JP2001213144A - Air conditioner for movable body - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an air conditioner for movable body capable of preventing a power source from being over-heated by performing an inside and outside air switching control according to the loading condition of the power source and increasing the detection accuracy of the high loading state of the power source. SOLUTION: A judgment is made on whether an inside and outside air control is performed or not (100) and, when an air intake is of outside air entry type and water temperature is equal to or above a specified value, an air inlet is performed forcibly by internal air circulation when a vehicle speed comes into a specified range and a vehicle acceleration is equal to or above a specified acceleration (102 to 108).

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an air conditioner for a moving body, and more particularly, to a case where a compressor is rotated by a driving force of a power source such as an engine to achieve air conditioning in a room of the moving body. The present invention relates to an air conditioner for a mobile body capable of performing inside / outside air switching control for performing control for switching air introduction between inside air and outside air.

[0002]

2. Description of the Related Art A vehicle air conditioner (hereinafter, referred to as an air conditioner) provided in a vehicle includes a radiator that heats air using cooling water of an engine and an air conditioner that uses a refrigerant compressed by a compressor. An evaporator (condenser) that cools the vehicle is provided, and air that has been temperature-controlled by the radiator and the evaporator is blown into the vehicle interior to air-condition the interior of the vehicle to a set temperature. In such an air conditioner, a target outlet temperature for setting the vehicle interior to the set temperature based on the indoor temperature and the set temperature is set, and the temperature of the air passing through the radiator and the evaporator becomes the target outlet temperature. It controls the ability of the compressor, which is rotationally driven by the driving force of the engine, and the operation / stop.

[0003] By the way, an EC for controlling an engine of a vehicle is used.
In U, when a large engine output is required during acceleration or the like, the air conditioner is cut off to disconnect the engine from the compressor of the air conditioner to reduce the engine load. That is, by stopping the compressor of the air conditioner, the driving force of the engine that required the rotational driving of the compressor is changed to the driving force for running the vehicle, thereby substantially increasing the engine output.

[0004] However, when the engine continues to be operated with a large load applied to the engine for a long period of time, for example, when the vehicle continues to accelerate or runs on a steep slope, the compressor stops for a long time. As a result, air conditioning in the vehicle interior during this period cannot be performed. In particular, when the air intake of the air conditioner is on the outside air introduction side, the outside air is taken into the vehicle interior by the ram pressure, and the temperature in the vehicle interior changes suddenly.

Therefore, in the technology described in Japanese Utility Model Laid-Open Publication No. 63-87112, the outside air temperature is equal to or higher than a predetermined value and the engine load is equal to or higher than a predetermined value. Load detected)
In this case, the air intake is changed to internal air circulation, and the compressor is stopped, so that the air-conditioning state in the vehicle compartment when the compressor is stopped is maintained, and the necessary traveling power is secured.

[0006]

However, in the technique described in Japanese Utility Model Laid-Open No. 63-87112, a high load state of the engine is detected by turning on and off an acceleration cut switch for detecting a negative pressure of the engine. There is a problem that it is difficult to determine the actual high load state.

Further, as described above, it is difficult to determine the actual high load state of the engine. For example, when the temperature of the engine cooling water is rising, the compressor is driven to rotate to reduce the engine load. There is a problem that the possibility of overheating of the engine may increase.

SUMMARY OF THE INVENTION The present invention has been made to solve the above-mentioned problem, and it is possible to prevent overheating of a power source by performing internal / external air switching control in accordance with the load state of the power source, and to prevent overheating of the power source. It is an object of the present invention to provide a moving object air conditioner capable of improving the detection accuracy of a high load state.

[0009]

In order to achieve the above object, according to the first aspect of the present invention, the compressor is rotated by the driving force of the power source of the moving body to achieve air conditioning in the room of the moving body. A moving body air conditioner, wherein outside air introducing air from outside air, switching means for switching between inside air circulation for circulating inside air, acceleration detecting means for detecting acceleration in the traveling direction of the moving body, Control means for controlling the switching means based on the detection result of the acceleration detection means.

The load on the power source fluctuates depending on the acceleration of the moving body. For example, when the acceleration of the moving body in the traveling direction is large, the load on the power source (for example, the engine) for driving the moving body naturally increases with the increase in the acceleration. Therefore, according to the first aspect of the present invention, the load on the power source of the moving body can be detected by detecting the acceleration.

In the air conditioner, air conditioning is performed by rotationally driving the compressor. However, when the difference between the target set temperature in the vehicle compartment and the temperature outside the moving object compartment is large, the amount of heat exchange increases, so The time during which the motor is rotationally driven becomes longer, and the load on the power source of the moving body increases. Here, usually, for example, in an air conditioner for a vehicle, the outside air introduction and the inside air circulation can be switched by the switching means. In the outside air introduction, fresh air can be taken in. However, since outside air is taken in, the temperature change in the vehicle interior becomes large, and the time during which the compressor is rotationally driven becomes long. On the other hand, in the internal air circulation, fresh air cannot be taken in. However, since the air in the vehicle interior is circulated, the temperature change in the vehicle interior is small. Therefore, the time during which the compressor is rotationally driven is short.

The present invention is intended to reduce the load on a moving body, for example, to prevent overheating of a power source such as an engine by utilizing the above.

That is, the load of the power source of the moving body is detected by the acceleration detecting means, and the switching means is controlled by the control means based on the detection result. The load on the source can be reduced. Therefore, since the load on the power source can be reduced, overheating of the power source such as the engine can be prevented.

For example, when a high load of the power source is detected by the acceleration detecting means, the control means makes the internal air circulation longer than the introduction of the outside air or forcibly switches to the internal air circulation to thereby control the power source. The load can be reduced, and overheating can be prevented.

The moving body may be a vehicle having an engine, an electric vehicle or the like using a motor as a power source, or a hybrid car (an automobile having an electric motor and an engine).
Etc. can be applied.

According to a second aspect of the present invention, in the first aspect of the invention, when the acceleration detected by the acceleration detecting means is equal to or more than a predetermined value, the control means switches the switching means to the internal air circulation. It is characterized by switching.

According to the invention described in claim 2, according to claim 1
In the invention described in the above, when the acceleration detected by the acceleration detecting means is equal to or more than a predetermined value, that is, when a large load is applied to a power source such as an engine, the switching means is controlled to forcibly circulate the internal air. As described above, it is possible to suppress an increase in the load on the power source due to the rotational driving of the compressor of the air conditioner. Therefore, overheating of the power source such as the engine can be prevented.

According to a third aspect of the present invention, in the first or second aspect, a speed detecting means for detecting a moving speed of the moving body and a water temperature for detecting a temperature of cooling water for cooling a power source. The apparatus further includes at least one of a detection unit, and the control unit performs the switching based on at least one of a detection result of the acceleration detection unit, a detection result of the speed detection unit, and a detection result of the water temperature detection unit. It is characterized by controlling the means.

Depending on the moving speed, the load on the power source is relatively small even if the acceleration is high, or depending on the water temperature,
Even when the acceleration is small, the load on the power source may be large. Therefore, according to the invention described in claim 3, in the invention described in claim 1 or 2, at least the speed detection means or the water temperature detection means is further provided, so that the load of a power source such as an engine can be accurately determined. It is possible to make a determination.

Either the speed detecting means or the water temperature detecting means may be provided with one of the detecting means, or both may be provided. When either one is provided, the switching means is controlled based on the detection results of the provided detection means and the acceleration detection means. When both the detection means are provided, both the detection results and the acceleration detection means are controlled. The switching means is controlled based on the detection result.

According to a fourth aspect of the present invention, in the third aspect of the invention, when the water temperature is equal to or higher than a predetermined value and the acceleration is equal to or higher than a predetermined value, the control unit switches the switching unit to the internal air circulation. It is characterized by switching.

According to the invention described in claim 4, according to claim 3,
In the invention described in the above, when the water temperature is equal to or higher than a predetermined value (for example, water temperature close to engine overheating) and the acceleration is equal to or higher than a predetermined value (extremely large acceleration or the like), the load of a power source such as an engine increases, By controlling the switching means, the air conditioner is forced into internal air circulation because the source is likely to overheat. That is, as described above, the amount of heat conversion by the compressor is reduced by circulating the internal air. Therefore, it is possible to suppress an increase in the load of the power source due to the compressor of the air conditioner, and to prevent overheating.

According to a fifth aspect of the present invention, in the fourth aspect of the present invention, the control means controls the moving speed to be equal to the first speed.
The switching means is controlled when the acceleration is equal to or less than a predetermined value, or equal to or more than a second predetermined value larger than the first predetermined value, and the acceleration is equal to or more than a predetermined value.

According to the invention set forth in claim 5, according to claim 4,
In the invention described in (1), when the first predetermined value is, for example, a slow moving speed during a traffic jam or the like, the load on the power source is large (the cooling efficiency of the power source is poor), and overheating is likely to occur. Further, the load of the power source is large at a second predetermined value, for example, during high-speed cruising. Therefore, when the switching means is controlled based on the detection result of the acceleration detecting means when the value is equal to or less than the first predetermined value or equal to or more than the second predetermined value, overheating of the power source can be suppressed.

According to a sixth aspect of the present invention, in the first aspect of the present invention, the control means is configured to determine the actual acceleration of the moving object, which is a detection result of the acceleration detection means, A calculating means for calculating based on a predetermined reference acceleration obtained based on a throttle opening and a moving speed of a throttle for performing drive control of the power source,
The switching means is controlled based on the calculation result.

According to the invention of claim 6, according to claim 1,
In the invention according to any one of claims 5 to 5, the reference acceleration can be calculated based on the throttle opening and the moving speed. Further, by comparing the actual acceleration with the reference acceleration, it is possible to accurately determine the load of the power source due to the acceleration.

For example, the reference acceleration at the time of no-load such as running on a flat ground in a vehicle can be calculated in advance from the throttle opening and the moving speed at the no-load condition by a driving source such as an engine. In addition, by calculating the deviation between the reference acceleration and the actual acceleration, it is possible to accurately determine whether the vehicle has a high engine load, such as on an uphill road, when towing, or when a heavy object is loaded.

According to a seventh aspect of the present invention, in the first aspect of the present invention, the control means is configured to control the actual acceleration of the moving body, which is the detection result of the acceleration detection means, A calculating means for calculating based on a predetermined standardized speed obtained based on a driving force calculated from an input torque input to a transmission included in a driving system of the moving body, based on the calculation result. The switching means is controlled by the switching means.

According to the invention of claim 7, according to claim 1,
In the invention according to any one of claims 5 to 5, the reference acceleration can be calculated from the driving torque calculated from the input torque input to the transmission. Further, by comparing the actual acceleration with the reference acceleration, it is possible to accurately determine the load on the power source due to the acceleration.

For example, the reference acceleration at the time of no-load such as running on a flat road in a vehicle can be calculated in real time by calculating the input torque input to the transmission. In addition, by calculating the deviation between the reference acceleration and the actual acceleration, it is possible to accurately determine whether the vehicle has a high engine load, such as on an uphill road, when towing, or when a heavy object is loaded.

According to an eighth aspect of the present invention, in the second, fourth or fifth aspect of the invention, the predetermined value of the acceleration is calculated based on the throttle opening and the moving speed. You may.

According to a ninth aspect of the present invention, in the second, fourth or fifth aspect of the invention, the acceleration is calculated based on the driving force calculated from the input torque input to the transmission. You may make it calculate.

Here, when the lock-up clutch of the transmission is off, it is generally expected that the load is high. Also, when the lock-up clutch is on,
Generally, the vehicle speed is high, the load is small, and the throttle opening is small. Therefore, in the invention described in claim 8 or claim 9, the predetermined value of the acceleration may be further calculated based on ON / OFF of the lock-up clutch.

[0034]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Hereinafter, an embodiment of the present invention will be described in detail with reference to the drawings. In the present embodiment, the present invention is applied to a vehicle stability control (Vehicle Stability Control) system (hereinafter, referred to as VSC system 10).

FIG. 1 and FIG. 2 show a schematic configuration of the VSC system 10. The VSC system 10 uses an antilock brake system (ABS) and a traction control (TRC) to ensure the stability of the turning direction of the vehicle 12.

As shown in FIG. 1, the VSC system 1
0, an ABS, a TRC, and a VSC are controlled by a control unit (hereinafter, referred to as an ECU 14) in addition to an engine ECU 18 (see FIG. 2) and an engine ECU 18 that controls an automatic (AT) transmission.
Suspension (SUS) E for controlling suspension
CU20, 4WSEC for 4 wheel steering (4WS)
It is connected to a computer that performs various controls such as U22 and performs control in cooperation with these.

As shown in FIGS. 1 and 2, in the VSC system 10, each wheel 24 of the vehicle 12 (the left and right front wheels 2)
4FR, 24FL and left and right rear wheels 24RR, 24RL)
Speed sensor (vehicle speed sensor) 26 (26
FR, 26FL, 26RR, 26RL), a yaw rate sensor 28 for detecting a vertical rotational angular velocity of the vehicle 12,
Various sensors such as an acceleration sensor (G sensor) 30 for detecting acceleration in the front-rear direction and left-right direction (vehicle width direction) and a steering angle sensor 32 for detecting a steering amount of a steering wheel are provided. The behavior of the vehicle is detected based on the detection result.

The ECU 14 is connected with a hydro booster actuator 34, a master cylinder oil pressure sensor 36, a stop lamp switch 38, and the like. As the hydro booster actuator 34,
The VSC system 10 includes a pressure sensor, a pressure switch, a differential pressure switch, a switching solenoid valve, a control solenoid valve, a pump motor, and the like.
When a brake pedal (not shown) is depressed, assisting of the depression force of the brake pedal is performed, and a brake provided on each wheel 24 is independently controlled.

On the other hand, as shown in FIG.
The CU 18 is connected to a throttle position sensor 42 and a sub-throttle position sensor 42 for detecting the throttle opening of the engine, and outputs signals from these to the ECU 14.

Further, the engine ECU 18 has a rotational speed detecting sensor 46 for detecting the engine rotational speed, a water temperature sensor 72 for detecting the engine water temperature, an accelerator opening detecting sensor 74 for detecting the accelerator opening, and a temperature of the intake air taken into the engine. And various auxiliary devices (sensors) for monitoring the state of the engine 16, such as a catalyst temperature sensor 78 for detecting the temperature of the catalyst. At the same time, an engine start signal from an ignition switch 78 is input.

Various accessories (transmission accessories) 82 for monitoring the state of the AT transmission are connected to the engine ECU 18. The transmission accessories 82 include, for example, a shift position sensor that detects a shift position of an AT transmission, a turbine speed sensor that detects a rotation speed of a turbine provided in a torque converter of the AT transmission, and an oil temperature of the AT transmission. , An AT oil temperature sensor, an AT pattern switch, etc.

The ECU 14 and the engine ECU 18 are connected to various signals input to the ECU 14 and the engine EC.
They are connected so that various signals input to U18 can be exchanged. The ECU 14, the engine ECU 18, the SUS ECU 20, the 4WS ECU 22
And an air conditioner ECU (described later) 52 includes a CPU, a RAM,
It is configured to include peripheral circuits such as a ROM and input / output ports.

The throttle valve of the engine 16 is controlled by an engine ECU 18.
The throttle valve motor 48 is driven to open and close the sub throttle valve. In the VSC system 10, traction control is performed by controlling a sub throttle valve.

The ECU 14 includes a 4WS warning lamp 60, an ABS warning lamp 62, a brake warning 64, and a slip indicator lamp 6.
6. A diagnosis terminal 70 is connected together with the VSC warning lamp 68 and the like, and a display at the time of occurrence of an abnormality or the like is performed.

VSC system 1 equipped with this ECU 14
0, the vehicle speed sensors 26FR, 26FL, 26RR, 2
6RL, the running state of the vehicle 12 is determined based on the signals from the yaw rate sensor 28, the G sensor 30, and the steering angle sensor 32. When the slip of the wheels 24 occurs, the vehicle 12 naturally has an oversteer tendency or an understeer tendency. If it is determined that the vehicle is present, the brake hydraulic pressure of each wheel 24 is controlled and the torque of each wheel 24 is controlled by controlling the opening of the sub-throttle valve.

For example, when the slip angle and the slip angular velocity of the vehicle 12 increase, it is determined that the vehicle is oversteering. When the actual yaw rate is smaller than the target yaw rate determined from the steering angle and the vehicle speed, the vehicle tends to understeer. Judge.

When the ECU 14 determines that the running state of the vehicle 12 has become oversteer or understeer, the ECU 14 operates to eliminate the oversteer or understeer (traction control on). That is, the ECU 14 controls the hydraulic booster actuator 34 and the throttle valve motor 48 to control the braking force of each wheel 24 and the engine 1
By controlling the output of No. 6 (the driving torque of each wheel 24), the tendency of the wheels 24 to oversteer or understeer is suppressed, and the vehicle 12 is maintained in a stable running state.

The engine ECU 18 includes an air conditioner ECU 52 for controlling the operation of a vehicle air conditioner (hereinafter referred to as an air conditioner) provided in the vehicle 12.
The magnet clutch 54 is connected.

As shown in FIG. 2, the compressor 56 of the air conditioner 50 has an endless end between a pulley 56A provided on a rotating shaft of the compressor 56 and a pulley 16A provided on a driving shaft of the engine 16. Drive belt 58
Is wrapped around. The magnet clutch 54 is provided between the pulley 56A and the rotation shaft of the compressor 56. When the magnet clutch 54 is turned on by a signal from the engine ECU 18, the driving force of the engine 16 is transmitted to the compressor 56, The compressor 56 is driven to rotate.

The compressor 56 is rotated to circulate the refrigerant between the compressor 56 and an evaporator (not shown). As the air conditioner 50, by mixing the air heated using the cooling water of the engine 16 and the air cooled by the evaporator, the conditioned air blown into the vehicle interior becomes the target blowout temperature for setting the vehicle interior to the set temperature. A general configuration for controlling and air conditioning can be used,
Detailed description is omitted in the present embodiment.

The air conditioner ECU 52 outputs a signal requesting the operation of the compressor 56 to the engine ECU 18 when the operation of the air conditioner 50 is instructed.
0 is instructed to stop the operation of the compressor 5.
6 is output. Usually engine E
The CU 18 is a compressor 5 from the air conditioner ECU 52.
6 based on the on / off request of the magnetic clutch 5
Turn 4 on / off. That is, when there is no difference between the set vehicle interior temperature and the target outlet temperature, the magnet clutch 54 is turned off, the rotational driving of the compressor 56 is stopped, the load on the engine 16 is reduced, and the set vehicle interior temperature is reduced. If there is a difference between the temperature and the target outlet temperature, the magnet clutch 54 is turned on, the compressor 56 is driven to rotate, and the engine 16 enters a high load state.

The air conditioner ECU 52 is connected to a switching damper actuator 84 for driving a switching damper for switching the intake of air to be conditioned to either outside air introduction or internal air circulation. It switches between an outside air introduction mode in which outside air is introduced and an inside air circulation mode in which inside air is circulated.

In the outside air introduction mode, the intake of the air to be conditioned is switched so as to be taken in from outside the vehicle by the ram pressure. In the inside air circulation mode, the intake of the air to be conditioned is taken from the air in the vehicle interior (in the vehicle interior). (Air circulates).

In the outside air introduction mode, fresh air can be taken in. On the other hand, the temperature change in the air-conditioned cabin for taking in the outside air increases.
The load on the compressor 56 of the air conditioner 50 increases. In addition, in the inside air circulation mode, fresh air cannot be taken in, but the temperature change in the vehicle compartment is small because the conditioned air is circulated. Therefore, the load on the compressor 56 and the like of the air conditioner 50 can be reduced.

In other words, in the outside air introduction mode, the amount of heat conversion for air conditioning the vehicle interior is large up to the target bare temperature, so that the load on the compressor 56 and the like of the air conditioner 50 increases, and the load on the engine 16 increases. Will be. Conversely, in the inside air circulation mode, the load on the compressor 56 and the like of the air conditioner 50 can be reduced, so that the load on the engine 16 can be reduced. Therefore, the water temperature rise due to the load of the engine 16 can be suppressed, so that the overheating of the engine 16 can be prevented.

Therefore, in the present embodiment, the engine 16 is in a high load state and the air intake of the air conditioner 50 is performed in the outside air introduction mode by utilizing the load on the engine which changes depending on the inside air circulation mode and the outside air introduction mode. In some cases, an attempt is made to prevent overheating of the engine by forcibly switching to the inside air circulation mode.

Next, the operation of the present embodiment configured as described above will be described.

The air conditioner ECU 52 outputs an operation request for the compressor 56 to the engine ECU 18 when an air conditioning operation by the air conditioner 50 is instructed by operating an operation panel (not shown). The engine ECU 18 includes an air conditioner E
When an operation request for the compressor 56 is input from the CU 52, the magnet clutch 54 is turned on. As a result, the driving force of the engine 16 is transmitted to the compressor 56, and the air conditioning operation by the air conditioner 50 using the compressor 56 is started. The engine ECU 18 is provided with an air conditioner E
When a request to stop the compressor 56 is issued from the CU 52, the magnet clutch 54 is turned off to disconnect the engine 16 from the compressor 56. Thereby, the compressor 56
Is stopped.

The air conditioner ECU 52 switches between the inside air circulation mode and the outside air introduction mode according to the inside / outside air switching control described later, and controls the increase / decrease of the engine load due to the rotational driving of the compressor 56, thereby preventing the engine from overheating. Control (inside / outside air switching control).

Subsequently, regarding the above-described inside / outside air switching control,
This will be described with reference to the flowchart of FIG. Note that FIG.
Is executed at predetermined time intervals or after other processing is completed.

In the inside / outside air control, first, at step 100, it is determined whether or not the inside / outside air switching control is currently being performed. If the determination is negative, it is determined that the inside / outside air switching control is not currently being performed, and the process proceeds to step 102.

In step 102, the current air conditioner 50
It is determined whether or not the air intake is in the outside air introduction mode. In this determination, the air conditioner ECU 52 determines whether or not the position of the switching damper actuator 84 is on the outside air introduction side. If the determination is affirmative, the current position of the switching damper actuator 84 is in internal air circulation. Therefore, since the conditioned air is circulated, the off-time of the compressor 56 is long. That is, since the load on the engine 16 is small, the engine 1
6 Since the water temperature does not rise due to the high load and the overheating of the engine 16 can be prevented, the inside / outside air switching control is ended as it is.

If the determination in step 102 is affirmative, the routine proceeds to step 104, where the signal of the water temperature sensor 72 input to the engine ECU 18 is output from the air conditioner ECU 52.
Is determined based on a signal from the water temperature sensor 72 as to whether or not the water temperature of the engine 16 is equal to or higher than a predetermined value H. The predetermined value H is set in advance to a threshold value lower than the overheat water temperature of the engine 16.

If the determination in step 104 is negative, the engine 16 water temperature is low and the engine 16
Air conditioner 50
Is terminated.

If the determination at step 104 is affirmative, the routine proceeds to step 106, where the vehicle speed sensors 26FR, 26FL, 26RR, 26RL inputted to the ECU 14 are inputted.
Is input to the air conditioner ECU 52, and it is determined based on the vehicle speed signal whether or not the vehicle speed is between the predetermined value L and the predetermined value H (vehicle speed within a predetermined range). In addition,
As the vehicle speed within the predetermined range, for example, a slow vehicle speed during a traffic jam or the like is set in advance. When the vehicle speed is low, the engine 16
Since the cooling efficiency of the engine 16 decreases (the radiator for cooling the cooling water is not cooled), it is possible to determine whether the running state may cause the engine 16 to overheat by determining the vehicle speed.

If the determination in step 106 is affirmative,
That is, when there is a possibility that the engine 16 may overheat, the process proceeds to step 108 and the inside air control is started. The inside air control is switched so that the air intake of the air conditioner 50 becomes the inside air circulation by controlling the switching damper actuator 84 by the air conditioner ECU 52. That is, as described above, by shortening the time during which the compressor 56 is rotationally driven, the load on the engine 16 can be reduced, and overheating of the engine 16 can be prevented.

If the determination in step 106 is negative, the process proceeds to step 110. Step 110
In, it is determined whether the acceleration deviation is equal to or greater than a predetermined value.

Here, the acceleration deviation is determined by the air conditioner ECU 5
RO of 2 (may be ECU 14 or engine ECU 18)
The value calculated from the acceleration obtained at each throttle opening and the vehicle speed on a flat ground in the standard vehicle state is stored as a reference acceleration in a memory such as M as a map, and the reference acceleration and the actual acceleration obtained from the G sensor 30 are stored. It can be calculated based on this. For example, as a map of the reference acceleration, a map as shown in FIG. 4 is stored as data. FIG. 4 shows a reference acceleration map when the third-speed lockup is on.

By determining the acceleration state of the vehicle 12 based on the acceleration deviation in step 110,
It can be determined whether or not the load applied to the engine 16 is high. In addition, since the load to be determined is determined based on the acceleration deviation calculated from the standardized speed and the actual acceleration, the load is not limited to the time when the vehicle 12 is going up a slope, and when the vehicle 12 is in various high load states such as when towing and loading a heavy load. Can be determined.

If the determination in step 110 is negative,
That is, it is determined that the engine 16 is not in the high load state and there is no possibility of overheating. Therefore, the inside / outside air switching control is ended as it is.

On the other hand, if the determination in step 100 is affirmative, that is, if the air intake of the air conditioner 50 is already in the internal air circulation by the internal / external air switching control,
Move to step 112. In step 112, the water temperature of the engine 16 obtained from the water temperature
It is determined whether it is lower. If the determination is negative, it is determined that the engine 16 is still in a high-load state, and the inside / outside air control is terminated while keeping the inside air control (air intake of the air conditioner 50 is inside air circulation).

If the determination in step 112 is affirmative, that is, if the engine 16 has a low load and the water temperature of the engine 16 has decreased, the routine proceeds to step 114. In step 114, since the water temperature of the engine 16 is lowered by the inside / outside air control, the inside air control (control for forcibly circulating the inside air) is stopped, and a series of inside / outside air switching control is ended. That is, although the engine 16 was under a heavy load, the water temperature of the engine 16 was lowered by forcibly setting the air intake of the air conditioner 50 to the internal air circulation by the internal / external air switching control.
And the internal / external air switching control is terminated. When the inside air control is stopped in step 114, the state before the inside / outside air switching control is performed (the inside air circulation mode or the outside air introduction mode) is stored in advance, and the state is returned to the original state (the stored state). Alternatively, the inside / outside air control may be ended with the inside air circulating.

As described above, in the present embodiment, the engine 1
When the load of the air conditioner 6 is high, the air intake of the air conditioner 50 is forcibly set to the inside air circulation mode, so that
Thus, the load on the engine 16 due to the zero compressor 56 can be reduced, and overheating of the engine 16 can be prevented.

Further, by determining the high load of the engine 16 on the basis of the acceleration (acceleration deviation), it is possible to determine whether the engine 16 is in a high or negative state due to towing, loading of heavy loads, etc., regardless of whether the vehicle is climbing a hill. Accuracy can be improved.

Further, in this embodiment, when the engine 16 is under a high load, the internal air circulation mode is forcibly set, and the compressor 5
Since the rotation drive of the vehicle 6 itself is not stopped, the temperature change in the vehicle compartment does not change, and the air-conditioning state can be maintained. When the internal air circulation mode is forcibly set when the engine 16 is under a high load, the compressor 56 may be stopped (a so-called air conditioner cut-off state). The above air conditioner cut is performed by the engine ECU 18 or the air conditioner ECU 5.
2 can be controlled by, for example, the vehicle 1
If it is necessary to increase the output of the engine 16 during the acceleration of 2, the engine 16 is disconnected from the compressor 56 by turning off the magnetic clutch 54, and the load on the engine 16 is reduced. With this, the engine EC
U18 can increase the torque when driving the wheels 24 of the engine 16. When the air conditioner is cut off (for example, when the vehicle 12 is accelerating), the magnet clutch 54 is turned on. Thus, the driving force of the engine 16 is transmitted to the compressor 56 of the air conditioner 50, and the rotational driving of the compressor 56 is restarted. Even in this case, an extreme change in the temperature inside the vehicle compartment can be suppressed by the inside air circulation mode, so that the air-conditioning state is not extremely impaired. Further, whether or not to perform the above-described air-conditioner cut may be set by the driver.

Next, another method of calculating the acceleration deviation in step 110 will be described. In the above embodiment, the reference acceleration map in which the reference acceleration of the acceleration deviation for determining the acceleration state of the vehicle 12 is stored in advance is used, for example, it is calculated from the input torque of the transmission. The acceleration may be calculated in real time using the driving force.

The transmission accessories 82 input to the engine ECU 18 include, for example, a shift position sensor, a turbine speed sensor,
The axle torque is calculated based on signals from an AT oil-on sensor, an AT pattern switch, and the like, an engine torque calculated from characteristics of the engine 16, and the like. The axle torque (Tax) is shown below based on the engine torque (Te), the turbine torque ratio of the torque converter (Text), the gear ratio of the AT transmission (Dt), and the gear ratio of the differential gear (Dd). It can be calculated by equation (1). Tax = Te × Text × Dt × Dd (1) Subsequently, the driving force is calculated by (2) based on the axle torque (Tax) and the tire radius (R). Driving force = Tax × R (2) Then, the reference acceleration is calculated based on the calculated driving force, the running resistance obtained from the characteristics of the vehicle 12, and the inertial weight.
It is calculated from equation (3). Acceleration = (driving force−running resistance) / inertial weight (3) Accordingly, the reference acceleration calculated in real time based on the above-described equations (1) to (3) and the actual acceleration obtained from the G sensor 30 are calculated. Can be used to calculate the acceleration deviation.

By the way, in the AT transmission,
The torque converter can smoothly travel by transmitting power via a fluid, but on the other hand, fuel efficiency deteriorates by 10 to 15% due to energy loss due to fluid slip.
To prevent this, a device called a lock-up mechanism is provided. The lock-up mechanism has a vehicle speed of, for example, 55
When the speed exceeds km / h, the oil flow in the torque converter automatically changes, and the clutch is pressed against the torque converter cover. As a result, the engine and the driving wheels are in a state of being directly connected mechanically, for example, traveling at 60 km / h. Sometimes there is an effect of improving fuel efficiency by about 5%. When the lock-up is off (torque amplifying action occurs), the load is generally expected to be high. When the lock-up is off, the vehicle speed is high, the load is generally small, and the throttle opening is also small. . Therefore, in the present embodiment, when calculating the reference acceleration, the reference acceleration may be further calculated based on ON / OFF of the lock-up mechanism. Further, a high load state of a power source such as an engine may be determined based on ON / OFF of the lock-up mechanism.

In the above-described embodiment, the engine 16 is controlled based on various parameters (detection results of the G sensor 30 and the like, detection results of the water temperature sensor 72, detection results of the vehicle speed sensor 26, and reference acceleration). Although the high load determination is made, the determination may be made based only on the detection result of the G sensor 30, or the detection results of the water temperature sensor 72 and the G sensor 30 may be used. And the detection result of the vehicle speed sensor 26 may be used.

Further, in the above embodiment, a vehicle equipped with an AT transmission has been described as an example. However, the present invention is not limited to this. For example, a manual transmission (MT), a multi-mode manual transmission (MMT), a sequential mode Automatic clutch transmissions such as manual transmissions (SMT), and continuously variable transmissions (CV
It is also possible to adapt to vehicles equipped with a transmission such as T).

Further, in the above embodiment, the ECU 1
4, engine ECU 18, suspension ECU 14,
Although the control units such as the 4WS ECU 22 and the air conditioner ECU 52 are separately configured, one ECU 14 may be used depending on the mounting position of the vehicle. Also, ECU
Although the ABS 14, TRC and VSC are controlled by one control unit (ECU 14), separate control units may be used.

[0082]

As described above, according to the present invention, it is possible to accurately determine the load of a power source such as an engine on the basis of the detected acceleration. By controlling the switching between the outside air introduction and the inside air circulation of the air conditioner, overheating of a driving source such as an engine can be prevented.

That is, by performing inside / outside air switching control in accordance with the load state of the power source, overheating of the power source can be prevented, and the accuracy of detecting a high load state of the power source can be improved. There is an effect that an air conditioner for use can be provided.

[Brief description of the drawings]

FIG. 1 is a block diagram schematically showing a control system of a VSC system and an air conditioner according to an embodiment of the present invention.

FIG. 2 is a schematic configuration diagram of a VSC system provided in a vehicle applied to the present embodiment.

FIG. 3 is a flowchart showing inside / outside air switching control according to the embodiment of the present invention.

FIG. 4 is a diagram illustrating an example of a reference acceleration map when a third-speed lockup is on.

[Explanation of symbols]

12 Vehicle 14 ECU 16 Engine 18 Engine ECU 26FR, 26FL, 26RR, 26RL Vehicle speed sensor 30 G sensor 40 Throttle position sensor 50 Air conditioner 52 Air conditioner ECU 56 Compressor 72 Water temperature sensor 82 Transmission accessories 84 Switching damper actuator

 ──────────────────────────────────────────────────続 き Continued on the front page (72) Inventor Hideo Tomomatsu 1 Toyota Town, Toyota City, Aichi Prefecture Inside Toyota Motor Corporation (72) Inventor Hiroyuki Kondo 1 Toyota Town, Toyota City, Aichi Prefecture Inside Toyota Motor Corporation ( 72) Inventor Kazunori Nakamura 1 Toyota Town, Toyota City, Aichi Prefecture Toyota Motor Corporation F-term (reference) 3L011 CP04

Claims (10)

[Claims] 1. An air conditioner for a moving body for rotating a compressor by a driving force of a power source of the moving body to perform air conditioning in a room of the moving body. Switching means for switching between inside air circulation for circulating air, acceleration detection means for detecting acceleration in the traveling direction of the moving body, control means for controlling the switching means based on a detection result of the acceleration detection means, An air conditioner for a moving object, comprising: 2. The moving body according to claim 1, wherein the control unit switches the switching unit to the internal air circulation when the acceleration detected by the acceleration detecting unit is equal to or more than a predetermined value. Air conditioner. 3. The apparatus according to claim 1, further comprising at least one of a speed detecting means for detecting a moving speed of the moving body and a water temperature detecting means for detecting a temperature of a cooling water for cooling a power source. The movement according to claim 1 or 2, wherein the switching unit is controlled based on at least one of a detection result, a detection result by the speed detection unit, and a detection result by the water temperature detection unit. Body air conditioner. 4. The control means switches the switching means to the internal air circulation when the water temperature is equal to or higher than a predetermined value and the acceleration is equal to or higher than a predetermined value.
5. The air conditioner for a mobile object according to item 1. 5. The switching means when the moving speed is equal to or less than a first predetermined value or equal to or greater than a second predetermined value greater than the first predetermined value and the acceleration is equal to or greater than a predetermined value. The air conditioner for a mobile body according to claim 4, wherein the air conditioner is controlled. 6. The control means determines a predetermined acceleration obtained based on an actual acceleration of the moving body, which is a detection result of the acceleration detection means, and a throttle opening and a moving speed of a throttle for controlling driving of the power source. The air conditioning for a mobile body according to any one of claims 1 to 5, further comprising: a calculating unit that calculates based on the reference acceleration, and controlling the switching unit based on the calculation result. apparatus. 7. The control means according to claim 1, wherein said control means is configured to calculate an actual acceleration of the moving body as a detection result of said acceleration detecting means and a driving force calculated from an input torque input to a transmission included in a driving system of the moving body. The calculation method according to claim 1, further comprising: a calculation unit configured to calculate based on the obtained predetermined standardization speed, and controlling the switching unit based on the calculation result. The air conditioner for a mobile object according to claim. 8. The system according to claim 2, wherein the predetermined value of the acceleration is calculated based on a throttle opening and a moving speed of a throttle for controlling the driving of the power source. 5. The air conditioner for a mobile object according to item 1. 9. The method according to claim 2, wherein the predetermined value of the acceleration is calculated from an input torque input to a transmission included in a drive system of the moving body and is calculated based on a driving force. Or the air conditioner for mobile objects according to claim 5. 10. The air conditioner for a mobile body according to claim 8, wherein the predetermined value of the acceleration is calculated based on an on / off state of a lock-up clutch provided in the transmission.