DETAILED DESCRIPTION OF THE PRESENTLY PREFERRED EMBODIMENTS

[0037] Preferred embodiments of the present invention will be described hereinafter with reference to appended drawings.

[0038] (First Embodiment)

[0039] An automatic air conditioner according to the first embodiment is constructed to automatically control air-conditioning performance in a passenger compartment of a vehicle including an engine. Even in the automatic air conditioner, the air-conditioning performance can be manually controlled. Specifically, in FIG. 1 , an electronic control unit (air-conditioning ECU) 10 electrically controls air-conditioning components (actuators) of an air-conditioning unit 1 for performing air-conditioning operation in the passenger compartment. The air-conditioning unit 1 includes an air conditioning duct 2 for defining an air passage therein. An inside/outside air switching door 3 is provided at the most upstream side of the air conditioning duct 2 between an outside air introduction port 4 and an inside air introduction port 5 . The inside/outside air switching door 3 is operated by an actuator (not shown) such as a servomotor, for selecting a flow amount ratio of inside air to outside air, to be introduced into the air conditioning duct 2 . A centrifugal fan is disposed at a downstream side of the inside/outside air switching door 3 . The centrifugal blower includes a blower motor 6 , and a centrifugal fan 7 driven and rotated by the blower motor 6 . The centrifugal fan 7 sucks air into the air conditioning duct 2 and blows the sucked air to a downstream side in the air conditioning duct 2 . A refrigerant evaporator 8 and a heater core 9 are provided at a downstream side of the centrifugal fan 7 .

[0040] The refrigerant evaporator 8 in a refrigerant cycle is a cooling heat exchanger for cooling air blown by the centrifugal fan 7 . Here, the refrigerant cycle includes a refrigerant compressor, a refrigerant condenser, a receiver, an expansion valve, and the like. Here, rotational motive power of an engine is transmitted to the refrigerant compressor by turning on a solenoid clutch (not shown), and operation of the refrigerant cycle is started.

[0041] The heater core 9 is a heating heat exchanger for heating air passing through the heater core 9 using engine cooling water (hot water) circulated into the heater core 9 . An air mixing door (A/M door) 11 is disposed at an upstream side of the heater core 9 , and its open degree is adjusted by an actuator such as a servomotor. Thus, a flow amount ratio of air passing through the heater core 9 to air bypassing the heater core 9 is adjusted by the air mixing door 11 , thereby controlling a temperature of air to be blown into the passenger compartment from air outlet ports provided on the air conditioning duct 2 at the most downstream side.

[0042] Specifically, a defroster air outlet port 12 , a face air outlet port 13 and a foot air outlet port 14 are provided on the air conditioning duct 2 at the most downstream side. A defroster switching door 15 , a face switching door 16 and a foot switching door 17 are provided at upstream sides of the defroster air outlet port 12 , the face air outlet port 13 and the foot air outlet port 14 , respectively. Each of the switching doors 15 - 17 is driven by an actuator such as a servomotor (not shown), and the temperature-controlled air is blown into the passenger compartment in an air outlet mode such as a defroster mode (DEF mode), a face mode (FACE mode), a bi-level mode (B/L mode), a foot mode (FOOT mode), a foot-defroster mode (F/D mode). In the defroster mode, conditioned air is blown toward a windshield of the vehicle. In the face mode, conditioned air is mainly blown toward the upper body portion of the passenger in the passenger compartment. In the bi-level mode, conditioned air is blown toward both of the upper portion of the passenger and the foot area of the passenger in the passenger compartment. In the foot mode, conditioned air is mainly blown toward the foot area of the passenger in the passenger compartment. Further, in the foot-defroster mode, conditioned air is blown toward the windshield while being blown toward the foot area of the passenger in the passenger compartment.

[0043] The air-conditioning ECU 10 includes a microcomputer 21 constructed by a central processing unit (CPU), a read only memory (ROM), a random access memory (RAM), a stand-by RAM, an input/output port (I/O port), an analog-digital conversion circuit (A/D conversion circuit) and the like (they are not shown). Here, an electrical erasable programmable ROM (EEPROM) may be provided in place of the ROM. An air blowing amount of the centrifugal fan 7 , that is, a voltage applied to the blower motor 6 is electrically controlled by a blower driving circuit 22 , based on a control signal output from the microcomputer 21 . The stand-by RAM is a RAM for storing (performing a backup of) learned values of passenger's preferences even when an ignition switch (IG) is turned off, and is directly energized by a battery even when IG is turned off. Further, the microcomputer 21 includes a backup power source for energizing the stand-by RAM for a short time even when the battery is removed.

[0044] Signals are input to an input circuit of the microcomputer 21 from an operation portion (air-conditioning operation panel) 23 . The operation portion 23 includes a manual inside/outside air selecting switch, a manual air-outlet mode selecting switch, a manual air blowing-amount setting switch and the like. The manual inside/outside air selecting switch is for switching any one of an inside air circulation mode and an outside air introduction mode. On the other hand, the manual air-outlet mode selecting switch is for switching any one of the defroster mode, the face mode, the B/L mode, the foot mode and the F/D mode. Further, environmental conditions relative to the air-conditioning operation in the passenger compartment of the vehicle are input to the microcomputer 21 . That is, signals from an inside air temperature sensor 24 , an outside air temperature sensor 25 , a sunlight sensor 26 and a post evaporator temperature sensor (not shown) are input to the microcomputer 21 , through a level conversion circuit 28 . The analog sensor signals are converted to digital sensor signals, and the converted digital sensor signals are input to the microcomputer 21 . The inside air temperature sensor 24 is for detecting an air temperature inside the passenger compartment, and the outside air temperature sensor 25 is for detecting an air temperature outside the passenger compartment. The sunlight sensor 26 is for detecting a sunlight amount entering into the passenger compartment.

[0045] A passenger's preference temperature (set temperature) in the passenger compartment is input by a temperature setting switch 27 for setting an air temperature in the passenger compartment at a desired temperature. A signal from the temperature setting switch 27 is level-converted by the level conversion circuit 28 , and the level-converted signal is input to the microcomputer 21 . The temperature setting switch 27 includes an air temperature up switch and an air temperature down switch. When the air temperature up switch is pushed one time, a signal for increasing the air temperature by one level (e.g., 0.5° C.) is input to the input circuit of the microcomputer 21 from the air temperature up switch. Similarly, when the air temperature down switch is pushed one time, a signal for decreasing the air temperature by one level (e.g., 0.5° C.) is input to the input circuit of the microcomputer 21 from the air temperature down switch. The operation portion 23 further includes an air amount up switch and an air amount down switch (they are not shown) for manually setting an amount of air blown into the passenger compartment. When the air amount up switch is pushed one time, a signal for increasing the blower voltage (voltage applied to the blower motor 6 ) by one level (e.g., 0.25V) is input to the input circuit of the microcomputer 21 from the air amount up switch. Similarly, when the air amount down switch is pushed one time, a signal for reducing the blower voltage by one level (e.g., 0.25V) is input to the input circuit of the microcomputer 21 from the air amount down switch.

[0046] As shown in FIG. 2 A, the operation portion 23 includes a push-button switch (learning switch) 31 having a learning mode indicator 32 . The learning switch 31 is for commanding a learning mode where passenger's manual operation is reflected in control characteristics. The learning mode indicator 32 includes a light emitting diode (LED) and the like for indicating a learning mode state by lighting the LED. The learning switch 31 is disposed at a position where the learning switch 31 can be readily operated and can be readily seen by the driver. As shown in FIG. 2 B, the operation portion 23 includes a push-button switch (automatic operation switch) 33 having an automatic operation indicator 34 . The automatic operation switch 33 is for setting automatic control where each actuator of the air-conditioning unit 1 is automatically controlled based on a predetermined control characteristic such as a blower voltage control characteristic, a blowing temperature characteristic, an inside/outside air introduction characteristic and an air outlet mode control characteristic. The automatic operation indicator 34 includes a LED and the like for indicating an automatic control state by lighting the LED.

[0047] When the automatic operation switch 33 is pushed, an automatic control mode such as an air amount automatic control is performed base on the predetermined control characteristic such as the air amount control characteristic, and the automatic operation indicator 34 is turned on. At this time, when the passenger operates the manual operation switch, the automatic control mode is released to perform a manual control mode set by the passenger, and the automatic operation indicator 34 is turned off. When the automatic operation switch 33 is again pushed, the automatic control mode is again performed, and the automatic operation indicator 34 is again turned on. For example, when the automatic control mode is released by manually operating the air amount control switch, the other automatic control such as the inside/outside air mode control, the air temperature control, the air outlet mode control and the like can be maintained as it is.

[0048] Next, a control method of the vehicle air conditioner having the automatic controlling operation according to the first embodiment will be described with reference to FIGS. 1 - 8 . FIG. 3 shows a basic control of the vehicle air conditioner. In FIG. 3 , at step S 100 , the microcomputer 21 starts control operation after the IG is turned on. At step S 110 , conversion values, flags and the likes are initialized. At step S 150 , sensor signals relative to environmental conditions are input to the microcomputer 21 from the inside air temperature sensor 24 , the outside air temperature sensor 25 , the sunlight sensor 26 and the post evaporator temperature sensor, and operation signals relative to operation switch states are input to the microcomputer 21 from the operation portion 23 and the temperature setting switch 27 . Further, operation signals are input to the microcomputer 21 from the learning switch 31 and the automatic operation switch 33 .

[0049] At step S 200 , a target blowing temperature TAO of air blown into the passenger compartment is calculated by the following formula (1) based on the signals relative to the environmental conditions input at step S 150 .

TAO=KSET×TSET−KR×TR−KAM×TAM−KS×TS+C (1)

[0050] wherein, each of KSET, KR, KAM and KS is a coefficient, and C is a constant. TSET is a set temperature for the passenger compartment (inside air temperature) set by the temperature setting switch 27 , and TR is an inside air temperature detected by the inside air temperature sensor 24 . TAM is an air temperature outside the passenger compartment (outside temperature) detected by the outside air temperature sensor 25 , and TS is an amount of sunlight radiated into the passenger compartment detected by the sunlight sensor 26 .

[0051] Step S 300 , an open degree of the A/M door 11 is calculated by the following formula (2) in correspondence to the target blowing temperature TAO in an automatic air-conditioning control mode. The A/M door 11 is controlled to be operated to the calculated open degree, thereby automatically controlling the temperature of air blown into the passenger compartment from the air outlet ports 12 - 14 . However, since a desired blowing temperature is changed for every passenger, it is difficult to determine the desired air blowing temperature uniformly for every passenger. Therefore, manual operation of the passenger is stored, and the air temperature control characteristic can be changed so that the stored manual operation is reflected in the next air temperature automatic control after the manual operation is performed.

SW =[( TAO−TE )/( TW−TE )]×100(%) (2)

[0052] wherein, TAO is the target blowing temperature calculated at step S 200 , TE is the post evaporator temperature (air temperature directly at a downstream side of the evaporator 8 ) detected by the post evaporator temperature sensor, and TW is a temperature of engine cooling water detected by a water temperature sensor (not shown).

[0053] At step S 400 , an amount of air blown by the centrifugal fan 7 is calculated in the automatic mode, and the amount of air blown into the passenger compartment is controlled by controlling the rotation speed of the centrifugal fan 7 connected to the blower motor 6 through the blower driving circuit 22 . That is, at step S 400 , a blower voltage applied to the blower motor 16 is controlled through the blower driving circuit 22 so that the amount of air blown into the passenger compartment is controlled. However, a desired air blowing amount is changed for every passenger, and is difficult to be uniformly determined. Therefore, in the first embodiment, manual setting value of a passenger is stored in the microcomputer 21 , and a preference of the passenger is reflected in air blowing control characteristics in a learning control mode where the manual setting value of a passenger is reflected in the air amount control after the manual setting is performed. The learning mode will be described later in detail.

[0054] At step S 500 , for example, an introduction amount ratio of inside air to outside air, to be controlled by the inside/outside air switching door 3 , is calculated based the target blowing temperature TAO in the automatic mode. That is, an inside/outside air mode is determined among the inside air circulation mode, the outside air introduction mode and an inside/outside air introduction mode. Here, when the inside air circulation mode is manually selected, the inside/outside air switching door 3 is controlled to set the selected inside air circulation mode. Further, the inside/outside air mode preferred by the passenger is learned in the manual operation of the passenger, and the preference of the passenger may be reflected in the inside/outside air control characteristics. At step S 600 , for example, the air outlet mode is calculated in accordance with the target blowing temperature TAO in the automatic mode. That is, the air outlet mode is determined among the face mode, the B/L mode, the foot mode, F/D mode and the defroster mode. Each operation of the mode switching doors 15 - 17 is controlled so that the determined air outlet mode can be set. When the air outlet mode is manually selected, each of the mode switching doors 15 - 17 is controlled so that the manually selected air outlet mode can be set. Further, the air outlet mode preferred by the passenger can be learned in the manual operation of the passenger, and the preference of the passenger may be reflected in the air-outlet mode control characteristics.

[0055] At step S 700 , the compressor of the refrigerant cycle is controlled in the automatic mode. For example, when the post evaporator temperature TE detected by the post evaporator temperature sensor is reduced equal to or lower than 3° C., a solenoid clutch is controlled to be disconnected to the compressor. Further, when the post evaporator temperature TE is increased equal to or higher than 4° C., the solenoid clutch is controlled to be connected to the compressor. Here, the post evaporator temperature TE is an air temperature directly at the downstream side of the evaporator 8 , or a fin temperature of the evaporator 8 . Thereafter, the control operation is returned to step S 150 , and steps S 150 -S 700 are repeated to control air-conditioning performance in the passenger compartment.

[0056] Next, a blower voltage control for electrically controlling the voltage applied to the blower motor in accordance with the air outlet mode will be described in detail. After step S 300 shown in FIG. 3 is performed, at step S 410 shown in FIG. 4 , it is determined whether or not the present air outlet mode is the face mode. In the face mode, conditioned air (mainly cool air) is blown to the upper body portion of the passenger from the face air outlet port 13 . When the face mode is determined to be set at step S 410 , it is determined whether or not an air blowing amount is manually set at step S 411 in FIG. 5A . When the determination at step S 411 is YES, that is, when the air blowing amount is manually set at step S 411 , a blower voltage control map in the face mode shown in FIG. 7A is changed at step S 412 , and a blower voltage VF is calculated at step S 413 . Then, the blower voltage VF is output to the blower motor 6 through the driving circuit 22 at step S 460 shown FIG. 4 . Thereafter, the control step proceeds to step S 500 shown in FIG. 3 .

[0057] When the present air outlet mode is not the face mode at step S 410 in FIG. 4 , it is determined whether or not the present air outlet mode is the B/L mode at step S 420 in FIG. 4 . In the B/L mode, conditioned air is blown to the upper body portion of the passenger from the face air outlet port 13 , and is blown to the foot portion of the passenger from the foot air outlet port 14 . When the B/L mode is determined to be set, it is determined whether or not the air blowing amount is manually set at step S 421 in FIG. 5B . When the determination at step S 421 is YES, a blower voltage control map in the B/L mode shown in FIG. 7B is changed at step S 422 , and a blower voltage VF in the B/L mode is calculated at step S 423 . Then, the blower voltage VF is output to the blower motor 6 through the driving circuit 22 at step S 460 shown in FIG. 4 . Thereafter, the control step proceeds to step S 500 shown in FIG. 3 .

[0058] When the determination at step S 420 in FIG. 4 is NO, it is determined whether or not the present air outlet mode is the foot mode at step S 430 in FIG. 4 . In the foot mode, conditioned air is blown to the foot portion of the passenger from the foot air outlet port 14 . When the B/L mode is determined to be set, it is determined whether or not an air blowing amount is manually set at step S 431 shown in FIG. 6A . When the determination at step S 431 is YES, a blower voltage control map in the foot mode shown in FIG. 7C is changed at step S 432 , and the blower voltage VF is calculated at step S 433 . Then, the blower voltage VF is output to the blower motor 6 through the driving circuit 22 at step S 460 shown in FIG. 4 . Thereafter, the control step proceeds to step S 500 shown FIG. 3 .

[0059] When the determination at step S 430 in FIG. 4 is NO, it is determined whether or not the present air outlet mode is the F/D mode at step S 440 in FIG. 4 . In the F/D mode, conditioned air is blown to an inner surface of the windshield from the defroster air outlet port 12 , and is blown to the foot portion of the passenger from the foot air outlet port 14 . When the F/D mode is determined to be set, it is determined whether or not an air blowing amount is manually set at step S 441 shown in FIG. 6B . When the determination at step S 441 is YES, a blower voltage control map in the F/D mode shown in FIG. 7D is changed at step S 442 , and a blower voltage VF is calculated at step S 443 . Then, the blower voltage VF is output to the blower motor 6 through the driving circuit 22 at step S 460 shown FIG. 4 . Thereafter, the control step proceeds to step S 500 shown FIG. 3 . When the determination is NO at all steps S 410 , S 420 , S 430 , S 440 , the air outlet mode is determined to be the defroster mode. In the defroster mode, conditioned air is blown to the inner surface of the windshield from the defroster air outlet port 12 . Then, it is determined whether or not an air blowing amount is manually set at step S 451 . When the determination at step S 451 is YES, a blower voltage control map in the defroster mode shown in FIG. 7E is changed at step S 452 , and the blower voltage VF is calculated at step S 453 . Then, the blower voltage VF is output to the blower motor 6 through the driving circuit 22 , at step S 460 shown FIG. 4 . Thereafter, the control step proceeds to step S 500 shown in FIG. 3 .

[0060] Next, a learning change control in the learning mode according to the first embodiment will be described. When the air blowing amount is manually set in an air amount automatic mode, the automatic operation indicator 34 is turned off, and the voltage applied to the blower motor 6 is controlled to become the desired blower voltage VF. When 3-5 seconds passes after ending the manual operation, a buzzer is sounded while the learning mode indicator 32 is made to flicker to inform the passenger whether or not the blower voltage control characteristic is allowed to be changed in accordance with the manual operation of the passenger. When the passenger wants to prohibit the learning change, the above learning change can be prevented by pushing the learning switch 31 within two seconds after starting the indication of the learning mode indicator 32 for the passenger. When the learning switch 31 is pushed after two seconds after starting the indication of the learning mode indicator 32 for the passenger, the blower voltage control characteristic of the blower voltage control map described later is changed in accordance with the manual operation of the passenger. Accordingly, when the passenger manually sets the air blowing amount to a passenger's preference air blowing amount, the blower voltage control characteristic in the air-amount automatic mode can be changed to a characteristic in which the passenger's preference is reflected, after a predetermined time (e.g., five seconds) passes after the manual operation.

[0061] Next, the learning change control of the blower voltage control map will be described in detail. In FIG. 8 , at step S 11 , it is determined whether or not the passenger manually sets the air blowing amount in the air amount automatic mode where a voltage applied to the blower motor 6 is automatically controlled in accordance with the blower voltage control map. That is, it is determined whether or not the passenger increases the blower voltage by one level (0.25V) or more by pushing the air amount up switch, or it is determined whether or not the passenger reduces the blower voltage by one level (0.25V) or more by pushing the air amount down switch. When the determination at step S 11 is YES, that is, when it is determined that the passenger manually sets the air blowing amount, it is determined whether or not the air blowing level after the manual operation is in a readily sensible area at step S 12 . In the readily sensible area, for example, the air blowing amount is small, and the air blowing temperature is approximate 25° C. Further, in the readily sensible area, an air amount change (air-conditioning state change) is readily sensible by the passenger. For example, at step S 12 , it is determined whether or not the air blowing level after the manual operation is set equal to or lower than a predetermined level (e.g., 10 levels).

[0062] When the determination at step S 12 is YES, that is, when the air blowing level after the manual operation is in the readily sensible area, it is determined that the above manually-set air amount is largely affected to the blower voltage control map at step S 13 . That is, an effecting degree (necessary degree) of the manual operation to the control pattern is larger. Then, at step S 15 , the blower voltage control map is formed so that the air amount control pattern is changed to the solid line L 2 passing through an operation point M 0 where the air amount change is readily sensible for the passenger. When the determination at step S 12 is N 0 , that is, when the air blowing level after the manual operation is in an unreadily sensible area, it is determined that the above manually-set air amount is not largely affected to the blower voltage control map at step S 14 . That is, the affecting degree of the manual operation affected to the blower voltage control map is small. Then, at step S 15 , the blower voltage control map is formed so that the air amount control pattern is changed to the broken line L 1 where the air amount change is difficult to be sensible by the passenger. Here, the chain line L 0 represents a basic air-amount control pattern, that is, the air-amount control pattern before being changed. Generally, several ten % of manual operation is reflected in the air amount control. However, when the air amount is not in the low air amount area, the air amount control characteristic of the blower voltage control map is changed by 20-50% of the manual operation amount. When the air amount is in the low air amount area, the air amount control characteristic of the blower voltage control map is changed by 100% of the manual operation amount.

[0063] When the air blowing amount manually set by the passenger is lower than a predetermined amount, it can be determined that the air blowing amount is in the readily sensible area. Further, when it is determined that the air blowing amount is in the readily sensible area, it can determine that the manually set air blowing amount is data having a large affecting degree relative to the blower voltage control map. In this case, the blower voltage control map is changed to pass through the manually set air blowing amount set by the passenger. On the other hand, when the air blowing amount manually set by the passenger is not lower than the predetermined amount, it can be determined that the air blowing amount is in the unreadily sensible area. Further, when it is determined that the air blowing amount is in the unreadily sensible area, it can determine that the manually set air blowing amount is data having a small affecting degree relative to the blower voltage control map. In this case, it is unnecessary to change the control pattern of the blower voltage control map to the manually set air blowing amount by 100%. That is, in this case, the blower voltage control map is changed to a control pattern that is linearly approximated to the manually set air blowing amount by a ratio in a range of 20-50%. Accordingly, when it is determined that the air amount change is in the unreadily sensible area, a free degree for setting a straight line approximating plural operation points manually set by the passenger or a simple combination of the simple straight line is readily set. Thus, the stored capacity can be reduced by the simple approximating method due to the simple lines.

[0064] As described above, in the automatic air conditioner according to the first embodiment, as the passenger performs the manual operation in the more readily sensible area, the more manual operation is reflected in the air amount automatic control. Therefore, the air amount control characteristic can be faithfully changed in accordance with the manual operation in the readily sensible area such as the low air amount area and the blowing temperature of approximate 25° C. Further, a storage capacity of the stand-by RAM contained in the microcomputer 21 can be reduced as compared with the storage medium where each air blowing amount manually operated by the passenger is stored, thereby requiring no expensive storage medium, and reducing production cost of the vehicle air conditioner.

[0065] (Second Embodiment)

[0066] The second embodiment of the present invention will be described with reference to FIGS. 9 and 10 A- 10 C. When the air blowing amount is fixed at a high level in a case where the defroster mode is required, the possibility for manually operating the air blowing amount is smaller. Therefore, in the second embodiment as shown in FIG. 9 , steps S 451 , S 452 shown in FIG. 4 are eliminated. In FIG. 9 , the control operation at the other steps are similar to those in FIG. 4 . The blower voltage control characteristic is adjusted to the original pattern shown in FIGS. 10 A- 10 C when the vehicle air conditioner is shipped. When the passenger reduces the air blowing amount as a first manual operation as shown in FIG. 10 A, the slant portion of the original pattern is displaced to a straight line passing through an operation point M 1 in parallel to the slant portion of the original pattern. After the first manual operation is reflected in the blower voltage control characteristic, the blower voltage control characteristic is changed to the solid line in FIG. 10 A, and the air amount is automatically controlled based on the solid line in FIG. 10A .

[0067] Then, when the passenger reduces the air blowing amount as a second manual operation as shown in FIG. 10 B, the changed pattern due to the first manual operation is inclined to pass through an operation point M 2 and the operation point M 1 . After the second manual operation is reflected in the blower voltage control characteristic, the blower voltage control characteristic is changed to the solid line in FIG. 10B . When the passenger reduces the air blowing amount as a third manual operation as shown in FIG. 10 C, the changed pattern due to the second manual operation is inclined to the solid straight line shown in FIG. 1C . The solid straight line in FIG. 10C is approximated in the least square by the operation points M 1 , M 2 , M 3 . Further, when the passenger performs three or more times of manual operation, the blower voltage control characteristic is changed to a line approximated in the least square by three or more operation points.

[0068] According to the second embodiment of the present invention, the original pattern shown in FIGS. 10 A- 10 C is stored when the vehicle air conditioner is shipped. When the control pattern of the blower voltage control map is changed so that the manually operation points are reflected, the previous change is not rejected but is learned. That is, the first change shown in FIG. 10A is similar to that of the above-described first embodiment. However, in the second embodiment, when the second change is caused, the previous first change is not rejected, but the second change is performed to pass through both of the first and second operation points, as shown in FIG. 10B . When the third change is performed, the control pattern of the blower voltage control map is changed to a straight line approximating the first operation point, the second operation point and the third operation point while the straight line does not pass through all the operation points, as shown in FIG. 10C .

[0069] (Third Embodiment)

[0070] The third embodiment of the present invention will be described with reference to FIG. 11 . In the third embodiment, at step S 21 shown in FIG. 11 , it is determined whether or not the passenger manually sets the air blowing amount in the air amount automatic mode as in the first embodiment. When the determination at step S 21 is YES, that is, when it is determined that the passenger manually sets the air blowing amount, it is determined whether or not an air blowing level after the manual operation is in the readily sensible area at step S 22 . That is, at step S 22 , it is determined whether or not the air blowing level is equal to or lower than a predetermined level (e.g., 10 levels).

[0071] When the determination at step 22 is YES, that is, when the air blowing level after the manual operation is in the readily sensible area, it is determined that the above manual-set air amount is largely affected to the blower voltage control map at step S 23 . That is, the affecting degree of the manually set air amount to the blower voltage control map is larger. When the determination at step S 22 is NO, that is, when the air blowing level after the manual operation is in the unreadily sensible area, it is determined that the affecting degree of the manual-set air amount to the blower voltage control map is small at step S 24 . Then, at step S 25 , the blower voltage control map is formed so that the air amount control pattern is changed to the solid line approximated in the least square by the operation points M 2 , M 3 , M 4 where the air amount change is readily sensible for the passenger. In the graph at step S 25 in FIG. 11 , M′ shows a comparison example where the affecting degree is made low and uniform in the low air amount area.

[0072] According to the third embodiment, the manually set blowing operation can be set at plural levels. Further, as the manually set operation point is in a low level side, the affecting degree of the manually set operation point is made larger. That is, the control pattern is set at a straight line that is approximated to the manual operation point such that, as the manually set air-blowing amount level becomes lower, the reflecting ratio reflected in the following automatic air amount control can be made larger.

[0073] Accordingly, in the third embodiment, a passenger' preference can be effectively reflected in the blower voltage control characteristic even when a simple air amount control map is used. Thus, the passenger's preference can be faithfully reflected in the blower voltage control characteristic in the readily sensible area and even by the low-priced microcomputer 21 including the stand-by RAM having a small storage capacity.

[0074] (Fourth Embodiment)

[0075] The fourth embodiment of the present invention will be now described with reference to FIG. 12 . In the fourth embodiment, at step S 31 shown in FIG. 12 , it is determined whether or not the passenger manually sets the air blowing amount in the air amount automatic mode as in the first embodiment. When the determination at step S 31 is YES, that is, when it is determined that the passenger manually sets the air blowing amount, it is determined whether or not an air blowing level after the manual operation is in the readily sensible area at step S 32 . That is, at step S 32 , it is determined whether or not the air blowing level is equal to or lower than a predetermined level (e.g., 10 levels).

[0076] When the determination at step S 32 is YES, that is, when the air blowing level after the manual operation is in the readily sensible area, it is determined that the above manually set air amount is stored in the storage medium for a long time at step S 33 . When the determination at step S 32 is NO, that is, when the air blowing level after the manual operation is in the unreadily sensible area, it is determined that the above manually set air amount is stored in the storage medium for a short time at step S 34 . For example, in a case where three, operation points can be stored, when a fourth operation point is in the low air amount area and a third operation point is in the high air amount area, the third operation point is eliminated. Therefore, at step S 35 , the blower voltage control map is formed so that the air amount control pattern is changed to the solid line approximated in the least square by the operation points M 1 , M 2 , M 4 . Accordingly, the passenger's preference can be reflected in the blower voltage control characteristic even when the low-priced microcomputer 21 including the stand-by RAM having a small storage capacity is used.

[0077] In the fourth embodiment, when the control pattern of the blower voltage control operation is changed, the previous change is not rejected but is further learned. However, all the old manual operation data is not considered, and a part of the old manual operation data is rejected. The rejection time of the old manual operation data is determined based on the stored time determined at steps S 33 , S 34 . That is, the rejection time of the old manual operation data is determined based on the air blowing level after the manual operation. Accordingly, in the case where the three operation points can be stored, the first change of the control pattern of the blower voltage control map can be performed so that the control straight line of the blower voltage control map passes through the first operation point. Further, the second change of the control pattern of the blower voltage control map can be performed so that the control straight line of the blower voltage control map passes through the first and second operation points. Further, the third change of the control pattern of the blower voltage control map can be performed so that the control straight line of the blower voltage control map is changed while considering the first, second and third operation points. As described above, when the air blowing amount is manually operated at the fourth time, the fourth change of the control pattern of the blower voltage control map is performed so that the control straight line of the blower voltage control map is changed while considering the first, second and fourth operation points without using the third operation point. That is, the control straight line of the blower voltage control map is changed to the solid line in the graph at step S 35 in FIG. 12 , approximated in the first operation point M 1 , the second operation point M 2 and the fourth operation point M 4 .

[0078] (Fifth Embodiment)

[0079] The fifth embodiment of the present invention will be now described with reference to FIG. 13 . In the fifth embodiment, at step S 41 shown in FIG. 13 , it is determined whether or not the passenger manually sets the air blowing amount in the air amount automatic mode as in the first embodiment. When the determination at step S 41 is YES, that is, when it is determined that the passenger manually sets the air blowing amount, it is determined whether or not a time, for which an environmental condition is not changed, is long at step S 42 . At step S 42 , it is determined whether or not the manual operation is performed in a stable state, that is, it is determined whether or not a predetermined time (e.g., 30 seconds) passes after the air blowing amount is changed last when the manual operation is performed. Here, a range, where the air blowing level is determined to be stable, can be set. For example, when the air blowing level is changed in a range of ±1 level (e.g., corresponding to 0.025V of the blower voltage) of the blower level, the air blowing level is determined to be stable.

[0080] When the passed time “t” after the blower voltage is changed at the last time is longer than a predetermined time (e.g., 30 seconds) at step S 42 , it can be determined that the blower level is in the stable level, and it can be determined that a passenger's discontenting degree with the air blowing amount before the manual operation is high. Therefore, the manually-set air blowing amount is largely reflected in the air amount control map at step S 43 . When the determination is NO at step S 42 , it can be determined to be difficult to estimate an degree of the passenger discontent with the air blowing amount before the manual operation. Therefore, the air blowing amount manually set is slightly reflected in the air amount control map at step S 44 . That is, at step S 43 , the affecting degree of the manual operation is made larger. On the other hand, at step S 44 , the affecting degree of the manual operation is made smaller. Then, at step S 45 , the control pattern of the blower voltage control map is changed to a solid line more approximated in the operation points ML where the affecting degree of the manual operation is larger, as compared with the operation point MS where the affecting degree of the manual operation is smaller.

[0081] (Sixth Embodiment)

[0082] The sixth embodiment of the present invention will be described with reference to FIG. 14 . In the sixth embodiment, at step S 51 shown in FIG. 14 , it is determined whether or not the passenger manually sets the air blowing amount in the air amount automatic mode as in the first embodiment. When the determination at step S 51 is YES, that is, when it is determined that the passenger manually sets the air blowing amount, it is determined whether or not the air outlet mode is a mode such as the face mode and the B/L mode, where conditioned air is blown to the upper body portion (especially, the face) of the passenger, at step S 52 . When the determination is YES at step S 52 , that is, when the air blowing amount is manually operated in the air outlet mode where much amount of conditioned air is blown to the upper half body of the passenger, it is determined that the passenger's preference is more reflected, than in an air outlet mode such as the foot mode and the F/D mode, where the air amount change is difficult to be sensible for the passenger. Therefore, the affecting degree of the manually set air blowing amount is made larger at step S 53 so that the operation points ML are largely reflected in the blower voltage control map at step S 55 .

[0083] When the determination is NO at step S 52 , that is, when the air blowing amount is manually operated in the air outlet mode such as the foot mode and the F/D mode where conditioned air blown to the upper body portion of the passenger is small, the affecting degree of the manually-set air blowing amount is made small at step S 54 so that the operation point MS is slightly reflected in the blower voltage control map at step S 55 . Accordingly, manual operation data, set in the air outlet mode where the air amount change is readily sensible for the passenger, is more largely reflected in the air amount control map. Thus, the air amount control characteristic rapidly approaches a characteristic fitted to the passenger's preference.

[0084] According to the sixth embodiment, the affecting degree of the manual operation is determined based on the air outlet mode for determining the blowing direction of air within the passenger compartment.

[0085] (Seventh Embodiment)

[0086] The seventh embodiment of the present invention will be now described with reference to FIG. 15 . In the seventh embodiment, irregular manual operation is made difficult to be reflected in the blower voltage control map. As shown in FIG. 15 , at step S 61 , it is determined whether or not the passenger manually sets the air blowing amount in the air-amount automatic control mode. When the determination at step S 61 is YES, it is determined whether or not the air blowing amount is manually set at a passenger's preference control value at step S 62 . In the manual operation, the passenger increases the blower voltage by one level (0.25V) or more by pushing the air amount up switch, or reduces the blower voltage by one level (0.25V) or more by pushing the air amount down switch. Specifically, it is determined whether or not the manual operation level is away from a reference control value (e.g., five levels) at step S 62 . That is, it is determined whether or not a difference (|V 2 −V 1 |) between the blower voltage level V 2 after the manual operation and the basic blower voltage level V 1 before the manual operation is equal to or smaller than a predetermined voltage (e.g., 5). When the determination at step S 62 is YES, that is, when it is determined that the air blowing amount after the manual operation is not greatly different from the basic air amount before the manual operation, it is determined at step S 63 that 100% of the manual operation amount is reflected in the blower voltage control map after the manual operation is performed.

[0087] When the determination at step S 62 is NO (|V 2 −V 1 |>5), that is, when it is determined that the air blowing amount after the manual operation is greatly different from the basic air amount before the manual operation, it can be determined that a possibility of irregular manual operation is high. Therefore, at step S 64 , 50% of the manual operation amount is reflected in the blower voltage control map after the manual operation is performed. Then, at step S 65 , the manual operation amount is reflected in the blower voltage control map based on the reflecting degree at step S 63 , S 64 , and the blower voltage control map is changed.

[0088] For example, when the passenger get on the vehicle and starts automatic air-conditioning operation in the passenger compartment after sporting hard, the passenger prefers an air blowing temperature lower than in an usual case and an air blowing amount larger than in the usual case. In this case, since the passenger is not satisfied with an air blowing amount corresponding to the blower voltage control characteristic in which the previous manual operation has been reflected, the passenger manually changes the air blowing amount to an air blowing amount satisfying the passenger. However, if the manual operation, performed in such condition, is reflected in the blower voltage control characteristic, the blower voltage control characteristic is changed to be different from a general passenger's preference. Accordingly, when the air blowing amount after the manual operation is largely different from the basic air amount, only a part (e.g., 50%) of the manual operation amount is reflected in the blower voltage control characteristic.

[0089] When the air blowing amount after manual operation is different from the basic control amount beforehand stored in the storage medium (memory) by more than the reference control amount, the manual operation can be determined to be irregular in a high possibility. Therefore, the air blowing amount set by such manual operation can be made not to be completely reflected in the blower voltage control characteristic. Thus, the control pattern of the blower voltage control characteristic, in which manual operation is reflected to realize comfortable air-conditioning operation, cannot be largely disturbed. Further, as the manual operation approaches the original automatic control pattern of the air blowing amount, the reflecting percentage of the manual operation is made larger. Accordingly, the manual operation can be rapidly reflected in the air amount automatic control to be more rapidly fitted to the passenger's preference.

[0090] In the seventh embodiment, when the air blowing amount after manual operation is different from the basic control amount beforehand stored in the storage medium (memory) by more than the reference control amount, it is determined that the manual operation is an irregular operation in a high possibility, and 50% of the manual operation amount is reflected in the blower voltage control map. However, in the seventh embodiment, as the air blowing amount after the manual operation is more different from the reference control amount, the reflecting degree of manual operation can be made smaller. In this case, the control straight line does not pass through the operation point, but is approximated to the manual operation point by a simple straight line in accordance with the reflecting degree. As the reflecting degree is smaller, a degree for approximating to the manual operation point is made litter.

[0091] On the other hand, when the air blowing amount after manual operation is slightly different from the basic control amount beforehand stored in the storage medium (memory) by less than the reference control amount, it is determined that the manual operation is a regular operation, and 100% of the manual operation amount is reflected in the blower voltage control map. In this case, the control straight line is changed to pass through the manual operation point, so that the passenger's manual operation can be readily reflected in the air amount automatic control. Thus, a storage capacity can be made smaller in the seventh embodiment.

[0092] (Eighth Embodiment)

[0093] In the eighth embodiment, as shown in FIG. 16 , at step S 71 , it is determined whether or not the passenger manually sets the air blowing amount in the air amount automatic control as in the seventh embodiment. When the determination at step S 71 is YES, it is determined whether or not the air blowing amount V 2 after the manual operation is not different from the basic air amount V 1 before the manual operation by much more than the reference control amount (e.g., five levels) at step S 72 . When the determination at step S 72 is YES, that is, when it is determined that the air blowing amount after the manual operation is not so much different from the basic air amount before the manual operation, it is determined at step S 73 that all of the manual operation amount is reflected in the air amount control after the manual operation is performed. When the determination at step S 72 is NO, that is, when it is determined that the air blowing amount after the manual operation is greatly different from the basic blowing amount before the manual operation by much more than the reference control amount, it can be determined that irregular manual operation is performed in a high possibility. Therefore, at step S 74 , it is determined that a predetermined amount (e.g., three levels) of the manual operation amount is reflected in the air amount control after the manual operation is performed.

[0094] Then, at step S 75 , the predetermined amount of the manual operation amount determined at steps S 73 , S 74 is reflected in the air amount control map after the manual operation is performed. When the air blowing amount after manual operation is greatly different from the original automatic control pattern, that is, the basic control amount beforehand stored in the storage medium by more than the reference control amount, it is determined that the manual operation is irregular in a high possibility. Therefore, in this case, 100% of the irregular manual operation amount can be prevented from being reflected in the blower voltage control characteristic by setting the percentage reflected in the blower voltage control characteristic at 0% or reducing the percentage reflected therein. Thus, the air amount control characteristic rapidly approaches an air-amount characteristic fitted to the passenger's preference. Further, as the manual operation approaches the original automatic control pattern of the air blowing amount, the reflecting percentage of the manual operation is made longer. Accordingly, the manual operation can be rapidly reflected in the next air amount automatic control.

[0095] (Ninth Embodiment)

[0096] The ninth embodiment of the present invention will be described with reference to FIG. 17 . In the ninth embodiment, as shown in FIG. 17 , at step S 81 , it is determined whether or not the passenger manually sets the air blowing amount in the air amount automatic control as in the seventh embodiment. When the determination at step S 81 is YES, it is determined whether or not the air blowing amount is manually set at an air blowing amount of the passenger's preference at step S 82 . Specifically, it is determined whether or not the air blowing amount V 2 after the manual operation is not separated from the basic air amount V 1 before the manual operation by much more than the reference control amount (e.g., five levels) at step S 82 . When the determination at step S 82 is YES, that is, when it is determined that the air blowing amount after the manual operation is not so much different from the basic air amount before the manual operation, it is determined at step S 83 that all of the manual operation amount is reflected in the air amount control characteristic after the manual operation is performed. Then, at step S 84 , all of the manual operation amount is reflected in the air amount control after the manual operation is performed.

[0097] When the determination at step S 82 is NO, that is, when it is determined that the air blowing amount V 2 after the manual operation is greatly different from the basic air amount V 1 before the manual operation by much more than the reference control amount, the manual operation amount is not reflected in the air amount control after the manual operation is performed at step S 85 . Then, at step S 86 , the automatic operation indicator 34 shown in FIG. 2 is turned off while the air amount control mode is fixed to the manual mode. At this time, the learning mode indicator 32 can be turned off to indicate a mode where the present manual operation is not reflected in the blower voltage control characteristic.

[0098] Because the irregular manual operation is not reflected in the blower voltage control characteristic, the regular air-amount control pattern is not disturbed. For example, when the irregular manual operation is performed, the irregular manual operation is not reflected in the next automatic control.

[0099] In the ninth embodiment, when the affecting degree of the manual operation to the automatic control is small, the manual operation is not reflected in the next automatic control.

[0100] (Tenth Embodiment)

[0101] The tenth embodiment of the present invention will be described with reference to FIG. 18 .

[0102] As shown in FIG. 18 , at step S 91 , it is determined whether or not the passenger manually sets the air temperature in the air-temperature automatic control mode. When the determination at step S 91 is YES, it is determined whether or not the air temperature is manually set at any one of MAXCOOL (e.g., equal to or lower than 20° C.) and MAXHOT (e.g., equal to or higher than 30° C.) at step S 92 . In the manual operation, the passenger increases the air temperature by one level (0.5° C.) or more by pushing the air temperature up switch of the temperature setting switch 27 , or reduces the air blowing temperature by one level (0.5° C.) or more by pushing the air temperature down switch of the temperature setting switch 27 . When the determination at step S 92 is NO, that is, when it is determined that the air blowing temperature is manually set at a temperature different from the MAXCOOL and MAXHOT, it is determined at step S 93 that all the temperature change manually performed by the temperature setting switch 27 is reflected in the air temperature control after the manual operation is performed. Then, at step S 94 , all the changed temperature is reflected in the air temperature control characteristic after the manual operation is performed. Specifically, the target open degree SW of the A/M door 11 is reduced or increased in accordance with the target blowing temperature TAO.

[0103] When the determination at step S 92 YES, that is, when it is determined that the air temperature is manually set at any one of the MAXCOOL and the MAXHOT, it can be determined in a high possibility that irregular manual operation is performed. Therefore, at step S 95 , the temperature change manually performed by the temperature setting switch 27 is not reflected in the next automatic air temperature control after the manual operation is performed. That is, the affecting degree of the manual operation to the air temperature control is made smaller, and the manual operation is not reflected in the next air temperature control map. Then, at step S 96 , the learning mode indicator 32 is turned off to indicate that none of the changed temperature is reflected in the next automatic air temperature control. Because the irregular manual operation is not reflected in the next automatic temperature control, the regular manual operation is readily reflected in the next automatic air temperature control to be readily fitted to the passenger's preference. Thus, the air temperature control characteristic rapidly approaches to the passenger's preference characteristic.

[0104] In the tenth embodiment, when the air amount is manually set at the maximum value or minimum value, the manual operation is not reflected in the control characteristic, similarly to the above-described temperature control shown in FIG. 18 .

[0105] (Eleventh Embodiment)

[0106] The eleventh embodiment of the present invention will be described with reference to FIG. 19 . In the eleventh embodiment, as shown in FIG. 19 , at step S 101 , it is determined whether or not the passenger manually sets the air blowing amount in the air amount automatic control mode as in the seventh embodiment. When the determination at step S 101 is YES, it is determined whether or not the blower level after the manual operation is equal to or lower than a predetermined level (e.g., five levels) at step S 102 . When the determination at step S 102 is NO, it is determined that the air blowing amount after the manual operation is sufficient. In this case, it is determined that the affecting degree of the manual operation to the air amount control is high, and all of the manual operation is reflected in the next automatic air amount control after the manual operation is performed. Then, at step S 104 , the blower voltage control map is changed so that all the manual operation is reflected. When the determination at step S 102 is YES, that is, when it is determined that the air amount after the manual operation is excessively low, it can be determined in a high possibility that irregular manual operation is performed. In this case, an amount of conditioned air reaching a rear seat is reduced. Accordingly, in this case, the affecting degree of the manual operation to the air amount control characteristic is small. Therefore, at step S 105 , the manual operation amount is not reflected in the next air-amount automatic control after the manual operation is performed. At this time, the learning mode indicator 32 can be turned off to indicate a mode where the present manual operation is not reflected in the blower voltage control characteristic.

[0107] In the eleventh embodiment, when the air amount is manually set in a low blower voltage control where the air amount blown into the passenger compartment is small, the manual operation is set to be not reflected in the next automatic control. For example, at a minimum blower level, the manual operation is not reflected in the blower voltage control characteristic, or an amount of the manual operation to be reflected in the blower voltage control characteristic is reduced. Preferably, the minimum blower level is changed in accordance with thermal loads of the air conditioner.

[0108] (Other Embodiments)

[0109] In the above embodiments, the voltage applied to the blower motor 6 , manually operated by the passenger is reflected in the blower voltage control characteristic, or the air blowing temperature manually set by the passenger using the temperature setting switch 27 is reflected in the air temperature control characteristic. However, other manual operation may be reflected in the air-conditioning control characteristic such as the inside/outside air control characteristic and the air outlet mode control characteristic.

[0110] The stand-by RAM is used to store values learned as passenger's preferences even when an ignition switch (IG) is turned off in the above embodiments. However, a nonvolatile memory such as an erasable programmable ROM (EPROM), an EEPROM and flash memory may be used in place of the stand-by RAM. Also in this case, even when energization for the nonvolatile memory is stopped by turning off IG, the learned values are stored in the nonvolatile memory.

[0111] The air blowing amount and the air blowing temperature are manually set by the air-conditioning control switch such as the air amount up switch and the air temperature up switch provided on the air-conditioning control panel in the above embodiments. However, the manual operation may be performed by a panel switch on an image plane of the air-conditioning operation panel, a touch switch on an image plane of a navigation system and a voice of the passenger. Further, 0% of the manual operation, reflected in the automatic air-conditioning control in the above embodiments, may be changed to a little %. In addition, 100% of the manual operation, reflected in the automatic air-conditioning control in the above embodiments, may be changed to a certain amount % such as 60% and 80%. Also in the cases, the same effects as in the above embodiments can be obtained.

[0112] While the present invention has been shown and described with reference to the foregoing preferred embodiments, it will be apparent to those skilled in the art that changes in form and detail may be made therein without departing from the scope of the invention as defined in the appended claims.