U.S. patent application number 11/434422 was filed with the patent office on 2006-11-16 for vehicle climate control apparatus and method.
This patent application is currently assigned to DENSO Corporation. Invention is credited to Takeshi Kawashima, Kenichi Wakiyama.
Application Number | 20060259219 11/434422 |
Document ID | / |
Family ID | 37420223 |
Filed Date | 2006-11-16 |
United States Patent
Application |
20060259219 |
Kind Code |
A1 |
Wakiyama; Kenichi ; et
al. |
November 16, 2006 |
Vehicle climate control apparatus and method
Abstract
A vehicle climate control apparatus and method realizing a
satisfactory drive feeling and in-compartment comfort, at the same
time, by estimating the behavioral intention of the driver at an
early time are disclosed. The vehicle climate control apparatus
comprises an air-conditioning control unit for controlling the
air-conditioning state in the compartments by controlling the
air-conditioning device, a driving behavior detection unit for
detecting the operation amounts of the driver, an estimation unit
for calculating the behavioral intention estimating information for
estimating the prospective driving behavior of the driver based on
the operation amounts detected by the driving behavior detection
unit, and a determining unit for estimating the output state of the
power source based on the behavioral intention estimating
information and giving an instruction to the air-conditioning
control unit in accordance with the estimated output state.
Inventors: |
Wakiyama; Kenichi;
(Kariya-city, JP) ; Kawashima; Takeshi;
(Nisshin-city, JP) |
Correspondence
Address: |
HARNESS, DICKEY & PIERCE, P.L.C.
P.O. BOX 828
BLOOMFIELD HILLS
MI
48303
US
|
Assignee: |
DENSO Corporation
Kariya-city
JP
|
Family ID: |
37420223 |
Appl. No.: |
11/434422 |
Filed: |
May 15, 2006 |
Current U.S.
Class: |
701/36 |
Current CPC
Class: |
B60H 2001/00733
20190501; B60H 1/00764 20130101; B60H 1/00878 20130101; B60H 1/005
20130101; B60H 1/00735 20130101 |
Class at
Publication: |
701/036 |
International
Class: |
G06F 7/00 20060101
G06F007/00 |
Foreign Application Data
Date |
Code |
Application Number |
May 16, 2005 |
JP |
2005-143042 |
Claims
1. A vehicle climate control apparatus mounted on the vehicle using
an engine or a motor as a power source and controlling an
air-conditioning device for controlling the climate in the
compartment, the apparatus comprising: an air-conditioning control
unit for controlling the air-conditioning state in the vehicle
compartments by controlling the air-conditioning device; a drive
behavior detection unit for detecting the operation amounts of the
driver; an estimation unit for calculating the behavioral intention
estimation information for estimating the prospective driving
behavior of the driver based on the operation amounts detected by
the driving behavior detection unit; and a determining unit for
estimating the output state of a power source based on the
behavioral intention estimating information and giving an
instruction to the air-conditioning control unit in accordance with
the estimated output state.
2. A vehicle climate control apparatus according to claim 1,
wherein the operation amounts include at least one of the
acceleration pedal angle, the vehicle speed and the engine
speed.
3. A vehicle climate control apparatus according to claim 1,
wherein the determining unit instructs the air-conditioning control
unit to adjust the air-conditioning capacity in accordance with the
estimated output state.
4. A vehicle climate control apparatus according to claim 1,
wherein the air-conditioning device includes a cool storage unit
for storing the cold thermal energy using the cooling capacity
during the air-conditioning operation, and the determining unit
instructs the air-conditioning control unit to store the cold
thermal energy in the cool storage unit or release the cold thermal
energy from the cool storage unit in accordance with the estimated
output state.
5. A vehicle climate control apparatus according to claim 4,
wherein the air-conditioning device includes an evaporator, and the
determining unit instructs the cool storage unit to store the cold
thermal energy so as to achieve a target evaporator
temperature.
6. A vehicle climate control apparatus according to claim 1,
wherein the estimation unit includes a driving behavior storage
unit for storing the operation amounts for a predetermined period
of time, a driving pattern storage unit for storing a predetermined
driving behavioral pattern indicating the braking behavior or the
acceleration behavior, and a similarity calculation unit for
determining a similarity degree by comparing the operation amounts
stored in the driving behavior storage unit with the predetermined
driving behavior pattern and calculating the behavioral intention
estimating information based on the driving pattern highest in
similarity degree.
7. A vehicle climate control apparatus, mounted on a vehicle driven
by an engine or a motor as a power source to control the climate in
the compartment of the vehicle, the apparatus controlling an
air-conditioning device having a cool storage unit for storing the
cold thermal energy using the cooling capacity during the
air-conditioning operation, the apparatus comprising: an
air-conditioning control unit for controlling the air-conditioning
state in the vehicle compartment by controlling the
air-conditioning device; a driving behavior detection unit for
detecting the operation amounts of the driver; an estimation unit
for calculating the behavioral intention estimating information for
estimating the prospective driving behavior of the driver based on
the operation amounts detected; a vehicle motion detection unit for
detecting the motion of the vehicle; and a determining unit for
determining the conviction degree indicating the accuracy of the
behavioral intention estimating information based on the vehicle
motion information detected by the vehicle motion detection unit
and instructing the air-conditioning control unit to store the cold
thermal energy in the cool storage unit based on the conviction
degree.
8. A vehicle climate control apparatus according to clam 7, wherein
the determining unit instructs the air-conditioning control unit to
store the cold thermal energy in the cool storage unit in the case
where the conviction degree exceeds a predetermined value and does
not instruct the air-conditioning control unit to store the cold
thermal energy in the cool storage unit in the case where the
conviction degree is not more than the predetermined value.
9. A vehicle climate control apparatus according to claim 7,
wherein the vehicle motion information includes at least a selected
one of the road information from the car navigation system for
guiding the driver along the route and the road condition ahead of
or behind the vehicle detected by a camera or a radar.
10. A vehicle climate control apparatus according to clam 7,
wherein the air-conditioning device has an evaporator, and the
determining unit instructs the cool storage unit to store the cold
thermal energy so as to achieve a target evaporator
temperature.
11. A vehicle climate control apparatus according to claim 7,
wherein the estimation unit includes a driving behavior storage
unit for storing the operation amounts for a predetermined period
of time, a driving pattern storage unit for storing a predetermined
driving behavior pattern indicating the accelerating behavior or
the braking behavior, and a similarity degree calculation unit for
determining the similarity by comparison between the operation
amounts stored in the driving behavior storage unit and the
predetermined driving behavior pattern and calculating the
behavioral intention estimating information based on the driving
pattern highest in similarity degree, wherein the determining unit
determines the conviction degree based on the vehicle motion
information, the behavioral intention estimating information and
the similarity degree.
12. A vehicle climate control apparatus according to claim 7,
wherein the air-conditioning device includes an air-conditioning
case, an evaporator arranged in the air-conditioning case for
cooling the flowing air and the cool storage unit downstream of the
evaporator, and wherein the determining unit further includes a
target evaporator temperature calculation unit for determining the
target evaporator temperature based on the vehicle motion
information, the behavioral intention estimating information and
the conviction degree, and an output determining unit for
instructing the air-conditioning control unit to store the cold
thermal energy in the cool storage unit so as to achieve the target
temperature of the evaporator in the air-conditioning device.
13. A vehicle climate control apparatus according to claim 12,
wherein the behavioral intention estimating information predicts
the braking behavior of the driver and, in the case where the
conviction degree exceeds a predetermined value, the output
determining unit reduces the target evaporator temperature stepwise
from a level higher than a temperature determined by the target
evaporator temperature calculation unit, and at the time of actual
braking behavior, sets the target evaporator temperature to the
temperature determined by the target evaporator temperature
calculation unit.
14. A vehicle climate control apparatus according to claim 7,
wherein the behavioral intention estimating information predicts
the acceleration behavior of the driver, and in the case where the
conviction degree exceeds a predetermined value, the determining
unit desirably instructs the air-conditioning control unit to store
the cold thermal energy in the cool storage unit until the driver
actually performs the accelerating behavior from the time of
estimation of the driving behavior.
15. A vehicle climate control apparatus according to claim 14,
wherein, in the case where the driver actually conducts the
acceleration behavior, the determining unit instructs the
air-conditioning control unit to release the cold thermal energy
from the cool storage unit.
16. A climate control method for controlling the climate control
apparatus mounted on a vehicle driven by an engine or a motor as a
power source to control the climate in the vehicle compartment,
comprising the steps of: determining the similarity degree by
comparing a predetermined driving behavior pattern with the driving
behavior pattern of the driver determined based on the detection
information from a driver behavior detection unit for detecting the
operation amounts of the driver; calculating the behavioral
intention estimating information for estimating the prospective
driving behavior of the driver based on the driving pattern highest
in similarity degree; determining the conviction degree indicating
the accuracy of the behavioral intention estimating information
based on the vehicle motion information from the vehicle motion
detection unit for detecting the vehicle motion, the behavioral
intention estimating information and the similarity degree; and
controlling the air-conditioning capacity of the climate control
apparatus in accordance with the vehicle motion information and the
behavioral intention estimating information in the case where the
conviction degree is high.
17. A climate control method according to claim 16, further
comprising the learning processing step for correcting a
predetermined driving behavior pattern based on the actual driving
behavior pattern of the driver determined based on the detection
information in the case where the similarity degree is not less
than a predetermined value.
Description
BACKGROUND OF THE INVENTION
[0001] 1. Field of the Invention
[0002] This invention relates to a vehicle climate control
apparatus and an air-conditioning control method capable of
adjusting the air-conditioning state by estimating the intention of
the driver from his driving behavior at an early time.
[0003] 2. Description of the Related Art
[0004] In the prior art, a technique is known to secure the engine
acceleration characteristic by reducing the load of an
air-conditioning compressor on the vehicle engine (Japanese
Unexamined Patent Publication No. 2003-285618, for example). In the
vehicle climate control apparatus described in Japanese Unexamined
Patent Publication No. 2003-285618, an acceleration is determined
and the compressor is stopped or the compressor capacity is reduced
in the case where the acceleration pedal angle actually exceeds a
threshold value.
[0005] Also in the case where the engine load is increased such as
when ascending a slope or at a merging point, the compressor load
of the climate control apparatus is imposed directly on the engine
and is liable to adversely affect the drive feeling until the
actual acceleration pedal angle exceeds a predetermined threshold
value. This is also the case with a vehicle such as a hybrid car
using the motor as a power source. Specifically, with an increase
in the load on the power source, the electrical load of the
electrically operated compressor of the climate control apparatus
is imposed directly on the on-vehicle power supply with the result
that the power supply may be overloaded. Once the on-vehicle power
supply is overloaded, the motor output is reduced and the drive
feeling may be adversely affected.
SUMMARY OF THE INVENTION
[0006] An object of this invention is to provide a vehicle climate
control apparatus and an air-conditioning control method capable of
realizing both satisfactory drive feeling, and in-compartment
comfort at the same time, by estimating the intention of the driver
at an early time.
[0007] Another object of the invention is to provide a climate
control apparatus of a cool-storage type for storing cold thermal
energy during the operation of the refrigeration cycle, and an
air-conditioning method, wherein both satisfactory drive feeling
and in-compartment comfort can be realized, at the same time, by
controlling the operations of storing or releasing the cold thermal
energy by estimating the intention of the driver at an early
time.
[0008] In order to achieve the objects described above, the
technical means described in each claim are employed.
[0009] According to an aspect of the invention, there is provided a
vehicle climate control apparatus comprising:
[0010] an air-conditioning control unit for controlling the
air-conditioning state in the vehicle compartments by controlling
an air-conditioning device;
[0011] a driver behavior detection unit for detecting the operation
amounts of the driver;
[0012] an estimation unit for calculating the behavioral intention
estimation information representing the estimation of the
prospective behavior of the driver based on the operation amounts
detected by the driver behavior detection unit; and
[0013] a determining unit for estimating the output state of a
power source based on the behavioral intention information and
giving an instruction, corresponding to the estimated output state,
to the air-conditioning control unit.
[0014] According to an aspect of the invention, there is provided a
vehicle climate control apparatus wherein the operation amounts
preferably include at least one of the acceleration pedal angle,
the vehicle speed and the engine speed. The detection of the driver
operation information is thus made possible.
[0015] According to an aspect of the invention, there is provided a
vehicle climate control apparatus wherein the determining unit
preferably gives an instruction to the air-conditioning control
unit to adjust the air-conditioning capacity in accordance with a
predicted output state.
[0016] By doing so, based on the driver operation information, the
intention of the prospective driving behavior of the driver (for
example, accelerating operation or braking operation) can be
estimated and the output state of the vehicle power source can be
predicted at an early time. Depending on the predicted driving
behavior (for example, an accelerating operation), the
air-conditioning load on the vehicle power source can be adjusted
downward to give priority to the driving behavior. Also, depending
on the predicted driving behavior (for example, a decelerating
operation), the air-conditioning load on the vehicle power source
can be adjusted upward to give priority to the air-conditioning
capacity. As a result, both a satisfactory drive feeling and
in-compartment comfort can be secured at the same time.
[0017] According to an aspect of the invention, there is provided a
vehicle climate control apparatus wherein the air-conditioning
device includes a cool storage unit for storing the cold thermal
energy using the cooling capacity during the air-conditioning
operation, and the determining unit preferably instructs the
air-conditioning control unit to store or release the cold thermal
energy in accordance with the predicted output state.
[0018] As a result, based on the driver operation information, the
intention of the driver, regarding the prospective driving behavior
(for example, the accelerating behavior or the braking behavior),
is predicted so that the output state of the vehicle power source
can be predicted and an instruction to store the cold thermal
energy in the cool storage unit or release the cold thermal energy
from the cool storage unit can be issued at an early time.
Depending on the predicted driving behavior (for example, the
accelerating behavior), therefore, the compressor load on the
vehicle power source can be adjusted downward or the cold thermal
energy can be released from the cool storage unit before the driver
starts the predicted driving behavior, so as to accord the driving
behavior priority over an air-conditioning of a car. Also,
depending on the predicted driving behavior (for example, the
decelerating behavior), the compressor load on the vehicle power
source can be adjusted upward at an early time to give priority to
storing the cold thermal energy in the cool storage unit. Thus,
both a satisfactory drive feeling and in-compartment comfort can be
secured at the same time.
[0019] According to an aspect of the invention, there is provided a
vehicle climate control apparatus wherein the air-conditioning
device includes an evaporator, and the determining unit preferably
instructs the cool storage unit to store the cold thermal energy
and to achieve a target evaporator temperature. Thus, the
availability factor, of the compressor and the air-conditioning
capacity of the air-conditioning device, can be adjusted.
[0020] According to an aspect of the invention, there is provided a
vehicle climate control apparatus wherein the estimation unit
preferably includes
[0021] a driving behavior storage unit for storing the detection
information from the driver behavior detection unit for a
predetermined period of time,
[0022] a driving pattern storage unit for storing a predetermined
driving behavior pattern indicating the braking behavior or the
accelerating behavior, and
[0023] a similarity degree calculation unit for determining a
similarity degree by comparing the operation amounts stored in the
driving behavior storage unit with predetermined driving behavior
patterns and calculating the behavioral intention estimating
information based on the most analogous driving pattern.
[0024] By comparing the driving behavior of the driver for a
predetermined period of time with a predetermined driving behavior
pattern, the driving behavior of the driver can be predicted with a
higher accuracy.
[0025] According to another aspect of the invention, there is
provided a vehicle climate control apparatus comprising:
[0026] an air-conditioning control unit for controlling the
air-conditioning state in the vehicle compartments by controlling
an air-conditioning device;
[0027] a driver behavior detection unit for detecting the operation
amounts of the driver;
[0028] an estimation unit for calculating the behavioral intention
estimating information estimating the prospective behavior of the
driver based on the operation amounts detected;
[0029] a vehicle motion detection unit for detecting the motion of
the vehicle; and
[0030] a determining unit for determining the conviction degree
indicating the accuracy of the behavioral intention estimating
information based on the vehicle motion information detected by the
vehicle motion detection unit and instructing the air-conditioning
control unit to store the cold thermal energy in the cool storage
unit based on the conviction degree.
[0031] According to another aspect of the invention there is
provided a vehicle climate control apparatus, wherein the
determining unit preferably instructs the air-conditioning control
unit to store the cold thermal energy in the cool storage unit in
the case where the conviction degree exceeds a predetermined value
and gives no such instruction to the air-conditioning control unit
in the case where the conviction degree is not more than the
predetermined value.
[0032] The driver's intention, regarding the prospective braking
behavior, is estimated based on the driver operation information on
the one hand, and the accuracy of the predicted braking behavior is
quantitatively confirmed based on the vehicle motion information
indicating the motion of the vehicle. By doing so, the prospective
braking behavior of the driver can be determined with a higher
accuracy.
[0033] According to another aspect of the invention, there is
provided a vehicle climate control apparatus, wherein the vehicle
motion information preferably includes at least one of the road
information from the car navigation system for guiding the driver
along the route and the road condition ahead of or behind the
vehicle detected by a camera or a radar. In this way, the vehicle
motion can be detected in addition to the driver operation
information.
[0034] According to another aspect of the invention, there is
provided a vehicle climate control apparatus, wherein the
air-conditioning device has an evaporator, and the determining unit
preferably instructs the cool storage unit to store the cold
thermal energy so as to achieve the target evaporator temperature.
Thus, the availability factor of the compressor and the
air-conditioning capacity of the air-conditioning device can be
adjusted.
[0035] According to another aspect of the invention, there is
provided a vehicle climate control apparatus, wherein the
estimation unit includes a driving behavior storage unit for
storing the operation amounts for a predetermined period of time, a
driving pattern storage unit for storing a predetermined driving
behavior pattern indicating the accelerating behavior or the
braking behavior, and a similarity degree calculation unit for
determining a similarity by comparing the operation amounts stored
in the driving behavior storage unit with a predetermined driving
behavior pattern and calculating the behavioral intention
estimating information based on the most analogous driving pattern,
wherein the determining unit preferably determines the conviction
degree based on the vehicle motion information, the behavioral
intention estimation information and the degree of similarity.
[0036] The behavioral intention estimating information for
estimating the intention of the driver for the prospective driving
behavior is determined based on the driver operation information,
and the conviction degree is determined based on the similarity
degree and the vehicle operation information indicating the vehicle
motion. In this way, the prospective driving behavior of the driver
can be determined with a higher accuracy. By starting to store the
cold thermal energy in the cool storage unit at an early time, a
longer cool storage time is secured than in the case where the cold
thermal energy is stored after actual braking or decelerating
operation.
[0037] According to another aspect of the invention, there is
provided a vehicle climate control apparatus, wherein the
air-conditioning device includes an air-conditioning case, an
evaporator arranged in the air-conditioning case for cooling the
flowing air and the cool storage unit downstream of the
evaporator,
[0038] wherein the determining unit preferably further includes a
target evaporator temperature calculation unit for determining the
target evaporator temperature based on the vehicle motion
information, the behavioral intention estimating information and
the conviction degree, and an output determining unit for
instructing the air-conditioning control unit to store the cold
thermal energy in the cool storage unit so as to achieve the target
temperature of the evaporator in the air-conditioning device.
[0039] As a result, by estimating the intention of the driver for
the prospective driving behavior, the cold thermal energy can be
stored in the cool storage unit at an early time. At the same time,
by setting the prevailing target evaporator temperature, the
temperature conditions desirable for storing the cold thermal
energy in the cool storage unit can be set.
[0040] According to another aspect of the invention, there is
provided a vehicle climate control apparatus, wherein the
behavioral intention estimating information estimates the braking
behavior of the driver and, in the case where the conviction degree
exceeds a predetermined value, the output determining unit reduces
the target evaporator temperature stepwise from a level higher than
a temperature determined by the target evaporator temperature
calculation unit. At the time of actual braking behavior, the
target evaporator temperature is thus preferably set to the
temperature determined by the target evaporator temperature
calculation unit.
[0041] First, the target evaporator temperature is set to a
comparatively high level and gradually reduced. In this way, the
availability factor of the compressor (i.e. the compressor load on
the power source) can be gradually increased. As a result, the cold
thermal energy can be stored without any sense of incongruity on
the part of the driver before an actual start of the braking
operation.
[0042] According to another aspect of the invention, there is
provided a vehicle climate control apparatus, wherein the
behavioral intention estimating information estimates the
accelerating behavior of the driver, and in the case where the
conviction degree exceeds a predetermined value, the determining
unit desirably instructs the air-conditioning control unit to store
the cold thermal energy in the cool storage unit until the driver
actually performs the accelerating behavior.
[0043] The intention of the driver for the prospective accelerating
behavior is estimated based on the driver operation information,
and the accuracy of the predicted accelerating behavior is
quantitatively confirmed based on the vehicle motion information
indicating the vehicle motion. As a result, the prospective
accelerating behavior of the driver can be determined with a higher
accuracy. The cold thermal energy can thus be stored in the cool
storage unit from the time point when the accelerating behavior is
predicted until the actual accelerating behavior starts.
[0044] According to another aspect of the invention, there is
provided a vehicle climate control apparatus, wherein, in the case
where the driver actually performs the accelerating behavior, the
determining unit preferably instructs the air-conditioning control
unit to release the cold thermal energy from the cool storage unit.
The cold thermal energy is stored in the cool storage unit from the
time point of predicting the accelerating behavior to the time
point of actual accelerating behavior, while the cold thermal
energy is released at the time of actual accelerating behavior. In
the case where a large motive power is required, therefore, no
motive power must be supplied to the compressor. Thus, a
comfortable air-conditioning operation is made possible without
adversely affecting the acceleration feeling.
[0045] According to this invention, there is provided a climate
control method for controlling the air-conditioning device,
comprising the steps of:
[0046] determining the similarity degree by comparing a
predetermined driving behavior pattern with the driving behavior
pattern of the driver determined based on the detection information
from the driver behavior detection unit for detecting the operation
amounts of the driver;
[0047] calculating the behavioral intention estimating information
for estimating the prospective driving behavior of the driver based
on the driving pattern highest in similarity degree; determining
the conviction degree indicating the accuracy of the behavioral
intention estimating information based on the vehicle motion
information from the vehicle motion detection unit for detecting
the vehicle motion, the behavioral intention estimating information
and the similarity degree; and
[0048] controlling the air-conditioning capacity of the
air-conditioning device in accordance with the vehicle motion
information and the behavioral estimating information when the
conviction degree is high.
[0049] The conviction degree in advance is determined based on the
behavioral intention estimating information and the vehicle motion
information indicating the motion of the vehicle. In this way, the
intention of the driver for the prospective driving behavior (for
example, the braking behavior, accelerating behavior, etc.) can be
determined with higher accuracy. As a result, the air-conditioning
capacity corresponding to the driving behavior can be controlled at
an early time.
[0050] According to this invention, there is provided a climate
control method, preferably further comprising the learning
processing step for correcting a predetermined driving behavior
pattern based on the actual driving behavior pattern of the driver
for the similarity degree not less than a predetermined value.
[0051] A different driver has a different propensity and features
unique to him/her. In view of this, the propensity and the features
are learned from the actual driving pattern and reflected in the
predetermined driving behavior pattern. In this way, the driving
behavior pattern can be adapted to each driver more accurately for
an improved accuracy of determining the driving pattern.
BRIEF DESCRIPTION OF THE DRAWINGS
[0052] FIG. 1 is a diagram showing a general configuration of a
vehicle climate control apparatus according to an embodiment of the
invention.
[0053] FIG. 2 is a sectional view showing the essential parts of a
cool storage unit 40.
[0054] FIG. 3A is a flowchart showing the main routine of the
air-conditioning control process (air-conditioning control unit 54)
executed by an air-conditioning device 50.
[0055] FIG. 3B is a flowchart showing the main routine of the
air-conditioning control process (air-conditioning control unit 54)
executed by the air-conditioning device 50.
[0056] FIG. 4A is a block diagram showing the main functions of an
estimation unit 52 of the air-conditioning control device 50.
[0057] FIG. 4B is a block diagram showing the main functions of a
determining unit 53 of the air-conditioning control device 50.
[0058] FIG. 5 is a flowchart showing the operation of the
estimation unit 52.
[0059] FIG. 6 is a diagram for explaining a behavior pattern
template stored in a driving pattern storage unit 523.
[0060] FIG. 7 is a flowchart showing the operation of a conviction
degree calculation unit 531.
[0061] FIG. 8 is a flowchart showing the operation of a target
evaporator temperature calculation unit 532.
[0062] FIG. 9 is a flowchart showing the operation of an output
determining unit 534.
[0063] FIG. 10A is a diagram for explaining an example of operation
of the estimation unit 52 and the determining unit 53.
[0064] FIG. 10B is a diagram for explaining an example of operation
of the estimation unit 52 and the determining unit 53.
[0065] FIG. 10C is a diagram for explaining an example of an
operation of the estimation unit 52 and the determining unit
53.
[0066] FIG. 10D is a diagram for explaining an example of an
operation of the estimation unit 52 and the determining unit
53.
[0067] FIG. 11 is a flowchart showing the operation of the
estimation unit 52 having the learning function according to
another embodiment of the invention.
DETAILED DESCRIPTION OF THE INVENTION
[0068] An embodiment of the invention is explained below.
[0069] This invention relates to a technique for securing both a
satisfactory drive feeling and in-compartment comfort at the same
time, in which the estimation unit for estimating the intention of
the driver for the driving behavior based on various detection
information is combined with the air-conditioning control unit, by
adjusting the air-conditioning state by predicting the driving
behavior of the driver at an early time.
[0070] Currently, the need for a climate control apparatus of a
cool storage type has increased, as an air-conditioning device used
for vehicles which stop the engine while waiting for a signal turn,
etc. (idling stop vehicle, hybrid car, etc.), for the purpose of
environment protection. The climate control apparatus of a cool
storage type includes a cool storage unit for storing the cold
thermal energy during the operation of the compressor and can cool
the air blown into the compartments by the cool storage unit while
the compressor is off. An embodiment of the invention realizing
this climate control apparatus of a cool storage type in which the
cold thermal energy can be effectively stored and released, while
taking the drive feeling into consideration, is explained.
[0071] (General Configuration of Vehicle Climate Control
Apparatus)
[0072] FIG. 1 shows a general configuration of a vehicle climate
control apparatus, and FIG. 2 shows a sectional view of the
essential parts of a cool storage unit 40.
[0073] In FIG. 1, the vehicle climate control apparatus comprises
an air-conditioning device 100 mainly having a mechanical
configuration and an air-conditioning control device 50
constituting a control unit of the air-conditioning device 100.
[0074] First, the configuration of the air-conditioning device 100
will be explained. The refrigeration cycle R of the
air-conditioning device includes a compressor 1. The compressor 1
includes an electromagnetic clutch 2 for supplying or cutting off
the motive power transmitted from an on-vehicle engine 4 through a
belt 3. The refrigeration cycle R is configured of a closed circuit
including, indicated counterclockwise from the compressor 1, a
condenser 5, a receiver 6, a temperature-type expansion valve 7
having a temperature sensing unit 8 and an evaporator 9.
[0075] In an air-conditioning case of the air-conditioning device
100, a blower fan 11 is arranged upstream of the evaporator 9. The
blower fan 11 includes a centrifugal blow fan 12 and a drive motor
13. An indoor-outdoor air switching box 14 is arranged on the
intake side of the blower fan 11. The indoor-outdoor air switching
box 14 has arranged therein an indoor-outdoor air switching door 15
driven by an electrical drive unit 18. The indoor-outdoor air
switching door 15 is turned on/off by switching an atmospheric air
intake hole 16 and an internal air intake hole 17.
[0076] A cool storage unit 40, an air mix door 19 and a heater core
20 are arranged in that order from the evaporator side downstream
of the evaporator 9. Also, a bypass 21 bypassing the heater core 20
is formed. The air mix door 19 is rotated by an electrical drive
unit 22 to thereby adjust the air amount ratio between the warm air
from the path 23 through the heater core 20 and the cool air
passing through the bypass 21.
[0077] Further, a blow-out mode switching unit 15 is arranged in
the air-conditioning case 10 downstream of an air mix unit 24. The
blow-out mode switching unit 15 includes a defroster opening unit
(DEF) 25 with a defroster door 26, a face opening unit (FACE) 27
with a face door 28 and a foot opening unit 29 (FOOT) with a foot
door 30. These opening units are operated by the doors 26, 28, 30
driven by an electrical drive unit 31.
[0078] The temperature sensor 32 of the evaporator 9 detects the
evaporator blow-out temperature Te as an evaporator temperature.
The temperature sensor 33 of the cool storage unit 40, on the other
hand, detects the cool storage unit blow-out temperature Tc as a
cool storage unit temperature.
[0079] From the air-conditioning information unit 35, the
air-conditioning control device 50 is supplied with various
air-conditioning control information including the internal air
temperature Tr, the atmospheric air temperature Tam, the sunlight
amount Ts, the warm water temperature Tw and the setting
temperature designated by the occupant in addition to the
evaporator blow-out temperature Te and the cool storage unit
blow-out temperature Tc of the temperature sensors 32, 33. Also,
from the vehicle information unit 36, the air-conditioning control
device 50 is supplied with the various vehicle information
including the engine speed, the vehicle speed, the gear shift
position of the transmission, the brake pedal angle, the
acceleration pedal angle and the driver foot position indicating
the acceleration pedal or the brake pedal, whichever receives the
foot of the driver. Further, from the external world information
unit 37, the air-conditioning control device 50 is supplied with
the various information including the images of the road condition
in the external (outdoor) world grasped by the on-vehicle camera or
the on-vehicle radar for indicating the vehicle motion objectively
such as the distance to other vehicles running ahead or behind, the
road information obtained by the on-vehicle navigation system or
the distance to the next intersection or the road condition ahead.
The air-conditioning information unit 35 and the vehicle
information unit 36 function as a driver behavior detection unit
for detecting the operation amounts of the driver. These units
detect the operation amounts of the driver such as the set
temperature, the vehicle speed, the foot position, etc. The vehicle
information unit 36 also functions as a vehicle motion detection
unit for detecting the vehicle motion together with the external
world information unit 37. These units detect the vehicle motion
information such as the road condition, the road information,
etc.
[0080] The air-conditioning control device 50 includes one or a
plurality of microcomputers each including a CPU, a ROM, a RAM,
etc. not shown, peripheral circuits thereof and a storage unit 51
such as an electrically rewritable nonvolatile memory.
[0081] The air-conditioning control device 50 includes units for
implementing functions through the microcomputer, such as an
estimation unit 52, a determining unit 53 and an air-conditioning
control unit 54. The estimation unit 52 estimates the behavioral
intention of the driver based on the detection information from the
information units 35 to 37 and calculates the behavioral intention
estimating information for estimating the prospective drive control
to be performed by the driver. The determining unit 53 determines
storing or releasing the cold thermal energy, and the target
evaporator temperature, based on the behavioral intention
estimating information and the vehicle motion information
calculated. The air-conditioning control unit 54 controls the
air-conditioning state in the compartment by driving the
air-conditioning device 100 including the compressor 1.
[0082] (Configuration of Cool Storage Unit 40)
[0083] Next, a specific example of configuration of the cool
storage unit 40 is explained with reference to FIG. 2.
[0084] The cool storage unit 40 has the shape with the same front
area as the evaporator 9 shown in FIG. 1. Also, in order to exhibit
the cooling ability adapted to be utilized in air-conditioning
mode, the cool storage unit 40 has the configuration of a heat
exchanger through which all the cooling air flows after passage
through the evaporator 9. This configuration permits the cool
storage unit 40 to assume a thin structure having a small thickness
in the direction A of flow in the air-conditioning case 10. Also,
two heat transfer plates 41, 42 of aluminum are formed with convex
surfaces 41a, 42a alternately along the direction A of the cooling
air flow. The convex surfaces 41a, 42a are kept in contact and are
bonded, by brazing, to each other.
[0085] As a result, tubes 45 having hermetic internal spaces 43 are
formed inside the convex surfaces 41a, 42a. A cool storage material
44 is stored it the hermetic spaces 43. The cool storage material
44 is formed of paraffin selected as a material having, in this
example, a coagulation point of about 8.degree. C. which is
included in the variation range (1 to 12.degree. C.) of the
evaporator temperature Te.
[0086] In view of this, the air path 46 forms a zigzag path by
alternate protrusions of convex surfaces 41a, 42a thereby to
improve the heat transfer rate from the cooling air to the tubes
45.
[0087] Although only two sets of tubes 45 are shown in FIG. 2, a
multiplicity of tubes 45 are actually stacked in the direction
along arrow B in FIG. 2.
[0088] Now, an operation of storing the cold thermal energy
according to this embodiment is explained. The climate control
apparatus cools the air blown from the blower fan 11 with the
evaporator 9. After that, the climate control apparatus mixes the
cool air and the warm air with each other by adjusting the opening
degree of the air mix door 19 to thereby control the temperature of
the air blown into the compartments to the target blow-out
temperature TAO. In this case, even in the case where the target
blow-out temperature TAO is a comparatively high 12.degree. C., the
target evaporator temperature Teo is required to be set to as low a
level as possible to complete a operation of storing the cold
thermal energy of the cool storage unit 40 within a short period of
time.
[0089] In view of the fact that the evaporator 9 is frosted at
0.degree. C. or below, however, the lowest temperature (Min) of the
target evaporator temperature Teo1 is about 1.degree. C. Also, as
the coagulation point of the paraffin making up the cool storage
material 44 is 8.degree. C., the rapid cool storage requires a
target evaporator temperature Teo1 of, say, 6.degree. C. lower than
8.degree. C. and higher than the lowest temperature to maintain the
cold thermal energy after completion of storage. While the cold
thermal energy is released, the target evaporator temperature is
not required to be set as long as the compressor 1 is off. Once the
temperature of the cool storage unit 40 is increased by releasing
the cold thermal energy, however, the critical cool storage unit
temperature Tco for determining the limit and stop of an operation
of releasing the cold thermal energy is required to be set to, say,
12.degree. C.
[0090] (Basic Operation of Climate Control Apparatus)
[0091] Next, the basic operation of the climate control apparatus
by the air-conditioning control device 50 is explained. FIGS. 3A,
3B are flowcharts showing the main routine of the air-conditioning
control process (air-conditioning control unit 54) executed in the
air-conditioning control device 50.
[0092] As shown in FIG. 3A, once the ignition switch, not shown, is
turned on and this routine is started, the air-conditioning control
device 50 first initializes the contents stored in the data
processing memory (RAM) (step 101). Then, the air-conditioning
control device 50 reads the various signals (the evaporator
temperature Te, the cool storage unit temperature Tc, the internal
air temperature Tr, the atmospheric air temperature Tam, the
sunlight amount Ts, the warm water temperature Tw, the set
temperature T1 designated by the occupant, etc.) from the
air-conditioning information unit 35 and also reads an instruction
information with respect to the operation of storing or releasing
the cold thermal energy from the determining unit described later
(step 102).
[0093] Then, the air-conditioning control device 50 calculates the
required blow-out temperature TAO corresponding to the thermal load
of the vehicle based on the various signals (step 103).
[0094] Next, the air-conditioning control device 50 selects the
air-conditioning mode based on the designated information from the
determining unit 53 (step 104). In the case where the normal mode
is selected, the air-conditioning control device 50 determines the
target evaporator temperature Teo in a normal mode (step 105). This
target evaporator temperature Teo is a target value determined by
the air-conditioning environmental conditions such as the
atmospheric temperature Tam to reduce the power of the engine 4 by
reducing the availability factor of the compressor 1. In the case
where the atmospheric air temperature is in the range of 18 to
25.degree. C. as in spring or autumn, for example, the target
evaporator temperature Teo is set to 12.degree. C. to suppress a
wasteful refrigeration cycle operation due to the operation of the
compressor 1. In the case where the atmospheric air temperature is
lower than 18.degree. C. or higher than 25.degree. C., on the other
hand, the target evaporator temperature Teo is set to a low
level.
[0095] In the case where the cold thermal energy storage mode is
selected, on the other hand, the air-conditioning control device 50
determines the target evaporator temperature Teo1 in the cold
thermal energy storage mode (step 106). In the case where the cold
thermal energy release mode is selected, the air-conditioning
control device 50 sets the target evaporator temperatures Teo as a
critical cool storage unit temperature Tco (step 107). The
temperature Tco indicates that the storage capacity of the cold
thermal energy is depleted by the increase in the temperature Tc of
the cool storage unit 40. The target evaporator temperatures Teo,
Teo1 and the critical cool storage unit temperature Tco are stored
in the ROM or the storage unit 51.
[0096] As shown in FIG. 3B, the blower control voltage (blow-out
air amount) is determined based on the required blow-out
temperature TAO calculated at step 103 (step 108). Also, the
blow-in mode for switching between the internal and atmospheric
air, if not manually set, is determined based on the required
blow-out temperature TAO (step 109). Further, the blow-out mode is
similarly determined (step 110).
[0097] Then, the opening degree of the air mix door 19 is
determined in accordance with a control characteristic table
predetermined from the required blow-out temperature TAO calculated
(step 111). Also, in accordance with conditions such as the cooling
load, the on/off state of the compressor 1 is determined (step
112). The air-conditioning control device 50 controls each device
in accordance with the processing result of steps 105 to 112 to the
desired air-conditioning state (step 113).
[0098] (Functions of Estimation Unit 52)
[0099] Next, the estimation unit 52 and the determining unit 53 for
estimating the behavioral intention of the driver and instructing
the air-conditioning control unit 54 to store or release the cold
thermal energy are explained with reference to the drawings.
[0100] FIGS. 4A, 4B are function block diagrams showing the main
functions of the estimation unit 52 and the determining unit 53 of
the air-conditioning control device 50.
[0101] In FIG. 4A, the estimation unit 52 predicts the prospective
driving behavior (braking or acceleration) at an early time point
before the driver actually brakes or accelerates the vehicle. The
estimation unit 52 includes a normalization unit 521, a driving
behavior storage unit 522, a driving pattern storage unit 523 and a
similarity degree calculation unit 524. The normalization unit 521
normalizes a plurality of detection information (the operation
amounts of the driver) acquired from the air-conditioning
information unit 35 and the vehicle information unit 36 functioning
as a driver behavior detection unit. The driving behavior storage
unit 522 keeps the normalized detection information updated and
stored therein for a predetermined period of time based on the
normalized detection information. The driving pattern storage
pattern unit 523 stores the driving patterns for increasing the
braking or engine output. The similarity degree calculation unit
524 compares the latest normalized detection information stored in
the driving behavior storage unit 522 with the driving patterns
stored in the driving pattern storage unit 523, and calculates the
similarity degree. Then, the driving pattern highest in similarity
degree is determined and, in accordance with this driving pattern,
the subsequent behavioral intention (acceleration or braking) of
the driver is estimated.
[0102] The detection information (the operation amounts of the
driver) used for estimation include the acceleration pedal angle
36a from an acceleration sensor for detecting the acceleration
pedal angle, the vehicle speed information 36e from a vehicle speed
sensor and the engine speed information 36f from an engine speed
sensor. Nevertheless, the operation amounts of the driver are not
limited to these items. The air-conditioning information 35b such
as the detection information indicating the set temperature T
designated by the driver or the cooling load, the foot position
information 36c from a foot position detection camera (or a radar)
for detecting the acceleration pedal or the braking pedal,
whichever receives the foot of the driver, and the gear position
information 36d from the gear position sensor for detecting the
gear shift position of the transmission are examples of information
that can be used as other operation amounts of the driver.
[0103] The operation of the estimation unit 52 is explained with
reference to FIGS. 5, 6.
[0104] The estimation unit 52 reads various detection information
as the operation amounts of the driver from the air-conditioning
information unit 35 and the vehicle information unit 36 functioning
as a driver behavior detection unit (step 201). Next, the
normalization unit 521 normalizes each information in accordance
with the level and stage thereof. The information thus normalized
are digitized into an amount within the range of 0 to 1 as
normalized detection information (step 202). Each normalized
detection information is stored in the driving behavior storage
unit 522 in chronological order as sampling data. Also, the
normalized detection information constitute the sampling data for a
predetermined latest period of time, say, 5 seconds, and kept
updated and stored (step 203). This driving behavior storage unit
522 is configured as a part of the RAM or the storage unit 51 of
the air-conditioning control device 50.
[0105] The similarity degree calculation unit 524 acquires, at
predetermined time intervals of, say, one second, the latest
sampling data (latest driving behavior data) stored in the driving
behavior storage unit 522. The similarity degree calculation unit
524 compares the acquired sampling data with each driving pattern
template stored in the driving pattern storage unit 523. The
similarity degree calculation unit 524 thus calculates the degree
of similarity based on the degree of coincidence between the
compared data. The driving pattern template is described in detail
later.
[0106] The similarity degree is 1 (unity) in the case where the
sampling data completely coincides with any one of the driving
pattern templates, and decreases with the increase in the
difference with the driving pattern templates. The similarity
degree calculation unit 524 detects the driving pattern template
highest in similarity degree. The detected driving pattern template
is used as the behavioral intention estimation information for
predicting the subsequent behavior of the driver. The detected
driving pattern template and the similarity degree for the
particular template are stored in the storage unit 51 (step
204).
[0107] The driving pattern templates stored in advance in the
driving pattern storage unit 523 configured as a part of the ROM or
the storage unit 51 are explained with reference to FIG. 6.
[0108] The driving pattern templates are prepared experimentally in
advance. The driving pattern template for the braking operation,
for example, is prepared in the manner described below.
Specifically, the various detection information (acceleration pedal
angle, air-conditioning information, foot position, gear position,
vehicle speed and engine speed) for the operation amounts of one
hundred drivers are collected. For example, the data for ten
seconds immediately before starting the braking operation is
detected and normalized. The normalized data (normalized
information) are classified by a clustering scheme. Thus, a driving
pattern template for the braking operation is determined as a
cluster (the set of data of the same type).
[0109] Further, each driving pattern template includes a plurality
of behavior pattern templates for respective detection information.
A behavior pattern template is prepared in the manner described
below. First, the average value (data for ten seconds) of the
normalized data of various detection information corresponding to a
particular driving pattern template is determined. The normalized
data for ten seconds is divided into a plurality of five-second
data each shifted by one second. Thus, a plurality of behavior
pattern templates are prepared.
[0110] In a similar fashion, in order to prepare the driving
pattern template for the accelerating operation, the various data
on the operation amounts of the driver for ten seconds immediately
before the start of the accelerating operation are detected and
normalized. After that, as in the preceding case, a plurality of
driving pattern templates for the accelerating operation are
prepared by a clustering scheme.
[0111] FIG. 6 shows a case in which the driving pattern templates
for the braking operation are classified into clusters of
double-depression type, abrupt braking type, etc., respectively,
and each cluster for each detection information (acceleration pedal
angle, etc.) is divided into a set of six five-second data
(behavior pattern templates) each shifted by one second.
[0112] The similarity degree calculation unit 524 calculates the
similarity degree between a driving pattern template and the
measured sampling data in the manner described below, for example.
First, the similarity degree calculation unit 524 matches the
measured sampling data with each behavior pattern template with
respect to each detection information, and determines the highest
degree of coincidence with respect to each detection information.
The similarity degree calculation unit 524 then multiplies the
determined highest degrees of coincidence with each other thereby
to calculate the similarity degree.
[0113] (Functions of Determining Unit 53)
[0114] Next, in FIG. 4B, the determining unit 53, upon receipt of a
plurality of detection information (vehicle motion information)
acquired from the vehicle information unit 36 and the external
world information unit 37 functioning as a vehicle motion detection
unit and the similarity degree information from the estimation unit
52, evaluates the reliability of the determined similarity degree
using detection information different from those used in the
estimation unit 52.
[0115] Specifically, the determining unit 53 includes a conviction
degree calculation unit 531, a target evaporator temperature
calculation unit 532, an output template storage unit 533 and an
output determining unit 534. The conviction degree calculation unit
531 calculates the conviction degree indicating the accuracy of the
behavioral intention of the driver. Also, the output template
storage unit 533 stores the control characteristic values for
securing the satisfactory drive feeling and the air-conditioned
state at the same time. The target evaporator temperature
calculation unit 532 calculates the target evaporator temperature
Teo in normal mode or the target evaporator temperature Teo1 in the
cold thermal energy storage mode in accordance with the control
characteristic value from the output template storage unit 533
based on the similarity degree information, the behavioral
intention estimating information, the air-conditioned state, the
evaporator temperature Te, the cool storage unit temperature Tc and
the engine output state. The output determining unit 534, upon
receipt of the various information including the acceleration pedal
angle set by the driver, the conviction degree and the target
evaporation temperature Teo or Teo1, provides the instruction
information (ex. an instruction signal of storing the cold thermal
energy or an instruction signal of releasing the cold thermal
energy) to the air-conditioning control unit 54 to store or release
the cold thermal energy and supplies the target evaporator
temperature information Teo or Teo1.
[0116] The cool storage unit 53 can store the cold thermal energy
in a period immediately before the driver actually brakes the
vehicle as well as during the actual braking operation. Therefore,
the air-conditioning load (compressor load) on the engine is
reduced. As an alternative, the cool storage unit 40 stores the
cold thermal energy at a period immediately before the driver
actually accelerates the vehicle, and then the cool storage unit 40
releases the cold thermal energy during the actual accelerating
operation. Therefore, the air-conditioning load (compressor load)
on the engine is reduced.
[0117] The detection information (vehicle motion information) that
can be used in the determining unit 53 include the road information
ahead of the vehicle acquired from the car navigation system 37c
guiding the driver along the route, or the video information (road
conditions) acquired from the camera 37a or the radar unit 37b
mounted on the vehicle for picking up the image ahead, behind or
sideways of the vehicle. Nevertheless, these are not the only
vehicle motion information information that can be used. The brake
pedal angle 36b acquired from the brake sensor for detecting the
brake pedal angle and the congestion information, the road gradient
information and the altitude information acquired from the car
navigation system 37c can also be used as the vehicle motion
information.
[0118] The operation of the units 531, 532, 534 making up the
determining unit 53 is explained below.
[0119] First, the conviction degree calculation unit 531, as shown
in FIG. 7, reads the similarity degree information determined by
the similarity degree calculation unit 524 (step 301).
[0120] Then, the conviction degree calculation unit 531 determines,
for example, the distance from the present vehicle position to the
next intersection, the distance from the present vehicle position
to the nearest specific object (such as a merging point of free
ways) or the gradient of the road ahead of the present vehicle
position based on the vehicle motion information acquired from the
vehicle information unit 36 and the external world information unit
37 functioning as a vehicle motion detection unit. By totalizing
the information thus obtained and the behavioral intention
estimating information, the conviction degree calculation unit 531
determines, using fuzzy inference, for example, the inference value
of the probability that the driver will start a braking behavior or
an acceleration behavior in the immediate future.
[0121] In the case where the fuzzy inference is used, the
conviction degree calculation unit 531 has a predetermined
membership function (fuzzy set) for each element constituting the
information on the distance to the next intersection, the distance
to a specified object or the road gradient. A plurality of
membership functions may be set for each element. The membership
function for each element is set separately for the acceleration
and the braking operations as the driver's behavior.
[0122] The conviction degree calculation unit 531, upon acquisition
of the behavioral intention estimating information, selects the
membership function for each element based on the driver's behavior
(acceleration or braking) indicated by the particular information.
Next, the conviction degree calculation unit 531 calculates the
adaptability (output value of the membership function) of the fuzzy
set of each element based on the measurement of each information.
After that, the conviction degree calculation unit 531 calculates
the center of gravity of the union of the adaptability based on a
min-max scheme. The value of the center of gravity thus calculated
is the inference value. The conviction degree calculation unit 531
may use the algebraic product-sum-gravity scheme or the simplified
inference instead of the min-max scheme.
[0123] The inference value can also be determined by other than the
fuzzy inference, such as by the function with the aforementioned
information as an input variable and the inference value as an
output variable. This function can be determined experimentally in
advance.
[0124] During the accelerating operation, the inference value is
higher, the larger the distance to the next intersection or a
specified object or when ascending a slope. During the braking
operation, on the other hand, the inference value is higher, the
shorter the distance to the next intersection or a specified object
or when descending a slope.
[0125] The conviction degree calculation unit 531 calculates the
conviction degree indicating the accuracy of the braking behavior
or the acceleration behavior of the vehicle by multiplying the
inference value and the similarity degree with each other. As an
alternative, the conviction degree calculation unit 531 can use the
value of similarity degree directly as the conviction degree in the
case where the inference value is not less than a predetermined
value (say, 0.5). In view of the fact that the inference value and
the similarity degree is expressed by 0 to 1, the conviction degree
is also given as a value in the range of 0 to 1. The conviction
degree thus calculated is stored in the storage unit 51 (step
303).
[0126] As shown in FIG. 8, the target evaporator temperature
calculation unit 532 reads the similarity degree information
determined by the similarity degree calculation unit 524, the
air-conditioning information indicating the air-conditioning load
condition, the evaporator temperature Te and the engine speed 36f
and the acceleration pedal angle 36a indicating the engine output
state (step 401). Upon determination by the target evaporator
temperature calculation unit 532 at step 402 that the driver is
liable to start a braking behavior based on the behavioral
intention estimating information, the process proceeds to step
403.
[0127] The output template storage unit 533 includes an output
template for improving the drive feeling slightly before or during
the braking operation. This output template determines the target
evaporator temperature Teo or Teo1 in such a manner as to prevent
the abrupt change in the engine output (or the engine load) in
accordance with the engine output state determined from the
acceleration pedal angle and the engine speed and the present
evaporator temperature (correlated with the air-conditioning load
or the compressor load) for the gradual or abrupt braking
operation.
[0128] At step 403, the target evaporator temperature calculation
unit 532 reads the output template corresponding to the state
immediately before or during the prevailing braking operation. The
target evaporator temperature calculation unit 532 calculates the
target evaporator temperature Teo1 determined by this output
template, and stores it in the storage unit 51. Immediately before
the braking operation, i.e. during a short period slightly before
the braking operation and the actual gradual braking operation, the
target evaporator temperature calculation unit 532 sets the target
evaporator temperature Teo at 3 to 8.degree. C. to secure a
comparatively low air-conditioning load not giving any feeling of
incongruity while storing the cold thermal energy. During the
normal braking or abrupt braking, on the other hand, in spite of a
higher air-conditioning load as the result of giving priority to
storing the cold thermal energy over the drive feeling, the target
evaporator temperature calculation unit 532 sets the target
evaporator temperature Teo1 at the minimum temperature (Min) of
1.degree. C.
[0129] Upon determination by the target evaporator temperature
calculation unit 532 at step 402 that that the driver is liable to
start the acceleration behavior based on the behavioral intention
estimating information, the process proceeds to step 404. In the
case where the driving template determined highest in similarity
degree is associated with the acceleration behavior, for example,
it is determined that the driver is liable to start an acceleration
behavior.
[0130] The output template storage unit 533 also has an output
template for improving the drive feeling immediately before and
during acceleration. This output template determines the target
evaporator temperature Teo1 in such a manner as to prevent the
abrupt change in the engine output (or the engine load) in
accordance with the engine output state determined from the
acceleration pedal angle and the engine speed and the present
evaporator temperature (correlated with the air-conditioning load)
Te for the gradual or abrupt braking operation.
[0131] At step 404, the target evaporator temperature calculation
unit 532 reads the output template corresponding to the state
immediately before or during the prevailing acceleration. Further,
the target evaporator temperature calculation unit 532 calculates
and stores the target evaporator temperature Teo1 determined by
this output template. During the period from the time point when
the acceleration behavior is predicted to be immediately before
acceleration to the time point when the actual acceleration
behavior is started, for example, the target evaporator temperature
calculation unit 532 sets the target evaporation temperature Teo1
to 3 to 8.degree. C. to store the cold thermal energy. Also, the
target evaporator temperature calculation unit 532 sets the target
evaporator temperature Teo1 at the maximum temperature of
12.degree. C. or does not set (opens) the target evaporator
temperature Teo to stop the refrigeration cycle (mainly the
compressor 1) during the actual acceleration behavior such as
gradual acceleration, normal acceleration and abrupt
acceleration.
[0132] As shown in FIG. 9, the output determining unit 534 reads
the various detection information (the acceleration pedal angle
36a, the conviction degree, the target evaporator temperature Teo
or Teo1, and the cool storage unit temperature Tc) (step 501). Upon
determination by the output determining unit 534 at step 502 that
the acceleration pedal angle is not more than a first threshold
value, the process proceeds to step 503. After that, in the case
where the conviction degree read from the conviction degree
calculation unit 531 is larger than a second threshold value, the
output determining unit 534 determines a state in or immediately
before the braking operation, and the process proceeds to step 504
thereby to output the instruction signal of storing the cold
thermal energy and the target evaporator temperature information
Teo1 read previously. Alternatively, at step 504, the output
determining unit 534 may set the target evaporator temperature
higher than Teo1 and output the target evaporator temperature and
the instruction signal of storing the cold thermal energy. Then,
the output determining unit 534 may reduce and output the target
evaporator temperature in a stepwise fashion until the target
evaporator temperature equals Teo1, at the time of actual braking
behavior.
[0133] At step 503, in the case where the conviction degree that
has been read is smaller than the second threshold value, on the
other hand, the output determining unit 534 outputs the target
evaporator temperature information Teo in normal mode, but does not
output the instruction signal for storing or releasing the cold
thermal energy. Then, the process is ended.
[0134] The first threshold value is determined based on the
relation between the acceleration pedal angle and the acceleration
feeling. The first threshold value can be set to, for example, 20%
of the maximum acceleration pedal angle. Also, the second threshold
value can be set to 0.5. In the case where storing the cold thermal
energy is given priority, however, the second threshold value can
be set to a value lower than 0.5. In the case where the drive
feeling is emphasized, on the other hand, the second threshold
value can be set to a value higher than 0.5.
[0135] Upon determination by the output determining unit 534 at
step 502 that the acceleration pedal angle 36a is larger than the
first threshold value, on the other hand, the process proceeds to
step 505. After that, in the case where the cool storage unit
temperature Tc is lower than the critical cool storage unit
temperature Tco, the output determining unit 534 outputs the
instruction signal for releasing the cold thermal energy and the
target evaporator temperature information Teo (=Tco, for example,
12.degree. C.) read earlier (step 506). Also, in the case where the
cool storage unit temperature Tc is higher than the critical cool
storage unit temperature Tco at step 505, the process is ended as
it is.
[0136] FIGS. 10A to 10D are diagrams for explaining an example of
the operation of the estimation unit 52 and the determining unit
53.
[0137] FIG. 10A shows the engine output changing with the road
gradient or, especially, the requirement of a large engine output
when ascending a steep slope on the assumption that the driver
drives along a road while maintaining the current speed from the
present time point t0. The engine output is estimated based on, for
example, the road gradient information received by the car
navigation system.
[0138] FIGS. 10B to 10D show that the cold thermal energy is
slightly stored by the cool storage unit 40 during the period of t0
to t1 before time point t1 when a large engine output is required
by the cool storage unit 40 on a steep slope, and that the cold
thermal energy is released from time point t1.
[0139] In view of this, the determining unit 53 outputs an
instruction signal for storing the cold thermal energy during the
period from the present time point t0 to time point t1 (FIG. 10B).
Also, the determining unit 53 outputs a instruction signal for
releasing the cold thermal energy during the period from time point
t1 till the temperature of the cool storage unit 40 reaches the
critical cool storage unit temperature Tco (FIG. 10C). Also, in
response to the instruction signal of storing the cold thermal
energy from the present time point t0, the determining unit 53
reduces the target evaporator temperature Teo1 gradually to lower
than 8.degree. C. where the cold thermal energy can be stored and
sets the temperature Teo1 to the minimum temperature (Min) of
1.degree. C. in accordance with the engine output state and the
air-conditioning state to secure both the satisfactory drive
feeling and in-compartment comfort.
[0140] As described above, according to this embodiment, the
vehicle climate control apparatus controls the vehicle climate
using the target evaporator temperature Teo determined by the
air-conditioning environment conditions in the normal mode shown in
FIGS. 3A, 3B. Specifically, in the intermediate temperature range
(for example, 18 to 25.degree. C.) of the atmospheric temperature
Tam, the requirement of cooling and dehumidification is reduced,
and therefore the power of the engine 4 can be saved by increasing
the target evaporator temperature Teo (to, say, 12.degree. C.)
while at the same time reducing the availability factor of the
compressor 1.
[0141] In the cold thermal energy storage mode shown in FIGS. 3A,
3B, the vehicle climate control apparatus sets the target
evaporator temperature Teo at Teo1 (say, 1 to 8.degree. C.)
required for the cool storage unit 40 to store the cold thermal
energy. According to this embodiment, the vehicle climate control
apparatus, as shown in FIGS. 8, 9, sets the cold thermal energy
storage mode from the time point when the braking behavior is
predicted as well as during the actual vehicle braking operation.
Further, the vehicle climate control apparatus, when the engine
output is increased such as when the acceleration behavior or the
behavior of ascending a slope is predicted, also sets the cold
thermal energy storage mode for storing the cold thermal energy to
such an extent as not to give a feeling of incongruity to the
driver during the period from the time point when an output
increase is predicted to the time point when the output increase
operation is performed. By so setting, the duration of the cold
thermal energy storage mode can be set longer than the actual
braking time, thereby making it possible to store a greater amount
of the cold thermal energy.
[0142] Also, during the cold thermal energy release mode such as an
idling stop as shown in FIGS. 3A, 3B, the air-conditioning state
can be maintained for a comparatively long time using the capacity
of the cold thermal energy of the cool storage unit 40 even in the
case where the compressor 1 is stopped before the cool storage unit
temperature Tc of the cool storage unit 40 reaches the critical
cool storage unit temperature Tco. Also, the cold thermal energy
release mode is introduced at the time of acceleration or ascending
a slope or, in the broad sense of the word, when the engine output
increases. In such a case, the required air-conditioning means can
be provided without hampering the drive feeling in acceleration, or
ascending a slope, by stopping the compressor 1 (refrigeration
cycle).
[0143] Also, according to this embodiment, as shown in FIGS. 8, 9,
the use of the similarity degree of the driving patterns by the
estimation unit 52 and the conviction degree of the braking or
acceleration behavior by the determining unit 53 makes it possible
to predict the braking behavior or the acceleration behavior of the
driver in the immediate future with a higher probability at a time
earlier than the actual braking or acceleration behavior of the
driver. As a result, a long cool storage time can be more
positively secured.
[0144] Further, in the vehicle climate control apparatus according
to this embodiment, as shown in FIG. 8, the target evaporator
temperature Teo1 is set in accordance with the engine output state
when starting the cold thermal energy storage mode based on the
output template set and stored in the output template storage unit
533 in advance. Even in the case where the cold thermal energy
storage mode is started at the time of predicting the braking
behavior in the immediate future or during the actual braking
operation or at the time of predicting the acceleration behavior in
the immediate future, therefore, the engine output can be prevented
from being suddenly changed.
Other Embodiments
[0145] The embodiment described above represents an application of
the invention to a vehicle climate control apparatus for
controlling the air-conditioning device 100 having the cool storage
unit 40. However, this invention is not limited to the
configuration for storing or releasing the cold thermal energy in
or from the cool storage unit 40. According to the invention, the
intention of the driver for a driving behavior (such as
acceleration or braking) is estimated, and the output state of the
power source of the vehicle is predicted at an early time, so that
the air-conditioning control unit is instructed to adjust the
air-conditioning capacity in accordance with the output state,
thereby securing both the satisfactory driving feeling and the
in-compartment comfort at the same time.
[0146] Even in the case where the engine load is increased, such as
at a merging point of freeways, for example, the compressor load of
the climate control apparatus may be reduced temporarily by
estimating the intention for the driving behavior at an early time.
This invention is applicable also to a vehicle having a motor as a
power source such as a hybrid car or an electric car in which the
engine and the motor are combined. In the case where the load
condition of the power source is increased, for example, the
intention of the driver for the driving behavior is estimated and
the output state of the power source of the vehicle is predicted at
an early time. By adjusting the operating condition
(air-conditioning capacity) of the electric compressor of the
climate control apparatus in accordance with the predicted output
state, the effect of the electric compressor (electrical load) on
the on-vehicle power supply is reduced. As a result, the source
voltage drop due to an overload of the power supply and the
deterioration of the drive feeling can be prevented.
[0147] Also, in this embodiment, the driving behavior of the driver
is divided into the braking behavior and the acceleration behavior.
In the broad sense of the words, the acceleration behavior
according to this embodiment is defined as a driving behavior for
increasing the engine output including the acceleration behavior
and the behavior of ascending a slope.
[0148] Further, according to this embodiment, as shown in FIGS. 5,
6, the driving pattern storage unit 523 of the estimation unit 52
is configured to store the driving pattern template for each of
various detection information experimentally determined in advance.
The driving pattern template storage unit 523 has, stored and set
therein, a reference driving pattern template shared by a
multiplicity of drivers. In view of the individual differences of
propensity and features between individual drivers, however, the
propensity and the features of the individual drivers are
preferably learned from the actual driving pattern and reflected in
the driving pattern template. By doing so, the individual
adaptability is further improved for an improved determining
accuracy of the driving pattern.
[0149] For the reason described above, the embodiment shown in FIG.
11 further includes the process for detecting the actual driving
pattern (driving behavior data) in the control flow of FIG. 5 and
the process for correcting the driving pattern template in the
driving pattern template storage unit 523 (steps 205, 206) as a
learning process.
[0150] First, step 205 for determining the learning conditions,
i.e. as to whether the learning process is to be executed or not.
According to this embodiment, the driving pattern determination
accuracy is improved by retrieving the various detection
information in the case where the similarity degree is high. Upon
determination by the estimation unit 52 that the similarity degree
calculated at step 204 is associated with the braking behavior or
the acceleration behavior higher than a predetermined value, the
process proceeds to step 206, and the sampling data (driving
behavior data) for each of the prevailing various detection
information is retrieved and stored temporarily in the RAM or the
storage unit 51.
[0151] Then, at step 206, the estimation unit 52 determines an
averaged braking behavior pattern or an averaged acceleration
behavior pattern each time the braking behavior data or the
acceleration behavior data are accumulated a predetermined number
of times. Using the braking behavior pattern or the acceleration
behavior pattern thus determined, the estimation unit 52 corrects
each template of the braking behavior pattern and the acceleration
behavior pattern stored in the driving pattern template storage
unit 523 thereby to reflect a driving pattern unique to each
driver. To stabilize the determination accuracy, however, each
template is preferably corrected by employing, for example, the
weighted average to gradually correct the data amount of each
template initially set and stored.
[0152] In the case where step 205 determines that the similarity
degree is lower than the predetermined value, on the other hand,
the process is terminated without the learning process.
* * * * *