JPH01229713A - Air conditioning control device for vehicle - Google Patents

Abstract

PURPOSE:To always ensure a comfortable condition of air conditioning in accordance with temperature sensing of a crew by determining the temperature sensing of the crew being based on a skin temperature of the crew in a car room thus controlling respectively a flow amount of blown air and its temperature into the car room. CONSTITUTION:A device provides in its principal part a means 1 controlling a flow amount of blown air into a car room and a means 2 controlling similarly a temperature of the blown air. In this constitution, a means 3, which detects the actual skin temperature of a crew in the car room, is provided. While a means 4, which determines the actual temperature sensing of the crew in accordance with the skin temperature and its change rate detected in the means 3 or in accordance with a heating record of the actual skin temperature, is provided. And a means 5, which electrically controls each means 1, 2 respectively in a manner wherein the actual temperature sensing determined in the means 4 agrees with the target temperature sensing, is provided. Thus while considering the temperature sensing of the crew, a condition of air conditioning in the car room is always controlled to a comfortable condition.

Description

DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to an air conditioning control device, and particularly to a vehicle air conditioning control device suitable for controlling air conditioning in a vehicle interior.

(Prior Art) Conventionally, in this type of air conditioning control device, the required blowing temperature of the airflow into the passenger compartment is determined according to the actual temperature in the passenger compartment of the vehicle and a desired set temperature. Normally, the actual temperature inside the vehicle is controlled to be maintained at a set temperature based on the temperature.

(Problem to be Solved by the Invention) However, in such a configuration, an attempt is made to always maintain a comfortable air-conditioning condition in the vehicle interior by correcting the determined blowout temperature by taking into account the outside temperature, the amount of solar radiation, etc. There is. However, air conditioning control using conventional devices, such as determining the required blowout temperature or determining the indoor target temperature, was performed only based on environmental conditions such as outside temperature and solar radiation, which made it difficult to meet the demands for passenger comfort. It was difficult to say that it was an accurate reflection. This is because the comfort conditions of the occupants inside the vehicle are not clearly determined.

In order to cope with the above-mentioned problems, the inventors of the present invention focused on the following facts and considered controlling the air conditioning inside the vehicle interior.

(11) There is a strong correlation between the skin temperature of a passenger and the temperature sensation (sensation of hot and cold) of the same passenger.

(2) In steady state, when the occupant has no sense of temperature (not cold or hot), the air conditioner inside the vehicle is in a comfortable state for the occupant.

(3) In an unsteady state, when the temperature sensation of the occupant is cool when the skin temperature increases, and hot when the skin temperature decreases, the air conditioning condition in the vehicle interior is comfortable for the occupant.

However, in order to achieve the above-mentioned state of insensitivity,
Experiments have confirmed that in addition to environmental factors such as temperature, humidity, airflow, and radiation, it is also necessary to consider occupant factors such as crew workload (metabolic rate) and amount of clothing. As a result, it was found that the occupant's skin temperature, which is closely related to the occupant's temperature sensation corresponding to the above-mentioned insensible state, is determined by taking into account all of the above-mentioned environmental factors and occupant-side factors. Does this mean skin + fi? If we rely on =, we will be neglecting the need to take into account the effects of vehicle size and heat load, which are problems with conventional air conditioning control.

From the above, the temperature sensation of the passenger in a steady state is determined by the passenger's skin If 't? It can be known from n. However, in an unstable state where the temperature inside the vehicle cabin is unstable from immediately after the passenger enters the vehicle until it becomes stable, not only the skin temperature but also the temporal rate of change and the temporal cumulative amount of the skin (H) temperature (i.e., the thermal wear f) are taken into account. Must. That is, if the actual temperature sensation is S, the skin temperature is Ts, its rate of change over time is Ts, and the thermal history is ΣTs, the following relational expression (1) holds between these.

S = 0-Ts + b'rs -t c, nTS dimension d
91. . 1) Based on the above, the present invention provides an air conditioning control device for a vehicle that constantly controls the air conditioning state of the vehicle interior to a comfortable state while taking into consideration the temperature sensation of the occupants. That is.

(Means for solving the problem) In solving the problem, the descriptive features of the present invention are as follows:
As illustrated in FIG. 1, air conditioning control includes a flow rate control means 1 for controlling the amount of air flow blown into the cabin of a vehicle, and a temperature control means 2 for controlling the temperature of the blown air flow. The device includes a skin temperature detecting means 3 for detecting the actual skin temperature of the occupant in the vehicle interior, and a skin temperature detecting means 3 for detecting the actual skin temperature of the occupant in the vehicle interior, and detecting the actual skin temperature of the occupant according to the detected skin temperature, the rate of change of the detected skin temperature, or the thermal history of the actual skin temperature. Temperature sensation determining means 4 for determining temperature sensation
and electric control means 5 for causing the flow rate control means 1 to control the flow rate so as to make the determined temperature sense coincide with the target temperature sense, and for causing the temperature control means 2 to perform the temperature control. It is in.

(Function) By configuring the present invention in this way, the skin temperature detecting means 3 detects the actual skin temperature of the occupant in the vehicle interior, and the temperature sensation determining means 4 detects the detected skin temperature and the detected skin temperature. The flow control means 1 determines the actual temperature sensation of the occupant according to the rate of change or the thermal history of the actual skin temperature, and the electric control means 5 matches the determined temperature sensation with the target temperature sensation. Control is performed to provide flow control and temperature control of the temperature control means 2.

(Effect) In this way, when determining the occupant's actual temperature sensation, the occupant's actual skin temperature and its rate of change or thermal history are always taken into consideration, and the temperature sensation determined in this way is adjusted to the target temperature sensation. Since the amount of air flow and the temperature of the air being blown out are controlled to match the temperature, even if the occupants are outside the vehicle in winter or summer The control or cooling control is performed while appropriately maintaining the temperature sensation of the occupants from an unsteady state to a steady state.
5ru.

(Example) Hereinafter, one example of the present invention will be described with reference to the drawings.
The figure shows an example of a vehicle air conditioning control device according to the present invention. The air conditioning control device includes an air duct 10, which has both secondary outlets 11 and 12.
It opens into the passenger compartment 10a of the vehicle through its front wall. In this case, the outlet 11 corresponds to a vent mode outlet, and the outlet 12 corresponds to a heat mode outlet. Inside the air duct 10, from the inlet side to each outlet 11.12, there is a blower 20. Evaporator 30
．． Air mix damper 40. A heater core 50 and an outlet switching damper 60 are arranged in this order.

The blower 20 introduces an air flow into the air duct 10 from its inlet in response to the drive of the blower 20a, and the evaporator 30. The air is blown out from the air outlet 11 or 12 into the vehicle compartment tOa via the air mix damper 40° heater core 50 and the air outlet switching damper 60.

The evaporator 30 cools the airflow from the blower 20 by receiving refrigerant in the refrigeration cycle under the operation of the compressor 30a. The compressor 30a is driven by the engine of the vehicle under selective engagement of an attached electromagnetic clutch 30b. The air mix damper 40 determines the amount of cooling air that should flow from the evaporator 40 to the heater 50 and the amount of cooling air flow that should flow from the evaporator 40 to its downstream side, bypassing the heater core 50, according to its actual opening degree θ (see FIG. 2). Adjust the amount of cooling airflow that should be used. In such a case, when the air mix damper 40 is at the position indicated by the broken line (or solid line) in FIG. 2, the actual opening θ is the minimum opening θmi.
n (or maximum opening θmax). heater core 50
heats its incoming cooling air stream. Air outlet switching damper 6
0 blows out a mixed air flow of a heated air flow from the heater core 50 and a cooling air flow that bypasses this heater core 50 from the outlet 12 at the switching position shown in FIG. 2 (hereinafter referred to as the first switching position). . Further, the outlet switching damper 60 is switched to a position where the outlet 12 is closed (hereinafter referred to as a second switching position), and the mixed air flow is blown out from the outlet 11.

The air conditioning control device has an outside temperature sensor 70a, a skin temperature sensor 70b, and an opening sensor 70c, and the outside temperature sensor 70a detects the actual temperature of the outside air outside the vehicle and generates an outside temperature detection signal. do. Skin temperature sensor 70b
consists of an infrared sensor, and this skin temperature sensor 7
0b is supported above the front side of the driver M seated in the vehicle interior 10a during driving, and detects the actual skin yf temperature of a region of the driver M's body representing the whole body average skin temperature, and generates a skin temperature detection signal. occurs as. The opening sensor 70c detects the actual opening of the air mix damper 40 and generates an opening detection signal. The A-D converter 80 digitally converts the outside temperature detection signal from the outside temperature sensor 70a, the skin temperature detection signal from the skin temperature sensor 70b, and the opening degree detection signal from the opening degree sensor 70c, and generates an outside temperature digital signal, Generated as a skin temperature digital signal and an opening degree digital signal.

Note that the operation switch SW is operated at the start of operation of the air conditioning control device to generate an operation signal.

The microcomputer 90 executes the computer program in cooperation with the A-D converter 80 according to the flowchart shown in FIG.
and each drive circuit 10 connected to the motor 130a.
Performs calculation processing necessary for control of 0,110°120 and 130 degrees.

In such a case, the microcomputer 90 is supplied with power from the battery B by the ignition switch IG of the vehicle, becomes operational, and starts executing in response to an operation signal from the operation switch SW. Further, the above-mentioned computer program is stored in the ROM of the microcomputer 90 in advance.

The drive circuit 100 is controlled by a microcomputer 90 to control the rotation speed of the blower motor 20a. Drive circuit 110 is controlled by microcomputer 90 to selectively engage electromagnetic clutch 30a. The motor 120a is driven and rotated by the drive circuit 120 under the control of the microcomputer 90. This makes it difficult for the motor 120a to adjust the actual opening degree of the air mix damper 40 via a speed reduction mechanism (not shown). The motor 130a is driven and rotated by the drive circuit 130 under the control of the microcomputer 90. This means that the outlet switching damper 60 is selectively switched to the first and second switching positions via the motor 130al)<speed reduction mechanism (not shown).

In this embodiment configured as described above, closing the ignition switch IG starts the engine of the vehicle and puts the microcomputer 90 into operation. Next, when an operation signal is generated from the operation switch SW, the microcomputer 90 starts executing the computer program at step 200 according to the flowchart of FIG. A low speed mode output signal for driving and a clutch output signal for engaging electromagnetic clutch 30b are generated.

Then, the blower motor 20a is driven in a low speed mode by the drive circuit 100 based on the low speed mode output signal from the microcomputer 90, and the blower 20 is driven in an amount corresponding to the low speed mode of the blower motor 20a.
An air flow is introduced into the 10. In addition, the electromagnetic clutch 30b
is driven and engaged by the drive circuit 110 in response to a clutch output signal from the microcomputer 90, and the compressor 30a is accordingly driven by the engine to supply compressed refrigerant to the evaporator 30.

Thus, the air flow introduced by the blower 20 is cooled by the evaporator 30, flows into the heater core 50 in an amount corresponding to the actual opening degree θ of the air mix damper 40, and is heated, and the remaining cooling air flow is , directly into the heater core 50 and mixed with the heated air stream.

After the arithmetic processing in step 210, the microcomputer 90 performs A-D conversion 2:t in step 220.
The value of the outside temperature digital signal, the value of the skin I'f temperature digital signal, and the value of the opening degree digital signal from 80 are inputted as the outside temperature T''m+skin 11i'!1''S and the opening degree θ, respectively. However, if the above-mentioned closing of the ignition switch TG is performed by the driver M who gets into the vehicle after being in a cold winter environment for a while, both the outside temperature Tam and the skin temperature Ts are low. Therefore, the microcomputer 90 performs step 2.
20a, the thermal history Ts is calculated based on the data (hereinafter referred to as linear data) representing the linear characteristic l (see FIG. 4) that specifies the relationship between the thermal history ΣTs and the external temperature Tam in relation to the external temperature Ta. presume.

Here, the basis for deriving the linear characteristic l will be explained. Now, when the driver's sense of temperature is in a state of insensitivity in a steady state, the standard skin temperature of the driver M is a predetermined temperature Ts.
s, the thermal history ΣTs is generally expressed by the following equation (2).

ΣT s = J, (Ding<-Tqq)dt-
・ ・(2) However, the symbol t represents the time the driver M was outside the vehicle before getting into the vehicle. Therefore, we focused on the close relationship between the thermal history Ts and the temperature of the outside air of the vehicle, and (2
) equation in relation to the outside temperature Ta through repeated experiments, it was confirmed that ΣTs can be calculated with high accuracy and approximately ΣTs using the following equation (3), rather than using equation (2).

ΣT s = K T a m + t
...f3) However, the sign represents a positive proportionality constant,
Further, the symbol ε represents a negative constant. Therefore, in this embodiment, equation (3) is used instead of equation (2), and the linear characteristic p specified by equation (3) is stored in advance in the ROM of the microcomputer 90 as the linear data.

After performing the arithmetic processing in step 220a in this manner, the microcomputer 90 in step 230 converts the skin temperature TS in step 220 into the standard skin temperature Tss.
Compare and judge. At this stage, since we are in the winter season, Ts<Tss generally holds true. Therefore, the microcomputer 90 determines rNOJ at step 230, and generates a heat mode output signal to switch the outlet switching damper 60 to the first switching position at step 230a. Then, the motor 130a is driven by the drive circuit 130 in response to the heat mode output signal from the microcomputer 90, and switches the outlet switching damper 60 to the first switching position. As a result, the mixed air flow present downstream of the heater core 50 is blown out toward the legs of the driver M through the blow-off port 12.

As a result, it goes into heat mode.

When the computer program proceeds to step 240, the microcomputer 90 compares and determines the skin temperature Jf'rS obtained in step 220 with the allowable standard skin temperature Tsp.

In such a case, the allowable standard skin temperature Tsp represents the skin 1f temperature of the driver M when the air conditioning state is in a quasi-stable state that precedes the transition to the steady state, and is stored in the ROM of the microcomputer 90 in advance. ing. However, at this stage, since the driver M has just gotten on board, the air conditioning state is in an unsteady state. Therefore, the microcomputer 90
In the same step 240, based on 'l's#Tsp,
NOJ, and in step 240a, driver M
The temperature sensation target value So is set to "+1". however,
The temperature sensation target value So is a numerical value of the temperature sensation target of the driver M, and has a relationship with the temperature sensation as shown in Table 1 below.

(Table-1) In addition, "+3" to "-3" are microcomputer 90
is stored in advance in the ROM.

After that, the microcomputer 90 performs step 240.
At step C, the skin temperature Ts in step 220 is changed to the skin temperature T
sn and run the computer program to step 2.
Proceeding to step 20, Tam, Ts, and θ are input in the same manner as described above, and after discrimination from rNOJ in step 240, in step 240c, the previous skin temperature Tsn is changed to the skin temperature Ts.
n-1, and the latest skin temperature Ts in step 220 is updated to the skin temperature Tsn. Then,
In step 240d, the microcomputer 90 calculates the skin temperature change rate 'rs based on the following equation (4) according to the skin rfi21Tsn, Tsn-+ in step 240C.

Ts = Ts n-Ts n-l −・14
) Furthermore, the micro combinator 90 performs the same step 2.
At 40d, the above skin temperature change rate T based on the +11 formula
s and the actual temperature sensation S according to each latest skin temperature Ts and thermal history ΣTs at each step 220 and 220a.
Calculate. However, the skin temperature change rate Ts represents the temporal change rate of the skin temperature. Also, both of them +11. (41 is stored in the ROM of the micro combinator 90 in advance.

Therefore, at this stage, the actual temperature sensation S in step 240d does not match the temperature sensation target value So in step 240a, and this temperature sensation target value So−1,000
Therefore, the microcomputer 90 branches the computer program from step 260 to step 260a. Next, if the latest opening degree θ in step 220 does not match the maximum opening degree θmax (previously stored in the ROM of the microcomputer 90), the microcomputer 90 determines rNOJ in step 260a, and proceeds to step 270b. Then, an opening output signal is generated to increase the actual opening of the air mix damper 40 in proportion to the proportionality constant α(kO). Then, the motor 120a
is driven by the drive circuit 120 based on the opening output signal from the microcomputer 90 to increase the actual opening of the air mix damper 40. As a result, the amount of cooling air flowing into the heater core 50 increases, and the temperature of the mixed air flowing out from the air outlet 12 into the vehicle compartment 10a rises.

After that, if the determination in step 260a becomes YESJ, the microcomputer 90 executes step 270.
At step 210, rNOj is determined based on the low speed mode output signal, and the steno knob 270a generates a high speed mode output signal for setting the blower motor 20a to the high speed mode in proportion to the proportionality constant β (>0). Then, the blower motor 20a is controlled by the microcomputer 90.
The blower 20 is driven in the high-speed mode by the drive circuit lOO based on the high-speed mode output signal from the high-speed mode, and the blower 20 introduces airflow into the air duct 10 in an amount corresponding to the high-speed mode, and opens the air outlet in substantially the same manner as described above. 12 into the vehicle compartment 10a.

By the way, the reason why the iJ classification in step 260a is performed prior to the determination in step 270 is as follows. Now, the temperature at which the mixed air flow is blown into the passenger compartment 10a for the actual opening degree of the air mix damper 40 is T.
a, and the blowing velocity of the mixed air flow into the vehicle compartment 10a is V, the actual temperature sensation S is determined by the above-mentioned proportionality constants α and β.

The following equation (
5).

S=αTa+βV+γ (5) However, the symbol T represents a constant. Here, if α and β are set so that α>β, the temperature sensation S becomes α
It can be seen that it is influenced more by Ta. Therefore,
In this embodiment, based on the premise that α>β, the opening degree of the air mix damper 40 is first adjusted significantly according to α, and θ
After -θmax is reached, the increase in the amount of air flow introduced by the blower 20 is adjusted to a small extent according to β, so that the occupant's temperature sensation S can quickly approach the temperature sensation target value So.

As described above, the air mix damper 40 is adjusted to the maximum opening degree θm
By increasing the flow rate of air introduced into the blower 20 after switching to AX, the actual temperature sense S in the passenger compartment 10a becomes SO+1
When the microcomputer 90 reaches step 2,
After the calculation at step 40, at step 260, 5=So=+1
The computer program then returns to step 220. After that, it is determined in step 240 that r Y F
, S j , the microcomputer 90 updates the temperature sensation target value 5o=0 in step 240b.

This means that 5o=0 is set because the air conditioning state has transitioned from an unstable state to a quasi-stable state.

Therefore, when the computer program proceeds to step 260 in the same manner as described above, the microcomputer 90 proceeds to step 270 via step 260a based on the latest temperature sense 3>5o=o in step 240d, and proceeds to step 270a. rYEsJ is determined based on the high-speed mode output signal at . As a result, the blowing temperature of the air flow into the vehicle interior 10a changes while maintaining the actual opening degree θ=θmax of the air mix damper 40 and the high speed mode of the blower motor 20a.

In this state, when 5=So=0, the microcomputer 90 directly returns the computer program from step 260 to step 220. This means that the air conditioning state has transitioned from a quasi-stable state to a steady state.

As can be easily understood from the above explanation, each formula (
1) (3) By effectively utilizing f4), when controlling the heating immediately after a driver gets in the car after being in a cold environment for a while in the winter, formula (3) can be used based on the outside temperature 'l'am.
The thermal history ΣTs is estimated based on , and until the skin Ii%' temperature Ts reaches the allowable standard skin Jfi temperature TSp, which corresponds to a quasi-stable state, the temperature sensation is maintained at the temperature sensation target value 3o (=+1). S is determined based on both formulas (41 (11), and S≠SO
Under the condition θ<θmax, the actual opening degree of the air mix damper 40 is increased to increase the blowing temperature of the airflow into the passenger compartment 10a, and as θ−θmax is established, the actual opening degree of the air mix damper 40 is increased. Since the amount of air flow is increased, transient heating control can be performed under unsteady conditions while comfortably maintaining the transient temperature sensation immediately after the driver gets into the vehicle. In such a case, S
Since O=+l>-Q, it is possible to transiently maintain the control of warmness, and as a result, the driver can maintain a more comfortable temperature sensation immediately after getting into the vehicle. Furthermore, in equation (5), on the premise that α>β, the amount of airflow blown into the passenger compartment 10a is increased after quickly ensuring maximum heating control by the air mix damper 40. Cabin 10
Transient heating control within a can be performed even more smoothly.

Then, after Ts=Tsp is reached, it is determined that a quasi-stable state has been reached, and the blowout air flow rate is controlled to increase under maximum heating in the same way as described above, setting it to 5O-0 and until 5=So is established. As the temperature is maintained, the driver's sense of temperature should be brought close to a state of insensitivity (smooth heating control can be maintained.
When =So=O is established, the heating control state at the time of establishment is maintained as it is, and the driver's sense of temperature is maintained in an insensitive state, and the driver's sense of temperature in the steady state is optimally maintained and comfortable. It is possible to ensure proper heating control.

In addition, in the above description of the function, heating control was described in the winter, but instead of this, cooling control may be performed after a driver who has been in a hot environment for a while gets into the vehicle in the summer. It can also be done in substantially the same way as described above. That is, when the computer program moves to step 230, the microcomputer 90 determines "YESJ" based on Ts>Tss, and in step 230b, outputs the vent motor to switch the outlet switching damper 60 to the second switching position. Then, the motor 130a is driven by the drive circuit 130 in response to the same mode output signal to switch the outlet switching damper 60 to the second switching position. A mixed air stream is blown through the air outlet 11 towards the driver's head, resulting in vent mode.

Then, the microcomputer 90 performs step 240.
As in the case of , it is determined "NO" in step 250,
At step 250a, 5o--1 is entered, and when the computer program moves to step 260, 5o=-
Based on 1<0 and S#SO, the computer program branches to step 260b. Then step 2
If the latest opening degree θ at step 20 does not match the minimum opening degree θmin (previously stored in the ROM of the microcomputer 90), the microcomputer 90 performs step 2.
In step 60b, it is determined that the opening is rNOJ, and in step 280b, the actual opening degree of the air mix damper 40 is determined by a proportionality constant α.
An opening output signal is generated to decrease the opening degree in proportion to (>0). Then, the motor 120a is driven by the drive circuit 120 based on the opening output signal from the microcomputer 90 to reduce the actual opening of the air mix damper 40. As a result, the amount of cooling air flowing into the heater core 50 decreases, and the temperature of the mixed air flowing out from the air outlet 12 into the vehicle compartment 10a decreases.

After that, when the determination in step 260b becomes "rYES", the microcomputer 90 determines "NO" in step 280 based on the low speed mode output signal in step 210, and in step 280a, the blower motor 20a is set to the proportional constant. A high-speed mode output signal for setting the high-speed mode is generated in proportion to β(>O). Then, the blower motor 20a is driven in the high speed mode by the drive circuit 100 based on the high speed mode output signal from the microcomputer 90, and the blower 20 introduces airflow into the air duct 10 in an amount corresponding to the high speed mode. The air is blown into the vehicle compartment 10a from the air outlet 11 in substantially the same manner as described above.

As described above, the air mix damper 40 is set to the minimum opening θm
By increasing the flow rate of the air introduced by the blower 20 after turning on the air, the actual temperature S inside the passenger compartment 10a becomes 5o--
When reaching 1, the microcomputer 90 calculates 5=So= in step 260 after the calculation in step 240d.
−1 after step 220 of the computer program.
Return to

After that, when the determination in step 250 becomes rYEsj, the microcomputer 90 updates the temperature sensation target value 5o=O in step 240b.

This means that 5O=0 is set because the air conditioning state has transitioned from an unstable state to a quasi-stable state.

Thus, when the computer program proceeds to step 260 in the same manner as described above, the microcomputer 90 proceeds to step 280 via step 260b based on the latest temperature sensation 3<3o=0 in step 240d, and proceeds to step 280a. rYEsJ is determined based on the high-speed mode output signal at . As a result, the actual opening degree θ−θmi of the air mix damper 40
The blowing temperature of the airflow into the passenger compartment 10a changes while maintaining the high speed mode of the blower motor 20a and the blower motor 20a.

In the above, when 5=So=O, the microcomputer 90 directly returns the computer program from step 260 to step 220. This means that the air conditioner described above has transitioned from a quasi-stable state to a steady state.

As can be easily understood from the above explanation, each formula f
l) +31 By effectively utilizing +41, the thermal history ΣTs can be estimated based on equation (3) using the outside temperature Tam when controlling the air conditioner immediately after getting into the vehicle for a driver who has been in a cold environment for a while in the winter. , until the skin If temperature Ts reaches the permissible standard skin temperature Tsp corresponding to a quasi-stable state, the temperature sensation S is calculated based on both equations f4) (11) under the setting of the temperature sensation target value 5o (--1). and θ under S≠So
〉During θmin, the actual opening degree of the air mix damper 40 is reduced to lower the temperature at which the airflow is blown into the passenger compartment 10a, and when θ-θmin is established, the amount of airflow blown into the passenger compartment 10a is reduced. Since the temperature is increased, transient cooling control under unsteady conditions can be performed while comfortably maintaining the transient temperature sensation immediately after the driver gets into the vehicle. In such a case, S.

--1<0, so that the coolness control is ensured transiently, and as a result, the driver's sense of temperature immediately after getting into the vehicle can be maintained even more comfortably. Furthermore, in equation (5), on the premise that α>β, the amount of air flow blown into the passenger compartment 10a is increased after quickly ensuring maximum cooling control by the air mix damper 40. The transient cooling 1b inside the vehicle compartment 10a can be controlled even more smoothly.

Then, after Ts=Tsp is reached, it is determined that a quasi-stable state has been reached, and 5o=O is set, and the blowout air flow rate is controlled to increase under maximum cooling conditions as described above until 5=So is established. Therefore, smooth cooling control can be maintained to bring the driver's sense of temperature close to an insensible state. After that, 5
When =So=O is established, the cooling control state at the time of establishment is maintained as it is, and the driver's temperature sense is maintained in an insensitive state, and the driver's temperature sense in the steady state is optimally maintained and comfortable. It is possible to ensure proper cooling control.

In addition, in the above explanation of the effect, SO=+1 to 5o
Although we have explained the case of updating to =O or updating from 5o=-1 to 5o=Q, this is not the only example. =0, or may be increased sequentially from 5o=-3 or -2 to 5o=0.

Furthermore, in implementing the present invention, the effects of 1's and ΣTs may be small depending on the coefficients S and c in equation t1). In such a case, formula +1) may be modified and implemented as follows.

5=aTs +bTs +d・−・(5)S=aTs
+cTs +d -... (61 Also, in the above example,
In equation (5), we have explained the case where α>β, but instead, when β>α, both steering knobs 27
The arithmetic processing of 0,270a is performed in both steps 260a, 270.
b, and both steps 280, 280a
By performing the arithmetic processing in steps 260b and 280 prior to the steps 260b and 280, substantially the same effects as in the embodiment described above can be achieved.

[Brief explanation of the drawing]

FIG. 1 is a diagram corresponding to the structure of the invention described in the claims, FIG. 2 is a block diagram showing an embodiment of the invention, FIG. 3 is a flowchart showing the operation of the microcomputer shown in FIG. FIG. 4 is a graph showing the relationship between outside temperature and thermal history. Explanation of symbols 10... Air duct, 10a... Vehicle interior, 11°12
... Air outlet, 20... Blower, 30... Evaporator, 40... Air mix damper, 50... Heater core, 70a... Outside temperature sensor, 70b... Skin temperature sensor, 90... ...Microcomputer, 100,
110, 120... Drive circuit, 120a, 130a.
··motor.

Claims (1)

[Claims] In an air conditioning control device comprising a flow rate control means for controlling the amount of airflow blown into the vehicle cabin, and a temperature control means for controlling the blowout temperature of the front wheel blown airflow, skin temperature detection means for detecting skin temperature; temperature sensation determining means for determining the actual temperature sensation of the occupant according to the detected skin temperature and the rate of change of the detected skin temperature or the thermal history of the actual skin temperature; The method is characterized in that the flow rate control means controls the flow rate so that the determined temperature sense matches the target temperature sense, and the temperature control means includes an electric control means that controls the temperature. Air conditioning control device for vehicles.