, it is possible to determine whether or not the value of the main temperature information is accurate, and by performing the air conditioning calculation using the auxiliary temperature information only when it is determined that the value of the main temperature information is not accurate. The temperature in the passenger compartment can be set to reflect the user's setting.

  The air conditioning calculation executing means in the vehicle air conditioner according to the present invention provides auxiliary temperature information when there are a plurality of auxiliary temperature detecting means and the number of the auxiliary temperature detecting means is within a predetermined range. The air conditioning calculation can be executed based only on the main temperature information, and the air conditioning calculation can be executed based only on the main temperature information when the number of the auxiliary temperature detecting means is not within a predetermined range. .

  With the above configuration, for example, when one of the two auxiliary temperature detecting means fails and shows an abnormal value, or when the temperature information of one cannot be acquired, the air conditioning calculation is executed based only on the main temperature information. Therefore, it is possible to avoid that the air conditioning calculation cannot be executed.

  Moreover, the in-vehicle device in the vehicle air conditioner of the present invention is an individual air conditioner that targets individual sheets for air conditioning, and the auxiliary temperature detection means can be configured to be included in the individual air conditioner.

  In recent years, vehicle seat air-conditioning apparatuses are becoming widespread. This vehicle seat air conditioner includes a temperature sensor and can operate independently for each seat. That is, there is not a high possibility that there is at least one vehicle seat air conditioner in a non-operating state. With the above configuration, the detection value of this temperature sensor can be used as auxiliary temperature information.

  Further, the individual air conditioner in the vehicle air conditioner of the present invention includes a Peltier module, a drive unit that drives the Peltier module with a polarity such that the cooling block side is a low temperature side, a blower that blows air to the cooling block, and a cooling block. It is also possible to configure so as to include an air guide passage section that guides the cooled cool air toward the air outlet embedded in the sheet.

  The configuration of the vehicle seat air conditioner is disclosed in, for example, Japanese Patent Application Laid-Open No. 2006-1392. With the above configuration, it is possible to suppress an increase in the cost of the vehicle air conditioner by minimizing new design elements.

  Moreover, the auxiliary temperature detection means in the vehicle air conditioner of the present invention can be configured to detect the temperature of the air taken in by the blower.

  The vehicle seat air-conditioning system that detects the temperature of the seat back and seat surface detects the temperature of the occupant when the occupant is seated even in a non-operating state, so the air temperature near the seat is accurately detected. I can't do it. With the above configuration, it is possible to accurately detect the air temperature in the vicinity of the seat regardless of whether a passenger is seated or not.

  Further, the air conditioning calculation executing means in the vehicle air conditioner of the present invention is such that when the auxiliary temperature detecting means is embedded in the seat back portion and the seat portion, the number of the plurality of auxiliary temperature detecting means is within a predetermined range. If the number of the plurality of temperature detecting means is not within a predetermined range, the air conditioning calculation is executed based only on the main temperature information. It can also be configured.

  With the above configuration, if one of the two auxiliary temperature detection means embedded in the seat fails and shows an abnormal value, or if one of the temperature information cannot be acquired, the air conditioning calculation is based only on the main temperature information By executing this, it is possible to avoid the inability to perform air conditioning calculation.

  Hereinafter, a configuration example of the present invention will be described with reference to the drawings. First, the overall configuration of the vehicle air conditioner will be described with reference to FIG. The vehicle air conditioner is called a so-called air conditioner, which is a main air conditioner (details will be described later) for air conditioning a space including a plurality of seats in the passenger compartment, and an individual seat (driver seat in the example of FIG. 1). 301, a passenger seat 302, a right rear seat 303, and a left rear seat 304) include individual air conditioners (details will be described later), and an air conditioner ECU 46 and a seat ECU 100, which are control units of these devices, are connected by an in-vehicle LAN 60. Connected to the network.

  The main air conditioner includes an inside air temperature sensor 52 that acquires main temperature information, and the individual air conditioner includes a seat back temperature sensor 110 and a seat temperature sensor 111 that acquire auxiliary temperature information. Details will be described later.

  FIG. 2 shows a block diagram of the main air conditioner of the present invention. The main air conditioner includes an air conditioning unit AU. In the upstream portion of the air conditioning casing 11 that forms the air flow path of the air conditioning unit AU, an inside air inlet 12 for inhaling the passenger compartment air and an outside air inlet 13 for inhaling outside air are formed, An inside / outside air switching damper 14 that selectively opens and closes each of the suction ports 12 and 13 is provided. The inside / outside air switching damper 14 is opened and closed by an inside / outside air switching damper motor 15.

  A filter (not shown) for removing dust in the air and a blower motor 16 are disposed on the downstream side of the inside / outside air switching damper 14. The blower motor 16 (blower) sucks air from the suction ports 12 and 13 and blows air toward the outlets 28, 29, and 31 described later.

  An evaporator 17 is provided on the downstream side of the blower motor 16 in the air conditioning casing 11. The evaporator 17 includes a compressor 18 that pressurizes the vaporized refrigerant gas so that it is easily liquefied before returning it to a liquid, and a condenser (condenser) that cools the refrigerant gas that has become a high-temperature gas by compression and returns it to a liquid. 19, a receiver 21 that stores liquid refrigerant, and an expansion valve 22 that is blown out in the form of a mist so that the refrigerant is easily vaporized when the liquid refrigerant passes are connected. Thereby, the air blown by the blower motor 16 is cooled by passing through the evaporator 17. The evaporator 17 is provided with a post-evaporator sensor 23 that detects the temperature of the air immediately after passing through the evaporator 17 (intake temperature to the cooler unit).

  An air mix damper 24 and a heater core 25 are provided on the downstream side of the evaporator 17 in the air conditioning casing 11. The air mix damper 24 is opened and closed by an air mix damper motor 26. The heater core 25 heats air using the cooling water of the engine EG as a heat source. A bypass passage 27 for introducing air to the downstream side of the heater core 25 without passing through the heater core 25 is formed in the air conditioning casing 11. Thereby, the temperature of the air blown out into the vehicle is adjusted by opening and closing the air mix damper 24 and changing the mixing ratio of the warm air passing through the heater core 25 and the cool air passing through the bypass passage 27.

  A defroster outlet 28 for blowing out air toward the inner surface of the windshield FG, a face outlet 29 for blowing air toward the upper body of the occupant, A foot outlet 31 for blowing air toward the feet is formed. Mode switching dampers 32, 33, and 34 are disposed at upstream portions of the air outlets 28, 29, and 31, respectively. Each mode switching damper 32, 33, 34 is opened and closed by a mode switching damper motor 35.

  The inside / outside air switching damper motor 15, blower motor 16, air mix damper motor 26, mode switching damper motor 35, and compressor 18 are connected to the air conditioner ECU 46 via drive circuits 41 to 45, respectively.

  The air conditioner ECU 46 has a microcomputer including a CPU, a ROM, a RAM, an interface and the like as main components. An air conditioner control program (not shown) stored in the ROM or the like is stored at predetermined intervals when an operation panel 51 described later is turned on. It executes repeatedly, and outputs a control signal according to the execution to each of the drive circuits 41 to 45. Each of the drive circuits 41 to 45 sends drive currents to the inside / outside air switching damper motor 15, blower motor 16, air mix damper motor 26, mode switching damper motor 35, and compressor 18 in accordance with a control command from the air conditioner ECU 46. . In addition to the above-described post-evaporator sensor 23, the air conditioner ECU 46 is connected with an operation panel 51, an inside air temperature sensor 52, an outside air temperature sensor 53, a solar radiation sensor 54, and a communication interface 56.

  The operation panel 51 (operation switch) includes an inside / outside air switching switch for operating the inside / outside air switching damper 14, an air outlet switching switch for operating the mode switching dampers 32 to 34, and an auto mode for setting a full auto control state. A switch, a blower control switch for changing the air volume of the blower motor 16, a temperature control switch for setting the temperature, and a magnet clutch (opening / closing operation of the refrigerant passage to the evaporator 17) attached to the compressor 18 are turned on / off. Various switches such as an A / C switch are provided. In addition, the operation panel 51 includes a display unit (for example, LCD) for displaying each mode switched by the various switches and a set temperature (see FIG. 3 for an example of the attachment position).

  The inside air temperature sensor 52 detects the inside air temperature in the passenger compartment and outputs it to the air conditioner ECU 46. The inside air temperature sensor 52 is attached to the side surface of the center panel near the knee of the driver seat, for example, as shown in FIG. The inside air temperature sensor 52 corresponds to the main temperature information acquisition unit of the present invention.

  Returning to FIG. 2, the outside air temperature sensor 53 detects the outside air temperature and outputs it to the air conditioner ECU 46. The solar radiation sensor 54 detects the amount of solar radiation and outputs it to the air conditioner ECU 46.

  The communication interface 56 is configured to include a network adapter for connecting to the in-vehicle LAN 60 (see FIG. 1) and performs data communication with other in-vehicle devices. The communication interface 56 corresponds to auxiliary temperature information acquisition means of the present invention.

  With the above configuration, the air conditioner ECU 46 repeatedly executes the air conditioning control program stored in the ROM or the like every predetermined short time based on the operation of the operation panel 51. This air conditioning control program first initializes various memories such as ROM and RAM in the air conditioner ECU 46 and output ports, and then reads various signals, that is, switches on the operation panel 51, sensors 23, 52, etc. Read the detection signals of ~ 54. And the target temperature (target blowing temperature) of the air which blows off into a vehicle interior is calculated using the various signals read. The air conditioner ECU 46 corresponds to the air conditioning calculation execution means of the present invention.

  Next, a blower voltage is calculated based on the target blowing temperature, and the blower motor 16 is driven and controlled based on the blower voltage.

  Next, the opening degree of the air mix damper 24 is calculated based on the target blowing temperature, and the air mix damper motor 26 is driven and controlled based on the opening degree of the air mix damper 24. Next, the mixing ratio of the inside / outside air is calculated, and the opening degree of the inside / outside air switching damper 14 for obtaining the calculated mixing ratio of the inside / outside air is calculated. Based on the calculated opening degree of the inside / outside air switching damper 14, the inside / outside air switching damper motor 15 is driven and controlled.

  Next, the air outlet mode is set according to the switch instruction on the operation panel 51, and the mode switching damper motor 35 is driven and controlled based on the set air outlet mode. Next, the compressor 18 is driven and controlled in accordance with a switch instruction (A / C switch) on the operation panel 51. Then, the above process is repeatedly executed.

  The individual air conditioner of the present invention will be described with reference to FIGS. Here, the seat 201 of the driver's seat 301 of the vehicle will be described as an example, but it is of course possible to apply it to other seats. The individual air conditioner is configured to be incorporated in the seat 201. The seat 201 includes a seat portion 204, a seat back portion 203, and a headrest 202, and the local cooling device 210 is embedded in the seat back portion 203. Further, as shown in FIG. 6, a local cooling device 210 is also embedded in the seat portion 204.

  These local cooling devices 210 are for locally cooling a predetermined hyperthermia part of a user sitting on the seat 201. Specifically, the one on the seat back part 203 side is the user. The neck region of the seat 204 is for locally cooling the knee sole region.

  Each of the local cooling devices 210 has the same basic structure, and has a cold air sending mechanism for sending cold air toward the hyperthermia part defined as the neck region or the knee back region. If representatively described on the seat back portion 203 side, as shown in FIG. 5, the user's neck region is a shape excluding the contact surface (that is, the back) of the user seated on the seat 201 with the seat back portion 203. It is a hyperthermia part determined by. The local cooling device 210 includes a Peltier module 211, a drive unit 101 (see FIG. 7) that energizes and drives the Peltier module 211 with a polarity such that the cooling block 252 side is a low temperature side, a blower 212 that blows air to the cooling block 252, An air guide passage portion 217 that is embedded in the sheet 201 and that guides the cool air cooled by the cooling block 252 toward the air outlet 216 </ b> B provided corresponding to the hyperthermia portion is provided.

  In the local cooling device 210, the Peltier module 211 and the blower 212 are integrally embedded in the seat back portion 203 together with the air guide passage portion 217 (however, the Peltier module 211 and the blower 212 are arranged outside the seat 201). The cold air may be drawn into the sheet 201 by the air guide passage portion 217). The air guide passage portion 217 is provided in such a manner that the air outlet 216 </ b> B is opened at both sides of the headrest 202 (see also FIG. 4).

  The Peltier module 211 is cooled at the time of forward energization with a well-known Peltier element 251 that is DC-energized in the thickness direction so that one surface is an endothermic surface (that is, the cooling side) and the other surface is a heat dissipating surface. It has a metal cooling block 252 arranged in close contact with the surface to be the side, and a metal heat sink 253 for heat radiation arranged in close contact with the surface to be the heat radiating side. Fins 254 for promoting heat dissipation are integrated with the back surface of the heat sink 253 for heat dissipation.

  The cooling block 252 is embedded in the lower portion of the seat back portion 203 so as to face the front side of the seat back portion 203. The air guide passage portion 217 includes a back surface passage portion 214 that guides the cool air that has passed through the cooling block 252 upward along the front surface of the seat back portion 203. In this embodiment, the air guide passage portion 217 includes a relay passage portion 215 and an outlet passage portion 216 following the rear passage portion 214. The back passage portion 214 is made of metal, and in contact with the back passage portion 214 on the front side of the seat back portion 203, between the back passage portion 214 and the front cushion layer 231 of the seat back portion 203, The cooling sheet | seat 213 which processed the cold insulating material into the sheet form is inserted. The surface of the front cushion layer 231 is covered with a seat cover 232.

  The heat sink 253 for heat dissipation of the Peltier module 211 is disposed so as to face the back side of the seat back portion 203, and waste heat AW from the heat sink 253 for heat dissipation is transferred from a heat dissipation port 233 formed on the back surface of the seat back portion 203. It is trying to release. A protective burr 234 is fitted in the heat radiation port 233.

  The motor-driven blower 212 is arranged on the upstream side of the air flow of the Peltier module 211 (here, the lower side of the Peltier module 211). Between the blower 212 and the Peltier module 211, a separation blower pipe portion 261 that forms a part of the air guide passage portion 217 is provided. The separation air duct 261 includes a cold air generation side air guide path 263 that guides the airflow from the blower 212 to the cooling block 252 side of the Peltier module 211, and a heat sink cooling side air guide path 264 that also guides the air flow to the heat sink 253 for heat dissipation. Are separated by a partition wall 262.

  As shown in FIG. 4, the rear passage portion 214 is formed by closely arranging a plurality of metal tubes (for example, made of Cu or Al) in parallel in the in-plane width direction of the cooling sheet 213. As shown in FIG. 5, by the operation of the blower 212, air AO (may be vehicle interior air) is sucked into the separation blower pipe portion 261, and is cooled on the surface of the cooling block 252 through the cold wind generation side air guide passage 263. The The cold air AC generated in this way is collected in the relay passage portion 215 through the individual rear passage portions 214, and from the tip of the blowout passage portion 216 communicating with the front side of the relay passage portion 215 toward the neck region. Blown out.

  For example, a known thermistor is used as the seat back portion temperature sensor 110 and is installed in the vicinity of the blower 212 of the separation blower pipe portion 261, for example, and detects the temperature of the air AO. The seat back temperature sensor 110 corresponds to the auxiliary temperature detecting means of the present invention.

  As shown in FIG. 6, in a similar local cooling device 210, a Peltier module 211 and a blower 212 are embedded in a seat portion 204 of a seat 201 together with an air guide passage portion 217. The air guide passage portion 217 is provided on the front end face side of the seat portion 204 so as to open the air outlet 216B. The Peltier module 211 is embedded in the rear part of the seat part 204 so that the cooling block 252 faces the upper surface side of the seat part 204. The air guide passage portion 217 includes a seat surface passage portion 214 that guides the cool air that has passed through the cooling block 252 forward along the upper surface of the seat portion 204. The heat sink 253 for heat dissipation of the Peltier module 211 is disposed so as to face the lower surface side of the seat portion 204, and waste heat AW from the heat sink 253 for heat dissipation is released from the lower surface of the seat portion 204. The seat surface passage portion 214 is made of metal (for example, made of Cu or Al), and is in contact with the upper surface side of the seat portion 204 with respect to the seat surface passage portion 214, and the upper surfaces of the seat surface passage portion 214 and the seat portion 204. A cooling sheet 213 similar to that described above is interposed between the side cushion layers.

  For example, a well-known thermistor is used as the seat temperature sensor 111 and is installed in the vicinity of the blower 212 to detect the temperature of the inhaled air. The seat temperature sensor 111 corresponds to the auxiliary temperature detecting means of the present invention.

  FIG. 7 shows an example of an electrical configuration of the seat ECU 100 that controls the driving of the local cooling device 210. A seat back temperature sensor 110, a seat temperature sensor 111, and an operation switch group 112 are connected to a control unit 103 mainly composed of a known microprocessor via input interfaces 120, 121, and 122, respectively.

  The operation switch group 7 is used by the user for driving / stopping the local cooling device 210, switching between cooling / heating, temperature setting, and the like.

  The communication interface 123 includes a network adapter or the like for connecting to the in-vehicle LAN 60 (see FIG. 1), and performs data communication with other in-vehicle devices.

  Connected to the control unit 103 is a local cooling device 210 (seat back portion side and seat portion side) that includes a set of a Peltier module 211, a blower 212, and a drive unit 101 that controls the drive thereof. The drive unit 101 normally drives the Peltier module 211 with a polarity (hereinafter referred to as forward polarity) in which the cooling block 252 side is the low temperature side (however, as described later, depending on the vehicle room temperature and body temperature). May be driven with a reversed polarity (hereinafter referred to as reverse polarity).

  FIG. 8 shows a circuit configuration example of the drive unit 101. The drive power supply is configured as an insulation type in consideration of prevention of overvoltage application to the Peltier element. Specifically, it has an input-side DC power supply 150 that receives an in-vehicle battery voltage + B as an input voltage, and the DC output voltage is driven by a boost switching transistor 152 (power in this embodiment) driven by a boost oscillation circuit 153. It is configured by an FET, and is input to the primary side of the boosting transformer 151 while being switched at a boosting switching frequency of 10 to 30 kHz (for example, 15 kHz). The secondary side boosted output voltage of the transformer 151 is 8 to 15V (for example, 12V). Note that the boosting oscillation circuit 153 is configured as a self-excited oscillation circuit that uses part of the primary inductance of the transformer 151.

  The secondary-side boosted output voltage of the transformer 151 is half-wave rectified by the diode 154D, smoothed by the capacitor 154C, and then input to the PWM switching transistor 155. The PWM switching transistor 155 is composed of a power FET and is PWM-switched at a duty ratio (for example, 50 to 100%) determined by the control unit 103. The control unit 103 adjusts the output of the Peltier element by appropriately adjusting the duty ratio according to the detected temperature of each temperature sensor (110, 111). The PWM switching transistor 155 is switched by the photocoupler 163 via the gate driving transistor 156.

  Since the Peltier element is configured as a metal conductor with a large conduction cross section, when a PWM switching voltage waveform is directly input to the Peltier element, an eddy current is generated when the current is interrupted at the waveform edge, and the voltage in the direction opposite to the target polarity Is not preferable because a large amount of Joule heat is generated to reduce the cooling efficiency. Therefore, in the present embodiment, the drive smoothing circuit having the coil 158 and the capacitor 159 is used to convert the PWM switching voltage waveform into a DC drive voltage corresponding to the duty ratio (output voltage range is, for example, 6 to 12 V: output current range). Is smoothed, for example, as 3 to 6 A), and is supplied to the Peltier module 211 via the polarity switch 160. The PWM switching frequency is, for example, 1 to 5 kHz, and is set smaller than the boost switching frequency.

  In this embodiment, the polarity changeover switch 160 is configured as a relay switch, and is controlled in operation by the photocoupler 165 via the relay drive transistor 162 (here, when the relay drive transistor 162 is OFF, the terminal 160A is connected to the power input / The terminal 160B is grounded (forward polarity), and when it is ON, the switch 160 is switched so that the terminal 160A is grounded / the terminal 160B is the power input (reverse polarity). Also, the motor drive output to the fan motor 102 that drives the blower 212 is taken out in a non-switching state from the previous stage of the PWM switching transistor 155 on the secondary side of the transformer 151 via the voltage stabilization regulator IC 164. .

  In this embodiment, a booster circuit is incorporated to compensate for fluctuations in the in-vehicle battery voltage + B. However, when the operation of the Peltier element can be ensured, for example, the drive output voltage range to the Peltier element is the in-vehicle battery voltage + B. If it can be ensured that it is always smaller than the fluctuation range, this step-up circuit can be omitted. In this case, a voltage monitoring unit may be added to the output stage to the Peltier element, and a regulator unit that stabilizes the voltage by feeding it back to the duty ratio control of PWM switching may be added. Even when the drive output voltage to the Peltier element slightly exceeds the fluctuation range of the in-vehicle battery voltage + B, the booster circuit can be omitted in the same manner if the regulator unit is configured as a known step-up step-up circuit.

  With the above-described configuration, the individual air conditioner allows the local cooling device 210 of the seat back portion 203 and the local cooling device 210 of the seat portion 204 to be connected to the temperature sensors (110, 111) based on the operation input of the operation switch group 112 by the user. ) Is controlled collectively or individually based on the state of).

  The air conditioning calculation process will be described with reference to FIG. This process is included in the air conditioning control program stored in the ROM or the like of the air conditioner ECU 46, and is repeatedly executed together with other processes of the air conditioning control program. First, the presence or absence of a non-operating seat ECU (100) is detected (S11). The seat ECU is preliminarily provided with identification information that can identify each of the driver seat 301, the passenger seat 302, the right rear seat 303, and the left rear seat 304 in FIG. Then, on the in-vehicle LAN 60, seat ECU information including identification information, seat ECU control state information, seat back portion and seat temperature sensor information is output via the communication interface 123. This control state information includes information on whether or not it is in a non-operating state, that is, whether or not the two drive units (101) are stopped.

  When there is a non-operating seat ECU, the seat ECU temperature sensor information is read (S12). Then, an average value of the read values is calculated (S13).

  If the value of each temperature sensor of the seat ECU is not within a predetermined range, it may be determined that the sensor has failed and the temperature sensor may be excluded from the average value calculation target.

  Next, the value of the inside air temperature sensor 52 is read, and the absolute value of the deviation from the average value obtained above is calculated (S14). When the absolute value of the deviation exceeds a predetermined deviation threshold value TBD (S15: Yes), the number of temperature sensors of the seat ECU in the non-operating state is obtained and compared with a predetermined value n. Here, n is (number of temperature sensors per seat: 2) × (number of non-operating seat ECUs) such as 2, 4, 6 and 8.

  When the temperature sensor of the non-operating seat ECU coincides with n (S16: Yes), the above-described calculation of the target blowing temperature is performed using the average value of the temperature sensor values of the non-operating seat ECU calculated above as the inside air temperature. (S17).

  On the other hand, when the temperature sensor of the non-operating seat ECU does not coincide with n (S16: No), the value of the inside air temperature sensor 52 is used for the calculation of the above-described target blowing temperature (S18).

  Two drive units 101 are connected to the seat ECU 100. Depending on the user's operation, the operating drive unit may be only one of the seat back part and the seat part. In this case, since the air in the vicinity of the seat is cooled or heated, there is a high possibility that the detection value of the other temperature sensor is affected. In addition, one temperature sensor may be out of order.

  Therefore, in step S13, a process as shown in FIG. 10 may be executed. First, the temperature parameter T and the sensor number parameter N are initialized (zero cleared) (S31). Next, the identification information is read from the received sheet ECU information, and the sheet from which the temperature sensor information is read is designated (S32). Then, temperature sensor information (seat back portion and seat portion) corresponding to the designated seat is read (S33).

  If at least one of the read temperature sensor information values is not included in the predetermined range (S34: Yes), the process proceeds to step S39 without setting the values of these temperature sensors as the average value calculation target. On the other hand, if both values of the temperature sensor information are normal (S34: No), the control state information of the seat ECU is read (S35).

  If at least one of the two drive units 101 is operating in the read control state information (S36: Yes), the process proceeds to step S39 without using the values of these temperature sensors as the average value calculation target. On the other hand, when the two drive units 101 are not operating (S36: No), the values (Ta, Tb) of these two temperature sensors are added to the temperature parameter T (S37), and the sensor number parameter N is 2 (temperature). The number of sensors) is added (S38).

  And the process of the above-mentioned step S33-S38 is performed about all seat ECUs (S39). Finally, the average value AVE is calculated by dividing the temperature parameter T by the sensor number parameter N (S40).

  Although the embodiments of the present invention have been described above, these are merely examples, and the present invention is not limited to these embodiments, and the knowledge of those skilled in the art can be used without departing from the spirit of the claims. Various modifications based on this are possible.

The figure which shows the structure of air-conditioner ECU and seat ECU. The figure which shows the structure of the main air conditioner. The figure which shows the example of attachment of an internal temperature sensor. The partial notch cross-sectional perspective view which shows an example of the sheet | seat for motor vehicles incorporating the individual air conditioner. Sectional drawing of the seat back part of FIG. Sectional drawing of a seat part similarly. The block diagram which shows an example of the electrical constitution of seat ECU. The circuit diagram which shows an example of the electrical constitution of the drive unit of a Peltier module. The flowchart explaining an air-conditioning calculation process. The flowchart explaining another example of an average value calculation process.

Explanation of symbols

46 Air conditioner ECU (air conditioning calculation execution means)
52 Inside air temperature sensor (main temperature information acquisition means)
56 Communication interface (Auxiliary temperature information acquisition means)
100 seat ECU
110 Seat back temperature sensor (auxiliary temperature detection means)
111 Seat temperature sensor (auxiliary temperature detection means)
201 seat 202 headrest 203 seat back part 204 seat part 210 local cooling device (vehicle equipment)

Claims (8)

A main air conditioner for air conditioning a space including a plurality of seats in the passenger compartment;
Main temperature information acquisition means for acquiring main temperature information reflecting the temperature of the space to be air-conditioned,
Auxiliary temperature information acquisition means for acquiring auxiliary temperature information detected by auxiliary temperature detection means connected to an in-vehicle device different from the main air conditioner;
Based on the acquired main temperature information and the auxiliary temperature information, air conditioning calculation execution means for executing air conditioning calculation for the main air conditioner to perform air conditioning;
A vehicle air conditioner comprising:   2. The vehicle air conditioner according to claim 1, wherein the temperature information acquisition unit acquires the auxiliary temperature information when the in-vehicle device is in a non-operating state. The air conditioning calculation execution means executes the air conditioning calculation based on the auxiliary temperature information when a deviation between the main temperature information and the auxiliary temperature information exceeds a predetermined threshold value,
The vehicle air conditioner according to claim 1 or 2, wherein the air conditioning calculation is not executed when a deviation between the main temperature information and the auxiliary temperature information does not exceed a predetermined threshold value. The air conditioning calculation execution means is configured to calculate the air conditioning based on only the auxiliary temperature information when there are a plurality of the auxiliary temperature detecting means and the number of the auxiliary temperature detecting means is within a predetermined range. Run
The vehicle air conditioner according to claim 3, wherein the air conditioning calculation is executed based only on the main temperature information when the number of the plurality of auxiliary temperature detecting means is not within a predetermined range. The in-vehicle device is an individual air conditioner that targets individual sheets for air conditioning,
The vehicular air conditioner according to any one of claims 1 to 4, wherein the auxiliary temperature detection means is included in the individual air conditioner. The individual air conditioner is
Peltier module,
A drive unit for energizing and driving the Peltier module with a polarity such that the cooling block side is the low temperature side;
A blower for blowing air to the cooling block;
An air guide passage section for guiding the cold air cooled by the cooling block toward a blowout port embedded in the sheet;
The vehicle air conditioner according to claim 5.   The vehicle air conditioner according to claim 6, wherein the auxiliary temperature detection means detects a temperature of air taken in by the blower. The air-conditioning calculation execution means, when the auxiliary temperature detection means is embedded in the seat back part and the seat part, when the number of the plurality of auxiliary temperature detection means is within a predetermined range, Run the air conditioning calculation based only on the auxiliary temperature information,
8. The air conditioning calculation according to claim 5, wherein the air conditioning calculation is executed based only on the main temperature information when the number of the plurality of auxiliary temperature detecting means is not within a predetermined range. Vehicle air conditioner.

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