JP6070068B2 - Air conditioning control device for vehicles - Google Patents

Description

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

  The vehicle air conditioning control device has a cold air generator including a compressor, a condenser, and an evaporator, and a hot air generator that uses engine cooling water as a heat source, and the mixing ratio of the cold air and the hot air is air-mixed. It is changed by a damper to obtain conditioned air at a desired temperature. The conditioned air is blown into the passenger compartment by the blower, and the amount of blown air is changed by changing the rotational speed of the blower. In general, the compressor is driven by an engine, and a water pump that circulates cooling water is also driven by the engine. Therefore, when the engine is stopped, the compressor and the water pump are stopped, and the cold air generation function and the hot air generation function are stopped.

  In the air conditioning control apparatus for a vehicle, an auto air conditioner that automatically controls the actual room temperature so as to reach the target room temperature is the mainstream. Automatic control of air conditioning is performed according to the environmental conditions inside the passenger compartment, the environmental conditions outside the passenger compartment, and the parameters indicating the air conditioning operation state (particularly the setting of the target indoor temperature) by the occupant. The air-conditioning air blowing amount and the like are automatically set.

  On the other hand, in recent vehicles, in order to improve fuel efficiency, many vehicles perform so-called idle stop that automatically stops the engine when the vehicle is stopped or at an extremely low speed just before the stop. This idle stop is executed on condition that a preset start condition is satisfied. Examples of the start condition include that the vehicle speed is zero (the vehicle is stopped) and that the brake is operated. Generally, it is set so as to satisfy all conditions such that the accelerator is not operated and the transmission is in the D position.

  In order to automatically restart the engine from the idling stop state, an automatic restart condition is set in advance. This is generally when any one of the start conditions is not satisfied. (For example, when the brake operation by the driver is released).

  When the engine is automatically stopped, the cold air generator and the hot air generator described above are stopped, but it is desirable to continue the air conditioning control as much as possible even when the engine is automatically stopped. For this reason, for example, during cooling, the blower air volume is reduced and the air mix damper is changed to a position where the ratio of the cold air is increased (the ratio of the hot air is increased during the heating). Reposition the air mix damper to the position). Then, after the engine is automatically restarted, as shown in Patent Document 1, the control is returned to the normal automatic control for controlling the air-conditioning air temperature and the air-flow rate of the air-conditioning air to become target values.

JP 2006-299960 A

  As described in Patent Document 1, when the air flow rate of the conditioned air and the position of the air mix damper are set to the control target values at the time of automatic restart of the engine, the conditioned air blown into the passenger compartment is directed to the occupant. May cause discomfort. In pursuit of the cause of this discomfort, it was found that there was a difference between the response of the blower and the response of the air mix damper. Specifically, the change in the blower air volume can be performed promptly, for example, because it is driven by a motor whose rotation speed is changed by changing the input voltage. On the other hand, since the air mix damper is driven by a servo motor in order to accurately set the position, the position of the air mix damper is slowly changed. Due to such a difference in responsiveness, for example, during cooling, if the air flow is suddenly increased toward the target value, it has not sufficiently cooled down after passing through the evaporator whose temperature has been lowered during the automatic engine stop. The air is blown into the passenger compartment at a stretch, which causes discomfort to the passenger. On the other hand, during heating, the conditioned air that is not sufficiently warm is blown into the passenger compartment at a stretch, causing discomfort to the passenger.

  The present invention has been made in consideration of the above-described circumstances, and its purpose is that air-conditioning air blown into the passenger compartment gives discomfort to the occupant during automatic restart after automatic engine stop. An object of the present invention is to provide a vehicle air conditioning control device that can prevent or suppress the above.

In order to achieve the above object, the present invention adopts the solution as described in claim 1. That is,
An air mix damper that generates a conditioned air at a desired temperature by changing a mixing ratio of the cold air generated by the cold air generating device and the hot air generated by the hot air generating device; and a blower that blows the conditioned air into the vehicle interior. In the vehicle air conditioning control device in which automatic engine stop and automatic restart are performed based on predetermined conditions set in advance,
When the engine is automatically stopped, the cold air generating device and the hot air generating device are deactivated, and the blower volume is reduced and the air mix damper is changed in position,
At the time of automatic restart after the engine is automatically stopped, the operation of the cold air generating device and the hot air generating device is restarted, and the blower air volume is increased to the target air volume, and the air mix damper Is changed to the target position,
During cooling, when the temperature of the cold air generating device at the time of automatic engine restart is higher than a predetermined threshold temperature, an increase in the blower air flow rate toward the target air flow rate results in an increase in the target position. Is performed later than the position change of the air mix damper toward the
It is like that. According to the above solution, the increase in the amount of air blown by the blower at the time of automatic engine restart is delayed with respect to the change to the target position of the air mix damper. It is possible to prevent a situation in which the conditioned air in a temperature state far away is suddenly blown into the passenger compartment, and to prevent or suppress discomfort given to the occupant.

A preferred mode based on the above solution is as described in claim 2 and the following. That is,
The increase of the blower air volume toward the target air volume performed after the delay is gradually performed (corresponding to claim 2). In this case, the effect corresponding to claim 1 can be more fully exhibited by gradually increasing the air flow rate.

  The gradual increase in the amount of blown air is performed linearly over time (corresponding to claim 3). In this case, it is preferable to quickly return to the target air flow while simplifying the control until the air flow is set to the target air flow.

  The gradual increase in the amount of blown air is performed stepwise over time (corresponding to claim 4). In this case, by gradually approaching the target air volume, it is preferable to further prevent or suppress discomfort given to the occupant.

When the difference between the blower air flow rate during the automatic engine stop and the target air flow rate during automatic engine restart is equal to or less than a predetermined value, the blower air flow rate gradually increases toward the target air flow rate. Done linearly over time,
When the difference between the blower air flow rate during the automatic engine stop and the target air flow rate during the automatic engine restart is greater than the predetermined value, the blower air flow rate gradually toward the target air flow rate. The increase is made in stages over time,
(Corresponding to claim 5). In this case, when it is assumed that there is no large difference between the current air flow rate and the target air flow rate and the degree of discomfort to the passenger is small, the target air flow rate can be quickly set. In addition, when there is a large difference between the current air flow rate and the target air flow rate and the degree of discomfort to the passengers is expected to increase, Air volume can be used.

The blower is driven by a motor whose rotational speed is changed by changing the input voltage,
The air mix damper is driven by a servo motor;
(Corresponding to claim 6). In this case, the air volume can be changed quickly, and the air mix damper can be set with high accuracy.

  According to the present invention, when the engine is automatically restarted, it is possible to prevent or suppress a situation in which the conditioned air blown into the passenger compartment gives discomfort to the occupant.

The system diagram which shows an example of an air conditioning system. The figure which shows an example of a cold air generator and a warm air generator. The figure which shows an example of the operation panel part of an air conditioning. The figure which shows the example of a control system of an air conditioning system. The figure which shows the example of a control system of an engine automatic stop. The time chart which shows the example of control by this invention. The flowchart which shows the example of control of this invention. The flowchart which shows the example of control of this invention.

  FIG. 1 shows an example of a passage configuration in the air conditioning system K. Since the air conditioning system K is known, it will be briefly described. The air conditioning system K includes an upstream passage portion 2 having an inlet 1, an air mix chamber 3 and a heating chamber 4 connected to the downstream side of the upstream passage portion 2. A switching damper 5 is disposed at the inflow port 1 to switch between introduction of inside air and introduction of outside air. In the upstream passage portion 2, an air filter 6, a suction blower 7, and an evaporator 8 in which a refrigerant is circulated are disposed in order downstream of the switching damper 5.

  The heating chamber 4 is provided with a first heater core 9 through which engine coolant is circulated and an electric second heater core 10. In the embodiment, the electric second heater core 10 is selected for a type in which the engine is a direct injection type and the engine coolant temperature is not easily raised, but the second heater core 10 is not provided. Also good.

  An air mix damper 11 is disposed at a connection portion between the upstream side passage portion 2, the air mix chamber 3, and the heating chamber 4. By changing the position of the air mix damper 11, the ratio of the cooling air that has passed through the evaporator 8 passes through the heating chamber 4 is changed, and the temperature and humidity of the air introduced into the air mix chamber 3 are adjusted.

  Three passages 12 to 14 are connected to the air mix chamber 3. The end of the passage 12 is branched into a plurality of air outlets 12a for the defroster and air outlets 12b for the side demister. The end portion of the passage 13 is branched into a plurality of outlets 13a for the center vent and the outlet 13b for the side vent. The end portion of the passage 14 is branched into a plurality of air outlets, which are a front heat outlet 14a and a rear heat outlet 14b. A mode damper 15, 16, or 17 for mode switching is disposed at a connection portion between each of the passages 12 to 14 and the air mix chamber 3.

  The motor 7A for driving the blower 7 is, for example, a motor whose rotation speed is changed in accordance with the input voltage, and the rotation speed (the air flow rate of the blower 7) increases as the input voltage increases. The actuator that changes the position of the air mix damper 11 is, for example, a servo motor, and the positioning is performed with high accuracy. On the other hand, the response is higher than the response of the blower motor 7A. It has been bad. The air mix damper 11 changes the mixing ratio of cold air and hot air, for example, by changing the opening degree between 0% and 100%. When the opening degree is 0%, the mixing ratio of cold air is 100%. (When the opening degree is 100%, the mixing ratio of hot air is 100%).

  FIG. 2 shows a refrigerant circulation path for the evaporator 8 and an engine cooling water circulation path for the first heater core 9. In FIG. 2, a belt 53 is wound between a pulley 51 attached to the rotating shaft of the compressor 50 and a pulley 52 attached to the engine EG (crankshaft thereof), and the compressor 50 is driven to rotate by the engine EG. The The refrigerant compressed by the compressor 50 is supplied to the evaporator 8 through the pipe 54, the condenser 55, and the pipe 56. The refrigerant supplied to the evaporator 8 is returned to the compressor 50 through the pipe 57 after heat exchange with the conditioned air. The compressor 50, the condenser 55, and the evaporator 8 are main components of the cold air generator. Note that the clutch 51 is incorporated in the pulley 51 so that the driving of the compressor 50 can be stopped as appropriate even when the engine EG is operating.

  On the other hand, the cooling water from the water pump 60 driven by the engine EG is supplied to the first heater core 9 through the pipe 61 and is heat-exchanged with the conditioned air by the first heater core 9. Then, the cooling water in the first heater core 9 is returned to the water pump 60 through the pipe 62. The water pump 60 and the first heater core 9 are main components of the hot air generator.

  FIG. 3 shows an example of the air-conditioning panel unit KP operated by the passenger, and is set on the instrument panel. In the embodiment, the driver's seat and the passenger's seat are adapted to control the temperature independently on the left and right, and the switches operated by the occupant are set as follows.

  First, the switch 21 is a main switch for turning on the automatic air conditioner, and is a push type. The switch 22 is a temperature setting switch for the driver's seat and is a dial type. The switch 23 is an automatic air conditioner OFF switch, and is a push type. The switch 24 is an air volume adjusting switch and is a dial type. The switch 25 is operated when the passenger seat temperature is individually selected, and is a push type. The switch 26 is for adjusting the temperature for the passenger seat and is a dial type.

  The switch 31 is a switch for turning off the air conditioner. The switch 32 is a switch for operating the front defroster. The switch 33 is a rear defroster operating switch. The switches 34 and 35 are air-conditioning air outlet selection switches. The switch 36 is a switch for selecting outside air introduction. The switch 37 is a switch for selecting the inside air circulation. Each of the switches 31 to 37 is a push type.

  FIG. 4 shows an example of a control system of the air conditioning system K. In FIG. 4, UK is a controller (control unit) for an air conditioning system configured using a microcomputer. In addition to the signals from the various switches described above, the controller UK receives the outside air temperature detected by the outside air temperature sensor S1, the indoor temperature detected by the inside air temperature sensor S2, and the vehicle interior detected by the solar radiation sensor S3. A signal relating to the solar radiation state and the temperature of the evaporator 8 detected by the temperature sensor S4 is input. In addition, the controller UK includes a compressor clutch 18 (see also FIG. 2) interposed in the power transmission path between the engine and the refrigerant compression compressor, in addition to the devices 5, 7, 11, 15 to 17 such as the dampers described above. ) To control. The controller UK and the sensors, switches, and devices are connected by a low-speed communication system.

  The controller UK basically sets the target room temperature according to the environmental conditions inside and outside the vehicle detected by the various sensors S1 to S4 and the switch operation state by the occupant, and the actual room temperature becomes the target room temperature. The air-conditioning air blowing amount, air-conditioning air temperature, and selection of the air-conditioning air outlet are optimally controlled. In addition, since the automatic control of such air conditioning itself is not different from the conventional one, further detailed description is omitted.

  The controller UK serving as a low-speed communication system is connected to a high-speed communication system (CAN) via a meter provided on the instrument panel. This high-speed communication system includes a PCM that performs engine control including automatic engine stop and automatic restart, a TCM that performs automatic transmission shift control, a DSC that performs brake control including automatic brake control when the engine is automatically stopped, a door A BCM that performs control around the vehicle body including detection of the open / close state of the vehicle, a keyless control module (indicated by SKE) that performs smart keyless control including detection of misplacement of the key in the vehicle, and an EHPAS that performs power steering control are included. Information on the idling stop state is input from the PCM to the controller UK, while an idling stop permission signal or prohibition signal is output from the controller UK to the PCM according to the air conditioning control state, as will be described later. It has become. A vehicle speed sensor 10 is connected to the DSC, and a vehicle speed signal detected by the vehicle speed sensor 10 is input to the controllers UK and PCM via the CAN.

  FIG. 5 shows a detailed control system example related to PCM that performs control related to idling stop. In FIG. 5, signals from various sensors or switches S10 to S19 are input to the PCM. The sensor S11 is an accelerator sensor that detects the accelerator opening. The sensor S12 is a throttle sensor that detects the throttle opening. The sensor S13 is an angle sensor that detects the rotational angle position of the crankshaft. The sensor S14 is an intake air temperature sensor that detects the intake air temperature. The sensor S14 is a water temperature sensor that detects the cooling water temperature. The sensor S16 is a negative pressure sensor that detects negative pressure in a brake device having a negative pressure booster. The switch S17 is a brake switch that detects that the brake pedal is depressed (also used as a stop light switch). The sensor S18 is a range position sensor that detects the range position of the automatic transmission. S19 is a battery sensor that comprehensively detects the charge amount, voltage, current consumption, and the like of the battery.

  The PCM controls various devices 41 to 47 as described below in connection with the automatic engine stop (idle stop) and automatic restart control. That is, 41 is an actuator that drives the throttle valve, and is fully closed when the engine is automatically stopped. A drive motor 42 in the electric variable valve timing device delays the opening / closing timing of the intake valve in preparation for automatic restart when the engine is automatically stopped. 43 is a fuel injection valve, and the fuel injection is cut when the engine is automatically stopped. 44 is an ignition coil. When the engine is automatically stopped, energization is stopped and ignition is prohibited. A starter motor 45 is driven when the engine is automatically restarted. An alternator 46 reduces the engine speed by increasing the load of the alternator when the engine is automatically stopped. Reference numeral 47 denotes a DC / DC converter, which is controlled to compensate for a reduction in battery power when cranking for automatic engine restart.

  An idle stop is performed in which the engine is automatically stopped when the vehicle is stopped. This is executed on condition that one of the idle stop prohibiting conditions described later is not satisfied.

Automatic stop prohibition condition (idle stop prohibition condition)
(1) When the vehicle speed is not zero.
(2) When the brake operation by the passenger is not performed.
(3) When the accelerator pedal is depressed.
(4) In relation to the battery, when the voltage is a low voltage equal to or lower than a predetermined voltage, when the charge amount is equal to or lower than a predetermined charge amount, when the current consumption is equal to or higher than a predetermined current, or battery control When the system is abnormal (when an abnormal signal occurs).
(5) When the steering angle is not within a predetermined small steering angle range from the neutral position.
(6) In relation to the transmission, a transmission abnormality signal is generated when the transmission is not in the D range position, the oil temperature is not within the predetermined temperature range, or the hydraulic pressure is not within the predetermined pressure range. When there is an abnormality in the clutch (including the lock-up clutch).
(7) In relation to the engine, when the cooling water temperature is not in the predetermined temperature range, when the intake air temperature is too high, or when the atmospheric pressure is low.
(8) When the brake negative pressure in the brake device including the negative pressure booster is insufficient, or when an abnormal signal of the engine system is generated.
(9) When the ignition key is taken out of the vehicle (in the case of a smart keyless entry system), when the seat belt is removed, when any door is open, When the hood is open.
(10) When the inclination angle of the road surface is large.
(11) When an automatic stop prohibition signal is output from the air conditioning controller UK. This will be described in detail later.

  The automatic stop prohibition condition described above is merely an example, and other prohibition conditions may be added. For example, when the IS switch S5 for canceling (prohibiting) the automatic engine stop by the driver's intention is turned on, the engine speed is set to a preset speed (a much higher speed than the idling speed when the engine is stable). ) When the rotation speed is higher than the above, a condition such as the above may be further added. On the contrary, it is also possible to set such that a part of the prohibition condition is deleted.

  The automatic restart start condition for automatically restarting the engine from the idle stop state in which the engine is automatically stopped can be set as when any one of the above automatic stop prohibition conditions is canceled. It is preferable to set the automatic restart condition when the brake operation by the occupant is released.

  Next, automatic stop prohibition conditions related to the air conditioning system K will be described. First, the automatic control of air conditioning is controlled such that the actual room temperature detected by the inside air temperature sensor S2 approaches the target room temperature set based on the temperature adjustment dials 22 and 26 selected by the occupant. In this air conditioning automatic control, the temperature of the conditioned air, the selection of the air outlet, the amount of air conditioned air blown out, etc. are automatically controlled.

  In the following cases, the air conditioning controller UK outputs a prohibition signal for prohibiting automatic engine stop when the vehicle is stopped in order to prioritize air conditioning. The air conditioning controller UK outputs an automatic stop permission signal when it does not output the automatic stop prohibition signal.

Automatic stop prohibition condition from the air conditioning system side (1) When abnormality of various sensors in the air conditioning system K occurs.
(2) When the outside air temperature is extremely high (for example, 40 ° C. or more) or extremely low (for example, −10 ° C. or less).
(3) When a defroster is used (priority is given to ensuring visibility).
(4) When the room temperature selected by the occupant is the upper limit on the high temperature side (when the heating request is extremely strong).
(5) The room temperature selected by the occupant is the lower limit value on the low temperature side and the air conditioner is operating (when the cooling request is extremely strong).
(6) When the deviation between the target room temperature and the actual room temperature is larger than a predetermined value.

  The air conditioning controller UK performs air conditioning control even when the engine is automatically stopped when the automatic stop prohibition condition is not satisfied. However, the air conditioning control at the time of automatic engine stop is a special control and is performed as follows. First, the cooling operation will be described as an example with reference to FIG. 6. When the engine EG is driven and the time point t1 is reached, the engine is automatically stopped, and thus the compressor 50 is stopped, so that the refrigerant to the evaporator 8 is stopped. Circulation is stopped.

  At the time t1 when the engine is automatically stopped, the amount of air blown by the blower 7 is reduced as compared with the case of automatic air conditioning control according to the difference between the target temperature and the actual temperature. Specifically, the air volume is indicated by the magnitude of the input voltage to the drive motor 7A of the blower 7, but before the engine is automatically stopped, the input to the drive motor 7A of the blower 7 in the case of the air volume (linear) control of FIG. For example, the voltage is 6V, and in the case of the air volume (step), it is 10V. However, the voltage is decreased to 4V, respectively, and the air flow into the passenger compartment is decreased.

  Since the refrigerant is no longer supplied to the evaporator 8 after the time t1 when the engine is automatically stopped, the temperature starts to gradually increase. However, since the evaporator 8 is sufficiently cooled for a while after the automatic stop of t1, the air mix damper 11 is set to the position before the automatic stop of the engine. However, the position of the air mix damper 11 is changed in the direction of 100% cold air after the time t1. (Position change to 0% position).

  At time t2, the engine EG is restarted. At this time, the air mix damper 11 is changed in position toward the target position corresponding to the automatic air-conditioning control, but the position change speed is the fastest, but the response is slow. Moreover, although the refrigerant is supplied to the evaporator 8 and starts to be cooled by the automatic engine restart, the temperature continues to rise even after the time t2 has elapsed, and then the temperature is lowered after a certain temperature is maintained for a short time.

  By the engine restart, the air volume of the conditioned air is increased toward the target air volume in the case of the automatic air conditioning control. This increase is from the time t2 when the engine is restarted, that is, the position change start time of the air mix damper 11. It starts late. In other words, the air volume (linear) is when the deviation between the target air volume (e.g., equivalent to 6V) and the reduced air volume (e.g., 4V) during the automatic engine stop is small. The position is changed in the increasing direction with a delay of dt1 (for example, 300 msec) from the time t2 when the position change starts. The increase in the air volume is performed gradually and linearly (the increase degree of the input voltage is, for example, 0.8 V / sec). This linear gradual increase is preferable for promptly reaching the target air volume. Since the difference between the target air volume and the air volume during the automatic engine stop is small, even if the air volume is increased linearly, the occupant does not feel or feel uncomfortable.

  On the other hand, the air volume (step) is when the deviation between the target air volume (e.g., equivalent to 10V) and the reduced air volume (e.g., 4V) during the automatic engine stop is large. It is changed in the increasing direction with a delay of dt2 (for example, dt2> dt1 at 500 msec) from the time t2 when the position change starts. The increase in the air volume is performed in a step type (step type). Specifically, the air volume increase in the first stage is performed gradually and linearly from the time point dt2 later than the time point t2 (the increase degree of the input voltage is 0.8 V / sec, for example). Thereafter, when the air volume increases to a certain threshold voltage (for example, 6 V), the increase control of the air volume is interrupted once, and this threshold voltage is maintained for a predetermined time dt3 (for example, 500 msec). Then, after the maintenance time of dt3 has elapsed, the air volume is gradually increased linearly toward the target air volume. In this way, when the difference between the target air volume after restarting the engine and the air volume during the automatic engine stop is large, the air volume is gradually and gradually increased so that the occupant can The control gives priority to reliably preventing or suppressing the situation of feeling uncomfortable.

  After the time t2 when the engine is restarted, the air mix damper 11 has a poor responsiveness to change the position, so that it takes a long time to reach the target position. On the other hand, although the responsiveness of the air volume change by the blower 7 is good, the increase in the air volume is delayed from the time t2, and the increase after the delay is gradually performed, so the actual air volume becomes the target air volume. The time point can be made to substantially coincide with the time point when the air mix damper 11 becomes the target position. Thereby, even after the actual airflow of the conditioned air becomes the target airflow and the position of the air mix damper 11 reaches the target position, the conditioned air does not give the passenger an uncomfortable feeling.

  7 and 8 are flowcharts for performing the control as shown in FIG. 6 described above, and this flowchart will be described below. In the following description, Q indicates a step. At the start of the control, the vehicle is currently running and is in a state where automatic air conditioning control for cooling is being performed.

  First, in Q1 of FIG. 7, it is determined whether or not an engine automatic stop condition is satisfied. If YES in Q1, the engine EG is automatically stopped in Q2. Thereafter, in Q3, it is determined whether or not the condition prohibiting the execution of the air conditioning control described above is satisfied (for example, whether or not various sensors used for the air conditioning control are broken). If the determination in Q3 is YES, the air conditioning control cannot be normally performed. In this case, the air conditioning control is stopped.

  When the determination in Q3 is NO, in Q4, the opening degree of the air mix damper 11 is changed to 0% (cool air mixing ratio is 100%), and the output voltage to the blower 7 drive motor 7A is reduced. (E.g., down to 4V).

  After Q4, it is determined at Q5 whether or not the engine automatic restart condition is satisfied. If the determination in Q5 is NO, the process returns to Q4. If YES in Q5, the engine EG is automatically restarted in Q6.

  After Q6, the control is performed after the time point t2 in FIG. 6. However, the process for determining whether or not the precondition for performing the control as shown in FIG. 6 is satisfied is performed in Q11 and Q12 in FIG. Is called. That is, in Q11, it is determined whether or not the actual evaporator temperature Tsns detected by the temperature sensor S4 is higher than a predetermined threshold temperature (for example, 8 degrees C). If YES in Q11, the difference ΔPact between the actual air mix damper opening detected by the sensor and the target opening in Q12 is a predetermined threshold opening (for example, 15 degrees). It is discriminated whether or not it is larger.

  If YES in Q12, is the difference ΔVcal between the current output voltage and the target output voltage for the drive motor 7A indicating the blower air volume larger than a predetermined threshold voltage (for example, 4V) in Q13? It is determined whether or not (dividing between air volume (linear) control and air volume (step) control in FIG. 6). If YES in Q13, the deviation between the current output voltage and the target voltage is large. Therefore, in Q14, in order to give priority to preventing or suppressing discomfort to the passenger, the above-described step (stepwise) control is performed. The air volume is gradually increased. Of course, in Q14, the position of the air mix damper 11 is changed at the highest speed so that the opening degree becomes the target opening degree.

  When the determination in Q13 is NO, since the deviation between the current output voltage and the target voltage is small in Q15, the air volume is gradually increased by the above-described linear control in order to quickly return to the target voltage. Of course, in Q15, the position of the air mix damper 11 is changed at the highest speed so that the opening degree becomes the target opening degree.

  After Q14 or Q15, the process proceeds to Q16, and normal automatic air conditioning control is executed. If NO in Q11 or NO in Q12, the process proceeds to Q16 (because normal automatic air-conditioning control can be performed even when the engine is automatically stopped). Also, when the determination of Q1 in FIG. 7 is NO, the process proceeds to Q16.

Although the embodiment has been described above, the present invention is not limited to the embodiment, and can be appropriately changed within the scope described in the scope of claims. For example, the invention includes the following cases. . The delay time (dt1, dt2) for increasing the air volume from the time point t2 shown in FIG. 6 can be set to be a time point when the temperature rise of the evaporator 8 stops due to the engine restart or longer. You may make it delay until the time of the temperature fall of the evaporator 8 is started (setting of delay time dt1, dt2 according to the temperature of the evaporator 8). Although FIG. 6 shows the cooling time, the same operation is performed during the heating (however, during automatic engine stop, the air mix damper 11 is repositioned to the 100% opening degree and after t2, the same as during cooling) The air volume is delayed and gradually increased). Of course, the object of the present invention is not limited to what is explicitly stated, but also implicitly includes providing what is substantially preferred or expressed as an advantage.

  The present invention is suitable for air conditioning control of a vehicle that automatically stops and restarts an engine.

K: Air conditioning system UK: Controller (for air conditioning control)
S1: Sensor (outside temperature)
S2: Sensor (vehicle interior temperature)
S3: Sensor (Solar radiation state)
S10: Sensor (vehicle speed)
S11: Sensor (accelerator opening)
S17: Switch (brake operation)
S18: Sensor (range position)
7: Blower 7A: Motor (for blower drive)
8: Evaporator 9: First heater core 11: Air mix damper 11A: Motor (for air mix damper drive)
22.26: Switch (temperature adjustment)
24: Switch (adjustment of air-conditioning air blowing amount)
36.36: Switch (for internal air circulation and external air introduction switching)
50: Compressor 55: Condenser 60: Water pump

Claims (6)

An air mix damper that generates a conditioned air at a desired temperature by changing a mixing ratio of the cold air generated by the cold air generating device and the hot air generated by the hot air generating device; and a blower that blows the conditioned air into the vehicle interior. In the vehicle air conditioning control device in which automatic engine stop and automatic restart are performed based on predetermined conditions set in advance,
When the engine is automatically stopped, the cold air generating device and the hot air generating device are deactivated, and the blower volume is reduced and the air mix damper is changed in position,
At the time of automatic restart after the engine is automatically stopped, the operation of the cold air generating device and the hot air generating device is restarted, and the blower air volume is increased to the target air volume, and the air mix damper Is changed to the target position,
During cooling, when the temperature of the cold air generating device at the time of automatic engine restart is higher than a predetermined threshold temperature, an increase in the blower air flow rate toward the target air flow rate results in an increase in the target position. Is performed later than the position change of the air mix damper toward the
A vehicle air-conditioning control device. In claim 1,
The vehicular air conditioning control apparatus is characterized in that an increase in the blower air volume toward the target air volume performed after the delay is gradually performed. In claim 2,
The vehicular air conditioning control apparatus is characterized in that the air flow volume is gradually increased linearly with time. In claim 2,
The vehicular air conditioning control device is characterized in that the air flow rate is gradually increased with time. In claim 1,
When the difference between the blower air flow rate during the automatic engine stop and the target air flow rate during automatic engine restart is equal to or less than a predetermined value, the blower air flow rate gradually increases toward the target air flow rate. Done linearly over time,
When the difference between the blower air flow rate during the automatic engine stop and the target air flow rate during the automatic engine restart is greater than the predetermined value, the blower air flow rate gradually toward the target air flow rate. The increase is made in stages over time,
A vehicle air-conditioning control device. In any one of Claims 1 thru | or 5,
The blower is driven by a motor whose rotational speed is changed by changing the input voltage,
The air mix damper is driven by a servo motor;
A vehicle air-conditioning control device.

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