JPS61220907A - Air-conditioning device for automobile - Google Patents

Abstract

PURPOSE:To enhance the responsiveness of temperature control in each section, by using an addition integration type optimum regulator which carries out feed-back control in accordance with an optimum feed-back gain, as an air- condition control means which carries out the feed-back control of air- conditioning air control means. CONSTITUTION:In an air-conditioning device for automobiles, an air-condition control means M4 controls a plurality of air-conditioning control means M2... for controlling various values including the temperatures and air volumes of air-conditioning air blown out from a plurality of blow ports M1... in the passenger's compartment so that the internal temperatures of several positions which are detected by a plurality of internal temperature detecting means M3... reach desired temperatures. In this arrangement, the air-condition control means is composed of an addition integration type optimum regulator for determining a feed-back value in accordance with an optimum feed-back gain which is previously set in accordance with a dynamic model for an air-conditioning system, an estimated value of a state variable having a suitable order indicating the internal dynamic condition of the system, and an accumulated value of internal temperature deviations.

Description

[Detailed Description of the Invention] [Industrial Application Field] The present invention relates to an air conditioner for an automobile that can control the volume, temperature, etc. of conditioned air blown into a vehicle interior for each outlet. The present invention relates to an air conditioner for an automobile that performs suitable feedback control based on a dynamic model of a system that performs harmonization so that the temperature at a plurality of locations in a vehicle interior reaches a preset target temperature.

[Prior art] Air conditioners have been used to control the temperature, humidity, cleanliness, etc. inside the vehicle interior in order to make the environment comfortable for the passengers. Devices that control the temperature inside the vehicle interior are now widely used. In these automotive air conditioners, in order to control the temperature of the blown air over a wide range from low to high temperatures, a cooler (such as an evaporator) is placed upstream of the ventilation passage to cool the blown air, and then It is further heated by a heater (heater core, etc.) to obtain the required temperature of the blown air.

There are two types of air conditioning units for automobile air conditioners that perform such ventilation, cooling, and heating: a reheat type that changes the amount of heat supplied to the heater, and an air mix type that changes the proportion of air that passes through the heater. However, in these air conditioners for automobiles, the temperature inside the vehicle interior is controlled by the amount of heat that the blown air has, that is, the volume and temperature of the blown air. The volume of the blown air is determined by the blowing capacity of the pro-a-motor, etc., while its temperature depends on the cooling capacity of the cooler (evaporator), that is, the capacity of the cooling system including the compressor, etc., and the heating capacity of the heater, that is, the reheat type. This is determined by the amount of hot water circulated and, for air mix types, the damper opening degree of the air mix damper.

When such an air conditioner for a vehicle starts air conditioning, the temperature inside the vehicle is detected, and the temperature and air volume of the blown air are feedback-controlled based on the deviation from a preset target temperature. Therefore, depending on the amount of heat of the blown air,
The temperature inside the vehicle (hereinafter referred to as the inside air temperature) gradually approaches the set target temperature.

Such control is disclosed in Japanese Patent Application Laid-open No. 55-47914, Japanese Patent Application Laid-Open No. 55-77659, and the like.

[Problems to be Solved by the Invention] The conventional device described above is based on feedback control based on the deviation between the inside air temperature and the target temperature so that the inside air temperature approaches the target temperature and is maintained. This method employs predictive control in which the control amount is set to satisfy thermal parallelism conditions set in advance by taking into account solar radiation and solar radiation. Moreover, the amount of air blown has been simply controlled by increasing the amount of air blown (2) when the above-mentioned temperature deviation is large, and decreasing the amount of air blown as the deviation becomes smaller.

Therefore, the transient response when changing the set value of the target temperature is not necessarily sufficient, and the transient response may vary depending on the set target temperature, the internal air temperature at that point, the capacity of the air conditioning unit, etc. There have been problems in that the performance may be insufficient, and it may be difficult to maintain a comfortable environment for the passengers.

In recent years, for example, two air conditioning units have been installed in the front and rear seats, the left and right seats, the upper and lower seats, etc., in order to control the desired temperature at each predetermined location in the vehicle interior. For vehicles with so-called dual air conditioners installed at the rear, or by dividing the air blown by a pro-a motor into each outlet and adjusting the volume and temperature of the conditioned air blown out from each outlet. However, in this type of vehicle air conditioner, not only is the control responsiveness poor, but also the conditioned air from each outlet interferes with each other, causing It was extremely difficult to control the internal air temperature to the desired temperature at the location of the

Therefore, the present invention provides an air conditioner for an automobile that can control the temperature to a predetermined temperature at different locations in the vehicle interior and has extremely high control responsiveness, thereby creating an environment in the vehicle interior that is optimal for the vehicle occupants. It was created with the purpose of achieving this, and has the following structure.

[Means for Solving the Problems] As shown in FIG. 1, the configuration of the present invention for achieving the above object includes a plurality of air outlets M1. . . . a plurality of conditioned air control means M2. . . . and a plurality of inside air temperature detection means M3. which are set at predetermined positions in the vehicle interior and detect the inside air temperature at the installation points. ...and the plurality of air-conditioned air control means M2 so that the inside air temperature at each of the detected installation points becomes a preset target temperature.
．． Air conditioning control means M that performs feedback control of each of...
4. In the automotive air conditioner, the air conditioning control means M4 performs the feedback control based on a predetermined optimum feedback gain according to a dynamic model of the air conditioning system. The gist of this paper is an air conditioner for an automobile that is characterized by being configured as a regulator.

Here, the conditioned air control means M2 roughly corresponds to the air conditioning unit described in the section of [Prior art], and is composed of at least means for controlling the temperature and air pressure of the conditioned air blown out from the outlet M1. There is. For example, if we consider the air volume as one of the various amounts of blown air, it would be a blower motor, a fan, etc. that controls the air volume by its rotation speed, the opening of the throttle, etc., and if we consider the temperature of the blown air, we would consider a cooler, etc. Actuator, air mix damper opening or heater core that controls the cooling capacity of the evaporator
There are actuators and the like that control the amount of heat supplied to the

Further, in the present invention, this air conditioned air control means M2. By providing a plurality of..., each air outlet M1. ...The conditioned air blown out can be adjusted to at least two different types,
Each inside air temperature detection means M3. ... can be configured so that each installation point can be controlled to a desired temperature.

Therefore, the vehicle subject to air conditioning control includes a plurality of air conditioning air control means M2. For example, a dual air conditioner consisting of two air conditioning units may be used.In addition, for example, cold air and hot air obtained through an evaporator, heater core, etc. may be mixed at each outlet, The air volume, temperature, etc. of the conditioned air blown out from the outlet may be individually controlled.

Next, the air conditioning control means M4 is usually realized as a logical operation circuit configured using a microprocessor together with peripheral elements such as ROM and RAM and input/output circuits, and according to a pre-stored processing procedure, the set target temperature and the internal air temperature are set. Detection means M3. . . . Based on the inside air temperature detected by . . . , the air conditioning air control means M2 ゜ . has been done. That is, the air conditioning control means M4 controls the air conditioning air control means M2.
It is configured as an additive integral type optimal regulator that determines the optimal feedback amount of various amounts of blown air controlled by...

The method for configuring such an additive-integral optimal regulator is detailed in, for example, Katsuhisa Furuta's ``Linear System Control Theory'' (1976) by Shokodo, but here I will give an overview of the actual configuring method. . In the following explanation, "l", X, A, IB.

C, to, J, Lu, L, G, Q, IR, P, M indicate vector quantity (matrix), subscript T such as AT indicates transpose of the matrix, and subscript °1 such as A-1 indicates the inverse. In addition, the subscript 1 such as □ indicates that the symbol * such as y* indicates a target value.

In controlling the system regarding the controlled object, here the shyness i degree, the dynamic behavior of this controlled object is expressed as follows in the discrete system:
L)...(1) It is known from modern control theory that it is described as lk-1>=C-X(k-1> . (2).

Here, Equation (1) is the state equation 2 Equation (2) is called the output equation, X(k) is the state variable quantity representing the internal state of this system, and Ll(k) is vector consisting of various quantities of the blown air to be controlled, y
(k) is a vector consisting of legs representing the output of this system. In addition, in the air conditioning system handled by the present invention, this output vector v(k) is only the inside air temperature, so below,
Let us treat it as a scalar iy (k). Also, the formula (
1).

(2) is written in a discrete system, and the subscript indicates the current value, and k-1 indicates the value at the previous sampling time.

The state variable quantity X(k) indicating the internal state of a system that controls air conditioning, in this case indoor air temperature, indicates information about the history of the system that is necessary and sufficient to predict future effects on the control system. There is. Therefore, the plurality of conditioned air control means M2. A dynamic model of the system that shows how the temperature (inside air temperature) at the installation point of the inside air temperature detection means M3 in the vehicle interior where air conditioning is performed by... is revealed depending on the various amounts of blown air. Therefore, if vectors A, lB, and C in equations (1) and (2>) can be determined, the internal air temperature can be optimally controlled using the state variable quantity X(k). It will be necessary to expand the , but this will be discussed later.

However, for complex objects such as air conditioning, it is difficult to accurately obtain a dynamic model theoretically, and it is necessary to determine it experimentally in some way. This is a model construction method called system identification, and when an automobile air conditioner is operated in a predetermined state, it is assumed that a linear approximation holds in the vicinity of that state, and equations (1) and (2) are used. ) The model is constructed according to the equation of state. Therefore, even if the dynamic model related to the operation is nonlinear, as in this example, linear approximation can be performed by separating it into multiple steady operation states, and the individual dynamic models can be determined.

If the controlled object is one for which a physical model can be constructed relatively easily, system identification is performed using methods such as frequency response method or spectral analysis method, and a dynamic system model (here, vector A, IB, C> can be determined, but in a multi-component controlled object such as the air conditioning system discussed here, it is difficult to create a physical model that approximates to some extent, and in this case, the minimum
Dynamic models are constructed using multiplication, auxiliary variable methods, online identification methods, etc.

Once the dynamic model is determined, the feedback amount is determined from the state variable X(k), the internal air temperature y(k>, and its target temperature y(k)), and the control amount of the various quantities u(k) of the blown air is determined. Theoretically optimal.

Normally, in automotive air conditioners, various quantities that are directly involved in controlling the inside air temperature include, for example, the amount of air conditioned air blown from the outlet that affects the inside air temperature, that is, the amount of air blown contributes to the inside air temperature at each part. It is possible to use the amount converted into temperature, or the amount by which the temperature of the conditioned air affects the internal temperature of each part, and treat this as the state variable quantity X(k), but most of these quantities cannot be directly observed. Therefore, in such a case, a means called a state observer is configured in the air conditioning control means M4, and the state variable IX( k) can be estimated.

This is the so-called observer in modern control theory,
Various observers and their design methods are known. For example, "Mechanical System Control J.
(1981), etc., and it is sufficient to design it as a minimum dimension observer or a finite-settling observer according to the aspect of the applicable control object, here an air conditioner for an automobile.

The air conditioning control means M4 uses the observed state variable quantity or the state variable ♀X(k
), in an expanded system using the cumulative value of the deviation between the set target temperature and the actual inside air temperature, the optimal feedback amount is determined from both of them and a predetermined optimal feedback gain. Controls the air conditioning air control means M2. The cumulative value is a necessary amount because the set target temperature changes depending on the driver's operation and requests from the automatic air conditioner. Generally, in the control of a servo system, control is required to eliminate the steady-state deviation between the target value and the actual control value, and it is said that this requires including 1/5L (Q-order integral) in the transfer function. . Further, in the case where the transfer function of the system is determined by system identification as described above and the equation of state is established from this, it is desirable to include such an integral quantity from the viewpoint of stability against noise.

In the present invention, it is sufficient to consider beam=1, that is, linear type integral. Therefore, if the system is expanded by adding this cumulative value to the state variable IX(k) mentioned above, and the feedback amount is determined by both of them and a predetermined optimal feedback gain F, the control can be performed as an additive integral type optimal regulator. amount of control over the target,
That is, the various amounts of conditioned air controlled by the conditioned air control means M2 are determined.

Next, the optimal feedback gain will be explained. In the optimal regulator with the addition of an integral quantity as described above, it has been clarified how to obtain the control input (in this case, various quantities of the conditioned air in the air conditioning system) that minimize the evaluation quantity LJ, and the optimal feedback The gain is also the solution of Rikatsuchi equation, state equation (1), output equation (2) A, IB,
It is known that it can be obtained from the C matrix and the weight parameter matrix used for the evaluation function (held above). Here, the weight parameter is initially given arbitrarily, and is used to change the weight that restricts the behavior of the conditioned air quantities in the system in which the evaluation function J performs air conditioning. Optimum values can be determined by performing a simulation using a large-scale computer by giving weight parameters arbitrarily, and repeating the simulation by changing the weight parameters by a predetermined amount based on the behavior of the various amounts of conditioned air obtained. As a result, the optimal feedback gain ``is also determined.

Therefore, the air conditioning sub-control means M4 of the automotive air conditioner of the present invention is configured as an additive integral type optimal regulator using a dynamic model of the air conditioning system determined in advance by system identification etc. The observer parameters, optimal feedback gain E, etc. are all determined in advance by simulation.

In the above explanation, the state variable quantity X(k) was explained as a quantity representing the internal state of the air conditioning system, but it is also a variable quantity corresponding to an actual physical quantity, such as the rotation speed of a blower motor or an air mix damper. It can also be designed as a vector quantity consisting of various quantities of conditioned air (air volume, temperature, etc.) converted into quantities directly related to the internal air temperature of each part as described above. .

[Function] The automobile air conditioner of the present invention having the above-mentioned configuration has a preset target temperature at each part inside the vehicle and each inside air temperature detection means M3. Based on the inside air temperature of each part detected by . , conditioned air control means M2... act to perform feedback control of various amounts of conditioned air.Therefore, the internal temperature of each part may be controlled by simple feedback control or predictive control based on the deviation from the target temperature. Instead, by optimally controlling the condition of the conditioned air from each outlet M1, .

[Example] Next, an example of the present invention will be described in detail based on the drawings.

First, FIG. 2 is a schematic configuration diagram showing the entire air conditioner for an automobile in this embodiment.

In FIG. 2, reference numeral 1 indicates the air conditioning control objects in the air conditioner, including an air conditioning unit, peripheral equipment, a passenger compartment, etc., and independent air conditioning units 5 and 6 are located in front and behind the passenger compartment 3, respectively. It is equipped with a conditioned air blowout lower and 8. Each of the air conditioning units 5 and 6 corresponds to the conditioned air control means M2, and includes blower motors 11 and 12, evaporators 13 and 14, air mix dampers 15 and 16, which respectively adjust the blowout amount of conditioned air, that is, the air volume.
It is mainly composed of actuators 19 and 20 that drive heater cores 17 and 18 and air mix dampers 15 and 16 to adjust the temperature of the conditioned air, and also sets desired temperatures for the front and rear seats in the passenger compartment 3, respectively. temperature setting devices 21 and 22, and temperature sensors 23 and 24, which respectively detect the temperature around the rear seat and correspond to the inside air temperature detection means M3.
It is equipped with.

Here, the air conditioning unit 5 (or 6) has a blower motor 11
(or 12), the air is once cooled by passing through the evaporator 13 (or 14), and then a part of it is heated again through the heater core 17 (or 18). , mixes with air that does not pass through the heater core 17 (or 18), and operates to blow it out as conditioned air from the blowout lower (or 8) into the vehicle interior. Also, the ratio of air passing through heater core 17 (or 18) to air not passing through, that is, the temperature of the conditioned air, is
It is determined by the opening degree of the air mix damper 15 (or 16), but since the air mix damper 15 (or 16) is driven by the actuator 19 (or 20), its temperature can be controlled by the actuator 19 (or 20). It can be adjusted by

Next, 30 is the well-known CPU 31, ROM 32, RAM 33
It is an electronic control circuit configured as a logic operation circuit with an input port 34, an output port 35, etc. connected to each other by a common bus 36.

This electronic control circuit 30 is operated according to a control program stored in the ROM 32 in advance, and the front and rear temperature of the passenger compartment 3 are set by the temperature setters 21 and 24 through the input port 34.
Input the following target temperature Trl'' and 2 Tr, and calculate the temperature of the vehicle compartment 3 front and
Input the subsequent actual temperature Trl, l'-r2, and set the actual temperature Tr1
, Tr2 each have a target temperature lrl*.

The drive signals Vbl and Vb2 of the blower motors 11 and 12 and the actuators 19 and 20 are
Feedback control is executed to output drive signals Vdl and Vd2 from the output port 35.

FIG. 3 shows a control system diagram of the electronic control circuit 30, and the air conditioning control system of this embodiment will be explained. Note that FIG. 3 is a diagram showing the control system and does not show the hardware configuration. Furthermore, this control system is actually realized by executing a control program shown in the flowchart of FIG. 7, which will be described later.

As shown in FIG.
2'' is set by the target temperature setting section P1.

In this embodiment, the temperature setters 21 and 22 set the target temperature.

This corresponds to the setting section P1. Integrator P2 is the target temperature Trl”
, T r2* and the actual inside air temperature Tr1. By accumulating the deviations el (k >, e2 (k)) from Tr2, the cumulative values ZTrl (k), ZTr2 (k
).

P3 is the inside air temperature TrlO in a state where steady air conditioning is performed for the inside air temperatures Trl and Tr2;
A perturbation extracting section for extracting perturbations δTri and δTr2 from Tr20 is shown. As mentioned above, in order to perform linear approximation to a nonlinear model, this is the range in which linear approximation holds in the vicinity of multiple steady air conditioning conditions. This is due to the fact that we constructed a dynamic model for this system by considering it as a series of . Therefore, once the inside air temperature Trl (Tr2) is changed by the amount of perturbation δt rl (δT
r'2). Driving each of the pro-air motors 11 and 12 to determine the operating conditions of each air conditioning unit 5 and 6 determined by the integrator P2, observer P4, and feedback amount determination unit P5, that is, the various amounts of conditioned air from each blowout lower and 8. Voltage vbi.

Vb2 and the drive of actuators 19 and 20 that determine the opening degree of each air mix damper 15 and 16! Pressure Vd
l, Vd2, respectively ff differential Vbl, δ, Vb2°δVd1. It is treated as δVd2.

Observer P4 detects the perturbation components δTri and δT of the inside air temperature.
r2 and the perturbation of the above operating conditions δvbi, δVb2゜δV
The state variable ff1X(k) expressing the internal state of the air conditioner is estimated from dl and δVd2, and the state estimation IX(k
), and the feedback amount determination unit P5 integrates the optimum feedback gain "to this estimated state X(k) and the above-mentioned cumulative values ZTrl(k), ZTr2(k), and calculates the control amount ( δVbl, δVb
2. δVdl', δVd2> are calculated. This set of control variables (δvbi, δVb2.δVdl, δVd2)
Since is a perturbed valve based on the operating condition corresponding to the steady operating condition selected by the perturbation extraction section P3, the reference value addition section P6 adds the reference setting value vbio corresponding to this steady operating condition.

By adding Vb20, Vd1O, and Vd20, various amounts of operating conditions for the air conditioner, Vbl, Vb2. V
dl and Vd2 are determined.

In this embodiment, the driving voltage Vbl of each blower motor 11 and 12 is the operating condition of the air conditioner.

Vb2, drive voltage Vdl of actuators 19 and 20
, Vd2 are mentioned because these various quantities are related to the temperature Tr1. (2) This is because it is a basic quantity related to the control of r2.

The hardware configuration of the automotive air conditioner and the configuration of the control system for a four-person, two-output system that controls the output have been described above. Next, the construction of a dynamic model through actual system identification, the design of observer P4, and how to provide the optimal feedback gain will be explained.

First, we will build a dynamic model of an automotive air conditioner.

FIG. 4 is a diagram showing a system of an air conditioner that is operated steadily as a four-manpower, two-output system using transfer functions G1<2> to G8 (Z).

In addition, 2 indicates 2 conversion of the sample value of the input/output signal, and Gl
It is assumed that (z) to G8(z) have appropriate orders. Therefore, the entire transfer function matrix G(z) is expressed as .

If the control system is a four-person, two-output system like the air conditioner in this example, and there is interference in input and output quantities, it is extremely difficult to define a physical model. becomes. In such cases, the transfer function can be determined by a type of simulation called system identification.

The method of system identification is explained in detail in, for example, "System Identification" by Setsuo Sagara et al. (1981), Institute of Instrument and Control Engineers, etc., but here, identification is performed using the method of least squares.

The air conditioner is operated steadily in a predetermined state, and the surrounding environmental conditions are kept constant, and the change in drive voltage of the blower motor 12 and actuators 19 and 20 is calculated by δVb2. δVdl,
Both δVd2 are set to O, and the variation δVb1 of the driving voltage of the blower motor 11 is controlled by an appropriate test signal. The input δVb1 at this time and each temperature sensor 23 as an output
The data of the change in room temperature δTri detected at is sampled N times. This is the input data series (u
(i)) = (δVbli), output data series (y(i
))=(δTrli) (where i=1.2,3
．．・Represented as N). At this time, the system can be regarded as one output per person, and the transfer function Gl(z) of the system is Gl (
z )=B (z −' )/A (Z −' ＞=−
(3) That is, Gl(z) = (bO+bl −Z ” 1−+bn Z ′
)/(1+a1-z -1+a2-z-"ten-+an
-z')...(4) Note that here, l'' is a unit transition operator and means z −1−x (k )=x (k−1).

Input/output data series (u (i >), (y(i
)) to the parameters a1~an, bo~bn of equation (4)
By determining , the transfer function Gl(Z) of the system can be found. In system identification using the least squares method, this parameter al
~an, bo-bn, +an -y(k-n))
−(bo −u (k)+b1 ・u (k−1)+
...+bn-u(k-n))]2...(5) is determined to be the minimum. In this example, n=1,
Each parameter was determined. In this case, the signal flow diagram of the system becomes as shown in Figure 5, and the state variable is [xl
(k) x2 (k)]” and calculate its state・
The output equation is xi (k-1)=z-xi (k)=-al
・xi(k) +bl ・ul(k) ...(6) V[k)=X1
(k) ...(7) Therefore, the system parameters ^, B, and c when considered as a system with one human power and one output are AI + and Bl, respectively.
", C1', -a2 A1"=-al, B1"=bi...(
8) H., cl”=' is inhibited.

Using a similar method, transfer functions G2(z) to C8(Z
), and the system parameters A2'' to A8 =, 1B2- to 1B8-1C2- to C8- for each are determined. Then, from these system parameters, the system parameters of the original 4-person, 2-output multicomponent system, that is, the state Vectors A, IB, and (C) of equation (1) and output equation (2) can be defined.

In this way, the dynamic model of this example was obtained by system identification, and when the air conditioner is operated in a predetermined state, a linear approximation is established in the vicinity of this state. It is determined in the form of one. Therefore, for a plurality of steady air conditioning states, each of the transfer functions Gl(Z) to C8(z) is obtained using the above method, and each state equation (1) and output equation (2), that is, the vector A .

B and C are obtained, and the relationship between their input and output is established during the perturbation amount δ.

Next, a method of designing the observer P4 will be explained. There are Gopinath's design methods for designing observers, which are detailed in ``Basic System Theory'' (1973) by Katsuhisa Furuta and Akira Sano, published by Corona Publishing, etc., but in this embodiment, it is designed as a minimum order observer.

Observer P4 detects the perturbation of the internal air temperature (δTrl, δTr2) and the perturbation of various operating conditions (δTrl, δTr2).
δVbl, δVb2. δVd1. δVd2) The state variable amount X(k) inside the air conditioner is estimated from T
The basis that it can be treated as AX (k) is as follows. Now, the output X(k) of observer P4 is expressed by the state equation (1).

Assume that the following equation (9) is configured based on the output equation (2).

X (k) = (A-L-C)X (k-1>+ff
3-u (k-1>+IL-w (k-1>...(9
) In equation (9), 1 is an arbitrarily given matrix. Transforming from equations (1), (2>, and (9), [X (k
)-X (k) ] = (A-L・C) [X (k-1>-X (k
−1> ]...(10) is obtained. Therefore, if we select the matrix `` so that the eigenvalues of the matrix (A-[・C) are within the unit circle, we can get X(k) by 1+■
→X(k), and the amount of state variables inside the controlled object X(k
) is the input control vector u (k ) and the output vector y (k
) can be estimated correctly using the past sequences U(*) and V(*).

FIG. 6 is a block diagram showing the configuration of the minimum dimension observer. If the observer is configured in this way and the state variable amount inside the observer is set as W(k), then W(k) = P-W (k-1> 10M-V (k
-1>+J -U (k-1) ... (11
)X (k-1> =C-W (k-1) +I) -
It is understood that the state estimate X(k-1) is obtained as V (k-1>...(12). The vector J can be arbitrarily selected under certain conditions, and ) → converge to
・(13) Let it be.

As already mentioned, Gopinath's design method is known as a specific design method for such a minimum dimension observer, and this example is used to calculate the following for a certain steady operating state of an air conditioner: ■.

I got it.

Here, the state estimate X obtained by the observer
(k) That is, as a variable representing the internal state of the air conditioner, the actual temperature Tr1. The perturbing force δTdll(k
), δTd12 (k), δTd21(k),
δTd22 (k) is considered. Therefore state estimation! X(k) is, X(k)=[δTb11(k), δTb12(k), δT
b21(k).

δTb22(k), δTdll(k), δTd
12(k).

δTd21(k), δTd22(k)] FT
...(18).

Next, we will explain how to find the optimal feedback gain.
For example, since I am familiar with "Linear System Control Theory" (cited above), I will omit the detailed explanation here and only show the results. "・"l: Control human power u(k) of air conditioning unit 1 = [Vbl(k >, Vb2(k >, Vd1(k
＞, Vd2(k)FT and its output'/(k)=
[Trl(k).

Tr2(k)], around a certain stationary point, δ(J(k)=LI(k)−u(k−1)
Regarding the control system of the air conditioner, it is necessary to set δy (k) = y (k) - y (k-1) and find the optimal control input that minimizes the following evaluation function J, that is, the operating condition u* (k). We will solve the control problem as an additive integral type optimal regulator.

+δυT(k)・R・δυ(k)] ...(19) Here, Q and IR represent the weight parameter matrix, and k represents the number of samples with O as the control start time, respectively.
The right side of equation (19) is a so-called quadratic form expression with O and IR as diagonal matrices.

At this time, the optimal feedback gain ``F=-(IR
+[B"-P-IB>-1-[3"-P-A...
(20) is obtained as. Note that A in formula (20).

B is respectively, and P is the solution to the Rikkatti equation. Here, the meaning of the evaluation function J in equation (19) is as follows.
(k >, Vd1(k >, Vd2(k) ](
i') It is intended to minimize the deviation of the control output y(k), here the inside air temperature TrNk> and Tr2(k), from the target value 111, Tr2'', while restricting the dynamic angle.

The weighting of the constraints on the operating conditions Mu (k) can be changed by the values of the weight parameter matrices C1 and IR. Therefore, the dynamic model of the air conditioner, that is, matrices A and B, which has already been determined.

C (in this case, A, B, and C), select arbitrary weight parameter matrices G and IR, solve Equation (23) to find P, and find the optimal feedback gain by Equation (20). Since the variable quantity X(k) is obtained as the state estimation quantity X(k) from equations (, 12>, (13)), u(k)=F・[X(k) ZTrl(k)ZTr2
(k)]7-(24>), the control input u(k) for the air conditioner can be obtained.

By repeating the above simulation while changing the weighting parameter matrix, 0°R, until the optimal control characteristics were obtained, the optimal feedback gain was determined as follows.

Above, we have explained how to construct a dynamic model of the control system of an air conditioner using system identification using the least squares method, design an observer with the minimum dimension, and calculate the optimal feedback gain.
, C, [), the optimum feedback gain E, etc. are determined in advance, and only the results are used within the electronic control circuit 20 to perform actual control.

Next, the control actually performed by the electronic control circuit 20 will be explained with reference to the flowchart shown in FIG. still,
In the following explanation, quantities handled in actual processing will be indicated with a subscript (k), and quantities handled last time will be indicated with a subscript (k-1).

After the air conditioner is started, the CPU 30 executes CPtJ3.
After initialization processing such as clearing the internal register of 0 and setting initial control values is performed in step 100, the RO
According to the procedure stored in M32, step 1 described below
The processes from step 10 to step 230 are repeatedly executed. In this vehicle interior temperature control routine, the above-described values of P, M, C, [D, and F stored in the ROM 32 in advance are used.

First, in step 110, each temperature sensor 23 and 24
The output signal is input through the input port 34, and the
The subsequent temperatures, i.e., the internal air temperatures Trl(k) and Tr2(k)
Read. In step 120, the output signals of each temperature setting device 21 and 22 are similarly input, and the
A process is performed to read the target temperature 1'-rl*(k) and Tr2''(k), respectively.

In the following step 130, the inside air temperatures Trl(k) and Tr2(k) read in step 110 and step 12
Target temperature Trl'' (k) read at 0 and Tr2
The deviations el(k> and e2(k)) from the book (k) are respectively calculated from the following formula % formula %(), and the process moves to the next step 140.Step 14
0, processing is performed to obtain cumulative values ZTrl(k) and ZTr2(k) of the deviations el(k) and e2(k) from the past, respectively. That is, with the repetition time of the process shown in FIG. 7 as the king, ZTrl (k) = ZTr1 (k-1> +T-
el (k)...(26) ZTr2 (k > =ZTr2 (k-1> +T
−e2 (k) (27) The cumulative values ZTrl(k) and Tr2(k) are respectively obtained. Note that these steps 130 and 140 correspond to the integrator P2 in FIG.

In the following step 150, when a dynamic model of the air conditioner is constructed from the temperatures Tri(k) and Tr2(k) read in step 110, the steady air conditioner is taken as a range where linear approximation holds. (Hereinafter, this will be referred to as the steady point TrlO, Tr20
, VblO, Vb20, VdlO, Vd20). In step 160, the temperature Trl (k) read in step 110,
For Tr2 (k), the perturbation valve δTri(k) from the steady point determined in step 150.

Processing to obtain δTr2(k) is performed. As for this perturbation valve, it is assumed that the values from the previous execution of this control routine, including δTR(k-1>), are saved. This corresponds to the perturbation extraction portion P3.

In the following step 170, parameters P, M, C, [
), optimal feedback gain F, etc.

Following step 180. Step 190 is the state estimator X(
k), which is the process of calculating formula (12)% formula%), that is, the variable W(k) in the observer = [Wl (
k > W2 (k) W3 (k) W4
(k) W5(k) W6(k)]", in step 180, Wl(k>~W6(k) -1
>10Pi3・W3 (k-1>10Pi4・W4 (k
-1>+pi5・W5 (k-1)+Pi6・W6
(k-1>10Mi1-δVbl (k-1> +Mi2
-δVb2 (k-1,) 10Mi3・δVdl (k-
1> +Mi4-δVd2 (k-1>+Mi5-δT
rl (k-1) +Mi6-δdr2(k-1) (where i=1 to 6), and in the next step 190, this calculation result is used to calculate the state estimate as δTb1l(k)= W1(k)+D1−δTr
l(k>δTb21(k ”) = W2 (k)
+D2-δTr1(k)δTd11(k) =W3
(k) +D3−δTrl(k)δTd21(k)
= δTrl (k) − δTb1l (k ) − δTb
21 (k)−δTd11 (k)δTb12
(k) = W4 +04-δTr2(k)δTb22
(k) = W5 +D5-δTr2(k)δTd12
(k) = W6 +D6-δTr2(k)δ1d22
(k) = δTr2(k)−δTb12(k)
-δTb22 (k) - δTd12 (k) is calculated. Here, δVbl (k-1>, δVb2(k-1
), δVdl (k-1>, δVd2 (k-1)
, δTri(k-1), δTr2(k-1>, etc.) are the values when this control routine was executed last time, as described above.

Also, δTd21, which is one of the state estimation quantities X(k)
(k), Td22 (k >, that is, the perturbation valves δTrl(k), δd2(k) of the internal air temperature are controlled by the perturbation valve δVd2(k) of the drive voltage of the actuator 20 that controls the opening degree of the air mix damper 16, respectively. Temperature perturbation valve δTd21 (k >, Td22
(k), respectively δTri(k)−δTb1l (k
)-δTb21 (k)-δTdll(k), δTr
2(k)-δTb12(k)-δTb22(k)-
The value of δTd12 (k) is determined because the perturbation valves δTr1(k) and δTr2(k) of the internal air temperature are measured (Stella 7160), so the calculation is simplified to improve processing speed. It was planned.

In the following step 200, step 18o, step 1
State estimation amount X(k) = [δT
b11 (k) δTb12 (k) δTb
21 (k) δTb22 (k) δTdl
l (k) δTc112 (k) δTd2
1 (k) δT d22(k)]T and the cumulative value ZTrl (k) obtained in step 140,
ZTr2 (k), using the optimum feedback gain E, the perturbation valves δVbl(k) and δVb2(k) of the drive voltage of the blower motors 11 and 12, the perturbation valves δVdHk) and δVd2( of the drive voltage of the actuators 19 and 2o) k) is performed. If the formula shown in step 200 of FIG. 7 is expressed as a vector, [δ
VbHk) δVb2(k) δVd1(k) δVd2(k)] ”−[・[
δTb1l (k) δTb12 (k) δ
Tb21 (k) δTb22 (k) δT
dll (k) δTd12 (k) δTd
21(k) δTd22 (k)ZTrl (k)
ZTr2 (k)]”. This is the third
This process corresponds to the feedback amount determination unit P5 in the figure.

In the following step 210, the perturbation valves δVbHk), δVb2(k), δVd of each drive voltage determined in step 200 are
1(k), δVd2(k)k: respectively the value Vbl at the steady point
By adding O, Vb20, Vd1O, Vd20, the actual driving voltage Vbl (k >, Vb2 (k >, V
A process is performed to obtain the old (k) and Vd2(k).

This is the process corresponding to the reference value addition section P6 in FIG. 3.

In the following step 220, each drive type JIVbl (k), Vb2 (k),
Vdl (k) and Vd2 (k) are supplied to the blower motors 11 and 12 and the actuator 1 through the output port 38.
Control is performed to output to each of 9 and 20. Step 2
At step 30, the value of the subscript indicating the number of 1 non-pulling/operations/controls is incremented (updated) by 1, and the process returns to step 110, where steps 110 to 23 described above are performed.
Repeat the process for 0 again.

An example of control performed using the present control routine configured as described above is shown in FIG. 8 in comparison with an example of conventional simple feedback control. Figure 8 (a) shows the actual temperature change in front and rear of the cabin obtained by conventional feedback control, and Figure 8 (b) shows the actual temperature change in the front and rear of the single cabin obtained by feedback control of this embodiment. - dashed lines 1'-ri'' and 7r2'' indicate the target temperatures set by the front and rear temperature setters 21 and 22, respectively, and the solid line Trl
, Tr2 represent the actual temperatures detected by the front and rear temperature sensors 23 and 24, respectively. In addition, each figure shows the case where the target temperatures Tri for the front and rear of the passenger compartment are increased by 2 degrees Celsius to 18 degrees Celsius at time t1 from a controlled state where the target temperatures Trl* and Tr2'' are set to 16 degrees Celsius and 20 degrees Celsius, respectively. It shows the state of change in the internal air temperatures Trl and Tr2.

As is clear from Fig. 8, in the conventional feedback control, the inside air temperature causes hunting due to temperature interference at the front and rear of the passenger compartment, resulting in poor control response and stability.・Fast response and high stability can be achieved without hunting due to subsequent temperature interference. Therefore, according to the air conditioner of this embodiment, it is possible to quickly and accurately control the inside air temperature, and it is extremely stable even with changes in operating conditions, changes in the number of passengers, changes in the external environment, etc. Gain control. In addition, this air conditioner not only allows for responsive control of the temperature in the passenger compartment;
Blower motor 11.12 and actuator 19.20
is controlled optimally, so there is no needless energy consumption.

In the air conditioning control of this embodiment, a model of the controlled object is experimentally analyzed and information about the past history of the system is estimated that is necessary and sufficient to predict the state of the controlled object, that is, its future influence. This is because the system is configured to use this for control.

Furthermore, in the air conditioner of this embodiment, the feedback gain in the electronic control circuit 20 that controls the vehicle interior temperature is designed very logically and is optimally determined. Therefore, unlike conventional control devices, there is no need to design based on the designer's experience, make actual adjustments as necessary, and set the feedback gain deemed appropriate. Development man-hours and costs can be reduced.

Although one embodiment of the present invention has been described above, the present invention is not limited to this embodiment in any way, and may be applied to a reheat type air conditioner or use other variables as the state variable X(k). It goes without saying that the present invention can be implemented in various forms without departing from the gist of the present invention.

[Effects of the Invention] As detailed above, according to the automotive air conditioner of the present invention, when controlling the temperature of each part of the vehicle compartment to a desired temperature,
Due to the mutual interference of the conditioned air blown out from each outlet,
The temperature of each part can be responsively and stably controlled to the desired temperature without causing hunting in the trunk temperature, which takes time and is extremely difficult to control to the desired temperature. It becomes like this. Furthermore, since the temperature of each part of the vehicle interior can be quickly and stably controlled to a desired temperature, the operation of the air conditioning air control means can be minimized, and no wasted energy is consumed.

[Brief explanation of drawings]

FIG. 1 is a basic configuration diagram of the present invention, FIG. 2 is a schematic configuration diagram of an automobile air conditioner as an embodiment of the present invention, and FIG. 3 is a control system diagram of the air conditioning system in the embodiment. Figure 4 is a block diagram used to identify the system model of the example, and Figure 5 is a signal 70- for determining the transfer function.
6 is a block diagram showing the configuration of the minimum dimension observer, FIG. 7 is a flowchart showing the control as an additive integral type optimal regulator in the embodiment, and FIG. 8 is a flowchart showing the control characteristics of the embodiment. This is a graph for comparison with an example of conventional control. 3... Vehicle compartment 5.6... Air conditioning unit 7.8... Air outlet 11.12... Pro motor 13.14... Evaporator 15.16... Eva mix damper 17.18...・Heater core 19.20...Actuator 21.22...Temperature setter 23.14...Temperature sensor 30...Electronic control circuit 31...CPU 32...ROM 33...RAM

Claims (1)

[Scope of Claims] 1. A plurality of conditioned air control means for controlling various quantities of conditioned air blown out from a plurality of air outlets in the vehicle interior, including at least the temperature and air volume; a plurality of inside air temperature detection means for detecting the inside air temperature at the installation point; and a plurality of air conditioned air control means so that the detected inside air temperature at each installation point reaches a preset target temperature. In the automotive air conditioner, the air conditioning control means performs feedback control based on an optimal feedback gain predetermined according to a dynamic model of the air conditioning system. An air conditioner for an automobile, characterized in that it is configured as an additive integral type optimal regulator. 2. The air conditioning control means uses preset parameters based on a dynamic model of the air conditioning system of the automobile air conditioner to control various conditions of the conditioned air for each outlet controlled by each air conditioning air control means. a state observation unit that estimates a state variable quantity of an appropriate order representing the dynamic internal state of the system from the plurality of interior air temperatures detected by each interior air temperature detection means; an accumulator that calculates and accumulates the deviation from a preset target temperature for each detected internal air temperature; and a feedback gain that is preset based on a dynamic model of the system and the estimated state change. A feedback amount determination unit that determines each control amount of various amounts to be controlled by the air conditioning air control means from the quantity and the cumulative value; Automotive air conditioner.