5.

Control of Automotive Air-Conditioning

5.1 Basic Control of Automotive Air-Conditioning

To make full use of the capabilities of automotive air-conditioning and keep the cabin
space in a comfortable condition, it is necessary to control the temperature and air flow
volume and to select a grill for the best air distribution, etc. These are all realized by
electrically controlling the automotive air-conditioning system, as explained in the
previous chapter.
This chapter explains the basic electrical control of automotive air-conditioning. There
are following controls: blower control, compressor control, temperature control, and air
distribution control. Temperature control and air distribution control were explained
in chapter 3 and 4. This chapter explains the blower control and compressor control
into details.

(1) Blower Control

Blower is controlled by changing the speed of blower motor, which is one of the
components of automotive air-conditioning unit.
A device to control the speed of motor integrates a function to prevent abnormal heating,
in case the rotation of blower is restrained.
This controls is realized by one of the followings : ①resister switching method, ②
voltage controlled power transistor (BJT=bipolar junction transistor), and ③
PWM(Pulse Width Modulation) controlled power transistor. To provide a multiple
level of blower control, such as with automatic air-conditioning, the power transistor
PWM control is used.
(i) Register Switching Method
This is the origin of air flow volume control. Although this system can be produced
relatively cheap, it provides only three or four levels of air flow volume control. The
control system is composed of nichrome wire (electric resistance), which changes the
voltage applied to the motor, and the temperature fuse, which prevents overheating.
Nichrome wire part is covered with ceramic material etc., so that it does not come in
direct contact with other objects, such as dead leaves, because this might cause a fire in
a worst case.
Figure 5.1 indicates the structure and the electric circuit diagram.
(ii) Power Transistor Voltage Control
Power transistor provides multiple-level control (such as 32 levels) to the voltage
applied to the motor. This control device is most widely used at present. Recently, to
reduce the voltage drop caused by the power transistor at the time of maximum air flow
volume, the MOS-FET has been introduced to many devices.

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 Heat resistant cement
Resister element (Nichrome wire) Temperature fuse
Ceramic case

Terminal Temperature
fuse (Solder)

Base

[Figure 5.1] Structure and electric circuit diagram units of register switching method

Overheating protection function is realized through temperature fuse. When

temperature fuse detects overheating of the power transistor as a result of motor lock, it
melts down. Figure 5.2 indicates the structure and the electric circuit diagram.

(iii) Power Transistor PWM Control

PWM (Pulse Width Modulation) method controls the electricity applied to the motor by
using the MOS-FET based on the duty ratio.
Figure 5.3 indicates the circuit configuration. The biggest advantage of this method is
that since the voltage is not controlled with resistance, no electricity is lost as heat.
The overheating protection function is integrated into the MOS-FET, which detects a
motor lock condition based on electricity and shuts down electricity supplied to the
motor circuit.

Heater relay

Heat rejection fin A/C

ECU

Power Blower motor

transistor

Power
MOS-FET

Temperature fuse

[Figure 5.2] Structure and electric circuit diagram units of power transistor

2
 Heater relay

A/C
ECU

Blower motor

Input circuit Filter

Control IC Power
MOS-FET

[Figure 5.3] Circuit configuration of PMW method

(2) Compressor Control

Aims of refrigerant control are as follows: ①prevention of frosting, ②protection of the
refrigeration cycle, and ③the maintenance of vehicle’s capacity.

(i) Frosting Prevention

When the cooling capacity exceeds the cooling load, the refrigerant evaporating
pressure decreases and the surface temperature of evaporator at air side drops below
0℃. Then the condensed water becomes frozen and the flow of air passage is
prevented. As a result, the evaporation pressure decreases further and eventually the
flow of air is completely stopped. To prevent such situation, the function that controls
cooling capacity and prevent frosting is provided.
Currently, with automotive air-conditioning, this control is realized by one of the
following methods: ON-OFF control, STV control and compressor capacity control.
This chapter explains the ON-OFF control only. STV control shall be explained in
Chapter 6 Section 6 and compressor volume control, in Chapter 6 Section 1.
With the ON-OFF control method, when the refrigerant evaporation temperature drops
below 0℃, the system turns off the compressor. This is the most common method to
prevent frosting. In the actual control, a thermistor detects the temperature of air in
the downstream of evaporator; when it is 3℃, it turns off the power supply of magnetic
clutch and when it is 4℃ it turns on again.
Since the thermistor has a delay in controlling the temperature and the refrigeration
cycle has a delay in reacting, the actual behavior shall be as in Figure 5.4 There is
usually up to 5℃ fluctuation of outlet air temperature.

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 Maximum 5 degrees C

Evaporator Heater core

Amplifier
Magnetic clutch

Compressor
Time

[Figure 5.4] ON-OFF control method

(ii) Protection of Refrigeration Cycle

To protect the refrigeration cycle, a safety switch (detects abnormal pressure by
pressure switch and stops the compressor) and a safety valve (opens when pressure
becomes abnormally high and releases refrigerant into the atmosphere) are used.

①Safety Switch
Safety switch detects the pressure on high-pressure side of the refrigeration cycle by
pressure switch. When it detects high pressure, it stops the compressor and prevents a
problem of the refrigeration cycle device.
The pressure of refrigerant is detected by the pressure switch, which attached between
the receiver on the high-pressure side and the expansion valve (Figure 5.5).
a) Detection of Abnormal High Pressure
When the pressure on the high-pressure side becomes abnormally high in the
refrigeration cycle, this might result in failure or breakdown of the device. The
pressure switch detecting the high pressure turns off when the pressure exceeds
3.19MPa. It turns off the power supply of magnetic clutch and thus stops the
compressor.
b) Detection of Abnormal Low Pressure
1) Detection of refrigerant shortage
When the compressor is started as there is no or little refrigerant in the refrigeration
cycle due to gas leakage, etc., it may cause poor lubrication of compressor oil and result
in seizure. Therefore, when the pressure of refrigerant is extremely low due to
refrigerant shortage before starting the engine, the pressure switch turns off and cuts
the power supply of magnetic clutch. Before starting the engine, the detection point
may be allocated to both high and low pressure sides, however, because the pressure on
the low-pressure side decreases after starting the engine, the detection point cannot be
allocated to the low-pressure side.

4
 When moderate amount of refrigerant is sealed into the refrigeration cycle before
air-conditioning operates, the saturation pressure indicates approximately 0.67MPa
with ambient air temperature of 25℃.
The pressure indicates the saturation pressure of the temperature regardless of the
amount of refrigerant, as long as a little refrigerant exists in the cycle. However,
when refrigerant becomes insufficient and only the gas refrigerant is present, the
pressure starts to decrease as gas refrigerant leaks as indicated in Figure 5.6.
Therefore, by detecting this decrease of saturation pressure by the OFF signal of the
pressure switch, it is possible to detect refrigerant shortage. The detection pressure is
set to 0.29MPa, which is the refrigerant saturation pressure at 0℃. This is the
pressure when remaining refrigerant is approximately 50g with the ambient air
temperature of 25℃.

2) Detection of Ambient air Temperature

This detection temperature is also the refrigerant saturation pressure with the ambient
air temperature of 0℃. When the ambient air temperature drops below 0℃, the
pressure switch turns off even when the amount of refrigerant is appropriate, and the
compressor does not start. When the compressor is started at a temperature below 0℃,
the same phenomenon occurs as when the refrigerant is insufficient. Then the
condenser side is cooled excessively, the pressure on the high-pressure side does not
increase, and a sufficient pressure difference cannot be obtained between before and
after the throttling of expansion valve.

3) Actual Examples of Pressure Switch

Example 1) Dual Pressure Switch
There are two types of pressure switch: one is a dual type, which detects both abnormal
high pressure and low pressure with one switch, and the other, which detects each
pressure independently using two switches.

Detection of saturation pressure Detection Ambient air Temp. 25

before starting the engine Temp.

Pressure,
Expansion valve MPa Ambient air Temp. 0 degree

Evaporator Receiver Condenser

Compressor
Remaining refrigerant, g
[Figure 5.5] Detection point of [Figure 5.6] Relation between remaining refrigerant
refrigerant pressure and pressure

5
 Diaphragm Pressure
Pin
Coned disc spring

Plate

Contact point
Terminal
Pressure
Spring

(a) Structure of pressure switch (b) Function of pressure switch

[Figure 5.7] Pressure switch

This section explains the structure of the dual pressure switch.

Figure 5.7(a) and (b) indicate the structure and the function.
・When refrigerant pressure decreases (OFF)
Refrigerant pressure < spring force; the plate shall be pushed up by the spring and the
upper contact point shall be deflected and opened (OFF).
・During normal operation (ON)
Refrigerant pressure > spring force; the plate shall be pushed down by the pressure, the
upper contact point shall be pushed down by the plate and the contact point shall be
closed. (ON)
・When refrigerant pressure increases（OFF）
Refrigerant pressure > force of coned disc spring; the coned disc spring shall be deflected
and the pin shall be pushed down. Then the lower contact point shall be pushed down
and opened (OFF).

Example 2）Triple Pressure Switch

Triple pressure switch, which also integrates the pressure switch for electric fan control
(explained in Chapter 6 Section 3), is commercialized.
This type includes the inversion plate for intermediate pressure for electric fan control
pressure and the contact point to the dual type explained above (See Figure 5.8).

②Safety Valve
While the pressure switch protects the refrigeration cycle by stopping the compressor,
the safety valve protects the entire automotive air-conditioning from a high pressure by
releasing refrigerant into the atmosphere when the pressure exceeds the setting, when,
for example, the temperature of air-conditioning becomes high due to fire.

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 a) Relief Valve
When the pressure of refrigerant exceeds the specified pressure, the relief valve opens
and releases the pressure. It is usually attached to the body of the compressor so that
the discharge pressure of compressor can be detected. As shown in Figure 5.9, it has
a simple structure by utilizing the pushing force of spring. Operating pressure can be
adjusted with the clamp screw of spring. When the pressure on the high-pressure
side reaches approximately 3.53MPa, refrigerant starts to leak from the discharge port
and the pressure drops. When the amount of refrigerant decreases and the pressure
on the high-pressure side decreases, the safety valve closes because the spring force
exceeds the pressure.
Thus, with the high-pressure switch, it is possible to start a normal refrigeration cycle
again automatically as soon as the cause of abnormal pressure is removed. This switch
can deal with an instantaneous abnormal high pressure, which occurs, for example,
when refrigerant is accumulated in the compressor during parking and causes liquid
concentration.

b) Melt Bolt (fusible pressure relief plug)

Melt bolt is mainly attached to the body of the receiver. It releases the pressure by
melting down when the temperature of refrigerant exceeds the specified temperature.
Melt bolt is also called fusible pressure relief plug. As indicated in Figure 5.10, special
solder (mostly Sn-Pb-Bi) which is embedded in the body melts when the temperature
becomes high and thus releases the refrigerant and lowers the pressure. Operating
temperature may vary depending on the composition and the embedding structure of
solder, mostly between 90 and 110℃.
Different from the high pressure switch and the safety valve explained above, when
melt bolt has once functioned as a safety device, refrigerant is all discharged from the
refrigeration cycle and it is not possible to operate the refrigeration cycle again as it is.

Pressure

Inversion plate for intermediate pressure

Holder (for electric fan)
Body Valve Spring Stopper
Holder High pressure
inversion disk
Contact
(high and low pressure side) Low pressure inversion disk
Operation bar
High pressure lever

Contact
(intermediate pressure side)
Seal rubber

[Figure 5.8] Structure of triple pressure [Figure 5.9] Relief valve

7
After detecting and removing the cause of abnormal
high pressure, it is necessary to attach a new melt bolt.
Bolt
Nevertheless, since melt bolts are cheaper than relieve
valves, they are still in use with some devices.

(iii) Maintenance of Vehicle Performance

Compressor obtains driving power from the engine via
Melt metal
belt. To reduce the load to the engine and to (special solder)
minimize the effect to the vehicle, the following [Figure 5.10] Melt bolt
controls are performed with the compressor.

a) Compressor Acceleration Cutoff Control

In the early stage of acceleration, especially during acceleration at a lower speed, large
engine output is required for acceleration. The engine ECU is used to connect the
engine output to the acceleration effectively and to maintain the cooling capacity at the
same time. When the accelerator pedal is pressed at a low speed, the engine ECU
turns off the magnetic clutch to cut off the power transmission for several seconds.
b) Compressor Cutoff Control during Low Engine Speed
At idling, when the engine speed is lower than the target speed and just before the
engine comes to the stall, the engine ECU turns off the magnet clutch instantaneously
and cuts off the power transmission. This aims to prevent the engine stall at the time
of quick deceleration similar to panic breaking.

Engine
output
control Engine
A/C Engine
ECU ECU

Engine speed Belt

Vehicle speed
Accelerator opening
Compressor
Magnetic clutch

[Figure 5.11] Acceleration cutoff control

8
 To engine
Idling
control
valve
Magnet

Engine Igniter Pickup

control
ECU
E/G Comp
.
Speed Speed
Comparison

Lock Judgment

A/C
ECU
Lock indication
A/C switch

[Figure 5.12] Lock detection system

c) Compressor Cutoff Control during Compressor Lock

When the compressor-driving belt is directly connected to the crankshaft pulley and
when the compressor is locked for some reason, belt slides and may cause abnormal
noise and smoke. This might cause damage to the engine in a worst case. To avoid
damage to the engine, it is necessary to detect when the compressor is locked and if this
should occurs, the frictional faces of the clutch must be separated.
Figure 5.12 indicates an example of lock detection system. This system compares the
speeds of compressor and engine and when the ratio drops below a specified level, it cuts
off the current to the clutch.

5.2 Automatic Control of Automotive Air-Conditioning

Automatic air-conditioning system controls the outlet air temperature, the air flow
volume, the air outlet pattern, etc. automatically according to the temperature setting
by the passenger and thus compensate the influence of the ambient air temperature and
the intensity of solar radiation, and maintains the cabin temperature. In other words,
automatic air-conditioning provides a function to control the manual air-conditioning
system for the passenger.

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 (1) Control System of Automatic Air-Conditioning
Figure 5.13 indicates the outline of automatic air-conditioning system. This consists of
the following four major components:
・Sensors that detect the ambient air temperature environment, the cabin condition, the
air-conditioning operating condition, etc.
・Control panel that indicates the temperature, the operating condition, etc. (Called
“air-conditioning panel”)
・Air-conditioning ECU that calculates signals to the control outlet air temperature, the
outlet air flow volume, and the grill selection based on various sensor signals and
air-conditioning panel signals, etc.
・Air-conditioning unit that operates according to the signal from the ECU.
Detection of various sensors and control of air-conditioning functions are explained in
Chapter 6. This section explains a method to maintain the cabin temperature.

(2) Control Method of Automatic Air-Conditioning

(i) Outlet Air Temperature Control
According to the temperature specified by the passenger (“set temperature”), the control
ECU detects the environment condition in- and outside the cabin based on the current
cabin temperature, the ambient air temperature, and the intensity of solar radiation,
and calculates the temperature of current outlet air. This value is called “required
outlet air temperature (Ta0)” and serves as the base of temperature control of the
current automatic air-conditioning.
With the outlet air temperature control, the control system produces the air of
temperature Ta0 by opening and closing the air mix doors using the servomotor.
However, in practice, since it can only change up to the evaporator temperature on the
low-temperature side and the heater core temperature on the high-temperature side,
the system controls the temperature of air by increasing the air flow volume, if
necessary, to provide the air of temperature Ta0.

Solar radiation intensity (Solar radiation sensor)

Set temp. (A/C panel)
Ambient air temp. (Ambient air temp. sensor) Outlet air temp.
Cabin air temp. (cabin air temp. sensor)
Outlet air flow volume

Engine coolant temp. (coolant tempe.sensor) A/C A/C

ECU unit
Evaporator temp. (evaporator outlet air temp.sensor)
Grill selection

[Figure 5.13] Control system of automatic air-conditioning

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<Required Outlet Air Temperature Ta0＞
Ta0 indicates the required outlet air temperature to maintain the cabin temperature
according to the passenger’s setting. It is expressed as in the equation (5.1).
Ta0 = Gf(Tset-Tr) - QLTH/Cp Va + Tr (5.1)
Tset: set temperature, Tr: cabin temperature, Gr: feedback gain
QLTH: sum of the transferred heat load due to solar radiation and inside/outside cabin
temperature difference, and the natural ventilation loss,
Transferred heat load = K1(Tam-Tr) + K2Qs + C'
Natural ventilation loss = CpγVv (Tam - Tr) （Vv: natural ventilation amount）
Cp, γ: physical properties of air (specific heat, specific gravity), Va: air flow volume, Q3:
thermal load of the solar radiation
The first term on the right side of equation (5.1) is the correction term to bring the cabin
temperature to the set temperature; this is the difference between the set temperature
and the cabin temperature, which is multiplied by the feedback gain. The second term
is the sum of transferred heat load and the natural ventilation loss, which is divided by
the physical properties of air and the air flow volume. This is the expected
temperature increase or decrease per unit time required to correct the temperature
according to the current solar radiation and the ambient air temperature.
Thus, Ta0 is the outlet air temperature, which is required to perform the feedback
control according to the difference between the set temperature and the cabin
temperature and to perform the feed forward control to the expected heat transfer load
according to the current cabin temperature Tr.
It is possible to convert the equation of Ta0 to the equation of sensor signals, since QoLTH
is a first-degree equation of Tam, Tr and Ts (temperature increase due to solar radiation
load Qs), as follows:
Ta0 = Kset・Tset - Kr・Tr - Kam・Tam - Ks・Ts + C (5.2)
where, Tam is the ambient air temperature, Ts is the solar radiation intensity signal, Kset,
Kr, Kam, and Ks are gain of each signal, and C is a constant. Here, the outlet air
temperature Ta0 can be considered as the heat quantity released into the cabin when the
air flow volume of automotive air-conditioning is constant.

Air mix door Mixture ratio (SW) of Te and TH is variable

Evaporator Heater core (A/C unit)

[Figure 5.14] Temperature control (Air mix method)

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Automotive air-conditioning controls the temperature of air by changing the mixture
ratio of cool air discharged from the evaporator and warm air discharged from the
heater core. This mixture ratio (SW) is obtained by the following equation.
SW Ta0 - Te / TH-Te x 100 (%) (5.3)
where, Te is the evaporator temperature and TH is the heater core temperature. When
the mixing ratio (SW) is 0%, it is the maximum cooling and when it is 100%, it is the
maximum heating.
(ii) Blower Air Flow Volume Control
In summer and winter, when the automotive air-conditioning has been just operated,
the cabin temperature is far from comfortable due to the solar radiation or the ambient
air temperature. To bring the cabin temperature to a comfortable temperature as
quickly as possible, automatic air-conditioning is required to have a large
cooling/heating capacity. With the air flow volume control, the blower motor increases
the air flow volume when high cooling/heating capacity is required and it decreases the
air flow volume when the temperature becomes closer to the set temperature and a
large capacity is not required any more. With automatic air-conditioning control, the
power transistor controls the speed of motor by changing the voltage applied to the
blower motor. With the advent of high-speed power FET, more and more systems have
introduced the PWM (see Chapter 5 Section 1) to save electricity.
Besides the basic controls explained above, a warm-up control is conducted to reduce
discomfort with cold air discharge right after the start of automotive air-conditioning in
winter. With the warm-up control, air flow volume is gradually increased from zero as
the temperature of engine coolant increases. In contrast, a delay control (cool-down
control) is conducted to reduce discomfort with warm air discharge right after the start
of automotive air-conditioning in summer. With the cool-down control, air flow is
started when the evaporator is sufficiently cooled. Figure 5.15 indicates the example
of basic control pattern and warm-up control pattern of blower air flow volume.

Basic control Warm-up control

Grill selection

Small Large
Engine coolant temp.

[Figure 5.15] Control pattern of blower air flow volume

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(iii) Grill Selection
In winter, when the temperature of ambient air is low and that of air flow is high, it is
comfortable when the air is discharged from the feet (FOOT mode). In contrast, when
the temperature of air flow is low, in summer, it is comfortable when the air is
discharged from various instrument panels to cool around the face (FACE mode). Thus,
it is possible to provide a comfortable air-conditioning by switching the grill according to
some factors. Luxurious automatic air-conditioning performs the grill selection
automatically to provide a comfortable air-conditioning. When grill selection is
conducted automatically, grill is not switched between the FOOT mode and the FACE
mode directly, but via BI-LEVEL (B/L) mode, in which air flow is provided both in the
FOOT and FACE modes to ease the difference of thermal comfort before and after
switching. Figure 5.16 indicates an example of grill selection pattern. Some
high-class automatic air-conditioning systems provide linear distribution of air flow in
the FOOT and the FACE modes.
(iv) Other Controls
Besides these controls explained above, automatic air-conditioning performs other
controls, such as improving thermal comfort and saving power. This section explains
such controls briefly.
①Air Intake Mode Control
Air intake port is often set to the fresh air intake mode for ventilation as well.
However, when driving in a place where it is full of exhaust gas or dirty ambient air or
when the cooling capacity should be improved, it is switched to the recirculation air
intake mode. With automatic control, air intake mode is switched in the same manner
with the manual control but technology to detect exhaust gas and odor is not common
yet. Internationally, there are only several control methods developed which can
detect dirt of ambient air. With some luxurious automatic air-conditioning, a control to
improve the cooling capacity is introduced. Figure 5.17 indicates an example of control
pattern for the cooling capacity.

Small Large Small Large

[Figure 5.16] Grill selection [Figure 5.17] Air intake mode control

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 ②Thermal Comfort Improvement Control
Ambient air temperature correction control: it controls the cabin temperature a little
higher in winter, when the ambient air temperature is low, and a little lower in summer,
when the ambient air temperature is high [Kam in the equation (5.2) is set larger]
(Figure 5.18).
Solar radiation correction control: when the solar radiation is intensive, passengers
receive the solar radiation directly and feel warmer than it actually is. Therefore, the
cabin temperature is controlled lower [Ks of equation (5.2) is set larger] and air flow
volume larger (Figure 5.19).
③Power Saving Control (Compressor Control)
With this control, when the ambient air temperature is low and intake air temperature
is lower than the required outlet air temperature Ta0, the compressor is stopped.
Recently, a method is commercialized that reduces the operation rate of compressor by
changing the evaporator temperature.
This concludes the outline of various functions that automatic air-conditioning provides.
The next section explains the hardware configuration of automatic air-conditioning
control system that realizes these functions.

(3) Hardware Configuration of the System

Electrical hardware configuration is divided into two types: resistance method and
microprocessor control method.
①Resistance Automatic Air-conditioning
With this type, the control is performed by the balance of the resistance value of
environment detecting sensor, the resistance value that corresponds to the setting
temperature of variable resistor, and the resistance value of potentiometer that
corresponds to the open/close level of air mix doors. When it is to control the
temperature and the air flow volume roughly, this method provides an economical
solution.

Cabin air temp.

Cabin air temp.

Ambient air temp. Solar radiation amount

[Figure 5.18] Example of ambient air [Figure 5.19] Example of solar radiation
temperature correction control correction control

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However, when various functions are to be added, it will become too complicated and
does not provide an adequate solution. This method is mainly introduced into
low-class vehicles at present. Figure 5.20 indicates the outline configuration of
resistance automatic air-conditioning.
With the resistance method, the cabin temperature sensor, the ambient air sensor, the
variable resistor for set temperature and the potentiometer that corresponds to the
opening of air mix door are connected in series, thus providing a functions
corresponding to the control equation Ta0.
The control equation Ta0 is expressed by the equation (5.2). Since this equation is a
first-degree equation, where temperature is the variable, by replacing the temperature
with the resistance by using a thermistor, a potentiometer, etc., it is possible to control
the resistor values connected in series at a constant value.
②Microprocessor Controlled Automatic Air-Conditioning
In this method, the set temperature, the cabin temperature, the ambient air
temperature, the solar radiation intensity, the evaporator outlet air temperature, the
engine coolant temperature, etc. are independently inputted to the control ECU using
microcomputer. Based on these signals, the ECU calculates the required heat rejection
amount from the air-conditioning unit to bring the cabin temperature to the set
temperature, and controls the voltage applied to the blower motor which opens/closes
the air mix doors, opening/closing of the water valve, stopping the operation of the
compressor, etc.
Figure 5.21 indicates the outline configuration of microprocessor controlled automatic
air-conditioning.

Air intake mode door Air mix door

Evaporator
Heater core Air outlet mode door

Cabin air temp. sensor Ambient air temp. sensor

Blower motor

Blower multistage Solar radiation sensor

selector switch

Amplifier
Potentiometer

Servomotor Temperature
set resistance
[Figure 5.20] Resistance automatic air-conditioning

15
 Cooled air bypass door
Air intake servomotor
Cooled air bypass servomotor
Air intake mode door Evaporator outlet
Air mix door
temp. sensor
Air mix servomotor
Evaporator Potentiometer
Heater core
Air outlet mode door
Air outlet servomotor

Temp. setting
switch Cabin air temp. sensor
Compressor Solar radiation sensor
Blower Water
motor valve

Power
transistor
ECU
(Calculation of TAO)
- Memory
- Judgment
- Timers
Ambient air temp. sensor
Engine coolant temp. sensor

[Figure 5.21] Microprocessor Controlled Automatic

(4) Trend of Automatic air-conditioning

In the past, control of automatic air-conditioning used to aim to maintain the entire
cabin temperature at a desired temperature (set temperature). However, as the
capacity has been improved, it became clear that there is one factor that cannot be
controlled; namely, the influence of the direction of solar radiation or the position of the
sun. There are also unsatisfactory comments from the users due to difference of
thermal comfort of each passenger and liking of temperature.
Figure 5.22 indicates the control of automatic air-conditioning when strong solar
radiations strike passengers in winter. With the conventional automatic
air-conditioning, the heating capacity was decreased by the amount corresponding to
the solar radiation thermal load. In this case, the cabin temperature used to be
maintained by reducing the temperature of air outlet from the feet and thus caused
discomfort among passengers. To solve this problem, upper to lower independent
temperature control was developed. As indicated on the right figure, when it is warm
in the head area only, the temperature of upper part is selectively lowered and the
temperature at feet is maintained, thus enabling to satisfy all the passengers.

16
 (Upper to lower independent
(conventional type) temperature control)
(Ambient temp.: (Ambient temp.: (Ambient temp.:
0 degree) 0 degree) 0 degree)

Head <warm>

Cool air

No feeling Foot < slightly cool＞ Comfortable

[Figure 5.22] Solar radiation correction in winter

(Side to side independent
(conventional type) temperature control)
Front Front Front
No feeling No feeling

Rear No feeling Rear Slightly cool Rear No feeling

[Figure 5.23] Method of one-sided solar radiation correction

Figure 5.23 indicates a situation, in which a vehicle is exposed to the solar radiation
striking from the right front. In this situation, the automatic air-conditioning
attempts to lower the entire cabin temperature to compensate for the temperature
increase due to the solar radiation. Therefore the passengers exposed to the solar
radiation feel warm and those who do not, feel that air-conditioning over-cools, and thus
all passengers are not satisfied. To solve such problem of different thermal sensation
of each passenger (person who feels cold easily and person who feels hot easily),
side-to-side independent temperature control was developed. As seen on the right, this
control lowers the temperature only on the side exposed to the solar radiation to
maintain the comfort of passengers. Figure 5.24 indicates an example of the
upper-to-lower, side-to-side independent temperature control. While this control
method is provided with both functions of above control systems, it is also possible to
increases the FACE outlet air flow volume only on the solar radiation side automatically,
using the 2D sensor (Chapter 6, Section 8) that detects the right-and-left direction of
solar radiation. For such automatic air-conditioning unit, symmetric center layout
is ideal. Switching between the upper, lower, right and left doors can be controlled
independently.

17
 Solar radiation
2D solar radiation sensor

[Figure 5.24] Example of the upper-to-lower, side-to-side independent temperature

Besides these, a front to rear independent temperature control, which aims to improve
comfort of passengers in the rear seat, was introduced into the market recently (those
with one air-conditioning unit are called “system front-to-rear independent control
automatic air-conditioning” and those with two air-conditioning units for wagon type
vehicle are called “dual automatic air-conditioning”).
Independent temperature control systems explained above are introduced mainly to
luxurious vehicles in recent years.
There are some other controls having been commercialized recently; system that detects
the temperature and humidity in the cabin and prevents fogging of windows and saves
energy of compressor at the same time and system that detects exhaust gas near the
vehicle and switches to the recirculation air intake mode automatically to prevent entry
of exhaust gas into the cabin. Since controlling of humidity or the quality of air in the
cabin is good for the health of passengers, it is expected that the control system will be
widely accepted as the humidity and exhaust gas detection sensors become widely used.

18