JP5355137B2 - Vehicle control device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To sufficiently obtain the effect of reducing the amount of fuel consumption and the discharge amount of exhaust gas by elongating time of stopping engine idling as much as possible, while achieving comfortable air conditioning. <P>SOLUTION: A vehicle control device includes an air conditioning device including an evaporator and a heater core, and stops the engine idling while a vehicle stands still. The air conditioning device includes an air mix door, a heater core sensor, and an air conditioning control unit. The air conditioning control unit includes an air conditioning state determination part for determining whether it is cooling state or a heating state (step SF3). The air conditioning control unit controls the air mix door based on a temperature change of the heater core if the heating state is detected while the idling is stopped, and controls the air mix door by taking the temperature of the heater core as a fixed value if the cooling state is detected while the idling is stopped. <P>COPYRIGHT: (C)2010,JPO&amp;INPIT

Description

  The present invention relates to a vehicle control apparatus configured to stop idling of an engine under a predetermined condition, and particularly relates to a technical field for performing control related to an air conditioner.

  2. Description of the Related Art Conventionally, a vehicle having a so-called idling stop function that automatically stops idling of an engine when the vehicle is stopped due to a signal or the like as one of means for reducing the fuel consumption of the vehicle and the exhaust gas emission. There is.

  In general, the vehicle is provided with an air conditioner, and a vehicle control device having both the idling stop function and the air conditioner is disclosed in, for example, Patent Document 1. Yes. The air conditioner of Patent Document 1 includes a heat exchanger for heating through which a heat medium (engine cooling water) supplied from a water pump as an auxiliary machine driven by an engine flows, and heat supplied from a compressor as an auxiliary machine. A heat exchanger for cooling through which a medium (refrigerant) flows and a casing for housing them are provided. In the casing, an air passage through which air-conditioning air is introduced is formed, and the temperature of the conditioned air is changed by changing the amount of air passing through the heating heat exchanger and the amount of air passing through the cooling heat exchanger. And a temperature adjusting unit for adjusting the temperature.

And in the said control apparatus, the operation mode of an air conditioner is detected and the time which stops idling of an engine according to the detected operation mode is set. Specifically, for example, when it is detected that the operation mode (vent mode) suitable for the case where strong cooling is required, the time for stopping idling of the engine is shortened to drive the auxiliary machine. A long time can be secured to obtain a sufficient air conditioning capacity.
JP 2008-138622 A

  By the way, in the vehicle provided with the control device as in Patent Document 1, when the air conditioning state of the passenger compartment becomes uncomfortable, the occupant cancels the idling stop function so that idling does not stop. As a result, the effect of reducing fuel consumption and exhaust gas emissions cannot be obtained, so it is desirable to obtain an air conditioning state that is as comfortable as possible even when idling is stopped.

  However, since supply of the heat medium is stopped when idling is stopped, there is a problem that it is difficult to maintain a comfortable air-conditioning state if air-conditioning control similar to that during engine operation is performed.

  The present invention has been made in view of such a point, and the object of the present invention is to ensure as long as possible the time to stop idling by enabling comfortable air conditioning even while idling is stopped. Thus, a sufficient effect of reducing fuel consumption and exhaust gas emission is obtained.

  In order to achieve the above object, in the present invention, there is a difference in the influence of the temperature state of the heating heat exchanger on the generation of conditioned air when the air conditioner is in a cooling state and when it is in a heating state. In consideration of the above, the method for reflecting the temperature state of the heat exchanger for heating in the control is changed at each time of cooling and heating.

Specifically, in the first invention, an air conditioner having a heat exchanger for heating and cooling for exchanging heat between a heat medium supplied by an auxiliary machine driven by an engine of a vehicle and blown air to the passenger compartment. The vehicle control device configured to stop idling of the engine when a predetermined condition is satisfied, the vehicle control device includes a control unit that predicts the temperature of the air blown from the air conditioner, and the air conditioner includes: A refrigerant compressor constituting the refrigeration cycle and a refrigerant evaporator as a cooling heat exchanger, a cooling side temperature detecting unit for detecting the temperature state of the refrigerant evaporator, and an air flow downstream side of the heating heat exchanger A heating-side temperature detecting unit that detects the temperature state of the heating heat exchanger, a cooling passage in which the refrigerant evaporator is arranged and air-conditioning air flows, and the heating heat exchanger is arranged. Sky A heating passage through which working air circulates, an air mix space in which the downstream end of the cooling passage and the heating passage communicates, and a temperature adjustment door, the temperature adjustment door being detected by the cooling side and heating side temperature detection unit Controlled by the control unit based on the temperature state of the refrigerant evaporator and the heat exchanger for heating, and configured to change the opening and closing degree of the heating passage to generate conditioned air of a desired temperature , The refrigerant compressor is stopped when the temperature state of the refrigerant evaporator detected by the cooling-side temperature detection unit is equal to or lower than a predetermined stop temperature at which the refrigerant compressor is stopped, and is set higher than the stop temperature. The controller is configured to operate when the operating start temperature is exceeded, and the controller stops the refrigerant compressor when engine idling is stopped in an air conditioning mode in which the refrigerant compressor is operating. When the stop temperature to be set is Tof, the temperature detected by the heating side temperature detection unit is Th1, and the opening degree of the heating passage by the temperature control door just before the engine idling is stopped is expressed as MIXac. The predicted temperature of the blown air immediately before the engine is stopped idling is calculated by the formula of Tof + (Th1−Tof) / 100 × MIXac, while the engine idling is stopped in the air conditioning mode in which the refrigerant compressor is stopped. In this case, assuming that the temperature detected by the cooling side temperature detecting unit is Tm, the predicted temperature of the blown air immediately before the idling stop of the engine is calculated by the calculation formula of Tm + (Th1−Tm) / 100 × MIXac. The control unit is configured to stop the cooling-side temperature detection unit and the heating-side temperature during idling stop of the engine. While adjusting the temperature of the blown air based on the temperature state of the refrigerant evaporator and the heating heat exchanger detected at the outlet and the predicted temperature of the blown air before idling is stopped, the refrigerant evaporator The temperature state of the heat exchanger for heating and the predicted temperature of the blown air before stopping idling are compared, and the temperature state of the refrigerant evaporator and the heat exchanger for heating adjusts the temperature of the blown air. If it is a temperature state where it is difficult to adjust the temperature of the blown air while the temperature state of the refrigerant evaporator and the heating heat exchanger is difficult, It is configured to shorten the time for which idling is stopped, and the control unit further includes an air conditioning state determination unit that determines whether the cooling state or the heating state, If the air-conditioning state determination unit determines that the heating state is in an idling stop state, the temperature adjustment unit is controlled based on a change in the temperature state of the heating heat exchanger detected by the heating-side temperature detection unit. On the other hand, if the air conditioning state determination unit determines that the air conditioning state is in the cooling state when idling is stopped, the control value regarding the temperature state of the heating heat exchanger is set to a predetermined fixed value, and the temperature adjustment is performed based on the fixed value. Suppose that it is comprised so that a part may be controlled.

  That is, when the air conditioner is in a heating state, the air-conditioning air mainly passes through the heat exchanger for heating. At this time, if the idling is stopped and the supply of the heat medium is stopped, the heat exchange for heating is performed. The temperature of the vessel tends to drop quickly. When the amount of air passing through the heat exchanger for heating is large, the flow rate of air increases, and the detection result of the heating side temperature detection unit downstream is substantially correlated with the temperature state of the heat exchanger for heating. . And, when the idling is stopped and the heating unit is in the heating state, the control unit controls the temperature adjusting unit based on the change in the temperature state of the heating heat exchanger detected by the heating side temperature detecting unit. Even when the supply of the heat medium is stopped, the temperature of the conditioned air can be set to a desired temperature suitable for heating.

  On the other hand, when the air conditioner is in the cooling state, the air for air conditioning mainly passes through the cooling heat exchanger, so even if the supply of the heat medium to the heating heat exchanger is stopped, the heating air The temperature of the industrial heat exchanger is unlikely to decrease. At this time, since the amount of air passing through the heating heat exchanger is small and the flow rate of air is slow, the detection result of the heating side temperature detection unit on the downstream side is different from the temperature state of the heating heat exchanger. In some cases, the temperature of the air may be reached, and the correlation with the temperature of the heat exchanger for heating is lower than that during heating. If this low correlation detection result is reflected in the control, the temperature of the conditioned air deviates from the desired temperature. In the present invention, when the air conditioner is in the cooling state, the temperature adjustment unit is controlled with the control value relating to the temperature state of the heating heat exchanger as a predetermined fixed value, so that the detection result with low correlation by the heating side temperature detection unit is controlled. It will not be reflected.

  In addition, since the temperature change of the heat exchanger for heating at the time of cooling is not so large as described above, even if the control value is set to a fixed value, there is no problem.

  In a second invention, in the first invention, the air conditioning state determination unit detects an operation state of the temperature adjustment unit, and detects that the temperature adjustment unit is an operation state for increasing the temperature of air in the passenger compartment. Sometimes, it is determined to be in the heating state.

  According to this configuration, when the temperature adjustment unit is in an operation state in which the temperature of the air in the passenger compartment is increased, the air conditioner is heating. Can be obtained.

  According to a third invention, in the first invention, an outside air temperature detection unit that detects a temperature of air outside the passenger compartment is provided, and the air conditioning state determination unit has a temperature detected by the outside air temperature detection unit that is equal to or lower than a predetermined value. In such a case, it is determined to be in the heating state.

  According to this structure, the determination result based on the condition outside a vehicle interior is obtained by determining an air-conditioning state based on the temperature of the air outside a vehicle interior.

  According to a fourth invention, in the second invention, an outside air temperature detection unit that detects a temperature of air outside the passenger compartment is provided, and the air conditioning state determination unit has a temperature detected by the outside air temperature detection unit that is equal to or less than a predetermined value. In such a case, the heating state is determined regardless of the operating state of the temperature control unit.

  According to this configuration, the air conditioning state determination unit determines that the heating state is prioritized over the temperature of the air outside the passenger compartment rather than the operation state of the temperature adjustment unit. Therefore, a determination result based on the situation outside the passenger compartment is obtained.

  According to the first invention, when idling is stopped and in the heating state, the temperature of the conditioned air is controlled by controlling the temperature adjusting unit based on the change in the temperature state of the heat exchanger for heating. When the temperature can be set to a desired temperature suitable for heating and the air conditioner is in a cooling state, the temperature adjustment unit is controlled with a control value related to the temperature state of the heat exchanger for heating as a predetermined fixed value. A detection result with low probability is not reflected in the control. As a result, both heating and cooling can be performed comfortably while idling is stopped, and the time for stopping idling is ensured as long as possible to sufficiently obtain the effect of reducing fuel consumption and exhaust gas emissions. be able to.

  According to the second aspect of the invention, the air conditioning state can be accurately determined by determining that the temperature adjustment unit is in the heating state when the temperature adjustment unit is in the operation state in which the temperature of the air in the passenger compartment is raised.

  According to the third aspect of the invention, when the temperature detected by the outside air temperature detection unit is equal to or lower than the predetermined value, it is determined that the room is in the heating state. Therefore, erroneous determination of the air conditioning state can be prevented.

  According to the fourth aspect of the invention, when the temperature detected by the outside air temperature detection unit is equal to or lower than the predetermined value, the vehicle is determined to be in the heating state regardless of the operation state of the temperature adjustment unit. The determination result according to the outdoor situation can be obtained, and a more comfortable air conditioning can be realized.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. It should be noted that the following description of the preferred embodiment is merely illustrative in nature, and is not intended to limit the present invention, its application, or its use.

  A vehicle control device according to an embodiment of the present invention is mounted on a passenger car. An air conditioner 1 shown in FIG. 1 is disposed in the vehicle compartment. As shown in FIG. 3, the vehicle control device 100 includes an air conditioner control unit 2 (control unit) that controls the air conditioner 1, an engine ignition device 4, and a fuel injection device 5 in addition to the air conditioner 1. And an engine control unit 3 that outputs engine start and stop request signals to the engine control unit 3. Although details will be described later, when the idling stop condition on the vehicle side is satisfied and the idling stop condition on the air conditioner 1 side is satisfied, the idling of the engine is stopped by the vehicle control unit 6.

  The air conditioner 1 is accommodated in an instrument panel IP (shown in FIG. 2) disposed at the front end of the passenger compartment. An operation panel B of the air conditioner 1 is disposed at a substantially central portion on the left and right sides of the instrument panel IP. A driver's seat (not shown) is provided on the right side of the vehicle body and a passenger seat (not shown) is provided on the left side of the instrument panel IP. A defroster port 7 through which conditioned air blows toward the inner surface of a front window (not shown) opens at the front end of the instrument panel IP. At the left and right ends of the upper side of the instrument panel IP, demister ports 8 through which conditioned air blows toward the inner surface of a side window (not shown) are opened. A center vent port 9 through which air-conditioned air blows toward the upper body of the occupant is opened at a substantially central portion in the left-right direction of the instrument panel IP. Side vent ports 10 through which conditioned air blows toward the upper body of the occupant are also opened in the vicinity of both ends in the left-right direction of the instrument panel IP.

  As shown in FIG. 1, the air conditioner 1 includes a case 20 formed by molding a resin material. The case 20 is provided with an air introduction unit 21, a temperature adjustment unit 22, and an conditioned air distribution unit 23. The case 20 is divided into three parts, for example, an air introduction part 21, a temperature adjustment part 22, and an conditioned air distribution part 23, or two cases are provided for the air introduction part 21, the temperature adjustment part 22 and the conditioned air distribution part 23. It may be divided.

  The air introduction part 21 is connected to an inside air introduction port 25 that opens in the vehicle interior and takes air inside the vehicle interior into the case 20 and a duct (not shown) that communicates with the outside of the vehicle interior. An outside air inlet 26 for taking in the case 20 is formed. Inside the air introduction part 21, an inside / outside air switching door 27 that opens one of the inside air introduction port 25 and the outside air introduction port 26 and closes the other is provided. The inside / outside air switching door 27 is operated by an inside / outside air actuator 28 (shown in FIG. 3) fixed to the outer surface of the case 20 to open one of the inside air introduction port 25 and the outside air introduction port 26 and close the other. ing. The inside / outside air actuator 28 has a known structure with a built-in servo motor. By this inside / outside air actuator 28, the inside / outside air mode as an operation mode can be switched between an inside air introduction mode in which only inside air is introduced into the case 20 and an outside air introduction mode in which only outside air is introduced into the case 20.

  An air filter 31 and a blower fan 32 for filtering the air introduced into the case 20 are directed downstream of the inside / outside air switching door 27 inside the air introduction part 21 in the air flow direction. It is provided in order. The blower fan 32 is a centrifugal fan, and is arranged so that the rotation shaft extends in the vertical direction. A blower motor 33 for rotationally driving the blower fan 32 is disposed below the blower fan 32. The blower motor 33 is fixed to the case 20 with a part protruding outside the case 20.

  The temperature adjusting unit 22 is located downstream of the air introducing unit 21 in the air flow direction. A cold air passage 22a is formed inside the temperature adjusting unit 22, and an evaporator 35 as a cooling heat exchanger is accommodated in the cold air passage 22a. The evaporator 35, a compressor 36 (shown in FIG. 3) as an auxiliary machine driven by the engine, a refrigerant condenser (not shown), and an expansion valve (not shown) constitute a known refrigeration cycle. ing. The evaporator 35 is a tube and fin type heat exchanger in which a plurality of tubes and fins (both not shown) are alternately arranged and integrated. A refrigerant as a heat medium is supplied to and discharged from the evaporator 35 via two cooler pipes (not shown), and the refrigerant flows through the tubes. The air passing between the fins of the evaporator 35 exchanges heat with the refrigerant flowing through the tube, thereby cooling the air. Further, an evaporator sensor 37 (cooling side temperature detector) including a temperature sensor for detecting the temperature state (surface temperature) of the evaporator 35 is disposed on the downstream side of the air flow of the evaporator 35.

  A heating passage 22b is formed on the downstream side of the evaporator 35 inside the temperature adjusting unit 22, and a heater core 43 as a heat exchanger for heating is accommodated in the heating passage 22b. The heater core 43 is a tube and fin type heat exchanger similar to the evaporator 35. Engine heater water as a heat medium is supplied to and discharged from the heater core 43 through two heater pipes (not shown) from a water pump (not shown) as an auxiliary machine driven by the engine. It has become. The air passing through the heater core 43 exchanges heat with the engine coolant flowing through the tube, thereby heating the air. In addition, a heater core sensor (heating-side temperature detection unit) 38 including a temperature sensor for detecting the temperature state of the heater core 43 is disposed on the downstream side of the air flow of the heater core 43.

  A bypass passage 44 is formed on the side of the heating passage 22b so that the air that has passed through the evaporator 35 flows by bypassing the heater core 43. On the downstream side of the bypass passage 44, an air mix space 45 is formed for mixing the air flowing through the bypass passage 44 and the air flowing through the heating passage 22b to obtain conditioned air (blowout air) at a desired temperature. Yes.

  Between the evaporator 35 and the heater core 43, an air mix door 46 (temperature adjustment door) that changes the degree of opening and closing of the heating passage 22b is disposed. The air mix door 46 is operated by an air mix actuator 48 (shown in FIG. 3) fixed to the outer surface of the case 20. The air mix actuator 48 is configured in the same manner as the inside / outside air actuator 28.

  By operating the air mix actuator 48 to change the opening degree of the heating passage 22b by the air mix door 46, the ratio between the amount of air flowing through the bypass passage 44 and the amount of air flowing through the heating passage 22b is changed. The amount of air passing through the evaporator 35 and the amount of air passing through the heater core 43 are changed, and the temperature of the conditioned air obtained in the air mix space 45 is changed.

  When the opening of the air mix door 46 is 0%, the heating passage 22b is fully closed and the bypass passage 44 is fully opened. When the opening is 100%, the heating passage 22b is fully opened and the bypass passage 44 is opened. It is supposed to be fully closed. The opening degree of the air mix door 46 is set to an arbitrary value between the above-described 0% to 100%.

  On the downstream side of the temperature adjustment unit 22 in the air flow direction, the conditioned air distribution unit 23 communicating with the air mix space 45 is located. A vent passage 47, a heat passage 49, and a defroster passage 59 extending from the air mix space 45 and extending from the air mix space 45 are formed inside the conditioned air distribution unit 23. The downstream end of the vent passage 47 opens to the outer surface of the case 20 as a vent outlet 50, the downstream end of the heat passage 49 opens similarly as the heat outlet 51, and the downstream end of the defroster passage 59 is the defroster outlet. 52 is similarly opened.

  An upstream end of a vent duct 53 communicating with the center vent port 9 and the side vent 10 of the instrument panel IP is connected to the vent outlet 50. Further, the heat blower outlet 51 is connected to an upstream end of a heat duct 54 (a part of which is shown in FIG. 2) extending to the vicinity of the feet of the front seat occupant and the feet of the rear seat occupant. The defroster outlet 52 is connected to an upstream end of a defroster duct 55 that communicates with the defroster port 7 and the demister port 8 of the instrument panel IP. The vent passage 47, the heat passage 49, and the defroster passage 59 are individually opened and closed by a vent door 56, a heat door 57, and a defroster door 58 disposed inside the conditioned air distribution unit 23.

  The vent door 56, the heat door 57, and the defroster door 58 are connected by a link member (not shown), and operate in conjunction with each other by a blowing mode actuator 60 (shown in FIG. 3) for switching the blowing mode. ing. The blow-out mode actuator 60 has a known structure with a built-in servo motor, similar to the inside / outside air actuator 28, and is fixed to the outer surface of the case 20.

  In addition, the air conditioner 1 includes an outside air sensor 65, an inside air sensor 66, and a solar radiation sensor 67 as shown in FIG. The outside air sensor 65 is a temperature sensor for detecting the outside air temperature around the vehicle (the temperature of the air outside the vehicle compartment), and is arranged outside the vehicle compartment near the front grill (not shown) and the door mirror (not shown). It is installed. The inside air sensor 66 is a temperature sensor for detecting the passenger compartment temperature, and is disposed on the driver seat side of the instrument panel IP as shown in FIG. The inside air sensor 66 is provided with a time constant in order to delay the transient response. The said solar radiation sensor 67 is for detecting the solar radiation amount which is the intensity | strength of the sunlight which inserts into a vehicle interior, and is arrange | positioned at the front-end part of instrument panel IP.

  As shown in FIG. 3, the operation panel B of the instrument panel IP includes a temperature setting switch 68, a blow mode switch 69, an air conditioner switch 70, an inside / outside air changeover switch 71, a fan switch 72, an air conditioner priority switch 73, and a DEF switch. 80 is arranged. The temperature setting switch 68 is for an occupant to change the set temperature of the passenger compartment to a desired temperature and set it. The blowing mode switch 69 is operated when an occupant selects a blowing mode of conditioned air. The blowout mode is an operation mode in which the conditioned air is blown out from the defroster port 7 and the demister port 8, the heat differential mode in which the defroster port 7, the demister port 8 and the heat duct 54 are blown, the center vent port 9 and the side vent. There are a vent mode that blows out from the port 10, a heat mode that blows out from the heat duct 54, and a bi-level mode that blows out from the center vent port 9, the side vent port 10, and the heat duct 54.

  The air conditioner switch 70 is for setting the operation mode of the compressor 36 of the refrigeration cycle. The A / C position for selecting the A / C mode in which the compressor 36 is normally operated and the case where weak cooling is sufficient. ECO position for selecting economy mode (ECO mode) and OFF position for selecting OFF mode in which the compressor 36 is not operated are provided so that the occupant can select any one of the three positions. It has become. The inside / outside air changeover switch 71 is for switching the air introduction mode between the inside air introduction mode and the outside air introduction mode. The fan switch 72 is for increasing or decreasing the amount of air blown by the fan 32 in multiple stages. The air conditioner priority switch 73 is for switching between an air conditioner priority mode in which engine idling is not stopped and an idling stop mode in which idling is stopped in a predetermined condition permitting idling stop. That is, in this vehicle, the idling stop function can be canceled at the will of the passenger.

  The DEF switch 80 is operated to clear the fogging of the window. When the DEF switch 80 is turned on, the defroster mode is set and the air volume is increased.

  Although not shown, the air conditioner control unit 2 includes a central processing unit, a random access memory (RAM), a read only memory (ROM), an input / output port, and the like, and is supplied with power from an in-vehicle battery (not shown). In response to the operation. The switches 68 to 73 are connected to the input / output ports of the air conditioner control unit 2, and the outside air sensor 65, inside air sensor 66, solar radiation sensor 67, EVA sensor 37, heater core sensor 38, blower motor 33, actuators 28, 48, 60 Is connected. The air-conditioner control unit 2 has an automatic air-conditioning mode that automatically sets the blow-out mode, the introduction mode, and the air volume to suit the air-conditioning state of the passenger compartment, and a manual mode that is manually set by the passenger. One is selected by.

  An ignition device 4, a fuel injection device 5, and a compressor 36 are connected to the engine control unit 3 via signal lines. The engine control unit 3 controls the electromagnetic clutch of the compressor 36 to be intermittently controlled. When the electromagnetic clutch is connected, the engine power is transmitted to the compressor 36, and when the electromagnetic clutch is disconnected, the power is not transmitted.

  The engine control unit 3 and the air conditioner control unit 2 are connected via a signal line. When the air conditioner control unit 2 determines that it is necessary to operate the compressor 36, it sends a compressor ON signal to the engine control unit 3, and the engine control unit 3 receiving this compressor ON signal connects the electromagnetic clutch of the compressor 36. On the other hand, when the air conditioner control unit 2 determines that it is not necessary to operate the compressor 36, it sends a compressor OFF signal to the engine control unit 3, and the engine control unit 3 receiving this compressor OFF signal disconnects the electromagnetic clutch. It is supposed to be in a state.

  When the air conditioning control unit 2 is in the automatic air conditioning mode, the air conditioning control unit 2 processes input signals from the sensors 37, 38, 65 to 67 and input signals from the switches 68 to 73 in accordance with a predetermined program. The operation mode of the apparatus 1 is determined, and the blower motor 33 and the actuators 28, 48, and 60 are controlled.

  In addition, the air conditioner control unit 2 obtains the temperature state of the evaporator 35 and the heater core 43 and the predicted temperature of the blown air before the idling stop during the engine idling stop so that the temperature of the conditioned air becomes a desired temperature. The temperature control unit 22 is controlled, and further, the engine idling time is changed based on the temperature state of the evaporator 35 and the heater core 43 and the predicted temperature of the blown air.

  The vehicle control unit 6 includes an inhibitor switch 75 that detects which shift range position the select lever of the automatic transmission operated by the occupant is in, a vehicle speed sensor 76 that detects the vehicle speed of the vehicle, and a depression operation of the brake pedal. A brake switch 77 to be detected is connected via a signal line. Further, the vehicle control unit 6 and the air conditioner control unit 2 are connected by a signal line, and the air conditioner control unit 2 receives one of the idling stop permission signal and the prohibition signal generated by the air conditioner control unit 2. The signal is output to the vehicle control unit 6. Further, the vehicle control unit 6 is configured to output a determination signal indicating whether or not the engine is stopped to the air conditioner control unit 2. If the vehicle is equipped with a manual transmission, a sensor for detecting the position of the shift lever may be provided, and a signal from this sensor may be input to the vehicle control unit 6.

  The vehicle control unit 6 stops idling of the engine for a predetermined time when the idling stop condition on the vehicle side is satisfied and when the idling stop permission signal is output from the air conditioner control unit 2. However, when the vehicle-side stop condition is not satisfied before the predetermined time elapses, or when the idling stop prohibition signal is output from the air conditioner control unit 2, the idling stop is terminated at that time, and the engine is turned off. Restart. The idling stop condition on the vehicle side means that the vehicle is stopped when the vehicle speed detected by the vehicle speed sensor 76 is 0, and that the select lever is located in the neutral range or the parking range by the inhibitor switch 75, and This is when a brake pedal depression operation is detected by the brake switch 77. When the vehicle control unit 6 permits the engine to stop idling, an idling stop permission signal is output to the engine control unit 3 to make the ignition device 4 and the fuel injection device 5 inoperative.

  Next, specific control operations of the air conditioner control unit 2 will be described based on the flowcharts shown in FIGS. 4 and 6 to 10. This control is started when the ignition switch of the vehicle is turned on, and is repeated in a predetermined cycle.

  When the ignition switch of the vehicle is turned on, the process proceeds to step SA1 in the flowchart shown in FIG. 4, and the air conditioner control unit 2 reads signals from the sensors 37, 38, 65 to 67 and the switches 68 to 73.

  Then, it progresses to step SA2 and the air mix door 46 is controlled. In controlling the air mix door 46, first, the target vehicle interior temperature is calculated. The target vehicle interior temperature is determined based on air conditioning conditions including the set temperature of the temperature setting switch 68. Then, the opening degree of the air mix door 46 is calculated in consideration of input signals from the evaluation sensor 37, the heater core sensor 38, etc., and the air mix actuator 48 is operated to set the air mix door 46 to a desired opening degree. The opening degree of the air mix door 46 is output as an opening degree value. Further, when the opening degree of the air mix door 46 is corrected by air mix door opening degree correction control, which will be described later, the air mix door 46 is operated so as to have the corrected opening degree.

  Thereafter, the process proceeds to step SA3, where the blow mode is selected, the blow mode actuator 60 is operated so as to be the selected blow mode, the introduction mode is selected, and the inside / outside air is selected so as to be the selected introduction mode. Actuator 28 is activated. Note that the blowing mode and the introduction mode may be switched at the same timing or may be switched at different timings.

  When the blowing mode is selected in step SA3, the blowing mode is set to the vent mode when the outside air temperature detected by the outside air sensor 65 is, for example, about 30 ° C. or higher and strong cooling is required as in summer. The introduction mode is the inside air introduction mode. By setting the blow-out mode to the vent mode, the cool air is directly supplied to the upper body of the occupant, and by setting the introduction mode to the inside air introduction mode, the inside temperature of the vehicle interior is closer to the target vehicle interior temperature than the air outside the vehicle interior. Air can be taken into the case 20 and efficient cooling becomes possible. Further, when the outside air temperature is, for example, about 20 ° C. and may be a relatively weak cooling, the blowing mode is set to the bi-level mode, and the introduction mode is set to the outside air introduction mode. On the other hand, when the outside air temperature detected by the outside air sensor 65 is low, for example, at a low temperature of about 10 ° C. or lower, and the heating mode is required, the blowing mode is set to the heat mode or the heat differential mode, and the introduction mode is set to the outside air introduction mode. And By setting the introduction mode to the outside air introduction mode, dry outside air is taken into the passenger compartment and fogging of the window glass is prevented.

  Next, the process proceeds to step SA4, where the air volume is set, and the voltage applied to the blower motor 33 is changed so that the set air volume is obtained. The air flow increases as the difference between the vehicle interior temperature detected by the inside air sensor 66 and the target vehicle interior temperature increases. In step SA5, it is determined whether the compressor 36 is to be operated or stopped. In step SA5, the compressor 36 is operated when the air conditioner mode set by the air conditioner switch 70 is the A / C mode or the ECO mode, and is stopped when the air conditioner mode is the OFF mode. If the compressor 36 is activated in step SA5, a compressor ON signal is output from the air conditioner control unit 2 to the engine control unit 3, and the engine control unit 3 puts the electromagnetic clutch of the compressor 36 into a connected state. On the other hand, when the compressor 36 is stopped, the compressor OFF signal is output from the air conditioner control unit 2 to the engine control unit 3, and the electromagnetic clutch is disengaged.

  As shown in FIG. 5, the compressor ON signal and the OFF signal are output based on the temperature detected by the EVA sensor 37. In other words, the compressor ON signal is output when the temperature detected by the EVA sensor 37 reaches Tof + Diff (° C.), and the compressor OFF signal is output when the temperature detected by the EVA sensor 37 reaches Tof (° C.). It has become. Therefore, the temperature state of the evaporator 37 changes at least between Tof (° C.) and Tof + Diff (° C.).

  In step SA6 following step SA5 in FIG. 4, idling stop determination is performed. A flowchart of this idling stop determination is as shown in FIG. In SB1 after the start, the minimum idling stop time (ISMIN) is set. The shortest time (ISMIN) is 5 seconds if the outside air temperature detected by the outside air sensor 65 requires heating below 0 ° C. or if cooling above 35 ° C. is necessary. If it is less, it is set to be longer, for example, about 10 seconds. Note that the minimum time (ISMIN) is not limited to the above-mentioned value, and the engine restarts after a predetermined time has passed immediately after the idling stop so that the engine and the starter are not damaged by the restart immediately after the idling stop. It may be a short time to make it happen.

  In step SB2 following step SB1, the first idling stop determination is performed, although details will be described later. If it is determined in step SB2 that idling stop is permitted, the process proceeds to subsequent step SB3. If it is determined in step SB2 that idling stop is prohibited, the process proceeds to step SB10. The idling stop permission means that the idling stop state is continued, and the idling stop prohibition means that the engine is restarted.

  In step SB3 following step SB2, the predicted temperature Ti of conditioned air blown out from the vent outlet 50, the heat outlet 51 and the defroster outlet 52 is obtained. This will be described later.

  After obtaining the predicted temperature Ti of the blown air in step SB3, the process proceeds to step SB4. In step SB4, it is determined whether or not the engine is stopped (idling is stopped). If NO is determined in step SB4 and idling is not stopped, the process proceeds to step SB9.

  On the other hand, if it is determined as YES in step SB4 and idling is stopped, the process proceeds to step SB5, and second idling stop determination described later is performed. If it is determined in step SB5 that the idling stop is prohibited in the second idling stop determination, the process proceeds to step SB6. On the other hand, if it is determined in step SB5 that idling stop is permitted, the process proceeds to step SB7. In step SB7, air mix door opening correction control for correcting the opening of the air mix door 46 is performed. Details of this will be described later.

  In step SB8 following step SB7, an output value of a compressor OFF signal for turning off the compressor 36 is set. In step SB9 following step SB8, the output value of the idling stop permission signal is set. The compressor OFF signal and the idling stop permission signal are output to the vehicle control unit 6 in step SA7 following step SA6 in the flowchart of FIG. Thereby, when the idling stop condition of the vehicle is satisfied, the idling of the engine is stopped and the engine is stopped.

  Further, in step SB6 which is determined to be the idling stop prohibition in step SB5 of the flowchart shown in FIG. 6, it is determined whether or not the idling stop time (IS) is equal to or longer than the shortest time (ISMIN). . If IS is equal to or greater than ISMIN, the process proceeds to step SB10. In step SB10, air mix door opening correction control is performed as in step SB7. In step SB11 following step SB10, the output value of the compressor OFF signal is set in the same manner as in step SB8. Thereafter, in step SB12, the output value of the idling stop prohibition signal is set. The compressor OFF signal and the idling stop prohibition signal are output to the vehicle control unit 6 in step SA7 following step SA6 in the flowchart of FIG. If it is determined as NO in step SB6, the process proceeds to step SB7.

  Next, the first idling stop determination performed in step SB2 of the flowchart of FIG. 6 will be described based on the flowchart of FIG. In step SC1 after the start of this flowchart, it is determined whether there is no abnormality in the evaluation sensor 37, the heater core sensor 38, the outside air sensor 65, the inside air sensor 66, and the solar radiation sensor 67, and the signal is output in a normal state. If YES is determined in step SC1 and any one of these sensors 37, 38, 65 to 67 is abnormal, normal control cannot be performed, and it is determined that idling stop is prohibited. If it is determined NO in step SC1, the sensors 37, 38, 65 to 67 are normal, and the process proceeds to the subsequent step SC2.

  In step SC2, it is determined whether or not the outside air temperature detected by the outside air sensor 65 is higher than Ta1 and lower than Ta2. Ta1 is set to a low value near the freezing point, for example, and Ta2 is set to a high value of about 50 ° C., for example. Therefore, in step SC2, it is determined whether or not a strong heating is necessary in winter and whether or not a strong cooling is necessary as in the hot weather. If the outside air temperature is equal to or lower than Ta1, NO is determined in step SC2, and it is determined that idling stop is prohibited in order to secure a heat source for stronger heating. On the other hand, if the outside air temperature is Ta2 or higher, it is determined to be ON in step SC2, and it is determined that idling stop is prohibited in order to perform strong cooling.

  On the other hand, if it is determined in step SC2 that the outside air temperature is higher than Ta1 and lower than Ta2, the process proceeds to step SC3.

  In step SC3, it is determined whether or not the air conditioner priority switch 73 is ON. In step SC3, if it is determined that the air conditioner priority switch 73 is ON, it is determined that idling stop is prohibited because the occupant wants to prioritize air conditioning. On the other hand, if it is determined in step SC3 that the air conditioner priority switch 73 is OFF, the process proceeds to step SC4.

  In step SC4, it is determined whether or not the DEF switch 80 is ON. If it is determined as YES in step SC4 that the DEF switch 80 is ON, it is determined that idling stop is prohibited because it is a situation where it is desired to clear the fogging of the window. On the other hand, if it is determined as NO in step SC4 that the DEF switch 80 is OFF, the process proceeds to step SC5.

  In step SC5, it is determined whether or not a value obtained by subtracting the vehicle interior temperature detected by the internal air sensor 66 from the target vehicle interior temperature is −5 ° C. or higher. If it is determined NO in step SC5, it is determined that idling stop is prohibited because the difference between the target vehicle interior temperature and the vehicle interior temperature is large and the vehicle interior is not in a comfortable state. On the other hand, if “YES” is determined in step SC5, the process proceeds to step SC6.

  In step SC6, it is determined whether or not a value obtained by subtracting the vehicle interior temperature detected by the internal air sensor 66 from the target vehicle interior temperature is + 5 ° C. or less. If it is determined NO in step SC6, it is determined that idling stop is prohibited because the difference between the target vehicle interior temperature and the vehicle interior temperature is large and the vehicle interior is not in a comfortable state. On the other hand, if YES is determined in step SC6, it is determined that idling stop is permitted.

  Next, the procedure for obtaining the predicted temperature Ti of the blown air performed in step SB3 in the flowchart of FIG. 6 will be described based on the flowchart of FIG. In step SD1 after the start, various parameters necessary for predicting the blowing temperature are read. These parameters are the output value of the evaporative sensor 37, the output value of the heater core sensor 38, and the opening of the air mix door 46 before idling is stopped.

  In step SD2 following step SD1, the operation mode of the compressor 36 set by the air conditioner switch 70 is determined. If it is determined in step SD2 that the operation mode of the compressor 36 is in the A / C mode or the ECO mode, the process proceeds to step SD3.

  In step SD3, the temperature of the blown air is predicted based on a straight line graph ascending to the right. The horizontal axis of this graph represents the opening degree of the air mix door 46 as a percentage, and the vertical axis represents the temperature (° C.).

  The opening degree of the air mix door 46 at point A is 0%, and the temperature is the temperature Tof (for example, 4 ° C.) when the compressor OFF signal is output. The opening degree of the air mix door 46 being 0% is the maximum cooling time, the bypass passage 44 is fully opened and the heating passage 22b is fully closed, and the introduced air passes only through the evaporator 35. It will be. At the time of this prediction, the temperature is fixed at Tof so that point A does not move. The reason for this is that when the compressor 36 is repeatedly operated and stopped as described above, the temperature state of the evaporator 35 changes. However, if the changing temperature state is used for the temperature prediction of the blown air, the prediction logic is complicated. This is to avoid this.

  The opening degree of the air mix door 46 at the point B is 100%, and the temperature is the temperature Th1 detected by the heater core sensor 38 before idling is stopped. When the opening degree of the air mix door 46 is 100%, it is during maximum heating and the heating passage 22b is fully opened, so the temperature of the blown air becomes substantially the same as the temperature detected by the heater core sensor 38.

And the predicted temperature Ti of blowing air can be calculated | required by following Formula.
Ti (° C.) = Tof + tan θ1 × MIXac (1)
tan θ1 = (Th1−Tof) / 100 (2)
Here, MIXac is the opening degree of the air mix door 46 immediately before idling is stopped.

  The predicted temperature Ti of the blown air before idling stop predicted in step SD3 is output in the subsequent step SD4.

  If it is determined in step SD2 that the operation mode of the compressor 36 is in the OFF mode, the process proceeds to step SD5. In step SD5, the temperature of the blown air is predicted based on a straight line graph that rises to the right as shown. The horizontal and vertical axes of this graph are the same as those in step SD3. The opening degree of the air mix door 46 at point C is 0%, and the temperature is the temperature Tm output from the evaporation sensor 37 before idling is stopped. The blowing temperature when the opening degree of the air mix door 46 is 0% (the bypass passage 44 is fully open) is substantially the same as the temperature detected by the evaporation sensor 37. Moreover, the opening degree and temperature of the air mix door 46 at the point D are the same as the point B in the step SD3.

And the predicted temperature Ti of blowing air can be calculated | required by following Formula.
Ti (° C.) = Tm + tan θ1 × MIXac (3)
tan θ1 = (Th1−Tm) / 100 (4)

  The predicted temperature Ti of the blown air before idling stop predicted in step SD5 is output in subsequent step SD4. The predicted temperature Ti of the blown air obtained as described above is used in the second idling stop determination in step SB5 and the air mix door opening correction control in steps SB7 and SB10 in the flowchart shown in FIG.

  Next, the procedure of the second idling determination will be described based on the flowchart shown in FIG. In step SE1 after the start, the blowing mode is determined. If it is determined in step SE1 that the blowing mode is the vent mode, the process proceeds to step SE2. The vent mode means that cooling is required.

  In step SE2, the operation mode of the compressor 36 is determined. If it is determined in step SE2 that the operation mode of the compressor 36 is in the A / C mode or the ECO mode, the process proceeds to step SE3, where the temperature state of the evaporator 35 detected by the evaporator sensor 37 and the predicted temperature Ti of the blowing temperature are set to α3. Is compared with the value obtained by adding or not to determine whether the temperature state of the evaporator 35 is equal to or higher than the predicted temperature Ti + α3. Α3 is an arbitrary temperature set based on an air conditioning feeling or the like.

  When it is determined YES in step SE3 and the temperature state of the evaporator 35 is equal to or higher than the predicted temperature Ti + α3 of the blown air, it is determined that idling stop is prohibited. This is because the fact that the temperature state of the evaporator 35 is equal to or higher than the predicted temperature Ti + α3 means that the introduced air cannot be cooled and the cooling desired by the occupant cannot be performed, so that the engine is restarted.

  If it is determined NO in step SE3, the process proceeds to step SE5 to determine the inside / outside air mode. If it is determined in step SE5 that the inside / outside air mode is the outside air mode, the process proceeds to step SE6, and it is determined whether or not the temperature state of the evaporator 35 detected by the evaporator sensor 37 is equal to or higher than a predetermined temperature Te1. The predetermined temperature Te1 is preferably set to about 25 ° C. When it is determined YES in step SE6 and the temperature of the evaporator 35 is equal to or higher than the predetermined temperature Te1, it is determined that idling stop is prohibited because sufficient cooling cannot be performed.

  If it is determined in step SE5 that the inside / outside air mode is the inside air mode, the process proceeds to step SE7, where it is determined whether the temperature of the evaporator 35 detected by the evaporator sensor 37 is equal to or higher than a predetermined temperature Te2. The predetermined temperature Te2 is preferably set to about 20 ° C. lower than Te1. When it is determined YES in step SE7 and the temperature of the evaporator 35 is equal to or higher than the predetermined temperature Te2, it is determined that idling stop is prohibited because sufficient cooling cannot be performed.

  If it is determined NO in step SE6, it is determined that idling stop is permitted. Further, when it is determined NO in step SE7, it is determined that idling stop is permitted.

  If it is determined in step SE2 that the operation mode of the compressor 36 is in the OFF mode, the process proceeds to step SE4. In step SE4, as in step SE3, the temperature state of the evaporator 35 is compared with a value obtained by adding α4 to the predicted temperature Ti, and it is determined whether or not the temperature state of the evaporator 35 is equal to or higher than the predicted temperature Ti + α4. In the case of YES, it is determined that idling stop is prohibited, and in the case of NO, it is determined that idling stop is permitted.

  If it is determined in step SE1 that the blowing mode is the bi-level mode, the process proceeds to step SE8, and the operation mode of the compressor 36 is determined in the same manner as in step SE2. If it is determined in step SE8 that the operation mode of the compressor 36 is in the A / C mode or the ECO mode, the process proceeds to step SE9, and the temperature state of the evaporator 35 detected by the evaporator sensor 37 and the prediction of the blown air before idling is stopped. A value obtained by adding α9 to the temperature Ti is compared, and it is determined whether or not the temperature of the evaporator 35 is equal to or higher than the predicted temperature Ti + α9 of the blown air.

  If YES is determined in step SE9, idling stop is prohibited. If NO is determined in step SE9, the process proceeds to step SE10, in which it is determined whether or not the temperature of the evaporator 35 detected by the evaporator sensor 37 is equal to or higher than a predetermined temperature Te3. The predetermined temperature Te3 is preferably set to about 30 ° C. When it is determined YES in step SE10 and the temperature of the evaporator 35 is equal to or higher than the predetermined temperature Te3, idling stop is prohibited. In step SE11, which is judged as NO in step SE10, the temperature state of the heater core 43 detected by the heater core sensor 38 is compared with the value obtained by subtracting β11 from the predicted temperature Ti of the blowing temperature, and the temperature of the heater core 43 is blown out. It is determined whether the temperature is equal to or lower than the predicted temperature Ti-β11. If YES is determined in step SE11, idling stop is prohibited. If NO is determined in step SE11, the process proceeds to step SE12, and it is determined whether or not the temperature of the heater core 43 detected by the heater core sensor 38 is equal to or lower than a predetermined temperature Th1. If YES is determined in step SE12 and the temperature of the heater core 43 is equal to or lower than the predetermined temperature Th1, the temperature of the heater core 43 is not sufficient to heat the air, and idling stop is prohibited. If it is determined NO in step SE12, idling stop is permitted.

  If it is determined in step SE8 that the operation mode of the compressor 36 is the OFF mode, the process proceeds to step SE13, and similarly to step SE9, the temperature state of the evaporator 35 is compared with the value obtained by adding α13 to the predicted temperature Ti, It is determined whether or not the temperature state of the evaporator 35 is equal to or higher than the predicted temperature Ti + α13.

  If YES is determined in step SE13, idling stop is prohibited. If NO is determined in step SE13, the process proceeds to step SE14, and similarly to step SE11, the temperature state of the heater core 43 is compared with the value obtained by subtracting β14 from the predicted temperature Ti, and the temperature state of the heater core 43 is determined to be the predicted temperature Ti. -It is determined whether it is below (beta) 14. If YES is determined in step SE14, idling stop is prohibited. If NO is determined in step SE14, the process proceeds to step SE15, and similarly to step SE12, it is determined whether or not the temperature of the heater core 43 detected by the heater core sensor 38 is equal to or lower than a predetermined temperature Th2. If YES is determined in step SE15, idling stop is prohibited. If it is determined to be ON in step SE15, idling stop is permitted.

  If it is determined in step SE1 that the blowing mode is the heat mode, the heat differential mode, or the defroster mode, the process proceeds to step SE16, and similarly to step SE11, the temperature of the heater core 43 detected by the heater core sensor 38 is the blowing temperature. It is determined whether or not the predicted temperature Ti-β16 or less. If YES is determined in step SE16, idling stop is prohibited. If NO in step SE16, the process proceeds to step SE17. In step SE17, as in step SE12, it is determined whether or not the temperature of the heater core 43 detected by the heater core sensor 38 is equal to or lower than a predetermined temperature Th3. . If YES is determined in step SE17, idling stop is prohibited. If it is determined NO in step SE17, idling stop is permitted.

  Next, the procedure of air mix door opening correction control will be described based on the flowchart shown in FIG. In step SF1 after the start, various parameters necessary for air mix door opening correction control are read. These parameters are the output value of the EVA sensor 37, the output value of the heater core sensor 38, the opening degree of the air mix door 46, the predicted temperature Ti of the blown air, and the outside air temperature.

In step SF2 following step SF1, the following equation is calculated.
Th (° C.) = Th1− (Th1−Thi) × K (5)

  Here, Th is a control value related to the temperature state of the heater core used for air mix opening correction control. Th1 is a temperature detected by the heater core sensor 38 before idling is stopped. Thi is a temperature detected by the heater core sensor 38 after idling is stopped. K is a coefficient.

  A method for calculating K will be described with reference to FIGS. K is set to a larger value by comparing K1 obtained based on the graph shown in FIG. 11 and K2 obtained based on the graph shown in FIG.

  First, the graph of FIG. 11 for obtaining K1 will be described. The horizontal axis of the graph of FIG. 11 represents the opening degree (%) of the air mix door 46, and the vertical axis represents the coefficient K1. If the opening degree of the air mix door 46 is 30% or less (can be changed arbitrarily depending on the structure of the air conditioner 1), K1 becomes 0.0. 30% or less is an operating state in which the temperature control unit 22 lowers the temperature of the air in the passenger compartment because most of the air-conditioning air flows through the cool air passage 22a and the conditioned air becomes a low temperature. Is in a cooling state. On the other hand, when the opening degree of the air mix door 46 is 50% or more (can be changed arbitrarily depending on the structure of the air conditioner 1), K1 becomes 1.0. 50% or more means that the amount of air-conditioning air flowing in the heating passage 22b increases and the conditioned air becomes high temperature. Is in a heated state. When the opening degree of the air mix door 46 is larger than 30% and smaller than 50%, the value of K1 is set between 0.0 and 1.0 in proportion to the opening degree of the air mix door 46. The

  Next, the graph of FIG. 12 for obtaining K2 will be described. The horizontal axis of the graph in FIG. 12 represents the outside air temperature (° C.), and the vertical axis represents the coefficient K2. When the outside air temperature is 10 ° C. or lower, K2 becomes 1.0. 10 degrees C or less is the condition where heating is performed. When the outside air temperature is 20 ° C. or higher, K2 becomes 0.0. The condition of 20 ° C. or higher is a situation where cooling is performed. When the outside air temperature is higher than 10 ° C. and lower than 20 ° C., K2 is set to a value between 0.0 and 1.0 in proportion to the outside air temperature.

  In this way, K1 and K2 are obtained, and the larger one is K.

  Substituting 0.0 into K in the above equation (5), the (Th1-Thi) term disappears, so Th = Th1, and Th (control value used for air mix opening correction control) is Th1 (before idling stop). Temperature detected by the heater core sensor 38). Th1 is a fixed value, for example, 85 ° C.

  On the other hand, if 1.0 is substituted for K in Equation (5) and rearranged, Th = Th i, and Th becomes Thi (temperature detected by the heater core sensor 38 after idling is stopped). Since the temperature of the heater core 43 changes with the lapse of time after idling is stopped, Thi is not a fixed value but a changing value. Th also changes when the value to be substituted for K is smaller than 1.0 and larger than 0.0.

  In step SF3 that has proceeded through step SF2, it is determined whether or not the calculation result of step SF2 is Th = Th1. The fact that it is determined in step SF3 that Th = Th1 means that the air conditioner 1 is in the cooling state. Step SF3 is an air conditioning state determination unit.

  In step SF4, which proceeds after it is determined that Th = Th1 in step SF2, the opening degree of the air mix door 46 is corrected based on a straight line graph ascending to the right as shown. The horizontal axis of this graph represents the opening degree of the air mix door 46, and the vertical axis represents the temperature. The opening of the air mix door 46 at point E is 0%, and the temperature is the temperature of the evaporator 35 immediately before idling is stopped, that is, the temperature Tof when the OFF signal of the compressor 36 is output. Accordingly, the evaporator 35 is raised by being warmed. A case where the temperature state of the evaporator 35 is increased to Tm is indicated by F point.

  The opening of the air mix door 46 at point G is 100%, and the temperature is the temperature Th1 output from the heater core sensor 38 before idling is stopped. This Th1 is fixed at 85 ° C. as described above.

  That is, when the air conditioner 1 is in the cooling state, air-conditioning air mainly passes through the evaporator 35, so that the temperature of the heater core 43 decreases even when the supply of engine cooling water to the heater core 43 is stopped. It is hard to do. At this time, since the amount of air passing through the heater core 43 is small and the flow velocity of air is low, the detection result of the heater core sensor 38 on the downstream side may be a temperature state of the surrounding air different from the temperature state of the heater core 43. The correlation with the temperature state of the heater core 43 decreases. If this low correlation detection result is reflected in the control, the temperature of the conditioned air deviates from the desired temperature. In this embodiment, since the air mix door 46 is controlled with the temperature of the heater core 43 set to a predetermined fixed value in the cooling state, a detection result with low correlation by the heater core sensor 38 is not reflected in the control.

  In addition, since the temperature change of the heater core 43 at the time of cooling is not so large as described above, the fixed value does not cause a problem in terms of control.

  Further, the predicted temperature Ti of the blown air in step SF4 is the value obtained in step SB3 of the flowchart shown in FIG.

  The graph used in step SF4 in FIG. 10 is a straight line connecting the point E and the point G immediately after idling is stopped, but the temperature state of the evaporator 35 increases as time elapses while idling is stopped. Therefore, the slope of the graph gradually becomes gentle, and at a certain point, it becomes a straight line connecting the F point and the G point. At this time, MIXi, which is the opening corresponding to the predicted temperature Ti of the blown air, becomes the corrected opening of the air mix door 46.

  The opening degree of the air mix door 46 obtained in step SF4 is output in the subsequent step SF5.

  Further, when Th = Th1 is not satisfied in step SF3, it means that the air conditioner 1 is in the heating state. In this case, the process proceeds from step SF3 to step SF6, and in this step SF6, the opening degree of the air mix door 46 is corrected based on a straight line graph rising to the right as shown. The horizontal and vertical axes of this graph are the same as in step SF4.

  The opening of the air mix door 46 at point H is 0%, and the temperature is the temperature Te output from the evaporation sensor 37. The opening degree of the air mix door 46 at the point I is 100%, and the temperature is the temperature Th1 output from the heater core sensor 38 after idling is stopped. This value decreases as the heater core 43 is cooled over time. To go. The case where it falls to Th is indicated by point J.

  The graph used in step SF6 is a straight line connecting the H point and the I point immediately after idling is stopped. However, since the temperature state of the heater core 43 decreases as time elapses while idling is stopped, The inclination becomes gentler, and at a certain point in time, a straight line connecting the H point and the J point is obtained. At this time, MIXi which is the opening degree of the air mix door 46 corresponding to the predicted temperature Ti becomes the corrected opening degree of the air mix door 46.

  That is, when the air conditioner 1 is in the heating state, the amount of air-conditioning air passing through the heater core 43 increases, and when idling is stopped, the supply of engine cooling water to the heater core 43 is stopped. The temperature of the heater core 43 tends to decrease quickly. At this time, since the opening degree of the air mix door 46 is large and the amount of air passing through the heater core 43 is large and the flow velocity of the air is high, the detection result of the heater core sensor 38 on the downstream side is substantially correlated with the temperature state of the heater core 43. ing. And when idling is stopped and in the heating state, correction control of the air mix door 46 is performed based on the temperature change of the heater core sensor 38, so even if the supply of engine cooling water is stopped The temperature of the conditioned air can be set to a desired temperature suitable for heating.

  The air mix opening obtained in step SF6 is output in subsequent step SF5. The air mix door 46 is controlled in step SA2 of FIG. 4 so that the output opening degree is obtained.

  Further, when the air conditioner 1 is not operating, such as when the fan switch 72 is OFF, an idling stop permission signal is output.

  Therefore, according to the vehicle control apparatus 100 according to this embodiment, when the idling is stopped and in the heating state, the opening correction of the air mix door 46 is corrected based on the change in the temperature state of the heater core 43. By performing, the temperature of the conditioned air can be set to a desired temperature suitable for heating. In addition, when the air conditioner 1 is in the cooling state, correction control of the air mix door 46 is performed with the control value related to the temperature state of the heater core 43 as a fixed value, so that the detection result with low correlation by the heater core sensor 38 is controlled. It will not be reflected. As a result, both heating and cooling can be performed comfortably while idling is stopped, and the time for stopping idling is ensured as long as possible to sufficiently obtain the effect of reducing fuel consumption and exhaust gas emissions. be able to.

  Further, the temperature of the blown air before idling is stopped is predicted in step SD3 and step SD5 in FIG. This predicted temperature Ti is a temperature that is set so that the occupant feels comfortable before idling stops. On the other hand, the temperature states of the evaporator 35 and the heater core 43 of the air conditioner 1 gradually change when idling stops, and this temperature state is detected by the evaporator sensor 37 and the heater core sensor 38. In step SF4 and step SF6 in FIG. 10, the opening degree of the air mix door 46 is corrected based on the predicted temperature Ti of the blown air before idling stop and the temperature states of the evaporator 35 and the heater core 43 after idling stop. In step SA2 in FIG. 4, the temperature of the blown air while idling is stopped is adjusted, so that air conditioning that is comfortable for the passenger is realized.

  Further, during idling stop, in steps SE3, SE4, SE9, SE11, SE13, SE14, and SE16 in FIG. 9, the temperature state of the evaporator 35 and the heater core 43 is compared with the predicted temperature Ti of the blown air before idling is stopped. Is done. Then, as shown in the flowchart of the figure, if the temperature state of the evaporator 35 and the heater core 43 is a temperature state where the temperature of the blown air can be adjusted, idling can be stopped as idling stop permission. It becomes possible. On the other hand, if the temperature state of the evaporator 35 and the heater core 43 is in a state where it is difficult to adjust the temperature of the blown air, the idling stop is prohibited, so that the idling stop time is changed to a shorter side, so that comfort can be achieved. Air conditioning can be performed.

  As described above, the vehicle control apparatus according to the present invention includes the heat exchanger that heats or cools the air blown into the vehicle interior by heat exchange with the heat medium supplied from the auxiliary machine driven by the engine. This is useful when the idling of the engine is automatically stopped when the vehicle is stopped.

It is a figure explaining the schematic structure of an air conditioner. It is a perspective view of the passenger compartment front side. It is a block diagram which shows the structure of the control apparatus of the vehicle which concerns on embodiment of this invention. It is a flowchart which shows the control action of an air-conditioner control unit. It is a figure explaining the output timing of the ON signal and OFF signal of a compressor. It is a flowchart which shows the procedure of idling stop determination. It is a flowchart which shows the procedure of a 1st idling stop determination. It is a flowchart which shows the prediction procedure of blowing temperature. It is a flowchart which shows the procedure of a 2nd idling stop determination. It is a flowchart which shows the procedure of air mix door opening correction control. It is a graph for calculating | requiring the coefficient K1. It is a graph for calculating | requiring the coefficient K2.

1 Air conditioner 2 Air conditioner control unit (control unit)
22a Cooling passage 22b Heating passage 44 Air mix space 46 Air mix door (temperature control door)
35 Evaporator (cooling heat exchanger)
36 Compressor (auxiliary machine)
37 EVA sensor (cooling side temperature detector)
38 Heater core sensor (heating side temperature detector)
43 Heater core (heat exchanger for heating)
47 Vent passage 56 Vent door 100 Vehicle control device

Claims (4)

An air conditioner having heating and cooling heat exchangers for exchanging heat between a heat medium supplied by an auxiliary machine driven by a vehicle engine and air blown to the passenger compartment, and when a predetermined condition is satisfied In a vehicle control device configured to stop engine idling,
A controller for predicting the temperature of the air blown out from the air conditioner;
The air conditioner includes a refrigerant compressor that constitutes a refrigeration cycle, a refrigerant evaporator as a cooling heat exchanger, a cooling-side temperature detection unit that detects a temperature state of the refrigerant evaporator, and a heating heat exchanger. A heating side temperature detection unit that is arranged downstream of the air flow and detects the temperature state of the heating heat exchanger, a cooling passage in which the refrigerant evaporator is arranged and air conditioning air flows, and the heating heat exchange A heating passage through which air conditioning air is circulated, an air mix space in which the downstream end of the cooling passage and the heating passage communicates, and a temperature control door,
The temperature control door is controlled by the control unit based on the temperature state of the refrigerant evaporator and the heating heat exchanger detected by the cooling side and heating side temperature detection unit, and conditioned air at a desired temperature is obtained. It is configured to change the degree of opening and closing of the heating passage to generate ,
The refrigerant compressor is stopped when the temperature state of the refrigerant evaporator detected by the cooling-side temperature detection unit is equal to or lower than a predetermined stop temperature at which the refrigerant compressor is stopped, and is set higher than the stop temperature. It is configured to operate when the operating start temperature is exceeded,
When the idling of the engine is stopped in the air conditioning mode in which the refrigerant compressor is operating, the control unit detects the stop temperature at which the refrigerant compressor is stopped by the Tof and the heating side temperature detection unit. When the temperature is Th1, and the value of the opening degree of the heating passage by the temperature adjusting door immediately before the engine is stopped idling is MIXac, the predicted temperature of the blown air just before the engine idling is stopped is represented by Tof + (Th1 -Tof) / 100 x MIXac
When the idling of the engine is stopped in the air conditioning mode in which the refrigerant compressor is stopped, when the temperature detected by the cooling side temperature detecting unit is Tm, the prediction of the blown air immediately before the engine idling is stopped The temperature is calculated by the calculation formula of Tm + (Th1-Tm) / 100 × MIXac,
The control unit is configured to detect the temperature state of the refrigerant evaporator and the heating heat exchanger detected by the cooling side temperature detection unit and the heating side temperature detection unit during idling stop of the engine, and the temperature state before the idling stop. While adjusting the temperature of the blown air based on the predicted temperature of the blown air, comparing the temperature state of the refrigerant evaporator and the heating heat exchanger with the predicted temperature of the blown air before idling stop, If the temperature state of the refrigerant evaporator and the heat exchanger for heating is a temperature state in which the temperature of the blown air can be adjusted, the time during which idling is stopped is lengthened, while the refrigerant evaporator and the heating If the temperature state of the heat exchanger for use is in a state where it is difficult to adjust the temperature of the blown air, it is configured to shorten the time for which idling is stopped,
Furthermore, the control unit includes an air conditioning state determination unit that determines whether the cooling state or the heating state, and when it is determined that the air conditioning state determination unit is in the heating state when idling is stopped, the heating unit When the temperature adjustment unit is controlled based on a change in the temperature state of the heating heat exchanger detected by the side temperature detection unit, while the air conditioning state determination unit determines that the cooling state is in an idling stop state. A control apparatus for a vehicle, characterized in that a control value relating to a temperature state of the heat exchanger for heating is set to a predetermined fixed value, and the temperature adjusting unit is controlled based on the fixed value. The vehicle control device according to claim 1,
The air conditioning state determination unit detects the operation state of the temperature adjustment unit, and determines that the temperature adjustment unit is in the heating state when detecting that the temperature adjustment unit is an operation state that increases the temperature of the air in the passenger compartment. A vehicle control device characterized by the above. The vehicle control device according to claim 1,
An outside air temperature detection unit that detects the temperature of the air outside the passenger compartment,
The air-conditioning state determination unit determines that the vehicle is in a heating state when the temperature detected by the outside air temperature detection unit is equal to or lower than a predetermined value. The vehicle control device according to claim 2,
An outside air temperature detection unit that detects the temperature of the air outside the passenger compartment,
The air conditioning state determination unit determines that the vehicle is in a heating state regardless of the operation state of the temperature adjustment unit when the temperature detected by the outside air temperature detection unit is a predetermined value or less. Control device.

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