JPS62128816A - Air conditioner for automobile - Google Patents

Abstract

PURPOSE:To make improvements in responsibility and followability, by constituting a device so as to control a feedback quantity as controlling the specified range boundary value at a time when the controlled variable is not within the specified range and car room temperature comes under the desired temperature proximity condition. CONSTITUTION:Detected temperature M3 inside a car room is inputted into a controlling device M4 and a temperature judging device M6. And, desired setting temperature M2 in the car room is also inputted into the controlling device M4 which drives a state observation part M7, a first feedback quantity calculating part M8 and a feedback controlled variable calculating part M9 and sets the feedback controlled variable. And, when the controlled variable is judged to be out of the specified range by a judging device M5 as well as when the car room temperature 3 is judged as coming under the desired temperature proximity condition, a different product feedback quantity M8 is altered by a feedback quantity altering part M10 so as to cause the specified range boundary value to become the controlled variable. Thus, responsibility and followability are improved.

Description

[Detailed Description of the Invention] Purpose of the Invention [Field of Industrial Application] The present invention relates to an air conditioner for an automobile, and more specifically, a system for setting the temperature inside a vehicle based on a dynamic model of a system related to air conditioning for an automobile. The present invention relates to an air conditioner for an automobile that performs effective control even when the target temperature is set near the boundary value of a controllable temperature range when performing feedback control to a target temperature.

[Prior Art] Air conditioning systems have been used to control the temperature, humidity, cleanliness, etc. of the cabin interior in order to make the environment inside the conductor a comfortable one for the passengers. Devices that control vehicle interior temperature are widely used. In these automotive air conditioners, in order to widely control the temperature of the blown air from low to high temperatures, a cooler (
An evaporator, etc.) is installed to cool the blown air, and then it is further heated by a heater (heater core, etc.) to adjust the blown air to a set target temperature. A series of devices that perform such ventilation, cooling, and heating are called an air conditioning unit. In recent years, air conditioning units for automobile air conditioners that have been widely used include a reheat type that varies the amount of heat supplied to a heater and an air mix type that varies the proportion of air that passes through the heater.

In any case, in these air conditioners for automobiles, the temperature in the vehicle interior is controlled by the amount of heat that the blown air has, that is, the flow m and temperature of the blown air.

The flow rate of the blown air is determined by the blowing capacity of the blower motor, etc., and its temperature is determined by the cooling capacity of the cooler (evaporator), or in other words, the capacity of the cooling system including the compressor, etc., and the heating capacity of the heater, that is, the repeat type. In the case of the air mix type, it is determined by the amount of hot water circulation, and in the case of the air mix type, it is determined by the damper opening degree of the air mix damper.

When air conditioning is started, the air conditioner detects the temperature inside the vehicle and performs feedback control on the temperature and flow rate of the blown air based on the deviation from the set target temperature. Therefore, by adjusting the amount of heat of the blown air, the vehicle interior 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 vehicle interior temperature and the target temperature, so that the vehicle interior temperature approaches the target temperature and is maintained. Furthermore, predictive control is adopted in which the control amount is set so as to satisfy a thermal parallelism condition set in advance in consideration of the outside air temperature and the amount of solar radiation. Moreover, the ventilation layer is simply controlled by increasing the size of the ventilation layer when the temperature deviation is large, and decreasing the ventilation layer as the deviation decreases.

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

In addition, the capacity of an air conditioning unit is determined by a combination of the air flow rate, the cooling capacity of the cooler, the heating capacity of the heater, etc., but it is not clear how to combine these to optimally control the cabin temperature. In the past, it was determined based on the designer's experience, etc., by simple combinations such as the control of the air blowing layer described in (a) above. Therefore, it has not always been possible to fully utilize the capacity of the air conditioning unit.

Furthermore, if the target temperature is set close to the boundary value (= J) of the controllable range of the vehicle interior temperature by the air conditioning unit, the control will take into account the deviation from the past between the target temperature and the vehicle interior temperature, as in the normal case. If this continues, there is a problem in that the vehicle interior temperature overshoots from the target temperature, etc., and the followability of the control deteriorates.

The first and second inventions provide an air conditioner for an automobile that maintains good followability even when the target temperature is set near the boundary value of the controllable temperature range and suitably controls the air conditioning unit l~. The purpose is to provide.

Configuration of the Invention [Means for Solving the Problems] The first invention adopts the configuration illustrated in FIG. 1 in order to solve the above problems. That is, the first invention, as illustrated in FIG. 1, includes an air conditioning means M1 that adjusts various quantities including at least the temperature of the air blown into the vehicle interior according to an externally controlled amount; and the target temperature in the vehicle interior. temperature setting means M2 for setting the vehicle interior temperature, temperature detection means M3 for detecting the temperature inside the vehicle interior, and an optimal feedback gain predetermined based on a dynamic model of the system related to automotive air conditioning ,
An air conditioner for an automobile, further comprising: a control means M4 that is an additive integral type optimal regulator that performs feedback control of the air conditioning means M1 so that the temperature in the vehicle interior reaches the temperature W; A control amount determining means M5 for determining whether the control amount to the means M1 is within a predetermined range, and a temperature determining means M6 for determining whether the vehicle interior temperature corresponds to a target temperature proximity condition. Moreover, the control means M4 uses parameters preset based on the dynamic model to determine the dynamic control of the system based on the control amount for the air conditioning means M1 and the vehicle interior temperature. A state observation unit M7 that estimates a state variable representing an internal state, and a state observation unit M7 that estimates a state variable representing an internal state, and a state observation unit M7 that estimates a state variable representing an internal state, and a state observation unit M7 that estimates a state variable that is related to the control amount to the air conditioning means M1 from elements related to the deviation between the target temperature and the vehicle interior temperature and the deviation of the optimum feedback gain. a first feedback amount numbing part M8 that calculates a feedback amount of 1 and accumulates the first feedback amount; and a second feedback calculated from the state variable and the element related to the state variable of the optimal feedback gain. a feedback control amount calculation unit M9 that outputs the sum of the accumulated first feedback amount and the accumulated first feedback amount to the air conditioning means M1 as a control amount; , and when the temperature determination means M6 determines that the vehicle interior temperature falls under the target temperature proximity condition, the accumulated first feedback amount is set so that the boundary value of the predetermined range becomes the control amount. The gist of the present invention is an air conditioner for an automobile, characterized by comprising: a first feedback amount changing unit M10 for changing;

Further, the second invention adopts the configuration illustrated in FIG. 2 in order to solve the above problem. That is, the second invention, as illustrated in FIG. 2, includes: an air conditioning means M11 that adjusts various quantities including at least the temperature of the air blown into the vehicle interior according to an externally controlled amount; and the target temperature in the vehicle interior. temperature setting means M12 for setting the vehicle interior temperature; and temperature detection means M13 for detecting the temperature inside the vehicle interior.
and, using a predetermined optimal feedback gain based on a dynamic model of the system related to automotive air conditioning,
A control means M14 which is an additive integral type optimal regulator that feedback-controls the air conditioning means M11 so that the temperature in the vehicle interior reaches the target temperature; The control amount determining means M15 determines whether the control m to M11 is within a predetermined range, and the temperature determining means M16 determines whether the vehicle interior temperature corresponds to the target temperature proximity condition. Moreover, the control means M14 uses parameters preset based on the dynamic model to determine the dynamic state of the system based on the control amount for the air conditioning means M'11 and the vehicle interior temperature. a state observation unit M17 for estimating a state variable representing an internal state; and a state observation unit M17 for estimating a state variable representing an internal state; a first feedback amount calculation unit M18 that calculates a first feedback amount and accumulates the first feedback amount; and a second feedback calculated from the state variable and the element related to the state variable of the optimal feedback gain. a feedback control amount calculation unit M19 that outputs the sum of the amount and the accumulated first feedback amount as a control amount to the air conditioning means M11; and the control amount determination means M15 determines that the control amount is not within a predetermined range. an accumulation stop section M20 that interrupts the accumulation of the first feedback amount from the time when the temperature determination means M16 determines that the vehicle interior temperature corresponds to the target temperature proximity condition; The gist of this article is an air conditioner for automobiles characterized by the following.

The air conditioning means M1 (Mll) substantially corresponds to the air conditioning unit described in the section [Prior Art], and is composed of at least means for adjusting the temperature of the blown air. For example, if we take the flow rate as one of the various quantities of the blown air, it is a blower motor or sirocco fan that controls the air volume by its rotation speed, throttle opening, etc., and if we consider the temperature of the blown air,
There are actuators that control the cooling capacity of a cooler, such as an evaporator, the opening of an air mix damper, or the amount of heat supplied to a heater (heater core). Actuators that control the capacity of a cooler include those that change the capacity of a compressor to vary its capacity, and actuators that control the flow rate of refrigerant.

Temperature setting means M2 (Ml 2>) is for setting a target temperature inside the vehicle interior.For example, it may be a temperature setting device operated by the driver. A predetermined target temperature may be set based on a deviation from the air temperature or the like.

The temperature detection means M3 (Ml3) is necessary to detect the temperature inside the vehicle. For example, a thermistor temperature sensor or the like may be used. Alternatively, for example, it may be constructed from a thermocouple or the like having a relatively good response.

The control amount determination means M5 (Ml5) is for determining whether the control amount to the air conditioning means M1 is within a predetermined range. For example, the driving voltage applied to a blower motor, compressor, air mix damper, etc. can be compared with an upper limit or lower limit of a predetermined voltage at which each of the above-mentioned devices normally operates, and the result can be output.

The temperature determining means M6 (Ml 6) determines whether the vehicle interior temperature corresponds to the target temperature proximity condition. For example, it may be determined that the target temperature proximity condition is met when the vehicle interior temperature approaches the target temperature within a predetermined temperature range. Further, for example, it may be configured such that when the vehicle interior temperature and the target temperature match, it is determined that the target temperature proximity condition is met. For example, it may be configured such that it is determined that the target temperature proximity condition is met when the rate of change of the vehicle interior temperature in the process of approaching the target temperature falls within a range from a predetermined upper limit value to a predetermined lower limit value.

The control amount determining means M5 (Ml 5) and the temperature determining means M6 (Ml 6) can be realized, for example, as independent discrete logic circuits. Also,
For example, the well-known CPU, ROM, etc.

It may also include a RAM and other peripheral circuit elements and implement both of the above means according to a predetermined processing procedure.

The control means M4 (Ml4) refers to the state observation unit M7 (Ml7).
), a first feedback amount output section M8 (Ml8), and a feedback control ff1R output section M9 (Ml9), and is an additional integral type optimal regulator that performs feedback control with the vehicle interior temperature as a target temperature. Control means M4
(Ml4) usually uses a microprocessor and a ROM,
It is realized as a logic operation circuit configured with peripheral elements such as RAM and input/output circuits, and according to pre-stored processing procedures, the target temperature set by the temperature setting means M2 (Ml 2>) and the temperature detection means M3 (Ml3) Based on the vehicle interior temperature detected by the air conditioner M1 (Mll),
The system is configured to perform control using a control amount determined from a predetermined optimal feedback gain based on a dynamic model of a system related to automotive air conditioning.

By the way, the method of configuring the additive integral optimal regulator as described above is detailed in, for example, Katsuhisa Furuta's ``Linear System Control Theory'' (1976), Showa Do, etc., but here we will give an overview of the actual configuration method. I decided to give it.

In addition, in the following explanation, F, X, A, IB, C, [),
tj, %fe u, L, G.

Cl, IR, P, M, S indicate vector quantities (matrix),
The subscript 7, such as AT, indicates the transpose of the matrix, and the subscript -, such as A-1.
1 indicates the inverse matrix, the subscript ' such as (hereinafter referred to as the observer)
Symbols 9 such as 9 each indicate a target value.

In the control of a system related to a controlled object, here the vehicle interior temperature, the dynamic behavior of this controlled object is expressed as follows in a discrete system:
)-(1)'M (k-1) = C-X (k-1)
It is known from modern control theory that it is described as (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 u (k
) is a vector consisting of control quantities of various quantities of blown air adjusted by the air conditioning means M1 (Mll), and y (k ) is a vector consisting of various quantities indicating the output of this system.

Note that in the automotive air conditioning system handled by the first and second inventions, this output vector y (k) is only the vehicle interior temperature, so it will be treated as a scalar quantity V(k) hereinafter. Also, equations (1) and (2> are written in a discrete system, and the subscript indicates the current value, and k-1 indicates the value at the previous sampling point, respectively. It shows.

The state variable ff1X(k), which indicates the internal state of a system that controls automotive air conditioning, in this case the vehicle interior temperature, is a system that provides sufficient information on the history of the system to predict future effects on the control system. It shows. Therefore, how does the temperature inside the vehicle (vehicle interior temperature) where air conditioning is performed by the air conditioning means Ml (Mll) depend on the various types of blown air?
A dynamic model of the system has been clarified, and Equation (1)
, (2>), the vehicle interior temperature can be optimally controlled using the state variable amount X(k).
M14) is not just a regulator intended for a system in which the target value is always constant, but is intended for a servo system in which the target value constantly changes, so it is necessary to expand the system, but this will be described later.

However, it is difficult to theoretically and accurately obtain a dynamic model for a complex object such as automotive air conditioning, and it is necessary to determine it experimentally in some way. This is a model construction method called system identification. 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 both the state and output equations. 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. In this case, regarding the control amount and vehicle interior temperature, the perturbation from each reference setting value at a steady point when linear approximation is performed is extracted,
It is necessary to calculate various quantities using the perturbation, and add the calculated values to each of the reference setting values described above to obtain a control quantity.

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, [B, C> can be determined, but in a multidimensional controlled object such as the automotive air conditioning system discussed here, it is difficult to create a physical model that has a good approximation. Dynamic models are constructed using the least squares method, auxiliary variable method, online identification method, etc.

Once the dynamic model is determined, the feedback amount is determined from the state variable amount X(k), the vehicle interior temperature y(k), and its target temperature y'(k), and the various amounts of Suita air are controlled ωu (k
) can be determined optimally theoretically.

Normally, in automotive air conditioners, the amount by which the amount of air blown by a blower motor affects the temperature inside the vehicle, for example, the amount by which the amount of air blown contributes to the temperature inside the vehicle, is measured as various quantities that are directly involved in controlling the temperature inside the vehicle. It is possible to use a converted value or the amount by which the opening degree of the air mix damper affects the cabin temperature, and treat this as a state variable ff1X(k), but most of these quantities cannot be directly observed. I can't. Therefore, in such a case, the control means M4 (M
l4), there is a part called the state observer (observer) (
A state observation unit M7 (Ml7)) is configured to estimate the state variable amount X(k) of the system that performs air conditioning for the vehicle using the vehicle interior temperature and control amounts of various amounts of blown air. I can do it. This is the so-called observer in modern control theory, and various observers and their design methods are known. These are explained in detail in, for example, "Mechanical System Control" by Katsuhisa Furuta et al. (1980), Ohmsha, etc., and the minimum dimension obturation arbor and It can be designed as a finitely settled observer.

Furthermore, the system to be controlled by the control means M4 (Ml4) is as follows:
This is a servo system in which the target temperature changes stepwise by temperature setting means M2 (Ml 2>). In other words, the target temperature changes depending on, for example, the driver's operation or the request of an automatic air conditioner. Generally, in the control of a servo system, It is necessary to control the output of the controlled object so that it follows the given target input without steady-state deviation.For this reason, it is necessary to include an integral of an appropriate order in the transfer function.
In the present invention, since it is assumed that the target temperature changes in steps, it is sufficient to consider the -th integral. Therefore, the control means M4 (Ml4) calculates the deviation between the target temperature and the vehicle interior temperature and the factors related to the deviation of the predetermined optimal feedback gain.
), each of the first feedback amounts involved in the control amount to
A first feedback output unit M8 (Ml8) is provided to calculate and accumulate the first feedback amount, and the target control system is expanded to include the Leevo system.

Furthermore, the control means M4 (Ml4) controls the air conditioning using the sum of the accumulated first feedback amount, the second feedback amount calculated from the state variable described above, and the element related to the state variable of the optimal feedback gain. It has a feedback control amount calculation unit M9 (M2O) that outputs to the means Ml (M1'l), and determines the control amount as an additive integral type optimal regulator.

Next, the optimal feedback gain will be explained. In the optimal regulator with integral quantities added as described above, it has been clarified how to obtain the control inputs (in this case, the control quantities of various quantities of air blown in the automotive air conditioning system) that minimize the evaluation function J. The R-suitable feedback gain is also calculated using the solution of the Rikkatuchi equation, the state equation (1), and the output equation (
It is known that it can be obtained from the A, IB, and C matrices of 2) and the weight parameter matrix used in the evaluation function (Yaji mentioned above). Here, the weight parameters are initially given arbitrarily, and the evaluation function J changes the weights that constrain the behavior of various quantities of air blown in the system for performing air conditioning for an automobile.

An optimal value can be determined by performing a simulation using a large-scale computer by giving an arbitrary weight parameter, and repeating the simulation by changing the weight parameter to a predetermined range based on the behavior of the various amounts of blown air that have been jqed. As a result, the optimum feed pack gain is also determined.

Therefore, the control means M4 (Ml4) is configured as an additive integral type optimal regulator using a dynamic model of the automotive air conditioning system determined in advance by system identification, etc., and the observer parameters and optimal feedback inside the regulator are The gain F and the like 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 system that performs air conditioning for an automobile, but it is also a variable quantity corresponding to an actual physical quantity, such as the rotation speed of a blower motor or the air conditioner. It may be the opening degree of a mix damper, or it may be designed as a vector quantity consisting of various quantities converted as quantities directly related to the vehicle interior temperature as described above.

Further, the control means M4 in the first invention includes a first feedback amount changing section M10. The first feedback amount changing unit MIO is configured to operate when the control amount determining means M5 determines that the control amount is not within a predetermined range, and the temperature determining means M6 determines that the vehicle interior temperature falls within the target temperature proximity condition. In this case, the first feedback amount is changed so that the control amount is the boundary value of the predetermined range. For example, the first feedback amount may be changed to the sum of d, which is equal in value to the second feedback amount and opposite in sign, and an amount corresponding to the boundary value.

Further, the control means M14 in the second invention includes an accumulation stop section M20. The cumulative stop portion M20 is defined as the period from the time when the control m determining means M15 determines that the control amount is not within a predetermined range until the time when the temperature determining means M16 determines that the vehicle interior temperature corresponds to the target temperature proximity condition. This is to interrupt the accumulation of the first feedback amount in the first feedback calculation unit M18 described above. For example, the first feedback amount calculated last time may be directly set as the next first feedback 1.

[Function] As illustrated in FIG. 1 or FIG.
The vehicle interior temperature detected by l3) is set by temperature setting means M2.
The state observation unit M7 (Ml 7) estimates the state variables so that the target temperature is set by The first feedback amount is applied and accumulated from The control means M4 (Ml4) outputs the sum of the air conditioning means M1 as a control amount.
(Mll) is controlled.

At the time of the above control, as illustrated in FIG. 1, in the automotive air conditioner of the first invention, the control amount determination means M5 determines that the control amount is not within the predetermined range, and the vehicle interior temperature is close to the target temperature. When the temperature determination means M6 determines that the condition is met, the first feedback amount changing unit of the control means M4 changes the accumulated first feedback amount so that the boundary value of the predetermined range becomes the controlled amount. M10 acts to change.

Further, in performing the above-mentioned control, as illustrated in FIG. The accumulation stop section M20 of the control means M14 operates to interrupt the accumulation of the first feedback amount until the temperature determination means M16 determines that the indoor temperature corresponds to the target humidity proximity condition.

Therefore, the automotive air conditioning system of the first and second inventions operates to optimally follow the vehicle interior temperature even when the target temperature is set near the boundary value of the controllable range. As described above, each component of the first and second inventions works to solve the technical problems of both inventions.

[Example] Next, an example of the first invention will be described in detail based on the drawings. Figure 3 is a system configuration diagram of the automotive air conditioner according to an embodiment of the first invention, Figure 4 is a control system diagram showing a control model of the automotive air conditioning system, and Figure 5 is for explanation of system identification. The block diagram used, FIG. 6 is a signal flow diagram thereof, FIG. 7 is a block diagram showing the configuration of an observer, and FIG. 8 (A>, (B) is an electronic control circuit in an embodiment of the first invention. 2 is a flowchart showing the vehicle interior temperature control process executed by the following, and will be explained in this order below.

In FIG. 3, the air conditioning unit 1 has a blower motor 3. Evaporator 5. It is configured as an air mix type centering around the heater core 7, air mix damper 9, etc. The passenger compartment 10 includes a vehicle interior temperature sensor 12 for detecting vehicle interior temperature TR. A temperature setting device 14 and the like are provided. The air conditioning unit 1 is controlled by an electronic control circuit 20.

In the air conditioning unit 1, the air sucked in by the pro-armotor 3 via the inside/outside air switching damper 21 is cooled once by passing through the evaporator 5, and then a part of it passes through the heater core 7 and is heated again. 7
It is mixed with air that does not pass through and is blown into the Norimura chamber 10. The ratio of air passing through heater core 7 to air not passing through heater core 7 is controlled by the opening degree of air mix damper 9.

The evaporator 5 includes a compressor 22 and a conduit for circulating refrigerant, and is configured such that its cooling capacity is controlled by controlling the capacity of the compressor 22 by an electronic control circuit 20. Control of the capacity of the compressor 22, which is powered by an on-vehicle engine (not shown), is built into the compressor 22.
This is done by changing the refrigerant flow ♀ by an actuator (not shown) that controls the opening area of the passage that communicates the high pressure chamber and the low pressure chamber 2.The electronic control circuit 20 controls the drive voltage of this actuator to adjust the cooling capacity. Hereinafter, the drive voltage of the built-in actuator will be simply referred to as the drive signal (drive voltage) of the compressor 22.

The heater core 7 is configured so that engine cooling water (hot water) (not shown) circulates therethrough, and a certain amount of heat is supplied to the heater core 7 when the engine has finished warming up. Further, the air mix damper 9 has a damper opening degree controlled by a damper actuator 24.

The electronic control circuit 20 is a well-known CPU 30. ROM32, R
Mainly AM34 etc., input port 36° output port 38
etc. are connected to each other by a common bus 40 to form a logic operation circuit. The input port 36 inputs the vehicle interior temperature TR from the vehicle interior temperature sensor 12 and the target temperature TR from the temperature setting device 14 as electric signals corresponding to each other. It outputs a signal VB, a drive signal VC for the compressor 22, a drive signal VD for the damper actuator 24, and the like.

The electronic control circuit 20 controls the temperature setting device 14 and the vehicle interior temperature sensor 1 according to a program stored in advance in the ROM 32.
Signal input from 2nd class (TR*.

TR, etc.), the blower motor 3. Comprebuza 22
．． Drive signals (VB, VC
, VD, etc.), but at this time,
Regarding the control model used for feedback control,
This will be explained next. In particular, the state equation (1
), vector A, IB in output equation (2), etc.
How to obtain C, how to design an observer based on this, how to obtain feedback gain, etc. will be explained based on actual conditions. Fig. 4 is a diagram showing the control system, and shows the hardware configuration. The control system shown in FIG. 4 is actually realized as a discrete system by executing a series of programs shown in flowchart 1 of FIG. 8 (A>, (B)).

As shown in FIG. 4, the target temperature TR'' is first set by the target temperature setting section P1. In this embodiment, the temperature setting device 14 (corresponds to the temperature setting section P1).

The integrator P2 accumulates the value obtained by multiplying the deviation between the target temperature TR* and the vehicle interior temperature TR by each element F14. The cumulative deviation value ZTRB (k >, ZTRC(k), ZTRD
(k).

The perturbation extraction section P3 calculates the vehicle interior temperature TRa in a state where steady air conditioning is being performed, regarding the vehicle interior temperature TR.
Extract the perturbation from . As mentioned above, in order to perform a linear approximation to a nonlinear model, this method establishes a linear approximation of the air conditioning state of an automobile air conditioner in the vicinity of multiple steady air conditioning states. This is due to the fact that we constructed a dynamic model for this system by considering it as a continuous range. Therefore, once the vehicle interior temperature TR is changed by the amount of perturbation δTR (=TR-T
It is treated as Ra>. The drive voltage VB of the blower motor 3, which determines the control amount of the air conditioning unit 1 determined by the integrator P2, the observer P4, and the feedback amount determining section P5, that is, the various amounts of blown air, and the compressor 22
The driving voltage VC of the damper actuator 24, which determines the opening degree of the air mix damper 9, and the driving voltage VD of the damper actuator 24 are also affected by the perturbation component δ.
VB, δVC1δVD.

The observer P4 estimates a state variable ff1X(k) expressing the internal state of the air conditioning unit 1 from the perturbation δTR of the vehicle interior temperature and the perturbation δVB and δVC9δVD of the above-mentioned control variables, and obtains the estimated state ff1X(k). It is something.

The feedback amount determination unit P5 calculates the state estimation period X(k
), the second feedback amount calculated by subtracting the element related to the state estimation amount Add the cumulative value and
Perturbation of control amount δVB(k), δVC(k), δVD
(k) is calculated.

The perturbation of the control amount δVB (k>, δVC(k), δVD (k
) is the perturbation amount from the control amount corresponding to the steady operating state of the air conditioner selected by the perturbation extraction section P3. For this reason, the reference set value addition unit P6 adds the reference set values VBa, VCa corresponding to the steady operation state.
, VDa by the above perturbation δVB (k), δVC(
k), δVD (k) and control variables VB, VC of the air conditioning unit 1.

It calculates VD.

The saturation determination unit P7 determines whether the control amount (in this embodiment, the drive voltage VB of the blower motor 3) is between the maximum value v3max and the minimum value V.
It is determined whether or not it is within a predetermined range defined as 13 minutes. This maximum value vBmax is an upper limit value at which the feed Jlffi of the blower motor 3 does not increase even if a drive voltage VB higher than this is applied, while the minimum value v3min is:
This is a lower limit value at which the air blowing capacity of the blower motor 3 does not decrease even if a driving voltage VB lower than this value is applied, and both values are necessarily predetermined values.

The feedback amount determining unit P5 is determined by the saturation determining unit P7.
When it is determined that the control ff1VB calculated in is not within the predetermined range, and the deviation e (k) between the target temperature TR and the vehicle interior temperature TR becomes equal to or less than the reference value TX, the control ff1VB calculated in the integrator P2 is The cumulative deviation value ZTRB(k) as the first feedback amount is equal to or opposite in value to the second feedback amount calculated by the feedback amount determination unit P5, and m is the maximum value VBmax or the minimum value V3min. Corresponding maximum perturbation component δV B max
Or it is changed to the sum of the minimum perturbation components δy 3m1n. Therefore, in the above case, the control amount output by the feedback determining unit P5 is the maximum perturbation amount δV B max
Alternatively, the minimum perturbation amount is δVBmin, and the maximum value v3ma× or the minimum value VBmin is outputted from the reference setting value adding section P6 to the air conditioning unit 1.

The configuration of this control system has been briefly explained above, and the driving voltage VB of the blower motor 3, the driving voltage VC of the compressor 22, and the driving voltage VD- of the damper actuator 24 are taken up as an example as the air conditioning unit 10 control. This is because these quantities are fundamental quantities related to the control of the vehicle interior temperature TR in an air conditioner for an automobile having an air mix type air conditioning unit 1.

Therefore, in this embodiment, the air conditioning units 1 to 1 are treated as a multidimensional system with three human power and one output. If it is necessary for a heat type automobile air conditioner, other multidimensional systems may be used as necessary, such as changing the flow rate of hot water circulating to the heater core or replacing the opening of the 4-tapulve with one of the control variables. All you have to do is create a control model.

The hardware configuration of the automotive air conditioner and the configuration of the control system for a three-person, one-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. 5 is a diagram showing a system of an air conditioner that is operated steadily as a three-manpower one-output system using transfer functions G1(2) to G3(z).

In addition, Z indicates l conversion of the sample value of the input/output signal, and G1
It is assumed that (z) to G3(z) have appropriate orders. Therefore, the entire transfer function matrix G (Z ) is G (z
) = [G1(z) G2(z) G3(z)]
It is expressed as Here, the transfer function matrix G(Z) is obtained near a certain base operating point of a fixed-period number value system and is necessarily linearly approximated.

If the control system is a three-person, one-output system, such as the automotive air conditioner in this example, and there is interference in input and output quantities, it is necessary to define a physical model. is extremely difficult. 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), Society of Instrument and Control Engineers (1J-1), but here, identification is performed using the method of least squares.

The air conditioning unit 1 is operated steadily in a predetermined state, the perturbation δVC2δVD of the driving voltage of the compressor 22 and the damper actuator 24 are both set to O, and the perturbation δVB of the driving voltage of the pro-armotor 3 is controlled by an appropriate test signal.

At this time, the data of the perturbation δVB of the drive voltage of the blower motor 3 as an input and the perturbation δTR of the vehicle interior temperature as an output are sampled N times. This is input data series (Ll(i)) = (δvsr), output data series (y(i>) = (δTR1) (however, r = 1
．． 2.3. ...N). At this time, the system is 1 manpower 1
It can be regarded as an output, and the transfer function G1(z) of the system is: G1(z)=B(z-1>/A(z-1>)
・:(3) That is, Gl(z) = (bo +b1 −Z−i+−+bn Z)
/(1+al ・z +a2 ・z−2+...
+an-z-1)...(4) Calculated as follows. In addition, here, z-1 is a unit transition operator, and z-1-x (k) = x (k-1
) means.

Input/output data series (u(i >), (y(i >
) to the parameters a1~an, bO− of equation (4)
Once bn is determined, the transfer function G1(Z) of the system can be found.

In system identification using the least squares method, this parameter a
1~an, bo~bn @, Jo=Σ[(y (
k) +al -y(k-1) 10-...kI++an-y(k-n)) -1bO-u (k)
+b1 ・u (k-1) ten... +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 6, and the state variable quantity is xl(k
), its state/output equation is:
=-(6)y(k)=xl(k)
...It can be expressed as (7). Therefore, the system parameter A when considered as a system with one person and one output,
If [3 and C are respectively AI'', 181-, and CI-, then

Using a similar method, transfer functions G2(Z>, G3(2) and system parameters A2-, A3- .
1B2-, [B3-, C2', C3- are determined. Therefore, from these system parameters, the system parameters of the original multidimensional system with three human power and one output, that is, the state equation (1
), vectors A, [8, C of the output equation (2) can be defined.

In this way, the dynamic model of this example was obtained by system identification.
It is defined in such a way that when the is operated in a predetermined state, a linear approximation holds in the vicinity of this state. Therefore,
Transfer functions 01(2) to G3(Z) are each determined by the above method for a plurality of steady air conditioning states,
The state equation (1) and output equation (2), that is, the vectors A, [B, and C, are determined, and the input-output relationship is established during the perturbation amount δ.

Next, a method of designing the oft arbor P4 will be explained. Observer design methods include Gopinath's design method, which was co-authored by Katsuhisa Furuta and Akira Sano in ``Fundamental System Theory'' (1973).
Although this is detailed in Corona, Inc., etc., this embodiment is designed as a minimum dimension observer.

The OR1 arbor P4 includes the perturbation of the air-conditioned vehicle interior temperature (δTR) and the perturbation of the control amount (δVB, δVC2).
δVD) and the internal state variable ff1 of the air conditioning unit 1.
Although the purpose is to estimate The following point exists.Now, the output X(k) of observer P4 is expressed as state equation (1) and output equation (2) as
)-(9) In equation (9), L 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) (ascends. Therefore, if we select the matrix [ so that the eigenvalues of the matrix (8-[・C) are within the unit circle,
→X(k), and the amount of state variables inside the controlled object X(k
) is input to the control vector u (k ) (i.e., the drive voltage of the blower motor 3, etc. [VB (k ) VC (k ) VD
(k) ] ) and the output vector W(k)
) ) from the past with -”<*>, V<*
> can be used to estimate correctly.

FIG. 7 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 assumed to be W(k), then W(k) = P-W(k-1) +J-u(k-1) 10M-¥(
It is understood that the state estimation ff1X(k-1) is obtained as k-1). Vector J can be arbitrarily selected under specific conditions, and the speed at which X(k) → X(k) converges can be changed. Here, vector J.

M@Redefine the vector to be integrated as vector M,
Expression (11) is converted into W(k)=P −W(k−1)+M[u(k−1) V
[k-1)]”...(13>).

As mentioned previously, Gopinath's design i1 method is known as a specific design method for such a minimum dimension observer, and in this example, this is used to calculate a certain steady operating state of the air conditioning unit 1. , (qta.

Here, the state estimate ff determined by the observer is
1X(k), that is, as variables representing the internal state of the air conditioning unit 1, δTB(k), δTC(k), δTD (
k). The variable δTB (k) is a variable δTC (
k) is the perturbation of the vehicle interior temperature that is similarly affected by the drive voltage VC of the compressor 22, and is expressed as a variable δTD.
(k) respectively mean perturbations in the vehicle interior temperature that are also affected by the damper actuator 24. The state estimation ax(k> is X(k) −[δTB(k) δTC(k) δTD(k)
] T...(18) It is expressed as.

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.

Control human power of air conditioning unit 1 u(k) = [VB (k) VC(k) VD (k)
]T For the output y (k) = TR (k) of the toso, around a certain stationary point, δIJ (k) = LI (k) - u (k-1)
δy (k) = y (k) −y(k−.

In the air conditioning unit 1, the optimal control input that minimizes the following evaluation function J, that is, the control ff1u (k)
We will solve the control problem for the control system as an additive integral type optimal regulator.

J-Ki[X” (k)・Q-X (k > k=0 + δu”(k)-1R-δLl (k) ]-(19
) Here, O and IR are weight parameter matrices, and k is the number of samples with O as the control start time, respectively, and the right side of equation (19) is the so-called quadratic matrix with G and IR as diagonal matrices. It is a formal expression.

At this time, the optimal feedback gain ``is obtained as ``-(Rx T, S-■)-1·[B''-3·λ...(20). Note that A in formula (20).

respectively, and S is the solution of the discrete Rikkatti equation %Formula %[3]. Here, the meaning of the evaluation function J in equation (19) is the control 1u as the control input for the air conditioning unit 1.
(k)=[-VB(k) VC(k)VD(k)
This control is intended to minimize the deviation of the control output y(k), here the vehicle interior temperature TR(k), from the target value TR(k)' while restricting the movement of the control output y(k).
The constraint Φ on J(k) is determined by the weight parameter matrix 0. It can be changed depending on the value of R. Therefore,
A dynamic model of the air conditioning unit 1-1 that I have always wanted,
That is, using matrices A, c, and C, an arbitrary weight parameter matrix Q.

Select R and solve Equation (23) to find S, and use Equation (20)
If the optimal feedback gain F is found by
, (13).

As described above, the first feedback amount is obtained by multiplying the deviation between the target temperature TR'' and the vehicle interior temperature TR by each element F14, F24, F34 related to the deviation of the optimum feedback gain. The cumulative deviation value ZT
RB(k), ZTRC(k>.

ZTRD(+() is calculated. Next, the above state estimation ωX
(k) is an element Fij (i=1 to 3.j
= 1 to 3) to calculate the second feedback amount,
When each of the first feedback periods is added to the calculated value, the perturbation valve of the control end u (k ) of the air conditioning unit 1, ie, δVB(k).

δVC(k) and δVD(k) are found.

By repeating the above simulation by changing the weighting parameter matrices Q and IR 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 the air conditioning unit 1 by system identification using the least squares method, design the minimum dimension observer, and calculate the optimal feedback gain.
M, C, [), optimal feedback gain E, etc. are determined in advance, and only the results are used within the electronic control circuit 20 to perform actual control.

Therefore, next, the vehicle interior temperature control process actually performed by the electronic control circuit 20 will be explained based on the flowcharts in FIGS. We will represent the existing five with a subscript (k), and the proviso that was treated last time with a subscript (k-1).

After the air conditioner is started, the CPU 30
After initialization processing such as clearing the internal registers, setting initial control values, and resetting the maximum value flag Bmax and minimum value flag Bmin is performed in step 100, the process will be described later according to the procedure stored in the ROM 32 in advance. The processes from step 102 to step 162 are repeatedly executed. In this vehicle interior temperature control process, the values of P, M, C, [), and F of the upper j boxes previously stored in the ROM 32 are used.

First, in step 102, the output signal of the vehicle interior temperature sensor 12 is inputted via the input port 36, and the vehicle interior temperature T
Read R(k). In step 104,
Similarly, the output signal of the temperature setting device 14 is input, and the process of reading the target temperature TR* (k) is performed. The process in step 104 functions as the target temperature setting section P1 shown in FIG.

In the following step 106, the deviation between the vehicle interior temperature TR(k) read in step 102 and the temperature e, TR*(k) read in step 104 is calculated as e(k) - R*(k) - TR( k) is performed.

In the following step 108, when a dynamic model of the air conditioning unit 1 is constructed from the vehicle interior temperature TR(k) read in step 102, the steady air conditioning units 1 to 1, which are taken as the range where linear approximation holds, are The state closest to the operating state (hereinafter referred to as steady points TRa, VBa, VC)
a, called VDa). Step 1
10, the vehicle interior temperature TR read in step 102
(k), a process is performed to obtain the perturbation valve δTR(k) from the steady point determined in step 108. Regarding this perturbation valve, starting with δTR(k-1),
It is assumed that the value from the last time this control process was executed is saved. The processing at steps 108 and 110 functions as the perturbation extraction section P3 in FIG.

In the subsequent step 112, parameters P, M,
Processing to select C, [D, optimal feedback gain F, etc. is performed.

Next, the process proceeds to step 120, where the deviation e (k-1) calculated in step 106 is multiplied by the sampling time (repetition time of FIGS. The values obtained by multiplying the optimal feedback gain selected by the element related to the deviation are accumulated, and the deviation cumulative value ZTRB (k) is obtained.

A process is performed to calculate ZTRC(k >, ZTRD (k) as shown below. Here, ZTRB(k-1), ZTRC(k-1), ZTRD at the initial time
The values of (k-1) are all set to O in step 100. Furthermore, the reason why e (k-1) is used as the deviation is to take into account the calculation time delay in this process. The processes of step 106 and step 120 function as the integrator P2 in FIG. 4.

ZTRB (k) =ZTRB(+(-1) 10F14- T-e(k-
1) ZTRC(k) =ZTRC(k-1) 10F24-T-e(k-1
)ZTRD (k) =ZTRD(k-1) 10F34-T-e(k-1) Followed by step 122. Step 124 is the state estimator X(k
), and the formula (12) %() δTD(k)] is calculated. That is, the variable W(k) in Obgeber = [Wl (k) W2 (k)]
Using T, in step 122, Wl(k).

W2(k), Wl(k) =P11・Wl (k-1) 10P12・W2 (k-
1) 10M11・δVB(k-1) 10M12・δVC(
k-1) 10M13・δVD (k-1) 10M14・δT
R(k-1)W2(k) =P21・Wl (k-1) +P22・W2 (k-
1) +M21-δVB(k-1) 10M22-δV C
(k-1) 10M23・δVD (k-1) 10M24・δ
In step 124, the result of step 122 is used to calculate the state estimate as δTB(k)=C11・Wl(k)×012・W
2 (k) 1) 1 ・δTR (k) δTC (k) = C21・Wl (k) 1022・W
2 (k) + [)2 · δTR(+() δD(k) = δTR(k) − δTB(k) − δTC(k). Here, the process used in step 122 δVB(k-1), δVC(k-1).

As described above, δVD(k-1), δTR(k-1), etc. are the values when this control process was executed last time.

Also, δTD(k), which is one of the state estimates 1x(k>)
, that is, the perturbing force δVD (k) of the drive voltage of the damper actuator 24 that controls the opening degree of the air mix damper 9
The temperature perturbation force δTD(k) that affects the temperature perturbation force δTR(k) inside the seedling is expressed as δTR(k)−δ
TB (k) - δTC (k) is calculated because the perturbation force δTR (k) of the vehicle interior temperature has been measured (step 110), so the calculation is made easier in order to improve the processing speed. The aim is to This step 12
2 and this step 124 function as the observer P4 in FIG.

Next, in step 126, the maximum value flag 3 max is set to the value 1, and the absolute value of the deviation e (k) calculated in step 106 is the reference value TXBIC] (in this embodiment, 0.5 ['C]) It is determined whether the following is necessary. The maximum value flag 3 maX is set in step 10 above.
Since the value 0 has been reset to the value O, the condition of step 126 is not satisfied, so the process proceeds to step 130.

In step 130, the minimum value flag Bmin is set to the value 1, and the deviation e calculated in step 106 is
It is determined whether the absolute value of (k) is below the reference value TX [°C]. Since the minimum value flag 3m1n has been reset to the value O in step 100, it does not satisfy the condition of step 130, so the process proceeds to step 140.
Proceed to. In step 140, the state estimate X(k)=rδT calculated in steps 122 and 124 is
B (k) δTC(k) δTD(k)]”,
The perturbation amount δ of the drive voltage of the blower motor 3 is multiplied by the factor related to the selection ff1X(k) in step 112, and the cumulative deviation value calculated in step 120 is added.
Processing is performed to calculate VB (k), a perturbation δVC(k) of the drive voltage of the compressor 22, and a perturbation δVD(k) of the drive voltage of the damper actuator 24. That is, the following calculations are performed.

δVB (k) =F11・δdongB(k) 10F12・δdongC(k)10F1
3・δTD(k)+ZTRB(k)δVC(k) −F21・δTB(k)+F22・δTC(k)+F2
3・δTD(k)+ZTRC(k)δVD(k
) = “31・δTB(k)+F32・δTC(k)
3・δTD(k) + ZTRD(k) This step 14
0 functions as the feedback final decision unit P5 shown in FIG.

In the subsequent step 142, the perturbation components of each drive voltage obtained in step 140 δV8(k), δvC(k), δvD(
By adding the steady point values VBa, Vca, and voa to k), the actual drive voltages VB (k), VC (k) are obtained.
, VD (k) is requested/l)le%fill rowjJ'). The processing in step 142 functions as the base Q-setting value adding section P6 in FIG.

Next, the process proceeds to step 144, where it is determined whether the drive voltage VB(k) of the blower motor 3 calculated in step 142 exceeds the maximum value VBmax. If the drive voltage VB (k) exceeds the maximum value v13maX, the process proceeds to step 146. In step 146, the maximum value flag Bmax is set to the value 1, and the minimum value flag 13m1n is reset to the value O, after which the process proceeds to step 160.

On the other hand, if the drive voltage VB (k) is less than or equal to the maximum value VBmax in step 144, step 148
Proceed to. In step 14B, the drive voltage VB (k)
It is determined whether VBmin is less than the minimum value VBmin. If the drive voltage VB (k) is less than the minimum value v13min, the process proceeds to step 150. In step 150, the maximum value flag B max is reset to the value O and the minimum value flag 3m1n is set to the value 1. After that, the process proceeds to step 160.

On the other hand, if the drive voltage VB (k) is equal to or higher than the minimum value vBmrn in step 148, step 152
Proceed to. In step 152, the maximum value flag 3 max
After the minimum value flag Bmin is reset to the value O, the process proceeds to step 160. Each process of steps 144, 146, 148, 150, and 152 described above functions as the saturation determination section P7 shown in FIG.

In the following step 160, each drive 7 [EVB (k), vc (k), vo (
k) to the output capo-1 via 38 to the blower motor 3.
゜Compressor 22. Processing for outputting to each of the damper actuators 24 is also performed. In the following step 162, the value of the subscript indicating the number of υ sampling, calculation, and control is incremented (updated) by 1, and in step 102
Return to

Again, step 102 leads to step 126. Here, in step 146 described above, the maximum value flag 3 ma
The case where x is set to the value 1 will be explained. Furthermore, the deviation e (k
) becomes below the reference value Tx [℃], that is, if the target temperature TR'' (k >
After the temperature is set near the controllable temperature upper limit value, the feed ff1ffl by the blower motor 3 is increased and a large amount of heat is supplied into the passenger compartment 10.
) and the conductor temperature TR(k) is the reference value Tx
If it is less than or equal to ['C], the process advances from step 126 to step 12B. In step 12B, processing is performed to change the cumulative deviation value of the blower motor drive voltage as follows.

ZTRB (k) = δVBmax − (Fil − δTB(k) +F12・
δTC(k) +F13・δTD(k)) However, the value δV
Bmax is the maximum value of the blower motor drive voltage V B ll
This is the maximum perturbation corresponding to 1aX. Thereafter, the process proceeds to step 140 described above. Through the process in step 140, the perturbation component δVB (k) of the blower motor drive voltage is
The maximum perturbation amount is δyBmax. Furthermore, step 14
Proceeding to step 2, the pro-ar motor drive voltage VB (k) is set to the maximum value VB max. Hereinafter, in step 160 described above, after the above-mentioned maximum 1m V B max is output, step 162 is performed, and step 1 is returned again.
Return to 02.

Next, in step 150 described above, the minimum value flag 13m1 is
The case where n is set to the value 1 will be explained. In this case, the process proceeds to step 130 after going through each process from step 102 to step 126. Here, after the absolute value of the deviation e (k) excluded in step 106 is made equal to or less than the reference value Tx['C], the amount of air blown by the pro-arr motor 3 is reduced to reduce the amount of heat into the passenger compartment 10. As a result of the reduced supply, the target temperature TR book (k) and the vehicle interior temperature T
If the difference from R(k) is equal to or less than the reference value TX [°C], the process proceeds from step 130 to step 132. In step 132, processing is performed to change the cumulative deviation value of the blower motor drive voltage as follows.

ZTRB (k) = δVBmin − (Fll−δTB(k) +F12・
δTC(k)+F13・δTD(k)) However, the value δV
3 min is the minimum perturbation corresponding to the minimum value VBmin of the blower motor drive voltage. Thereafter, the process proceeds to step 140 described above. Through the process in step 140, the perturbation amount δVB (k) of the blower motor drive voltage becomes the minimum perturbation amount δ■13m1n. Furthermore, the process proceeds to step 142, where the blower motor drive voltage VB (k) is set to the minimum value VB
It is set to min. After the above-mentioned minimum value v[3m1n is outputted in step 160 described above, the process goes through step 162 and returns to step 102 again. Thereafter, the vehicle interior temperature control process is repeatedly executed from step 102 to step 162.

Next, the state of control by the above-mentioned vehicle interior temperature control process is shown in FIG. 9 (A>). On the other hand, the blower motor drive voltage VB (
FIG. 9(B) shows the state of control υ11 when normal control is continued even when VBmax (k) exceeds the maximum value VBmax. As shown by the dashed line in FIG. 9(B), when the target temperature TR* (k) reaches the air conditioning unit 1 at time t1,
is set near the controllable temperature upper limit value of 1. As a result, the deviation e (k) shown by the two-dot chain line becomes a large value, and the blower motor drive voltage VB (k
) increases as shown by the broken line and reaches the maximum value V8max at time t2. However, since the deviation e (k) still has a positive value, if normal control is continued as it is, the blower motor drive voltage VB (k) will reach a large value that cannot actually be output by calculation. It will increase. For this reason, the vehicle interior temperature TR (k
) coincides with the temperature TR (k) at time t3, the calculated value of the blower motor drive voltage VB(k) is a large value exceeding the maximum value V13max.

Therefore, the sign of the deviation e(k) is reversed, and the calculated value of the blower motor drive voltage VB(+() begins to decrease, until the vehicle interior temperature TR(k) drops to the maximum value ■3 maX at time t4. The calculated value of voltage VB (k) continues to fall, the cabin temperature TR (k) stops rising, and now the cabin temperature TR (k) begins to drop and reaches the target temperature T.
approaches R*(k). Eventually, at time t5, the vehicle interior temperature TR(k) matches the target temperature TR(k).

As mentioned above, the time t when the deviation e (k) once becomes zero
3, a large overshoot 1~ occurs, and it takes time until time t5 for the vehicle interior temperature TR(k) to finally converge to the target temperature TR*(k), so the control responsiveness , the followability was reduced.

On the other hand, according to the already described vehicle interior temperature control process, as shown in FIG. 9 (A>), at time t11 the target temperature TR
* When (k) is changed, the deviation e (k) increases, and the calculated value of the blower motor drive voltage VB(k) exceeds the maximum value VBmax at time t12. At this time, the maximum value flag 13 max is set to the value 1 (steps 144 and 146>).

Eventually, the vehicle interior temperature TR(k) reaches the target temperature TR*(1
(), the deviation e (k) decreases, and time t
13, it becomes below the reference value Tx ['C].

Therefore, the perturbation component δVB(k
') is set to the maximum perturbation δV B max, and the blower motor drive voltage VB (k > is the maximum value V B max
(Steps 126, 128, 140°14
2). Thereafter, the vehicle interior temperature TR(k) gradually increases and reaches the target temperature - [R(k) at time t14. Here, since the control amount is set to the maximum value VBmax, control 1 can deviate from the maximum value even if a slight overshoot occurs, and the target temperature TR
converges to the book (k). After that, the state estimation amount X, the optimal feedback gain "and the cumulative deviation value ZTRB
(k) based on the blower motor drive voltage VB (k
) is calculated.

In the first invention-embodiment, the air conditioning unit 1 corresponds to the air conditioning means M1, and the temperature setting device 14 and the electronic control circuit 2
0 and the process executed by the electronic control circuit 20 (step 104) or the temperature setting means M2, the process executed by the vehicle interior temperature sensor Fj12, the electronic control circuit 20, and the electronic control circuit 20 (step 102) The electronic control circuit 20 functions as the detection means M3 and the control means M4. Further, among the electronic control circuit 20 and the processes executed by the electronic control circuit 20, (steps 126, 130, 144, 146, 148, 150,
152> as the control amount determining means M5, (step 12
6.130> is the temperature determination means M6, (step 1
22, 124> as the state observation unit M7 (step 1
06, 120> is the first feedback ff1ti output part M8, (steps 140, 142) is the feedback control ff1E[exhibition M9, (step 128
．． 132) each function as a first feedback ω change unit MIO.

As explained above, according to this embodiment, responsiveness and
Control with improved followability becomes possible.

Furthermore, even if the target temperature TR*(k '') is set to a value close to the upper or lower limit of the temperature controllable range of the air conditioning unit 1, the vehicle interior temperature TR(k) can be adjusted without overshoot or undershoot. The target temperature TR book (k
) can be converged to.

Furthermore, the blower motor 3. Since the compressor 22 and the damper actuator 24 are optimally controlled, there is no wasted energy consumption, fuel efficiency is achieved, and since the compressor 22 is not controlled on and off, fluctuations in the output torque of the internal combustion engine can be reduced. .

This is because, in the control of this embodiment, instead of simple feedback control that predicts thermal balance, the control device using the electronic control circuit 20 is configured as an additive-integral type optimal regulator. In other words, we experimentally analyze a model of a system that performs automotive air conditioning, which is a controlled object, through system identification, and obtain information about the past glue layer of the system that is necessary and sufficient to predict the state of the controlled object, that is, its future influence. In the case where the information is estimated and the target temperature TR (k) is set near the upper limit or lower limit of the temperature controllable range of the air conditioning unit 1, the blower motor drive voltage VB (which is one of the control variables)
k) is the maximum value VBmax or the minimum value vBIIlin
If it exceeds the maximum value V[3max or the minimum value v
This is because the control is performed using the control amount based on the estimated skewer described above during normal times when the target temperature TR* (k) is set to a value other than the above.

Further, in this embodiment, the deviation cumulative value ZTRB(k).

When calculating ZTRC(k) and ZTRD(k), the deviation e calculated from the previous sampling is used as the deviation.
(k-1) is used. Therefore, it is possible to compensate for the calculation time delay of the electronic control circuit 20 in the discrete time system.

Furthermore, in the automotive 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 feedback gains that are deemed appropriate, reducing design and development man-hours and reducing costs. can be reduced.

Note that in this embodiment, the blower motor drive voltage VB (k
) is set to the maximum value VBmax or the minimum value VBmin, but for example, the compressor drive voltage VC(k) and the damper actuator drive voltage V
If the same processing is performed for D (k), there will be an advantage that the control accuracy will be further improved.

Further, in this embodiment, the first feedback amount is changed when the absolute value of the deviation e (k) between the vehicle interior temperature TR (k) and the target temperature TR* (k) becomes less than or equal to the reference value TX. However, for example, the same effect can be obtained even if the first feedback amount is changed when the sign of the deviation e (k ) is reversed.

Next, a second protection example will be described. The difference between the second protection example and the first protection example is that in the first invention, the absolute value of the deviation is below the reference temperature TX after the control ω exceeds the maximum or minimum value. In contrast, in the second protection embodiment, when the controlled amount exceeds the maximum or minimum value, the absolute value of the deviation is set to the reference temperature. This is because the structure is configured so that the deviation is not accumulated until it becomes equal to or less than TX. Therefore, in the system configuration of the second defense embodiment, the same parts as those of the first defense embodiment described above are designated by the same reference numerals, and the explanation thereof will be omitted.

In the second protection example, from the time when the saturation determination unit P7 of the control system shown in FIG. 4 determines that the control ff1VB calculated by the feedback amount determination unit P5 is not within the predetermined range, The integrator P2 interrupts the accumulation of the deviation e(k) and returns the first feedback until the deviation e(k) between the temperature TR''(k> and the vehicle interior temperature TR(k) becomes less than the reference value TX. Cumulative deviation value ZTR as a quantity
Keep B(k) at the value it had before the cumulative interruption. Therefore, in the above case, the feedback amount determination unit P5
Since the cumulative value of the deviation after the control ff1VB reaches saturation (the boundary value of the predetermined range) is not added to the control amount output by , the control iVB remains near the saturation point (the boundary value of the predetermined range). . Therefore, the deviation e(k) between the target temperature TR*(k) and the vehicle interior temperature TR(k) is the reference value T
When the value is equal to or less than x, a desirable value is output as the control amount.

Next, FIG. 10 (A>,
This will be explained based on the flowchart in (B). here,
Steps that perform the same processing as the vehicle interior temperature control processing in the first protection embodiment are indicated by -rf@ for the last two digits.

When the water turbine interior temperature control process is started, after initialization is performed, the interior temperature TR (k) and the target temperature TR (k) are read, the deviation e (k) is calculated, and the value at the steady point is calculated. A process of selecting TRa, VBa, VCa, VDa, and the perturbation valve δTR(k) for the vehicle interior temperature is performed (steps 200, 202, 204, 206, 2).
08, 210, 212).

Next, the process proceeds to step 214, where the previously calculated blower motor drive voltage V B (k-1) exceeds the maximum value VBmaX, and the deviation e calculated in the above step 206
A determination is made as to whether the absolute value of (k) exceeds the reference value TX. Blower motor drive voltage V B (k-1)
exceeds the maximum value V B max, and the deviation e (k
) is determined to exceed the reference value TX, the process proceeds to step 216.

In step 216, the cumulative deviation value ZTRB (k) of the blower motor drive voltage is calculated as the previously calculated value ZTRB (k-
1> is set equal to 1>.

In other words, the accumulation of deviations is interrupted. after that,
Proceed to step 220b.

On the other hand, the blower motor drive voltage VB (k-1) is at the maximum value y
If it is determined that it is equal to or less than Bmax or that the absolute value of the deviation e (k ) is equal to or less than the reference value TX, the process proceeds to step 218. In step 218, the previously calculated blower motor drive voltage VB(k-1) is set to the minimum value v3.
It is determined whether or not the absolute value of the deviation e (k ) calculated in step 206 exceeds the reference value TX.

Blower motor drive voltage V B (k-1) is the minimum value V1
If it is determined that the absolute value of the deviation e (k ) exceeds the reference value Tx, the process proceeds to step 216 described above, and the deviation of the blower motor drive voltage deviation cumulative value ZTRB (k ) is determined. After performing the process of interrupting the accumulation, the process proceeds to step 220b.

On the other hand, the blower motor drive voltage V B (k-1) is greater than or equal to the minimum value ■Bmin, or the deviation e (k)
If it is determined that the absolute value of is less than or equal to the reference value TX, the process advances to step 220a.

In step 220a, a process is performed to calculate the cumulative deviation value ZTRB (k) of the blower motor drive voltage by accumulating deviations as follows.

ZTRB (k) =ZTRB(k-1) 10F14-T-e(k-1
) In the following step 220b, each cumulative deviation value ZTRC of the compressor drive voltage and the damper actuator drive voltage is calculated.
(k >, ZTRD (k) is calculated by accumulating deviations as follows.

ZTRC(k) =ZTRC(k-1) 10F24-T-e(k-1
) ZTRD (k) = ZTRD (k-1) + F34-T-e (k-1) Next, the state estimate X(k) is calculated (step 222,
224>. The state estimation 1
The cumulative deviation value ZTRB (k >, ZT
RC(k >, ZTRD(+) to each drive voltage perturbation δVB (k), δVC(k), δVD (k)
Calculate (step 240). Furthermore, perturbation components of each drive voltage δVB(k), δVC(k), δVD
(k) By adding the values VBa, VCa, and VDa at the k steady point, the actual driving voltage VB (k >, vc (k
>, VD (k) is launched (step 242).

Next, each drive voltage VB (k >, vc (k >,
vo (k) is output to the air conditioning unit 1 via the output boat 38, and the value of the subscript indicating the number of times this process is executed is set to 1.
is added and the process returns to step 202 (steps 260 and 262). From then on, the temperature control process inside the vehicle will be as follows:
Steps 202 to 262 are repeatedly executed.

In addition, in the second development example, the air conditioning unit 1 corresponds to the air conditioning means M11, and the temperature setting device 14, the electronic control circuit 20, and the processing executed by the electronic control circuit 20 (
Step 204) serves as the temperature setting means M12, the vehicle interior temperature sensor 12 and the electronic control circuit 20, and the process executed by the electronic control circuit 20 (step 202) serves as the temperature detection means M13, and the electronic control circuit 20 serves as the control means M.
14 respectively. Furthermore, among the electronic control circuit 20 and the processes executed by the electronic control circuit 20, (
Steps 214 and 218> are the control amount determining means M15 and the temperature determining means M16 (steps 222 and 22).
4> as the state observation unit M17, (steps 206, 2
20a, 220b) are the first feedback amount calculation unit M
18, (steps 240, 242> function as a feedback control amount calculation section M19, and (step 216) function as an accumulation stop section M20, respectively.

As explained above, this example uses system identification to experimentally analyze a model of an automotive air conditioning system to be controlled, and to estimate the state ωX(k), that is, predict the future influence. In this case, necessary and sufficient information regarding the past history of the system is estimated, and the target temperature TR* (k) is set near the upper limit or lower limit of the temperature controllable range of air conditioning units I to 1, and the control amount The blower motor drive voltage V B (k-1), which is one of the maximum values ■Bma
Deviation e (k
) until the absolute value of TX becomes equal to or less than the reference value TX, the control amount is controlled based on the estimated value calculated by suspending the accumulation of deviations.
In normal times when the target temperature TR'' (k) is set to a value other than the above-mentioned boundary value, control is performed using each of the control variables based on the above-mentioned estimated quantities.

Therefore, in addition to the effects of the first m-embodiment described above, the following effects are achieved. In other words, since the state estimation ff1X(k) is calculated by interrupting the accumulation of deviations, there is no need to calculate the accumulated deviation value ZTRB(k), so calculation time is shortened and control processing can be performed quickly. I can do it.

Note that in this embodiment, the blower motor drive voltage VB(k)
Although the configuration is such that the accumulation of deviations is interrupted only for the accumulated deviation value ZTRB (k') for calculating By configuring the accumulation to be interrupted, control accuracy can be greatly improved.

In addition, in this embodiment, the vehicle interior temperature TR (k) and the eye I1g
, the accumulation of deviations is suspended until the absolute value of the deviation e(k) from the temperature TR book (k) becomes equal to or less than the reference value Tx. For example, if the sign of the deviation e(k) is A similar effect can be obtained even if the accumulation of deviations is interrupted until the deviation is reversed.

Although the embodiments of the first invention and the second invention have been described above, both inventions are not limited to such embodiments, and may be applied to a reheat type air conditioner or to a state variable X(k ), it goes without saying that the invention can be implemented in various ways without departing from the gist of the inventions, such as using other variables.

Effects of the Invention As described above in detail, the air conditioners for automobiles of the first and second inventions have advantages when the control means controls the vehicle interior temperature detected by the temperature detection means to the target temperature set by the temperature setting means. , the feedback amount calculation section uses the sum of the first feedback amount accumulated by the first feedback amount calculation section and the second feedback amount determined from the state variable estimated by the state observation section and the optimal feedback gain as a control variable. It is configured to output to air conditioning means.

Here, in the automotive air conditioner of the first invention, the controlled amount determining means determines that the controlled amount is not included in the predetermined range,
In addition, when the temperature determination means determines that the vehicle interior temperature falls under the target temperature proximity condition, the first feedback changer changes the accumulated first feedback so that the control amount is the boundary value of the predetermined range. Configured to change the amount.

Further, the automotive air conditioner of the second invention has the above-mentioned control vI.
From the time when the control amount determining means determines that Dffi is not within the predetermined range until the time when the temperature determining means determines that the vehicle interior temperature corresponds to the target temperature proximity condition, the cumulative stop section is in the first position.
is configured to interrupt the accumulation of the amount of feedback.

Therefore, the automotive air conditioners of the first and second inventions do not cause overshoot or undershoot due to overcontrol even when the target temperature is set near the boundary value of the controllable range by the air conditioning means. This has an excellent effect in that control can be performed while maintaining responsiveness and followability at a high level.

Moreover, since overcontrol of the vehicle interior temperature does not occur, the load on the drive source of the automobile air conditioner is minimized, so that, for example, the fuel efficiency of the internal combustion engine as the drive source can be improved.

Furthermore, since the optimal feedback gain predetermined based on the dynamic model of the system related to automotive air conditioning is used, there is an advantage that the number of man-hours for designing and developing the air conditioner can be reduced.

Further, since the automotive air conditioner of the second invention suspends the accumulation of the first feedback amount, there is also an advantage that the processing time for calculating the control amount is shortened.

[Brief explanation of drawings]

Figure 1 is a basic configuration diagram conceptually illustrating the contents of the first invention, Figure 2 is a basic configuration diagram conceptually illustrating the contents of the second invention, and Figure 3 is the first m-implementation. A system configuration diagram of an automotive air conditioner as an example, FIG. 4 is a control system diagram of the air conditioning system, and FIG. 5 is a block diagram used to identify the model of the system. Figure 6 is a signal flow diagram for determining the transfer function, Figure 7 is a block diagram showing the configuration of the minimum dimension observer, and Figure 8 (A
＞, (B) are flowcharts 1 to 9 showing the control as an additional integral type optimal regulator executed in the first protection embodiment, and FIG. 9 (A>, (B) is a timing chart showing the control characteristics thereof. , FIG. 10 (A>, (B) is a flowchart showing the control as an additional integral type optimal regulator executed in the second protection example. Ml (Mll)...Air conditioning means M2 (Ml2>) ... Temperature setting means M3 (Ml3) ... Temperature detection means M4 (Ml4) ... Control means M5 (Ml 5) ... Controlled amount determination means M6 (Ml
6)...Temperature determination unit M7 (Ml7)...State observation unit M8 (Ml8)...First feedback calculation unit M9 (Ml9)...Feedback control range calculation unit M1
0... First feedback N calculation unit M20... Cumulative stop unit 1... Air conditioning unit 3... Blower motor 5...
-Evaporator 9...Air mix damper 10...Crew room 12...Interior temperature sensor 14...Temperature setter 20...Electronic control circuit 22
···compressor

Claims (1)

[Scope of Claims] 1. Air conditioning means that adjusts various quantities including at least the temperature of the air blown into the vehicle interior according to an externally controlled amount; Temperature setting means that sets the target temperature within the vehicle interior; Using a temperature detection means for detecting the temperature inside the vehicle interior and an optimal feedback gain predetermined based on a dynamic model of the system related to automotive air conditioning,
An air conditioner for an automobile, comprising a control means that is an additive integral type optimum regulator that performs feedback control of the air conditioning means so that the temperature inside the vehicle reaches the target temperature, further comprising: a controlled amount determining means for determining whether the amount is within a predetermined range; and a temperature determining means for determining whether the vehicle interior temperature corresponds to a target temperature proximity condition; Means estimates a state variable representing a dynamic internal state of the system from the control amount for the air conditioning means and the vehicle interior temperature using parameters preset based on the dynamic model. from a state observation unit, and elements related to the deviation between the target temperature and the vehicle interior temperature and the deviation of the optimal feedback gain;
a first feedback amount calculation unit that calculates a first feedback amount related to the control amount to the air conditioning means and accumulates the first feedback amount; a feedback control amount calculation unit that outputs the sum of the second feedback amount calculated from the second feedback amount and the accumulated first feedback amount to the air conditioning means as a control amount; If it is determined that the vehicle interior temperature does not fall within the target temperature proximity condition and the temperature determination means determines that the vehicle interior temperature falls within the target temperature proximity condition, the accumulated number is set so that the boundary value of the predetermined range becomes the control amount. An air conditioner for an automobile, comprising: a first feedback amount changing section that changes a first feedback amount. 2. The automotive air conditioner according to claim 1, wherein the temperature determining means determines that the target temperature proximity condition is met when the vehicle interior temperature approaches the target temperature within a predetermined temperature range. 3. The air conditioner for an automobile according to claim 1, wherein the temperature determining means determines that the target temperature proximity condition is met when the vehicle interior temperature and the target temperature match. 4. Claims in which the temperature determination means determines that the target temperature proximity condition is met when the rate of change of the vehicle interior temperature in the process of approaching the target temperature falls within the range of a predetermined upper limit value to a predetermined lower limit value. The automotive air conditioner according to item 1. 5 Claims in which the various quantities adjusted by the air conditioning means include the amount of air blown by a blower motor that blows the blown air, the flow rate of a refrigerant that temporarily cools the blown air, and the flow rate of the blown air that is heated again. The automotive air conditioner according to item 1. 6 Air conditioning means for adjusting various quantities including at least the temperature of the air blown into the vehicle interior according to an externally controlled amount; temperature setting means for setting the target temperature within the vehicle interior; and detecting the vehicle interior temperature within the vehicle interior. temperature sensing means and an optimal feedback gain predetermined based on a dynamic model of the system related to automotive air conditioning.
An air conditioner for an automobile, comprising a control means that is an additive integral type optimum regulator that performs feedback control of the air conditioning means so that the temperature inside the vehicle reaches the target temperature, further comprising: a controlled amount determining means for determining whether the amount is within a predetermined range; and a temperature determining means for determining whether the vehicle interior temperature corresponds to a target temperature proximity condition; Means estimates a state variable representing a dynamic internal state of the system from the control amount for the air conditioning means and the vehicle interior temperature using parameters preset based on the dynamic model. from a state observation unit, and elements related to the deviation between the target temperature and the vehicle interior temperature and the deviation of the optimal feedback gain;
a first feedback amount calculation unit that calculates a first feedback amount related to the control amount to the air conditioning means and accumulates the first feedback amount; a feedback control amount calculation section that outputs the sum of the second feedback amount calculated from the second feedback amount and the accumulated first feedback amount to the air conditioning means as a control amount; an accumulation stop unit that suspends the accumulation of the first feedback amount from the time when it is determined that the vehicle interior temperature does not fall within the target temperature range until the time when the temperature determination means determines that the vehicle interior temperature falls within the target temperature proximity condition; An air conditioner for automobiles characterized by: 7. The automotive air conditioner according to claim 6, wherein the temperature determining means determines that the target temperature proximity condition is met when the vehicle interior temperature approaches the target temperature within a predetermined temperature range. 8. The automobile air conditioner according to claim 6, wherein the temperature determining means determines that the target temperature proximity condition is met when the vehicle interior temperature and the target temperature match. 9 Claims in which the temperature determination means determines that the target temperature proximity condition is met when the rate of change of the vehicle interior temperature in the process of approaching the target temperature falls within the range of a predetermined upper limit value to a predetermined lower limit value. The automotive air conditioner according to item 6. 10 Claims in which the various quantities adjusted by the air conditioning means include the amount of air blown by a blower motor that blows the blown air, the flow rate of a refrigerant that temporarily cools the blown air, and the flow rate of the blown air that is heated again. The automotive air conditioner according to item 6.