JP2006182164A - Air conditioner control device for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide an air conditioner control device for a vehicle enhancing fuel consumption by avoiding or delaying releasing of a lock-up clutch while maintaining good operability by controlling an operation timing of a compressor for an air conditioner. <P>SOLUTION: The control device 30 for the air conditioner for the vehicle is provided on the vehicle provided with a transmission 14 with a lock-up clutch and cools air using a coolant pressurized by a compressor 21 driven by an engine 10. A target value of a cooling capacity index temperature during lock-up is set according to a vehicle speed. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention relates to a vehicle air conditioner control device.

  Conventionally, a vehicle in which a torque converter with a lock-up clutch is provided between an engine and a transmission is known. In such a vehicle, a decrease in power transmission efficiency due to fluid slip in the torque converter is suppressed by executing lock-up that directly connects the engine and the transmission under predetermined conditions. Further, in such a vehicle with a lock-up clutch, if the lock-up state is maintained when the vehicle is decelerated, the rotation of the driving wheel is directly transmitted to the engine, so that the engine rotation is maintained without supplying fuel. Therefore, fuel consumption can be improved by expanding the fuel cut region. In particular, in a vehicle equipped with a continuously variable transmission capable of continuously changing the transmission gear ratio, the shift can be performed with the lock-up clutch operated, so that the lock-up clutch is operated during deceleration for a longer period of time. It is possible to further expand the fuel cut region.

  By the way, the compressor for an air conditioner is driven by an engine. Further, since the compressor is turned ON / OFF, when the compressor is started during deceleration, the engine load increases rapidly, which may cause a shock. Therefore, when an operation request for the air conditioner compressor is made, it is conceivable to release the lock-up clutch to avoid a shock. However, even if the lockup release command is issued together with the operation request, there is a possibility that the compressor starts up before the lockup is released and a shock occurs because the lockup clutch is delayed in operation. In particular, since the gear ratio is set to the low side so that it can be re-accelerated during low-speed driving, the shock associated with the start-up of the air conditioner compressor described above is large, and the occurrence of such a shock may cause the driver to feel strange. There is.

Therefore, in Patent Document 1, when the vehicle speed is a low vehicle speed below a predetermined value, the release of the lockup clutch is instructed in accordance with the operation command of the air conditioner compressor, and the air conditioner compressor is operated after the lockup clutch is completely released. . By doing so, deterioration of drivability due to a shock accompanying the start of the air conditioner compressor is avoided.
JP 2001-200987 A

  Since the control device disclosed in the above-mentioned Patent Document 1 operates the air conditioner compressor after releasing the lock-up clutch, the operability can be improved. However, since the lock-up clutch is not released and the release is not delayed, the fuel consumption is not improved so much.

  An object of the present invention is to provide a vehicle air conditioner control device that improves fuel efficiency by avoiding or delaying release of a lockup clutch while maintaining good drivability by controlling the operation timing of an air conditioner compressor. To do.

  The present invention solves the above problems by the following means. In addition, in order to make an understanding easy, although the code | symbol corresponding to embodiment of this invention is attached | subjected, it is not limited to this.

  The present invention is provided in a vehicle including a transmission (14) with a lockup clutch, and controls a vehicle air conditioner that cools air using a refrigerant pressurized by a compressor (21) driven by an engine (10). The apparatus (30) sets a target value of the cooling capacity index temperature during lock-up according to the vehicle speed.

  According to the present invention, the operating state of the air conditioner compressor is controlled according to the vehicle speed, and the interior of the vehicle is sufficiently cooled down to the low speed range where the lockup clutch is released. As a result, it is possible to increase the time until the air conditioner compressor operates again, and to secure the time until the release of the lockup clutch is completed. Therefore, it is possible to prevent the drivability from being deteriorated by a shock generated by the operation of the air conditioner compressor in the low speed range. Further, since the release speed of the lock-up clutch can be made constant regardless of the operating condition of the air conditioner, the speed range for lock-up can be expanded, and the fuel consumption can be improved.

Hereinafter, embodiments of the present invention will be described in more detail with reference to the drawings.
(First embodiment)
FIG. 1 is a diagram showing a first embodiment of a vehicle air conditioner control device according to the present invention. An output shaft 10 a of the engine 10 is connected to the transmission 14 via a torque converter 11 that transmits torque through an internal working fluid, and is further connected to drive wheels 17 via a differential 16.

  The torque converter 11 is a kind of fluid joint that transmits engine output via fluid (oil). The torque converter 11 appropriately adjusts the rotation of the engine output shaft 10a through the fluid and transmits it to the drive wheel 17 side. The torque converter 11 includes a lockup clutch 12. The lockup clutch 12 operates based on hydraulic control by the hydraulic control circuit 19 and directly transmits the power input to the torque converter 11 to the drive wheel 17 side.

  Further, the drive wheel 17 side of the torque converter 11 provided with such a lockup clutch 12 is connected to a forward / reverse switching mechanism 13 that reverses the direction of rotation input from the engine 10 side when the vehicle reverses. Further, the drive wheel 17 is connected to a transmission 14 for shifting.

  The lockup clutch 12 connects / disconnects the engine 10 and the transmission 14 by operating / releasing the lockup clutch 12. When the lock-up clutch 12 is activated, so-called “lock-up” is performed in which the power of the engine 10 is directly transmitted to the transmission 14 without mediating the fluid (oil) of the torque converter 11. By executing the lock-up, it is possible to avoid a decrease in power transmission efficiency due to fluid slip in the torque converter 11 and to improve the fuel consumption of the engine 10.

  The transmission 14 is a continuously variable transmission that can continuously change the gear ratio steplessly. The transmission 14 includes a driving pulley 14b and a driven pulley 14c that are drivingly connected by a belt 14a wound around each other. The drive pulley 14b and the driven pulley 14c change the clamping width of the belt 14a by hydraulic pressure. Based on the hydraulic control by the hydraulic control circuit 19, the width of the belt 14a between the pulleys 14b and 14c is changed and the winding radius of the belt 14a is adjusted to continuously change the gear ratio. The output side of the transmission 14 is connected to a speed reduction mechanism 15 that reduces and transmits the rotation.

  In this way, power is transmitted between the engine 10 and the drive wheels 17 through the torque converter 11 including the lockup clutch 12, the transmission 14, and the like.

  The output shaft 10a of the engine 10 is connected to an air conditioner compressor (compressor) 21 that compresses the refrigerant of the air conditioner to cool the air. Here, the rotation of the output shaft 10 a of the engine 10 is transmitted to the compressor 21 via the winding transmission mechanism 20. The compressor 21 is switched between operation and stop by selectively connecting and disconnecting the drive connection between the engine output shaft 10 a and the compressor 21 by the electromagnetic clutch 22.

  Furthermore, an air conditioner condenser 23 and an evaporator 24 are connected to the compressor 21 by a refrigerant pipe 25. Therefore, the low-pressure gaseous refrigerant is compressed by the compressor 21 to become high-temperature and high-pressure gas, cooled by the air-conditioning condenser 23 by the running wind or fan, and liquefied. It becomes. In this vaporization, a large amount of heat is taken for cooling, and the refrigerant is returned to the compressor 21 again as a low-pressure gaseous refrigerant. Then, the air flow passing through the air duct 38 is brought into contact with the evaporator 24, and the cold air whose temperature is adjusted is sent into the passenger compartment.

  Next, the configuration of the control system of the vehicle that controls the drive transmission system such as the lockup clutch 12 and the transmission 14, the engine 10, and the compressor 21 will be described.

  The vehicle that is the subject of this embodiment includes an electronic control unit (ECU) 30 that plays a role as the control system. The ECU 30 includes an engine ECU that controls the engine 10 such as fuel injection control and ignition timing control, a transmission ECU that controls the transmission 14 and the lockup clutch 12 based on the operation control of the hydraulic control circuit 19, and a compressor. The electronic circuit group includes an air conditioner ECU that performs air conditioner control such as operating / stopping 21.

  The input port of the ECU 30 includes the speed sensor 33 that detects the traveling speed of the vehicle (vehicle speed “V”) and the accelerator sensor 35 that detects the amount of depression of the accelerator pedal 35a, and the operating state of the vehicle and the engine 10. Outputs of various sensors to be detected are input. The input port also has an output of a cold air temperature sensor 34 for detecting the temperature of the cold air sent into the vehicle by the operation of the air conditioner, and a temperature for detecting the temperature in the vehicle (cooling air temperature “T”) cooled by the cold air The output of the sensor 36 is also input.

  On the other hand, to the output port of the ECU 30, various actuators controlled by the engine 10, the hydraulic control circuit 19, the drive circuits for driving the compressor 21, and the like are connected. The ECU 30 also executes engine 10 operation control such as fuel injection, transmission control of the transmission 14 by controlling the hydraulic control circuit 19 and operation control of the lockup clutch 12 based on the outputs of the various sensors. . Further, the ECU 30 executes the operation control of the compressor 21 as part of the air conditioner control.

  Next, control of the ECU 30 during vehicle deceleration will be described. If the lockup clutch 12 is operated during deceleration of the vehicle as described above, power is directly transmitted from the drive wheels 17 to the engine 10 side, and the rotation is maintained even if the engine 10 is not operated. Therefore, if the lock-up clutch 12 is operated at the time of fuel cut during deceleration of the vehicle, the fuel cut region can be expanded to improve fuel efficiency. In particular, in a vehicle including the continuously variable transmission 14 as in the present embodiment, it is possible to perform a shift while the lockup clutch 12 is operated. Therefore, the lockup clutch 12 can be operated during deceleration for a longer period of time. It is possible to hold and enlarge the fuel cut area. In the present embodiment, when the accelerator pedal 35a is off and the vehicle is decelerating, the fuel cut of the engine 10 is performed and the lockup clutch 12 is operated to expand the fuel cut region.

  On the other hand, as the vehicle is decelerated, the gear ratio of the continuously variable transmission 14 is set to the low side in order to ensure power performance during re-acceleration. For this reason, if the operation of the lockup clutch 12 is maintained even after the vehicle speed is lower than a certain level, a great amount of engine brake is applied, and the vehicle is decelerated more rapidly than intended by the driver. Therefore, when the lockup release speed V1 is set and the vehicle speed falls below the release speed V1, the lockup is prohibited and the lockup clutch 12 is released to prevent the drivability from deteriorating. Thus, the range below the vehicle speed V1 is the lock-up prohibition speed range, and the range higher than the vehicle speed V1 is the lock-up permission speed range.

  Next, the control of the vehicle air conditioner control device in this embodiment will be described based on the flowchart of FIG. This routine is periodically executed by the ECU 30 every predetermined time (for example, 10 milliseconds).

  When the processing of this routine is executed, in step S1, the ECU 30 determines whether the vehicle speed V is in the range from the speed V1 to the speed V0, whether the air conditioner is operating, whether it is locked up, It is determined whether the vehicle is decelerating. The speed V0 is an upper limit value of the vehicle speed at which the air conditioner control is performed by the control method of the present embodiment. Further, the speed V1 is the lockup release speed as described above, but is also the lower limit value of the vehicle speed at which the air conditioner control is performed by the control method of the present embodiment.

If all the above conditions are satisfied (step S1: YES), the process proceeds to the subsequent step S2. If any one of the conditions is not satisfied (step S1: NO), the process proceeds to step S7. In step S7, in order to shift to normal control, the compressor start temperature T _U is set to the value T _U0 during normal control. When the vehicle speed V is equal to or lower than the speed V1, the lockup clutch 12 is released by controlling the drive transmission system of the lockup clutch 12 by the ECU 30 (steps S8 → S9).

In step S2, the calculated compressor starting temperature T _U is the function TU (V) to the velocity V as an argument, and the result is set in the control device.

In step S3, the cooling air temperature T is higher than the compressor start temperature T _U, it is determined whether the compressor 21 is stopped, moving the process if conditions are met in step S4. If even one of the conditions in step S3 is not satisfied (step 3: NO), the process moves to step S5. In step S4, the compressor 21 is operated.

In step S5, it is determined whether or not the cooling air temperature T is lower than the compressor stop temperature _TL and the air conditioner compressor 21 is operating. If all of these conditions are satisfied, the process moves to step S6, and the compressor 21 is stopped.

  Here, in order to further clarify the effect of the present invention, a conventional vehicle air conditioner control device will be described. FIG. 8 is a time chart showing an example of control of a conventional vehicle air conditioner control device. 8A shows the change in the vehicle speed, FIG. 8B shows the change in the operation request of the compressor 21, FIG. 8C shows the change in the operation state of the compressor 21, and FIG. 8D shows the cooling air temperature. The transition of T is shown respectively. FIG. 8E shows the transition of the release command of the lockup clutch 12, and FIG. 8F shows the transition of the operating state of the lockup clutch 12.

As shown in FIG. 8A, when the vehicle speed is V0 or less and the cooling air temperature T exceeds the reference temperature T _U0 (time TM _{LU in} FIG. 8D), an operation request for the compressor 21 is made from the ECU 30 (FIG. 8). (B)), a lock-up clutch release command is issued as shown in FIG. The lock-up clutch release command is issued even if the vehicle speed is V0 or less, even within the lock-up permission speed range. Further, as shown in FIG. 8 (f), even when a release command is issued from the ECU 30, it takes time (TM _{LU to} TM _v1 ) until the release of the lockup clutch is completed. If the compressor 21 is operated while the lock-up clutch is released, an excessive load is applied to the engine 10 as described above, resulting in a deterioration in drivability. Therefore, as shown in FIG. 8C, the deterioration of operability is prevented by operating the compressor 21 after the lockup clutch release completion time _TMLU has elapsed. Accordingly, as shown in FIG. 8 (d), also cooled air temperature T exceeds the compressor start temperature T _U, the compressor 21 is stopped until the release of the lockup clutch is completed. Usually, ECU 30 is cooled air temperature T is becomes a compressor starting temperature T _U or operates the compressor 21, and stops the following compressor stop temperature T _L. Here, the compressor start temperature T _U and the compressor stop temperature T _L are fixed values (T _U = T _U0 , T _L = T _L0 ) determined by the set temperature T ₀ designated by the driver. In this way, the ECU 30 controls the compressor 21 so as to maintain the cooling air temperature T within a predetermined temperature range (T _L ≦ T ≦ T _U ).

  Therefore, in the conventional vehicle air conditioner control device, when the vehicle speed becomes V0 or less, the lock-up clutch 12 is released when the operation request for the compressor 21 is issued. Could not continue to.

  Next, the present invention will be described. FIG. 3 is a time chart showing an example of control at the time of vehicle deceleration in the vehicle air conditioner control device of the present embodiment. 3A shows the change in the vehicle speed, FIG. 3B shows the change in the operation request of the compressor 21, FIG. 3C shows the change in the operation state of the compressor 21, and FIG. 3D shows the cooling air temperature. The transition of T is shown respectively. FIG. 3 (e) shows the transition of the release command of the lockup clutch 12, and FIG. 3 (f) shows the transition of the operating state of the lockup clutch 12.

The vehicle speed V0 is a reference speed at which the control according to the present embodiment is started. The vehicle speed V1 is a lower limit value of the vehicle speed that does not affect the drivability even if the compressor 21 is activated while the lockup clutch 12 is operating, and is the release speed of the lockup clutch 12. Further, the time TM _V0 represents the time to reach the vehicle speed V0, and the time TM _V1 represents the time to reach the vehicle speed V1. Time TM _LU represents the time at which a lock-up clutch 12 release command is issued in a conventional vehicle air conditioner control device.

The vehicle is a predetermined condition is satisfied such as reduced to the reference speed V0 (step S1: YES), ECU30 as shown in FIG. 3 (d) is set according to the speed of the compressor starting temperature T _U (step S2). In the present embodiment, satisfies the condition as long as the step S1 among the vehicle speed is V1 ≦ V ≦ V0, the value of the compressor startup temperature T _U as the speed approaches V1 is set to be lower. At time TM _ON, the cooling air temperature T, as shown in FIG. 3 (d) to initiate operation of the compressor 21 by reaching the compressor starting temperature T _U (FIG. 3 (b) (c), step S3 , S4). At time TM _OFF Similarly, by cooling air temperature T has reached the compressor stop temperature T _L, and stops the compressor 21 (step S5, S6).

On the other hand, since the compressor stop temperature T _L is constant (T _L = T _L0 ), the difference between the compressor start temperature T _U and the compressor stop temperature T _L decreases. Therefore, as the vehicle speed approaches V1, the operation and stop of the compressor 21 are frequently repeated to control the cooling air temperature T to be lowered. This shows the same effect as lowering the set temperature T ₀ itself.

Further, when the speed is reduced to V1 (FIG. 3 (a)), the value of the compressor starting temperature T _U is returned to the value T _U0 of the compressor starting temperature during normal control (time TM _V1 in FIG. 3 (a), step S7). At this time, as shown in FIGS. 3 (e) and 3 (f), a lockup clutch release command is issued from the ECU 30, and the lockup clutch is released (steps S8 and S9).

  According to the control according to the present embodiment, the cooling air temperature T is sufficiently lowered in the vicinity of the speed V1, so even if the lock-up clutch release command is issued from the ECU 30, the time until the compressor 21 is activated is sufficient. Will be secured. Therefore, the occurrence of a shock due to the operation of the compressor 21 can be avoided, and deterioration of drivability can be prevented. Furthermore, the operation of the lockup clutch 12 can be continued to a low vehicle speed at which the operation of the lockup clutch 12 during vehicle deceleration has been difficult. Thereby, a fuel cut area | region can be expanded further and the fuel consumption performance of a vehicle can be improved further.

On the other hand, in the conventional control, when the operation speed of the compressor 21 is issued when the vehicle speed becomes V0 or less, the lockup clutch is released, and the operation of the compressor 21 is waited until the operation is completed. In the present embodiment, it is not necessary to release the lock-up clutch until the vehicle speed is reduced to V1, and therefore the vehicle can travel with the fuel cut region expanded even in the low speed region. Therefore, in the control according to the present embodiment, as shown in FIG. 3, the lockup clutch 12 can continue to operate between time TM _LU and TM _V1 . However, in the conventional control, the lockup clutch 12 is released during this period, so that the fuel efficiency is inferior compared with the present embodiment.
(Second Embodiment)
FIG. 4 is a flowchart showing a second embodiment of the control of the vehicle air conditioner control apparatus according to the present invention.

  In the following embodiments, the same reference numerals are given to the portions that perform the same functions as those of the above-described embodiments, and overlapping descriptions are omitted as appropriate.

In the present embodiment, in addition to the compressor start temperature T _U, the compressor stops the temperature T _L is also a control object (step S102). Other controls are the same as in the first embodiment. Also, when returning to the normal control, compressor start temperature T _U and the compressor stop temperature T _L together respective initial value T _U0, is set to T _L0 (step S107).

FIG. 5 is a time chart showing an example of control at the time of vehicle deceleration in the vehicle air conditioner control device of the second embodiment. Compressor start temperature T _U is the same control as the first embodiment can be performed, also changes the compressor stop temperature T _L at the same timing. That is, when the vehicle as shown in FIG. 5 (a) is decelerated to the speed V0, FIG 5 ECU 30 as shown in (d) are to be lower depending on compressor start temperature T _U as well as the compressor stop temperature T _L is the vehicle speed To control.

According to this embodiment, since the compressor stop temperature _TL is lowered according to the vehicle speed, the cooling air temperature T when the speed V1 is reached can be kept low on average. In order to control the compressor start temperature T _U and the compressor stop temperature T _L at the same time, you are possible to keep the difference between these temperatures. Thereby, the cooling air temperature T can be brought close to the lower limit value without causing the compressor 21 to extremely increase the frequency of operation / stop.
(Third embodiment)
FIG. 6 is a flowchart showing a third embodiment of the control of the vehicle air conditioner control apparatus according to the present invention.

  When the processing of this routine is executed, it is determined whether or not the air conditioner control is performed by the control method of the present embodiment in step S1, as in the other embodiments. If all the conditions in step S1 are satisfied, the process moves to step S212.

In step S212, a time TM _V1 until the vehicle speed reaches V1 when the vehicle speed is decelerated at the current traveling pace is predicted. For example, when the current vehicle speed is V and the deceleration rate per unit time is A, the time TM _V1 to reach the speed V1 can be expressed as (V−V1) / A.

In step S213, it predicts the time TM _TL to be cooled to a compressor stop temperature T _L by initiating the operation of the compressor 21 from the current cooling air temperature T. Specifically, when the temperature drop per unit time (for example, 1 second) is T _C when the compressor 21 is operating, the time TM _TL to reach the compressor stop temperature T _L is (T−T _L ). it can be expressed as / T _C.

At step S214, the time TM _V1 of the vehicle speed reaches V1 is cooled air temperature T is equal to or less than the time TM _TL to reach the compressor stop temperature T _L, and whether compressor 21 is in operation Judging. When all of these conditions are satisfied (step S214: YES), the operation of the compressor 21 is started (step S215). If any one of these conditions is not satisfied (step S214: NO), the process proceeds to step S3 and subsequent steps. This allows the time TM _V1 and the interior of the cooling air temperature T, the vehicle speed reaches V1 is match time TM _TL to reach the compressor stop temperature T _L.

  FIG. 7 is a time chart showing an example of control at the time of vehicle deceleration in the vehicle air conditioner control device of the third embodiment.

As shown in FIG. 7A, when the vehicle speed is reduced to the speed V0, a time TM _V1 until the speed V1 is reached is predicted (step S212), and the cooling air temperature T becomes the compressor stop temperature _{TL at} the time TM _V1. Thus, the compressor 21 is controlled. For example, when the operation of the compressor 21 is started at a time point TM _V when the vehicle speed reaches the speed V, it can be predicted that the cooling air temperature T decreases as shown by a broken line B in FIG. Accordingly, the time at which the cooling air temperature T reaches the compressor stop temperature _TL can be predicted as the time TM _VTL shown in FIG. 7D (step S213). In this way, it is possible to determine the vehicle speed X at which the time TM _V1 when the vehicle speed becomes the speed V1 and the time when the cooling air temperature T becomes the compressor stop temperature _TL coincide with each other (step S214). Then, if operating the compressor 21 at the time reaches the vehicle speed X TM _X (step S215), it is possible to match the time period for cooling air temperature T where the vehicle speed becomes the speed V1 is a compressor stop temperature T _L .

According to the present embodiment, without any particular change normal compressor startup temperature T _U and the compressor stop temperature T _L, it may be performed lockup in a low vehicle speed range. Further, since the operation of the compressor 21 is performed only once at a specific timing, it is not necessary to frequently operate and stop the compressor 21.

  The present invention is not limited to the embodiment described above, and various modifications and changes can be made within the scope of the technical idea, and it is obvious that these are equivalent to the present invention.

  For example, the present invention is particularly effective when applied to a vehicle equipped with a continuously variable transmission capable of shifting while the lock-up clutch 12 is operated, but an automatic vehicle equipped with the lock-up clutch 12. Even so, it is applicable. In addition, the present invention can be applied to a variable displacement compressor capable of adjusting the load of the compressor 21, even if the compressor 21 is not capable of adjusting the load and is not easily affected by the fixed displacement compressor. Further, instead of the cooling air temperature T, a heat exchange portion with air, that is, a refrigerant temperature in the evaporator 24 may be used.

BRIEF DESCRIPTION OF THE DRAWINGS It is a figure which shows schematic structure of the vehicle equipped with the vehicle air conditioner control apparatus by this invention, and its control apparatus. It is a flowchart which shows control of the vehicle air conditioner control apparatus of 1st Embodiment of the vehicle air conditioner control apparatus by this invention. It is a time chart which shows an example of control of 1st Embodiment of the air-conditioner control apparatus for vehicles by this invention. It is a flowchart which shows control of the vehicle air conditioner control apparatus of 2nd Embodiment of the vehicle air conditioner control apparatus by this invention. It is a time chart which shows an example of control of 2nd Embodiment of the vehicle air conditioner control apparatus by this invention. It is a flowchart which shows control of the vehicle air conditioner control apparatus of 3rd Embodiment of the vehicle air conditioner control apparatus by this invention. It is a time chart which shows an example of control of 3rd Embodiment of the vehicle air conditioner control apparatus by this invention. It is a time chart which shows control of the conventional vehicle air conditioner control apparatus.

Explanation of symbols

DESCRIPTION OF SYMBOLS 10 Engine 10a Engine output shaft 11 Torque converter 12 Lock-up clutch 14 Continuously variable transmission 19 Hydraulic control circuit 21 Air-conditioner compressor 22 Electromagnetic clutch 23 Air-conditioner condenser 24 Evaporator 30 Electronic controller 33 Speed sensor 34 Cold air temperature sensor 35 Accelerator sensor 35a Accelerator Pedal 36 Temperature sensor 38 Air duct T Cooling air temperature (cooling capacity index temperature)
T _U compressor start temperature (target value of the cooling capacity index temperature, a first reference temperature)
_TL Compressor stop temperature (Target value of cooling capacity index temperature, second reference temperature)
V ₀ control start reference speed (reference vehicle speed)
V ₁ lock-up clutch release speed

Claims (16)

A vehicle air conditioner control device that cools air using a refrigerant that is provided in a vehicle including a transmission with a lockup clutch and is pressurized by a compressor driven by an engine,
A control apparatus for a vehicle air conditioner, wherein a target value of a cooling capacity index temperature during lockup is set according to a vehicle speed. 2. The control apparatus for a vehicle air conditioner according to claim 1, wherein the cooling capacity index temperature is a refrigerant temperature in the vicinity of a heat exchange part with air. The control apparatus for a vehicle air conditioner according to claim 1, wherein the cooling capacity index temperature is a temperature of cooled air. The target value is set to a value lower than the target value when the vehicle speed is lower than the reference vehicle speed when the vehicle speed is lower than the reference vehicle speed. The vehicle air conditioner control device described. Compressor control means for controlling the cooling capacity index temperature between a first reference temperature and a second reference temperature lower than the first reference temperature;
5. The compressor according to claim 1, wherein the compressor control unit lowers the first reference temperature when the vehicle speed is equal to or lower than a reference vehicle speed than when the vehicle speed is higher than the reference vehicle speed. The control apparatus of the vehicle air conditioner described in 1. The compressor control means lowers the first reference temperature as the vehicle speed becomes lower;
The control device for a vehicle air conditioner according to claim 5. The compressor control means lowers the second reference temperature when the vehicle is locked up and the vehicle speed is reduced to a reference vehicle speed or less;
The control device for a vehicle air conditioner according to claim 5 or 6, characterized in that The compressor control means lowers the second reference temperature as the vehicle speed becomes lower.
The control apparatus for a vehicle air conditioner according to claim 7. The compressor control means sets the first reference temperature to a predetermined fixed value when the lock-up is not in progress.
The control device for a vehicle air conditioner according to any one of claims 5 to 8, wherein the control device is a vehicle air conditioner. The compressor control means sets the first reference temperature based on the vehicle speed when not being locked up,
The control device for a vehicle air conditioner according to any one of claims 5 to 8, wherein the control device is a vehicle air conditioner. The compressor control means sets the second reference temperature to a predetermined fixed value when the lock-up is not in progress.
The control device for a vehicle air conditioner according to any one of claims 5 to 10, wherein the control device is a vehicle air conditioner. The compressor control means sets the second reference temperature based on the vehicle speed when not being locked up,
The control device for a vehicle air conditioner according to any one of claims 5 to 10, wherein the control device is a vehicle air conditioner. The lockup clutch control mechanism is provided with a lockup permission speed range and a lockup prohibition speed range.
The vehicle air conditioner control device according to any one of claims 5 to 12, wherein the vehicle air conditioner control device is provided. The first reference temperature is determined based on a vehicle speed within the lockup permission speed range.
The vehicle air conditioner control device according to claim 13. The second reference temperature is determined based on a vehicle speed within the lockup permission speed range.
The vehicle air conditioner control device according to claim 13 or 14, The compressor is a fixed capacity type,
The vehicular air conditioner control device according to any one of claims 1 to 15, wherein the vehicular air conditioner control device.

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