JP2002211238A - Control device for internal combustion engine - Google Patents

Abstract

PROBLEM TO BE SOLVED: To enhance a fuel economy improving effect by reducing an automatic stop prohibition region for an internal combustion engine corresponding to the room air-conditioned condition of the internal combustion engine utilizing a cooling water temperature to keep the automatic stop condition of the internal combustion engine longer. SOLUTION: A hysteresis region between a line LU of a temperature rise threshold value Tx and a line LD of a temperature drop threshold value Ty is made larger than that in a prevention of hunting during control. Furthermore, since a higher required blowout temperature TAO brings about the degradation of air-conditioning comfortableness with a greater degree of delay when a cooling water temperature THW lowers, the hysteresis is made wider than in the lower required blowout temperature TAO. Therefore, an engine stop prohibition region can be sufficiently reduced to keep an automatic stop condition longer, resulting in the enhanced fuel economy improving effect.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an internal combustion engine control system for automatically stopping and starting an internal combustion engine for a vehicle, and more particularly, to a cooling medium temperature of an internal combustion engine which is used as a heat source for air conditioning by a vehicle air conditioner. In this case, the present invention relates to an internal combustion engine control device which permits the automatic stop and prohibits the operation of the automatic stop start when the value is lower than a threshold value.

[0002]

2. Description of the Related Art In an automotive vehicle, an automatic air conditioner (hereinafter, abbreviated as "auto air conditioner") for air conditioning the interior of a vehicle is known. This auto air conditioner is a device that automatically maintains the interior of the vehicle at a set temperature, detects the outside air temperature and the indoor temperature by a temperature sensor, and adjusts the air blowing temperature and air volume by processing of an electronic control device. In addition, the vehicle interior is maintained in an appropriate air-conditioning state. This automatic air conditioner heats the vehicle interior to a comfortable room temperature by adjusting the blowing temperature by effectively utilizing the heat of the cooling water of the internal combustion engine during heating (Japanese Patent Laid-Open No. Hei 5-221233). ).

On the other hand, in order to improve fuel efficiency, it is possible to automatically stop the internal combustion engine when the vehicle stops running at an intersection or the like, and to automatically start the internal combustion engine by rotating a motor generator or the like at the time of starting operation so that the vehicle can be started. There is a vehicle equipped with a so-called economy running (hereinafter, referred to as "eco-run") system.
When an automatic air conditioner is used in such a vehicle, the temperature of the cooling water may decrease during the automatic stop of the internal combustion engine, and heating with the cooling water may not be possible. In order to avoid such a situation, a control for prohibiting automatic stop of the internal combustion engine and starting the internal combustion engine may be performed.

For example, a threshold value is provided for the cooling water temperature, and if the cooling water temperature is higher than the threshold value, the automatic stop of the internal combustion engine is permitted, but if the cooling water temperature falls below the threshold value, the automatic stop of the internal combustion engine is prohibited. To start the internal combustion engine. In this case, if the required air temperature of the auto air conditioner is low, there is no problem in heating even if the cooling water temperature is low by stopping the internal combustion engine, but if the required air temperature of the auto air conditioner is high, the cooling water temperature is low. If it is low, the required heating will not be possible. For this reason, when the required blowing temperature is higher, the threshold value is increased, and when the cooling water temperature is lowered, the operation of the internal combustion engine is restored at an early stage to control the cooling water temperature to be maintained relatively high. . As a result, the heating is controlled to be sufficiently performed by the automatic air conditioner over a wide range.

[0005]

However, during a transition of the cooling water temperature at which the calorific value of the internal combustion engine stops or starts to be generated due to the automatic stop or automatic start of the internal combustion engine, etc.
The room temperature is delayed with respect to the change of the cooling water temperature. Due to this delay, there is a period in which there is no problem in indoor comfort even if heating is continued using cooling water whose temperature is decreasing at the time of automatic stop. However, conventionally, when the cooling water temperature falls to the same threshold value (including the hysteresis width set to prevent hunting in control) as when the cooling water temperature is rising, the automatic stop of the internal combustion engine is prohibited. Thus, the operation of the internal combustion engine was restarted. Since the automatic stop of the internal combustion engine ends in spite of the fact that there is no problem in terms of heating, it can be seen that the fuel consumption is not sufficiently improved using the conventional threshold value.

[0006] In a region where the required blowing temperature is low, the threshold value is set low. With such a low threshold, the time until the coolant temperature reaches the threshold becomes longer when the internal combustion engine is stopped, so that the automatic stop state can be maintained for a long time, so that the effect of improving fuel efficiency is sufficiently achieved. However, in a region where the required blowing temperature is high, the threshold value is high due to the necessity of sufficiently increasing the blowing temperature. Therefore, when the internal combustion engine automatically stops, the cooling water temperature reaches the threshold value early, and the automatic stop ends in a short time. However, if the cooling water temperature drops from a state where the required blowing temperature is high, the internal combustion engine automatically stops at a sufficiently high room temperature, so even if the cooling water temperature drops, the comfort of air conditioning is maintained for a relatively long time. I can do it. As described above, although the comfort of air conditioning can be maintained for a relatively long time after the automatic stop of the internal combustion engine, the automatic stop has conventionally been completed in a short time, and the effect of improving the fuel efficiency has not been sufficiently achieved. .

SUMMARY OF THE INVENTION An object of the present invention is to reduce the automatic stop prohibition region of the internal combustion engine in accordance with the air conditioning condition of the vehicle interior, thereby prolonging the automatic stop condition of the internal combustion engine and improving the fuel efficiency. is there.

[0008]

The means for achieving the above object and the effects thereof will be described below. The internal combustion engine control device according to the first aspect automatically stops the internal combustion engine when the operation state of the vehicle internal combustion engine satisfies the automatic stop condition, and automatically starts the internal combustion engine when the automatic start condition is satisfied. Means for automatically stopping the engine and an engine for permitting the automatic stop when the temperature of the cooling medium of the internal combustion engine, which is used as a heat source for air conditioning by the vehicle interior air conditioner, is higher than a threshold value and prohibiting the automatic stop when the temperature is lower than the threshold value. An internal combustion engine control device comprising: an automatic stop permitting / prohibiting unit, wherein the threshold in the engine automatic stop permitting / prohibiting unit is variable according to a vehicle interior temperature or a value related to the vehicle interior temperature, and Is characterized in that the hysteresis width is set so as to exceed a width for preventing hunting in control.

As described above, since the hysteresis width of the threshold value is set to be larger than the width for preventing hunting in the control, the threshold value at the time of cooling medium temperature fall is naturally compared with the threshold value at the time of cooling medium temperature rise. It can be placed on the sufficiently low temperature side. In other words, when the cooling medium temperature decreases, the vehicle interior temperature or a value related to the vehicle interior temperature corresponds to a cooling medium temperature higher than the current cooling medium temperature due to a delay in transition. For this reason, the threshold value can be arranged in a state lower than the threshold value in consideration of hunting in control as the threshold value when the cooling medium temperature rises.

As described above, since the threshold value when the temperature of the cooling medium drops can be sufficiently reduced, the automatic stop prohibition region of the internal combustion engine can be reduced. Therefore, the automatic stop state of the internal combustion engine can be maintained for a long time, and the effect of improving fuel efficiency can be enhanced.

According to a second aspect of the present invention, the internal combustion engine control device automatically stops the internal combustion engine when the operating state of the vehicle internal engine satisfies the automatic stop condition, and stops the internal combustion engine when the automatic start condition is satisfied. Means for automatically starting and stopping the engine,
An engine automatic stop permitting / prohibiting means for permitting the automatic stop when the temperature of the cooling medium of the internal combustion engine used as the heat source for air conditioning by the vehicle interior air conditioner is higher than a threshold, and prohibiting the automatic stop when the temperature is lower than the threshold. In the internal combustion engine control device, the threshold value and the hysteresis width of the threshold value in the automatic engine stop permission / prohibition unit are variable according to a vehicle interior temperature or a value related to the vehicle interior temperature. And

As described above, the threshold value in the automatic engine stop permission / prohibition means and the hysteresis width of the threshold value are made variable in accordance with the vehicle interior temperature or a value related to the vehicle interior temperature. Thus, by changing the threshold value in accordance with the vehicle interior temperature or a value related to the vehicle interior temperature, it is possible to set a threshold value portion lower than a uniform threshold value. As a result, the automatic stop prohibition region of the internal combustion engine can be reduced, and the automatic stop state of the internal combustion engine can be maintained for a long time, so that the effect of improving fuel efficiency can be enhanced.

At the same time, the hysteresis width can be increased in accordance with the vehicle interior temperature or a value related to the vehicle interior temperature. In particular, in a region where the temperature related to the vehicle interior temperature or the vehicle interior temperature is high, the threshold value when the cooling medium temperature decreases can be set low. Therefore, the automatic stop prohibition region of the internal combustion engine can be reduced particularly in a region in which the vehicle interior temperature or a value related to the vehicle interior temperature is high. Therefore, the automatic stop state of the internal combustion engine can be maintained for a long time, and the effect of improving fuel efficiency can be enhanced.

According to a third aspect of the present invention, in the configuration of the second aspect, the width of the hysteresis is:
It is characterized in that it is set to exceed a width for preventing hunting in control.

As described above, since the hysteresis width of the threshold value is set so as to exceed the width for preventing hunting in the control, the threshold value at the time of cooling medium temperature drop is naturally smaller than the threshold value at the time of cooling medium temperature rise. It is placed at a sufficiently low temperature. That is, when the cooling medium temperature falls, the vehicle interior temperature or a value related to the vehicle interior temperature corresponds to a state of the cooling medium temperature higher than the current cooling medium temperature due to a delay at the time of transition. For this reason, the threshold value can be arranged in a lower state than the threshold value set in consideration of the hunting in the control when the cooling medium temperature rises.

As described above, the threshold value when the temperature of the cooling medium drops can be sufficiently reduced, and the automatic stop prohibition region of the internal combustion engine can be further reduced. Therefore, the automatic stop state of the internal combustion engine can be maintained for a longer time, and the effect of improving fuel efficiency can be further enhanced.

According to a fourth aspect of the present invention, in the internal combustion engine control device according to any one of the first to third aspects, the width of the hysteresis is such that the automatic stop is permitted by the engine automatic stop permission / prohibition means. Thus, when the temperature of the cooling medium is lowered, the room comfort is set so as not to impair indoor comfort.

Since the width of the hysteresis is set within a range that does not impair the indoor comfort when the temperature of the cooling medium is lowered, the occupant does not feel uncomfortable in air conditioning, and the automatic operation of the internal combustion engine is prevented. The stop prohibition region can be sufficiently reduced, and the fuel efficiency improvement effect can be sufficiently enhanced.

According to a fifth aspect of the present invention, in the internal combustion engine control apparatus according to any one of the first to fourth aspects, the threshold in the engine automatic stop permission / prohibition means is a value related to a vehicle interior temperature. It is variable according to the required blowing temperature at the time of automatic air-conditioning of the device, and is characterized in that it becomes higher as the required blowing temperature becomes higher.

More specifically, the threshold value is made variable in accordance with the required blowing temperature at the time of automatic air conditioning of the vehicle interior air conditioner,
It is set so that the higher the required blowing temperature, the higher the required blowing temperature.

With this arrangement, when the required air temperature at the time of automatic air conditioning is set low according to the outside air temperature or the demand of the occupant, the air conditioning is not affected as compared with the case where the required air temperature is high. The automatic stop state can be maintained for a long time, and the fuel efficiency improvement effect can be enhanced. In addition, when the required blowing temperature is set high, the automatic stop state can be prohibited relatively early compared to when the required blowing temperature is low, and there is no effect on air conditioning. In addition, even when the required blowing temperature is set high, the threshold value at the time of the cooling medium temperature drop can be sufficiently reduced, and the automatic stop prohibition region of the internal combustion engine can be reduced. Can be maintained longer. Therefore, the fuel economy improvement effect can be sufficiently enhanced.

According to a sixth aspect of the present invention, in the configuration of the fifth aspect, the width of the hysteresis of the threshold value in the engine automatic stop permission / prohibition means increases as the required blowing temperature increases. I do.

The higher the required blowing temperature is, the greater the delay of the decrease of the vehicle interior temperature with respect to the decrease of the cooling medium temperature is.
That is, even if the temperature of the cooling medium is reduced, the comfort of the air conditioning is easily maintained, so that the width of the hysteresis can be made larger than when the required blowing temperature is low. For this reason, the automatic stop state of the internal combustion engine can be maintained for a longer time, and the fuel efficiency improvement effect can be further enhanced.

According to a seventh aspect of the present invention, in the internal combustion engine control device according to any one of the first to fourth aspects, the threshold value in the engine automatic stop permission / prohibition means is made variable in accordance with a vehicle interior temperature. It is characterized in that the temperature decreases as the room temperature increases.

More specifically, the threshold value is made variable in accordance with the vehicle interior temperature, and is set so as to decrease as the vehicle interior temperature increases. This is because the higher the temperature in the vehicle interior, the greater the degree of delay in lowering the comfort of air conditioning with respect to the lowering of the temperature of the cooling medium. Therefore, the threshold value can be set lower than when the temperature in the vehicle interior is low. For this reason, the automatic stop state of the internal combustion engine can be maintained for a longer time, and the fuel efficiency improvement effect can be further enhanced.

In the internal combustion engine control device according to an eighth aspect of the present invention, in the configuration according to the seventh aspect, the hysteresis width of the threshold value in the engine automatic stop permission / prohibition means is determined by a temperature outside the vehicle compartment which is a value related to a temperature inside the vehicle compartment. It is characterized by being variable in response to an increase in the outside air temperature.

More specifically, the width of the hysteresis of the threshold is made variable in accordance with the temperature outside the vehicle compartment, and is set so as to increase as the temperature outside the vehicle compartment increases. This is because the degree of comfort of air conditioning decreases with a decrease in the temperature of the cooling medium when the outside air temperature is high, so that the hysteresis width can be larger than when the outside air temperature is low. For this reason, the automatic stop state of the internal combustion engine can be maintained for a longer time, and the fuel efficiency improvement effect can be further enhanced.

According to a ninth aspect of the present invention, the internal combustion engine control device automatically stops the internal combustion engine when the operating state of the vehicle internal engine satisfies the automatic stop condition, and stops the internal combustion engine when the automatic start condition is satisfied. Means for automatically starting and stopping the engine,
An engine automatic stop permitting / prohibiting means for permitting the automatic stop when the temperature of the cooling medium of the internal combustion engine used as the heat source for air conditioning by the vehicle interior air conditioner is higher than a threshold, and prohibiting the automatic stop when the temperature is lower than the threshold. The internal combustion engine control device, wherein the threshold value in the automatic engine stop permission / prohibition means is made variable in accordance with a vehicle interior temperature or a first value selected from values related to the vehicle interior temperature, The threshold value is increased or decreased according to a vehicle interior temperature different from the first value or a second value selected from values related to the vehicle interior temperature.

As described above, the threshold value in the engine automatic stop permission / prohibition means is variable according to the vehicle interior temperature or the first value selected from the values related to the vehicle interior temperature. As a result, the threshold value can be set to a sufficiently low position in accordance with the air-conditioning state represented by the first value. For example, the threshold value can be set low when the temperature of the cooling medium decreases due to the state of the first value. Therefore, the automatic stop prohibition region of the internal combustion engine can be reduced.

Further, the threshold value is increased or decreased according to a vehicle interior temperature different from the first value or a second value selected from values related to the vehicle interior temperature. Therefore, the second
The threshold value can be set at a lower position in accordance with the air-conditioning condition represented by the value of. Therefore, the automatic stop prohibition region of the internal combustion engine can be sufficiently reduced. Therefore, the automatic stop state of the internal combustion engine can be maintained for a long time, and the effect of improving fuel efficiency can be enhanced.

[0031] In the internal combustion engine control device according to the tenth aspect,
The configuration according to claim 9, wherein the first value is a vehicle interior temperature, and the second value is a vehicle exterior temperature.

More specifically, the threshold value is made variable according to the vehicle interior temperature using the vehicle interior temperature as the first value, and the threshold value is made variable using the vehicle exterior temperature as the second value. The increase / decrease correction may be made according to the vehicle outside temperature.

On the side where the vehicle interior temperature is high, the threshold value can be set low when the temperature of the cooling medium decreases. Therefore, the automatic stop prohibition region of the internal combustion engine can be reduced particularly in a region where the temperature in the vehicle compartment is high. Further, the correction can be made so that the threshold value becomes lower on the side where the outside air temperature is higher. For this reason,
Particularly in an area where the temperature outside the vehicle compartment is high, the area for prohibiting automatic stop of the internal combustion engine can be further reduced.

As a result, the automatic stop state of the internal combustion engine can be maintained for a long time.
The fuel efficiency improvement effect can be enhanced.

[0035]

[First Embodiment] FIG. 1 is a block diagram showing a schematic configuration of an internal combustion engine to which the above-mentioned invention is applied and a control device thereof. The internal combustion engine (hereinafter, referred to as “engine”) 10 is a spark ignition type direct injection type gasoline engine mounted on a vehicle. A fuel injection valve 14 is provided in a cylinder head 12 of the engine 10, and a cylinder block 16, a piston 18 and a cylinder head 1 are provided.
The fuel can be directly injected into the combustion chamber 20 defined by the fuel cell 2. An ignition plug 22 is arranged on the ceiling of the combustion chamber 20 so that an air-fuel mixture formed by the fuel injected from the fuel injection valve 14 can be ignited. The fuel injection valve 14 has a high-pressure fuel pump (not shown).
, High-pressure fuel is supplied via a delivery pipe 14a. Thus, fuel can be injected from the fuel injection valve 14 into the combustion chamber 20 even at the end of the compression stroke. The fuel pressure in the delivery pipe 14a is detected by a fuel pressure sensor 14b.

An intake port 24 formed in the cylinder head 12 is opened and closed by an intake valve 26. The supply of intake air to the intake port 24 is performed via an intake passage 28. A surge tank 30 is provided in the intake passage 28, and a throttle valve 32 is provided upstream of the surge tank 30. The opening (throttle opening TA) of the throttle valve 32 is adjusted by an electric motor 34, and the throttle opening TA is detected by a throttle opening sensor 36.

An exhaust port 38 formed in the cylinder head 12 is opened and closed by an exhaust valve 40. The exhaust gas discharged from the combustion chamber 20 to the exhaust port 38 is discharged to the outside via an exhaust passage 42 and an exhaust purification catalyst (not shown).

The reciprocating motion of the piston 18 accompanying the combustion of the air-fuel mixture in the combustion chamber 20 is converted into the rotational motion of the crankshaft 46 via the connecting rod 44. The crankshaft 46 transmits power to wheels via a torque converter and a transmission (not shown).

Apart from such a power transmission system, one end of the crankshaft 46 is connected to a pulley 50 via an electromagnetic clutch 48. The pulley 50 can transmit power to the other four pulleys 53, 54, 56, 58 by a belt 52. The water pump 59 can be driven by the pulley 53, the air conditioner compressor 60 can be driven by the pulley 54, and the power steering pump 62 can be driven by the pulley 56.
Can be driven.

Another pulley 58 is connected to a motor generator 64. The motor generator 64 has both a function as a generator for generating electric power by the engine driving force transmitted from the pulley 58 side and a function as an electric motor for supplying the driving force of the motor generator 64 to the pulley 58 side. When motor generator 64 functions as a generator, the generated power is supplied to inverter 66.
Through the battery 68. At this time, the amount of power generated by motor generator 64 is adjusted by adjusting the power transmitted to battery 68 through the phase control of inverter 66. On the other hand, when motor generator 64 functions as an electric motor, the electric power stored in battery 68 is supplied to motor generator 64 via inverter 66. The drive control of the motor generator 64 at this time is performed by the phase control of the inverter 66.

An engine control electronic control unit (hereinafter referred to as an “engine ECU”) 70 mainly composed of a microcomputer is provided with the above-described fuel pressure sensor 14.
b to fuel pressure, throttle opening sensor 36 to throttle opening TA, motor generator 64 built-in rotation speed sensor to motor generator rotation speed, voltage of battery 68 or current during charging / discharging, switch state of ignition switch 72, vehicle speed From the sensor 74, the vehicle speed SPD,
Accelerator pedal depression amount (accelerator opening ACCP) from accelerator opening sensor 76, presence / absence of brake pedal depression from brake switch 78, engine speed sensor 80, rotation speed of crankshaft 46 (engine speed NE), air flow meter 82 From the intake air amount GA,
The engine coolant temperature THW (corresponding to the coolant temperature) is detected from the coolant temperature sensor 84, the accelerator pedal is depressed by the idle switch 86, and the air-fuel ratio detection value Vox is detected from the air-fuel ratio sensor 88 provided in the exhaust passage 42. ing.

Based on the data thus obtained, the engine ECU 70 drives the electric motor 34 to adjust the throttle opening TA. Furthermore, by adjusting the injection timing from the fuel injection valve 14, homogeneous combustion is performed by injecting fuel into the combustion chamber 20 during the intake stroke, or fuel is injected into the combustion chamber 20 at the end of the compression stroke. To execute stratified combustion. Further, when an automatic stop condition as described later is satisfied, the fuel injection from the fuel injection valve 14 is stopped, and the operation of the engine 10 is automatically stopped.
When an automatic start condition as described later is satisfied, the crankshaft 46 is rotated by the driving force of the motor generator 64 via the pulley 58, the belt 52, the pulley 50, and the connected electromagnetic clutch 48, and the engine 10 is started. . In addition, the engine ECU 70 executes ignition timing control and other necessary controls.

FIG. 2 shows the configuration of an air conditioner unit 106 for air-conditioning the cabin of an automobile. Air conditioning unit 106
Is an electronic control unit for air conditioner control mainly composed of a microcomputer (hereinafter referred to as "air conditioner EC").
U ") 107,
This is an automatic air conditioner configured to automatically control the temperature in the vehicle compartment to always maintain the set temperature. The air-conditioning unit 106 includes an air-conditioning duct 110 that forms an air passage that leads conditioned air into the vehicle interior, a centrifugal blower 130 that generates an air flow in the air-conditioning duct 110, and an air-conditioning duct 1.
A refrigeration cycle 140 for cooling air flowing through the interior of the vehicle 10 to cool the vehicle interior, and an engine 10 for heating air flowing through the air conditioning duct 110 to heat the interior of the vehicle interior.
And a cooling water circuit 150 for introducing cooling water (corresponding to a cooling medium) from the outside.

The air conditioning duct 110 is disposed on the front side in the vehicle interior. The most upstream side (upward side) of the air conditioning duct 110 is an inside air suction port 111 for taking in the vehicle interior air (hereinafter, referred to as “inside air”) and an outside air intake port 112 for taking in outside air (hereinafter, referred to as “outside air”). have.

Further, inside and outside air (suction port) switching dampers 11 are provided inside the inside air suction port 111 and the outside air suction port 112.
3 is rotatably mounted. The inside / outside air switching damper 113 includes an actuator 114 such as a servomotor.
To switch the suction port mode to an inside air circulation mode, an outside air introduction mode, or the like.

Further, on the most downstream side (downwind side) of the air-conditioning duct 110, this is a part constituting an air outlet switching box, in which a defroster opening, a face opening and a foot opening are formed. A defroster duct 115 is connected to the defroster opening, and this defroster duct 1
15, a defroster outlet 118 for mainly blowing hot air toward the inner surface of the windshield of the vehicle.
Is open.

A face duct 116 is connected to the face opening, and at the most downstream end of the face duct 116, a face outlet 119 for mainly blowing cold air toward the occupant's head and chest is opened. I have. Further, a foot duct 117 is connected to the foot opening, and a foot outlet 120 that mainly blows warm air toward the feet of the occupant is opened at the most downstream end of the foot duct 117.

Further, inside each of the air outlets, two air outlet switching dampers 121 and 122 are rotatably mounted. The two air outlet switching dampers 121 and 122 are driven by actuators 123 and 124 such as servo motors, respectively, to switch the air outlet mode to a face mode, a bi-level mode, a foot mode, a foot differential mode or a defroster mode. .

The centrifugal blower 130 is connected to the air conditioning duct 110.
A centrifugal fan 131 rotatably accommodated in a scroll case integrally formed with the fan, and a blower motor 132 for driving the centrifugal fan 131 to rotate. The blower motor 132 is connected to the blower drive circuit 1
Based on the blower terminal voltage applied via 33, the amount of air blown (the rotation speed of the centrifugal fan 131) is controlled.

The refrigerating cycle 140 includes a compressor 60 for compressing the refrigerant by the driving force of the engine 10 or the motor generator 64, a condenser 142 for condensing and liquefying the compressed refrigerant, and a gas-liquid separation of the condensed and liquefied refrigerant to produce only the liquid refrigerant. 143, an expansion valve 144 that decompresses and expands the liquid refrigerant, an evaporator 145 that evaporates and evaporates the refrigerant that has been decompressed and expanded, and a refrigerant pipe that connects these in a ring shape.

The compressor 60 is connected to an electromagnetic clutch 146 for interrupting transmission of driving force from the engine 10 or the motor generator 64 to the compressor 60. The electromagnetic clutch 146 is connected to the clutch drive circuit 14
7 is controlled. When the electromagnetic clutch 146 is turned on, the engine 10 or the motor generator 64
Is transmitted to the compressor 60, and the evaporator 145 performs the air cooling action. When the electromagnetic clutch 146 is turned off, the connection between the engine 10 or the motor generator 64 and the compressor 60 is shut off, and the air cooling action by the evaporator 145 is stopped. Here, the condenser 142 is disposed in a place that is apt to receive traveling wind generated when the vehicle travels, and an outdoor heat exchanger that exchanges heat between the refrigerant flowing therein and the outside air and traveling wind blown by the cooling fan 148. It is.

The cooling water circuit 150 is a circuit for circulating cooling water heat exchanged in a water jacket of the engine 10 by a water pump 59 driven by the engine 10 or the motor generator 64, and includes a radiator and a thermostat (neither is shown). ) And heater core 15
One. The heater core 151 corresponds to a heat exchanger for heating, in which cooling water warmed by cooling the engine 10 flows, and uses the cooling water as a heating heat source to heat cold air.

The heater core 151 is installed inside the air-conditioning duct 110 so as to partially block the air passage.
It is disposed downstream of 45. Heater core 151
An air mix damper 152 is rotatably mounted on the upstream side of the air. This air mix damper 15
Numeral 2 is driven by an actuator 153 such as a servomotor, and adjusts the ratio of the amount of air passing through the heater core 151 to the amount of air bypassing the heater core 151 depending on the stop position of the actuator. Has been adjusted.

The air conditioner ECU 107 is an engine ECU.
70 is communicably connected, and data is exchanged with the air conditioner ECU 107 as necessary for control. The air conditioner ECU 107 includes a control panel P provided on the front of the vehicle compartment, an inside temperature sensor 171 for detecting the temperature inside the vehicle, and an outside temperature sensor 17 for detecting the temperature outside the vehicle.
2. Solar radiation sensor 17 for detecting the intensity of solar radiation into the vehicle interior
3 and an evaporator outlet temperature sensor 174 for detecting the air cooling temperature at the outlet of the evaporator 145 are connected. As a result, the air conditioner ECU 107 receives switch signals from the switches on the control panel P and sensor signals from the sensors. The switches on the control panel P are an air conditioner switch for instructing the start and stop of the compressor 60 due to the intermittent operation of the electromagnetic clutch 146, a suction port changeover switch for switching the suction port mode, and a desired temperature in the vehicle compartment. Temperature setting lever for setting the air temperature, air volume switching lever for switching the air volume of the centrifugal fan 131,
And an outlet switch for switching the outlet mode.

Next, automatic stop processing and automatic start processing performed by the engine ECU 70 will be described. FIG. 3 shows a flowchart of the automatic stop process, and FIG. 4 shows a flowchart of the automatic start process. These processes are processes repeatedly executed in a short period. Each processing step in the flowchart is represented by “S「 ”.

When the automatic stop processing (FIG. 3) is started, first, an operation state for judging the execution of the automatic stop is read (S410). For example, the engine coolant temperature THW detected from the coolant temperature sensor 84, the idle switch 8
6, whether the accelerator pedal is depressed, the amount of charge in the battery 68, the presence or absence of the brake pedal detected from the brake switch 78, and the vehicle speed sensor 7.
And the vehicle speed SPD detected from the ECU 4
Read into the work area of the internal RAM.

Next, it is determined from these operating states whether or not the automatic stop condition is satisfied (S420). For example,
(1) The state in which the engine 10 has been warmed up and has not been overheated (the engine cooling water temperature THW is equal to the water temperature upper limit value THWm).
ax and higher than the water temperature lower limit THWmin), (2) a state in which the accelerator pedal is not depressed (idle switch 86: on), (3) a state in which the charged amount of the battery 68 is a certain level or more, (4) ) Brake pedal is depressed (brake switch 78: ON), and (5) vehicle is stopped (vehicle speed SP)
When all of the conditions (1) to (5) that D is 0 km / h) are satisfied, it is determined that the automatic stop condition is satisfied.

If at least one of the above conditions (1) to (5) is not satisfied, the automatic stop condition is not satisfied (S4).
20 ("NO"), the process is once terminated. On the other hand, when the driver stops the vehicle at the intersection or the like and the automatic stop condition is satisfied (“YES” in S420),
Next, the eco-run execution permission flag exeook is set to “ON”.
It is determined whether or not (S430). The eco-run execution permission flag execookie is a flag set in an eco-run execution permission / prohibition determination process of determining whether to permit or prohibit the stop of the engine 10 by the eco-run in conjunction with the air conditioning, as described later.

If execook = "OFF" (S
("NO" at 430), since the automatic stop of the engine 10 is prohibited, the process is temporarily terminated as it is. That is, despite the automatic stop condition being satisfied,
The automatic stop of the engine 10 is not executed.

On the other hand, if execook = “ON” (“YES” in S430), the automatic stop of the engine 10 is permitted, and the engine stop processing is executed (S440). For example, the fuel injection from the fuel injection valve 14 is stopped, and the ignition control of the air-fuel mixture in the combustion chamber 20 by the spark plug 22 is also stopped. As a result, fuel injection and ignition are stopped, and the operation of the engine 10 is immediately stopped. Thus, the present process is temporarily ended. In this way, the automatic stop processing can be executed.

Next, the automatic start process (FIG. 4) will be described. When the automatic start process is started, first, an operation state for judging execution of automatic start is read (S51).
0). Here, for example, the same as the data read in step S410 of the automatic stop processing (FIG. 3), the engine coolant temperature THW, the presence or absence of depression of the accelerator pedal, the charged amount of the battery 68, the presence or absence of depression of the brake pedal, and the vehicle speed SPD Is read into the work area of the RAM.

Next, it is determined whether or not the engine 10 is automatically stopped by the above-described automatic stop processing (FIG. 3) (S520). If the automatic stop is not in progress (S52
0 and “NO”), the process is once ended as it is.

On the other hand, if the automatic stop is being performed ("YES" in S520), it is determined from the operating state read in step S510 whether or not the automatic start condition is satisfied (S5).
30). For example, (1) a state in which the engine 10 has been warmed up and has not been overheated (the engine cooling water temperature THW is lower than the water temperature upper limit THWmax and the water temperature lower limit TH
(2) a state where the accelerator pedal is not depressed (idle switch 86: on), (3) a state where the charged amount of the battery 68 is more than a certain level, (4)
Conditions (1) to (5) that the brake pedal is depressed (brake switch 78: ON) and (5) the vehicle is stopped (vehicle speed SPD is 0 km / h)
If at least one of (5) is not satisfied, it is determined that the automatic start condition is satisfied. The above-described automatic start conditions (1) to (5) have the same contents as the respective conditions used in the automatic stop condition. However, the present invention is not limited thereto, and the conditions (1)
Conditions other than (5) may be set. Also, condition (1)
You may narrow down to some of (5).

If any one of the above conditions (1) to (5) is no longer satisfied, it is determined that the automatic start condition is satisfied ("YES" in S530), and the start of the engine start process is set (S540). This process is temporarily ended. According to the start setting of the engine start processing in step S540, first, in the engine ECU 70, the electromagnetic clutch 48 is connected, and the motor generator 64 is driven. As a result, the crankshaft 46 of the engine 10 is rotated. Then, the fuel injection process and the ignition timing control process at the time of starting are further performed, and the engine 10 is automatically started. When the start is completed, normal fuel injection control processing, ignition timing control processing, and other processing necessary for engine operation are started.

On the other hand, if all of the above conditions (1) to (5) are satisfied, the automatic start condition is determined to be unsatisfied ("NO" in S530), and then the eco-run execution permission flag execookie is set to "OFF". Is determined (S5).
50). Here, if execook = “OFF” is set (“YES” in S550), since the automatic stop of the engine 10 is prohibited, the process proceeds to the above-described step S540, and the engine start process is started. Make start settings.

On the other hand, if execook = “ON” is set (“NO” in S550), since the automatic stop of the engine 10 is permitted, the present process is temporarily terminated as it is.

Next, the eco-run execution permission / non-permission judgment process performed by the air conditioner ECU 107 will be described. The flowchart of FIG. 5 shows the eco-run execution permission / prohibition determination process. This process is a process repeatedly executed in a short period.

When the eco-run execution permission / non-permission determination process is started, first, the required blow-out temperature TAO and the engine cooling water temperature T
HW is read (S610). The required outlet temperature TAO is a value calculated in the air conditioner control process executed by the air conditioner ECU 107, and corresponds to a target outlet temperature of air to be blown into the vehicle interior. For example,
From the detection values of the inside air temperature sensor 171, the outside air temperature sensor 172, the solar radiation sensor 173, and the evaporator outlet temperature sensor 174 and the set temperature, the following equation 1 stored in the ROM in advance:
Is calculated as the target blown temperature of the air blown into the vehicle cabin based on.

[0069]

[Formula 1] TAO ← KSET × TSET−KR × TR−KAM × TAM−KS × TS + C (Equation 1) Here, TSET is the set temperature set by the temperature setting lever on the control panel P, and TR is the inside air temperature. Sensor 1
Inside air temperature detected at 71, TAM is outside air temperature sensor 1
The outside air temperature and TS detected at 72 are the amount of solar radiation detected by the solar radiation sensor 173. Also, KSET, KR, KAM
And KS are gains, and C is a correction constant. As can be seen from the above equation 1, the inside air temperature TR and the outside air temperature TAM
, The required blowing temperature TAO tends to increase. The required blowing temperature TAO tends to increase as the amount of solar radiation TS decreases.

Next, it is determined whether or not the required blowing temperature TAO is equal to or higher than the reference temperature T1 (S620). This reference temperature T1
Is as shown in FIG.
3 shows a boundary of a range in which an automatic stop prohibition area of the engine 10 is provided. If TAO <T1 ("NO" in S620), the engine automatic stop permission area is set, so that the eco-run execution permission flag execookie is set to "ON" (S690), and this process is once ended as it is. That is, if TAO <T1, the automatic stop of the engine is permitted from the viewpoint of heating.

On the other hand, if TAO ≧ T1 (“YES” in S620), then a heating-up threshold Tx is calculated from the heating-up threshold map based on the value of the required blow-out temperature TAO (S630). This threshold map at the time of temperature rise is represented by T
This corresponds to the line LU of the threshold value at the time of temperature rise in the region of AO ≧ T1. That is, the value of the threshold map at the time of temperature increase increases as the required blowing temperature TAO increases, and the required blowing temperature TAO increases.
The temperature stabilizes to a substantially constant value on the high temperature side.

The reference temperature T in step S620
1 is provided with a hysteresis so that hunting does not occur in the control. Next, a temperature drop threshold Ty is calculated from the temperature drop threshold map based on the value of the required blowing temperature TAO (S640). This temperature drop threshold map corresponds to the temperature drop threshold line LD in the region of TAO ≧ T1 shown in FIG. That is, the value of the threshold value map at the time of temperature decrease is higher than the threshold map at the time of temperature increase in accordance with the rise of the required blowout temperature TAO,
On the high temperature side of AO, it stabilizes to a substantially constant value.

The area between the temperature rising threshold line LU and the temperature falling threshold line LD is a hysteresis area.
That is, the eco-run execution permission flag execook =
When the engine cooling water temperature THW is increasing in the “OFF” state, the temperature increase threshold line LU serves as a threshold for setting the eco-run execution permission flag execookie to “ON”. On the other hand, the eco-run execution permission flag execo
When the engine cooling water temperature THW is falling in the state of ok = “ON”, the temperature drop threshold line LD serves as a threshold for turning the eco-run execution permission flag execookie to “OFF”.

The above-mentioned temperature rising threshold line LU is a line set in consideration of the delay of the room temperature with respect to the rise of the engine coolant temperature THW.
Is a line set so that the blowout temperature does not cause a feeling of discomfort once it reaches After reaching the line LU, the room temperature rises later than the engine cooling water temperature THW, so that the engine 10 is automatically stopped, and the engine cooling water temperature THW is set to the temperature rising threshold line LU. Even if it begins to descend from the air temperature for a while, the outlet temperature does not cause the occupant to feel uncomfortable.

The line set in consideration of the delay of the room temperature with respect to the decrease of the engine cooling water temperature THW is the line LD of the threshold value at the time of temperature decrease. Therefore, a hysteresis width set between the line LU of the threshold value at the time of temperature rise and the line LD of the temperature drop at the time of temperature decrease in order to prevent hunting in control (here, frequent switching between eco-run execution permission and inhibition). A hysteresis width considerably wider than (for example, 1 ° C.) is set. For example, in FIG. 6, the width Tu1-Td1 on the high temperature side of the required blowing temperature TAO is about 15 ° C.
The width Tu2-Td2 on the low temperature side is set to about 5 ° C.

Next, the current eco-run execution permission flag exe
It is determined whether or not cook = “OFF” (S65)
0). Here, the eco-run execution permission flag exeook =
In the case of "ON"("NO" in S650), it is next determined whether or not the engine coolant temperature THW is equal to or lower than the temperature drop threshold Ty (S660). If THW> Ty (S6
("NO" at 60) The process is temporarily terminated as it is.

For example, in the automatic stop processing (FIG. 3), exe
When the automatic stop condition is satisfied in the state of cook = “ON”, step S440 is executed and the engine 10
Is stopped and the engine coolant temperature THW is decreasing. As shown in FIG. 6, even if the engine coolant temperature THW decreases from the state of the point Ad to the state of the point Bd, the eco-run execution permission flag exebook = “ON” is maintained at the point Bd because THW> Ty. . Therefore, if the automatic start condition is not satisfied in step S530 of the automatic start process (FIG. 4) (“NO” in S530), “N” is set in step S550.
O "is determined, and the automatic stop state continues.

Then, as shown by the point Cd in FIG. 6, when the automatic stop of the engine 10 continues, the engine coolant temperature THW gradually decreases, and when THW ≦ Ty holds (S660).
"YES"), the eco-run execution permission flag execoo
“OFF” is set to k (S670). As a result, step S53 of the above-described automatic start processing (FIG. 4) is performed.
Even if the automatic start condition is not satisfied at 0 ("NO" at S530), "YES" at step S550.
Therefore, step S540 is executed, and the operation of engine 10 is started. In the automatic stop process described above, even if the automatic stop condition is satisfied in step S420 (“YE” in S420).
S "), the eco-run execution permission flag exebook =" O
Since it is "FF", "NO" is determined in the next step S430, and the operating state of the engine 10 is maintained.

As described above, the eco-run execution permission flag exe
When cook = “OFF” is set, in the next control cycle in the eco-run execution permission / non-permission determination process (FIG. 5), “YES” is determined in step S650, and then the engine coolant temperature THW is raised when the temperature is increased. It is determined whether or not it is equal to or more than the threshold value Tx (S680). As long as THW <Tx (S68
0 and “NO”), the process is once ended as it is.

As described above, when the operation of the engine 10 is started because the eco-run execution permission flag execook = “OFF”, the engine coolant temperature THW starts to gradually increase. For example, as shown in FIG. 6, even if the engine coolant temperature THW rises from the state of the point Au to the state of the point Bu, at the point Bu, THW <Tx, so that the eco-run execution permission flag execook = “OF”
F "is maintained. Therefore, even if the automatic stop condition is satisfied in step S420 of the above-described automatic stop processing (FIG. 3) (“YES” in S420), step S430 is performed.
Is determined as “NO”, and the operating state of the engine 10 is continued.

Then, as indicated by the point Cu in FIG. 6, the engine cooling water temperature THW gradually increases as the operation of the engine 10 continues, and if THW ≧ Tx (“YES” in S680), the eco-run execution permission flag is set. exebook
Is set to "ON" (S690). Accordingly, if the automatic stop condition is satisfied in step S420 of the automatic start process (FIG. 3) (“YES” in S420), “YES” is determined in step S430, and thus step S440 is performed. Is executed, and the automatic stop of the engine 10 can be executed. Also in the automatic start process (FIG. 4), if the automatic start condition is not satisfied ("NO" in S530), "NO" is determined in step S550, and the engine 10 is forcibly started. There is no. In this way, it is possible to execute the automatic stop automatic start by the normal eco-run control.

The eco-run execution permission flag execoo
Although the setting of k has been performed by the eco-run execution permission / prohibition determination process (FIG. 5), the eco-run execution permission flag execookie may be set under other conditions as necessary. For example, the inside air temperature TR is considerably low (for example, 15
(E.g., below C), the eco-run control may be prohibited by setting the eco-run execution permission flag exebook = "OFF".

In the configuration of the first embodiment described above, steps S410, S420, S420 of the automatic stop processing (FIG. 3)
440 and step S510 of the automatic start process (FIG. 4)
S540 is a process as the engine automatic stop and start means, and step S430 of the automatic stop process (FIG. 3), step S550 of the automatic start process (FIG. 4) and the eco-run execution permission / prohibition determination process (FIG. 5) are the engine automatic stop permission / prohibition means. Corresponds to the processing of

According to the first embodiment described above, the following effects can be obtained. (I). Since the hysteresis width between the threshold values Tx and Ty of the engine cooling water temperature THW is set to be larger than the width for preventing the hunting in the control, the cooling water is naturally compared with the threshold value Tx when the cooling water temperature THW increases. Temperature T
The threshold value Ty at the time of HW drop is sufficiently set on the low temperature side. That is, when the cooling water temperature THW falls due to the automatic stop of the engine 10, the vehicle interior temperature becomes higher than the current cooling water temperature THW due to a delay in transition.
It corresponds to the state of HW. Therefore, the cooling water temperature THW
With respect to the threshold value Tx at the time of the rise, the threshold value Ty can be arranged in a state lower than the threshold value in consideration of the hunting in the control.

As described above, since the threshold value Ty at the time of cooling water temperature drop can be sufficiently reduced, the automatic stop prohibition region of the engine 10 can be reduced as shown in FIG. Therefore, the automatic stop state of the engine 10 can be maintained for a long time, and the fuel efficiency improvement effect can be enhanced.

(B). As shown in FIG. 6, the threshold values Tx,
Ty is the required blowing temperature TAO of the air conditioner unit 106.
And is set so as to increase as the required blowing temperature TAO increases. Accordingly, when the required blow-out temperature TAO is set low according to the outside air temperature TAM or the request of the occupant, the required blow-out temperature T
As compared with the case where the AO is high, the automatic stop state can be maintained for a long time without affecting the air conditioning, and the fuel efficiency improvement effect can be further enhanced. Further, when the required blowing temperature TAO is set high, the automatic stop state can be prohibited relatively early as compared with the case where the required blowing temperature TAO is low, and the air conditioning is not affected. In addition, the required blowing temperature TA
Even when O is set high, the cooling water temperature TH
Since the threshold value Ty at the time of falling W can be sufficiently reduced and the automatic stop prohibition region of the engine 10 can be reduced, the automatic stop state of the engine 10 can be maintained for a longer time.
Therefore, the fuel efficiency improvement effect can be further enhanced.

(C). The width of the hysteresis of the thresholds Tx and Ty is set to be larger as the required blowing temperature TAO becomes higher. The higher the required blowing temperature TAO is,
Since the degree of delay of the decrease in the comfort of the air conditioning is large with respect to the decrease in the cooling water temperature THW, the width of the hysteresis can be made larger than that in the case where the required blowing temperature TAO is low. For this reason,
The fuel efficiency improvement effect can be further enhanced.

(D). The width of the hysteresis is set in a range where the indoor comfort is not impaired when the cooling water temperature THW decreases from the state where the automatic stop of the engine 10 is permitted. Thus, the cooling water temperature THW
The range of the hysteresis is set within a range that does not impair the indoor comfort when the air conditioner is reduced, so that the occupant does not feel uncomfortable in the air conditioning, and the automatic stop prohibition region of the engine 10 is further reduced, and the fuel efficiency is reduced. The improvement effect can be further enhanced.

[Embodiment 2] In Embodiment 2, instead of the eco-run execution permission / non-permission judgment process (FIG. 5) of Embodiment 1, an eco-run execution permission / non-permission judgment process shown in the flowchart of FIG. 7 is performed. The difference is that it is executed. or,
In connection with this, the temperature rising threshold map and the temperature falling threshold map shown in FIG. 8 are used instead of the temperature rising threshold map and the temperature falling threshold map shown in the engine automatic stop permission / prohibition area explanatory diagram of FIG. This is different from the first embodiment. The other configuration is the same as that of the first embodiment unless otherwise described.

When the eco-run execution permission / inhibition determination process is started, first, the inside air temperature TR and the engine coolant temperature THW are read (S710). Next, based on the value of the inside air temperature TR, the temperature-increase threshold value TRx is obtained from the temperature-increase threshold value map.
Is calculated (S720). This temperature rising threshold map corresponds to the temperature rising threshold line LRU shown in FIG. That is, the value of the threshold map at the time of temperature rise shows a tendency to decrease as the inside air temperature TR increases.

Next, based on the value of the inside air temperature TR, the temperature drop threshold TRy is calculated from the temperature drop threshold map (S73).
0). This temperature drop threshold map corresponds to the temperature drop threshold line LRD shown in FIG. That is, the value of the temperature drop threshold map shows a tendency to become lower as the inside air temperature TR increases in a state lower than the temperature rise threshold map.

The area between the temperature rising threshold line LRU and the temperature falling threshold line LRD is a hysteresis area. That is, the eco-run execution permission flag exeook
= When the engine coolant temperature THW is increasing in the state of "OFF", the line LRU of the threshold value at the time of temperature increase is a threshold value for setting the eco-run execution permission flag exeook to "ON". On the other hand, the eco-run execution permission flag exec
When the engine cooling water temperature THW is falling in the state of “ook =“ ON ”, the line LRD of the temperature drop threshold is
This is a threshold value for setting the eco-run execution permission flag exebook to “OFF”.

The above-mentioned temperature rise threshold line LRU is a line set in consideration of the delay of the room temperature with respect to the rise of the engine coolant temperature THW.
The line is set such that once the RU reaches the RU, the blowout temperature becomes the room temperature at which no unpleasant feeling is felt. After reaching the line LRU, the room temperature becomes equal to the engine coolant temperature TH.
Even if the engine 10 is automatically stopped and the engine coolant temperature THW starts to fall from the temperature-up threshold line LRU, the engine 10 is kept at this room temperature for a while, For the occupant, the temperature of the air blown out from the air conditioner unit 106 does not cause discomfort.

The engine cooling water temperature T
The line set in consideration of the delay of the room temperature with respect to the decrease of the HW is the line LRD of the threshold value at the time of temperature decrease. For this reason, as described in the first embodiment, the hysteresis width (for example, 1) required to prevent hunting in the control is provided between the line LRU of the threshold value at the time of temperature rise and the line LRD of the threshold value at the time of temperature decrease. C)). For example, in FIG. 8, the hysteresis width is about 5 to 15 ° C.
Is set in the range.

Next, the current eco-run execution permission flag exe
It is determined whether or not cook = “OFF” (S74)
0). For example, the eco-run execution permission flag exeook
= Automatic stop in "ON" state (Step S44 in FIG. 3)
(0) is executed and the engine coolant temperature THW is decreasing ("NO" in S740), then it is determined whether or not the engine coolant temperature THW is equal to or lower than the temperature drop threshold TRy (S750). While THW> TRy holds (S7
("NO" at 50), the process is once ended as it is. Therefore, the eco-run execution permission flag exebook = “O
N "is maintained, and if the automatic start condition is not satisfied in step S530 of the above-described automatic start process (FIG. 4) (" NO "in S530), it is determined as" NO "in step S550, The automatic stop state continues.

Then, the engine cooling water temperature THW gradually decreases as the automatic stop of the engine 10 continues, and THW ≦
When it becomes TRy (“YES” in S750), “OFF” is set to the eco-run execution permission flag exeook (S760). Accordingly, even if the automatic start condition is not satisfied in step S530 of the above-described automatic start process (FIG. 4) (“NO” in S530), “YES” is determined in step S550. , Step S540 is executed, and the operation of the engine 10 is started. Then, in the above-described automatic stop processing (FIG. 3), even if the automatic stop condition is satisfied (S420).
"YES"), the eco-run execution permission flag execoo
Since k = “OFF” (“N” in S430)
O "), the operating state of the engine 10 is maintained.

As described above, the eco-run execution permission flag exe
When cook = “OFF” is set, in the next control cycle in the eco-run execution permission / prohibition determination process (FIG. 7), “YES” is determined in step S740, and then the engine coolant temperature THW is raised It is determined whether or not the threshold value is equal to or greater than TRx (S770). As long as THW <TRx, (S
(“NO” in 770), the process is once ended as it is.

That is, the eco-run execution permission flag exe
Since the cook = “OFF”, the engine 10
Is started, the engine coolant temperature THW starts to gradually increase. However, at first, since THW <TRx, the eco-run execution permission flag exebook = “O
FF ”is maintained. Therefore, even if the automatic stop condition is satisfied in step S420 of the above-described automatic stop processing (FIG. 3) (“YES” in S420), it is determined “NO” in step S430, and the operating state of engine 10 is continued. .

Then, as the operation of the engine 10 continues, the engine coolant temperature THW gradually increases, and the THW
When ≧ TRx (“YES” in S770), the eco-run execution permission flag execookie is set to “ON” (S780). As a result, the automatic start process (FIG. 3)
If the automatic stop condition is satisfied in step S420 (“YES” in S420), the process proceeds to step S43.
If it is 0, it is determined as “YES”, so that the automatic stop of the engine 10 (S440) can be executed. Also in the automatic start process (FIG. 4), if the automatic start condition is not satisfied ("NO" in S530), "NO" is determined in step S550, and the engine 10 is forcibly started. There is no. In this way, normal eco-run control becomes possible.

In the configuration of the second embodiment described above, steps S410, S420, S420 of the automatic stop process (FIG. 3) are performed.
440 and step S510 of the automatic start process (FIG. 4)
S540 is a process as an automatic engine stop / start means, and step S430 of an automatic stop process (FIG. 3), step S550 of an automatic start process (FIG. 4) and an eco-run execution permission / prohibition determination process (FIG. 7) are a process as an engine automatic stop permission / prohibition unit. Corresponds to the processing of

According to the second embodiment described above, the following effects can be obtained. (I). As described in (a) of the first embodiment, since the hysteresis width of the threshold values TRx and TRy of the engine cooling water temperature THW is set to be larger than the width for preventing hunting in the control, the cooling water temperature is naturally determined. TH
The threshold value TRy when the cooling water temperature THW decreases is arranged sufficiently lower than the threshold value TRx when the temperature W increases.
In other words, when the cooling water temperature THW falls, the inside air temperature TR becomes lower than the current cooling water temperature TH due to a delay in transition.
This corresponds to a state of the cooling water temperature THW higher than W. For this reason, the threshold value TRy can be arranged in a state lower than the threshold value in consideration of hunting in control with respect to the threshold value TRx when the cooling water temperature THW increases.

As described above, the threshold value TRy when the temperature of the cooling water falls
Can be sufficiently reduced, so that the automatic stop prohibition region of the engine 10 can be reduced as shown in FIG.
Therefore, the automatic stop state of the engine 10 can be maintained for a long time, and the fuel efficiency improvement effect can be enhanced.

(B). The width of the hysteresis is set in a range where the indoor comfort is not impaired when the cooling water temperature THW decreases from the state where the automatic stop of the engine 10 is permitted. Thus, the cooling water temperature THW
The range of the hysteresis is set within a range that does not impair the indoor comfort when the air conditioner is reduced, so that the occupant does not feel uncomfortable in the air conditioning, and the automatic stop prohibition region of the engine 10 is further reduced, so that The improvement effect can be further enhanced.

(C). As shown in FIG.
x and TRy are made variable in accordance with the inside air temperature TR, and are set so as to become lower as the inside air temperature TR becomes higher. As a result, when the inside air temperature TR is high, the automatic stop state can be maintained longer without affecting the air conditioning as compared with the case where the inside air temperature TR is low, and the effect of improving fuel efficiency can be further enhanced. In addition, when the inside air temperature TR is low, the automatic stop state can be prohibited relatively early as compared with the case where the inside air temperature TR is high, and the air conditioning is not affected. Moreover, even when the inside air temperature TR is low, the threshold value TRy when the cooling water temperature THW decreases is sufficiently low as described above. Therefore, the automatic stop prohibition region of the engine 10 can be sufficiently reduced, so that the automatic stop state of the engine 10 can be maintained for a longer time.
Therefore, the fuel efficiency improvement effect can be further enhanced.

[Third Embodiment] In the third embodiment, instead of the eco-run execution permission / non-permission judgment process (FIG. 5) of the first embodiment, the eco-run execution permission / non-permission judgment process shown in the flowchart of FIG. The difference is that it is executed. or,
In connection with this, instead of the threshold map at the time of heating and the threshold map at the time of cooling shown in the explanatory diagram of the engine automatic stop permission / prohibition area of FIG. Is different from the first embodiment. The other configuration is the same as that of the first embodiment unless otherwise described.

When the eco-run execution permission / inhibition determination process is started, first, the inside air temperature TR, the outside air temperature TAM, and the engine coolant temperature THW are read (S800). Next, based on the value of the inside air temperature TR, the pre-correction heating threshold TRs is calculated from the heating threshold map (S810). This temperature rising threshold map is a line LRU of the temperature rising threshold shown in FIG. That is, the value of the threshold map at the time of temperature rise shows a tendency to decrease as the inside air temperature TR increases.

Next, a threshold correction amount dTR is calculated from the threshold correction map based on the value of the outside air temperature TAM (S82).
0). This threshold value correction map is as shown in FIG. 11, and the threshold value correction amount dTR value tends to increase as the outside air temperature TAM increases.

Next, as shown in the following equation 2, the temperature rising threshold TRx is calculated from the temperature rising threshold TRs before correction and the threshold correction amount dTR (S830).

[0109]

[Expression 2] TRx ← TRs−dTR [Expression 2] This expression 2 indicates that the higher the outside air temperature TAM, the lower the threshold TRx at the time of temperature rise.

Next, as shown in the following equation 3, the threshold TR at the time of temperature rise
x and the hysteresis width dH for preventing hunting in control, the temperature drop threshold TRy is calculated (S8).
40).

[0111]

[Formula 3] TRy ← TRx−dH [Equation 3] The hysteresis width dH used in this equation 3 is considerably smaller than that of the first and second embodiments because it only prevents hunting in control. A value has been set. For example, the hysteresis width dH = 1 ° C. is set.

Next, the eco-run execution permission flag ex
It is determined whether or not ecoook = “OFF” (S85)
0). Note that each process of steps S850 to S890 is
This is the same as the processing in steps S740 to S780 in the second embodiment. That is, the eco-run execution permission flag ex
ecoook = “ON” (“N” in S850)
O), while THW> TRy (“N” in S860)
O)), the eco-run execution permission flag exebook = “O
N "is maintained, and the automatic stop of the engine 10 continues in the permitted state. However, if THW ≦ TRy is satisfied (S860)
"YES"), the eco-run execution permission flag execoo
k = “OFF” (S870), the automatic stop of the engine 10 is prohibited, and when the engine 10 is automatically stopped, the engine 10 is forcibly started.

The eco-run execution permission flag execoo
In the state of k = “OFF” (“YES” in S850),
While THW <TRx (“NO” in S880), the eco-run execution permission flag execookie = “OFF” is maintained, and the automatic stop prohibition state of the engine 10 is continued. However, if THW ≧ TRx (“Y” in S880)
ES "), the eco-run execution permission flag exeook =
It becomes "ON" (S890), and execution of automatic stop of the engine 10 is permitted.

In the configuration of the third embodiment described above, steps S410, S420, S420 of the automatic stop process (FIG. 3) are performed.
440 and step S510 of the automatic start process (FIG. 4)
S540 is a process as the automatic engine stop and start means, and step S430 of the automatic stop process (FIG. 3), step S550 of the automatic start process (FIG. 4) and an eco-run execution permission / refusal determination process (FIG. 9) are the automatic engine stop permission / prohibition means. Corresponds to the processing of

According to the third embodiment described above, the following effects can be obtained. (I). The threshold values TRx and TRy are variable according to the inside air temperature TR. Thus, the threshold values TRx and TRy can be set to sufficiently low positions in conformity with the air-conditioning condition represented by the inside air temperature TR. That is, when the engine coolant temperature THW decreases on the side where the inside air temperature TR is high, the threshold TR
x and TRy can be set low. Therefore, the automatic stop prohibition region of the engine 10 can be reduced particularly in a region where the inside air temperature TR is high.

Further, the threshold values TRx and TRy are subjected to increase / decrease correction in accordance with the outside air temperature TAM different from the inside air temperature TR, and here, only the decrease correction is performed. Therefore, the outside air temperature TA
The threshold values TRx and TRy can be set at lower positions in accordance with the air-conditioning condition represented by M. That is, the threshold value correction amount dTR increases on the side where the outside air temperature TAM is high, so that the threshold value TTR
Rx and TRy can be corrected to be low.
Therefore, the automatic stop prohibition region of the engine 10 can be further reduced particularly in a region where the outside air temperature TAM is high.

Therefore, the automatic stop state of the engine 10 can be maintained for a long time, and the effect of improving fuel efficiency can be enhanced. [Fourth Embodiment] In the fourth embodiment, an eco-run execution permission / prohibition determination process shown in the flowchart of FIG. 12 is executed instead of the eco-run execution permission / prohibition determination process (FIG. 5) of the first embodiment. The points are different. In connection with this, instead of the threshold map at the time of temperature rise and the threshold map at the time of temperature decrease shown in the explanatory diagram of the engine automatic stop permission / prohibition area of FIG. 6, the threshold map at the time of temperature rise shown in FIG. 13 and the hysteresis shown in FIG. The difference from the first embodiment is that a width map is used. The other configuration is the same as that of the first embodiment unless otherwise described.

When the eco-run execution permission / inhibition determination process is started, first, the inside air temperature TR, the outside air temperature TAM, and the engine coolant temperature THW are read (S900). Next, based on the value of the inside air temperature TR, a threshold TRx at the time of heating is calculated from a threshold map at the time of heating (S910). This threshold map at the time of temperature rise is a line LRU of the threshold at the time of temperature rise shown in FIG.
Is equivalent to That is, the value of the threshold map at the time of temperature rise shows a tendency to decrease as the inside air temperature TR increases.

Next, the hysteresis width dHis is calculated from the hysteresis width map based on the value of the outside air temperature TAM (S920). This hysteresis width map is shown in FIG.
And the hysteresis width dHis tends to increase as the outside air temperature TAM increases.

Next, as shown in the following equation 4, the temperature drop threshold TR
y is calculated (S930).

[0121]

[Formula 4] TRy ← TRx−dHis [Formula 4] This formula 4 indicates that the lower the temperature drop threshold TRy is set, the higher the outside air temperature TAM becomes.

Next, the present eco-run execution permission flag ex
It is determined whether or not ecoook = “OFF” (S94)
0). In addition, each process of this step S940 to S980,
This is the same as the processing in steps S740 to S780 in the second embodiment. That is, the eco-run execution permission flag ex
ecoook = “ON” state (“N” in S940
O)), while THW> TRy holds (“N” in S950).
O)), the eco-run execution permission flag exebook = “O
N "is maintained, and the permission to automatically stop the engine 10 is continued. However, if THW ≦ TRy (“YES” in S950), the eco-run execution permission flag exeook
= "OFF" (S960), the automatic stop of the engine 10 is prohibited, and if the automatic stop is performed, the engine 10 is forcibly started.

The eco-run execution permission flag execoo
In the state of k = “OFF” (“YES” in S940),
While THW <TRx (“NO” in S970), the eco-run execution permission flag execookie = “OFF” is maintained, and the prohibition of the automatic stop is continued. However, THW
If ≧ TRx (“YES” in S970), the eco-run execution permission flag exeook = “ON” (S9).
80), execution of the automatic stop processing is permitted.

In the configuration of the above-described fourth embodiment, steps S410, S420, S420 of the automatic stop processing (FIG. 3) are performed.
440 and step S510 of the automatic start process (FIG. 4)
S540 is a process as the engine automatic stop and start means, and step S430 of the automatic stop process (FIG. 3), step S550 of the automatic start process (FIG. 4) and the eco-run execution permission / prohibition determination process (FIG. 12) are the engine automatic stop permission / prohibition means. Corresponds to the processing of

According to the fourth embodiment described above, the following effects can be obtained. (I). The temperature rising threshold TRx is made variable according to the inside air temperature TR. Thus, the threshold value TRx at the time of temperature increase can be set to a sufficiently low position in conformity with the air-conditioning condition represented by the inside air temperature TR. That is, if the engine cooling water temperature THW rises on the side where the inside air temperature TR is high, the temperature rising threshold T
Rx can be set low. Therefore, the automatic stop prohibition region of the engine 10 can be reduced particularly in a region where the inside air temperature TR is high. For this reason, the automatic stop prohibition region of the engine 10 can be reduced particularly in a region where the outside air temperature TAM is high, and the effect of improving fuel efficiency can be enhanced.

(B). Further, the temperature drop threshold TRy is set to be lower than the temperature rise threshold TRx by a hysteresis width dHis set according to the outside air temperature TAM. The hysteresis width dHis is variable according to the outside air temperature TAM, and is set wider as the outside air temperature TAM increases. This is because the hysteresis width dHis can be made larger when the outside air temperature TAM is higher than when the outside air temperature TAM is lower, because the degree of the decrease in the comfort of the air conditioning is smaller when the outside air temperature TAM is lower than when the engine coolant temperature THW is lower. . For this reason, the automatic stop state of the engine 10 can be maintained for a longer time, and the fuel efficiency improvement effect can be further enhanced.

[Other Embodiments] In the above embodiments, a map is used to calculate a threshold, a threshold correction amount, or a hysteresis width.
It may be calculated by a function.

The threshold map at the time of temperature rise and the threshold map at the time of temperature decrease in the first embodiment are linearly formed as shown in FIG. 6, but may be formed more precisely as shown in FIG. . As a result, the automatic stop / start process can be controlled more appropriately, and the air-conditioning state can be further improved without deterioration.
The fuel efficiency improvement effect can be enhanced.

In each of the above embodiments, the threshold value or the hysteresis width is set to the required blowing temperature TAO and the inside air temperature T.
It was set by R or the outside air temperature TAM. Of these, the required blow-out temperature TAO and the outside air temperature TAM are values related to the cabin temperature. In addition, the necessary blow-out temperature TAO or the outside air temperature TAM are also related to the cabin temperature.
May be used to set the threshold value or the hysteresis width.

In each of the above embodiments, the motor generator 64 is of the type that does not exist in the transmission path of the driving force from the engine 10 to the driving wheels. The present invention can also be applied to a hybrid type engine that exists on the transmission path of the driving force to the driving wheels.

The engine 10 in each of the above embodiments
Has been described with reference to the direct injection type gasoline engine, but the present invention can be applied to other engines such as a port injection type gasoline engine and a diesel engine.

The embodiments of the present invention have been described above. However, it should be added that the embodiments of the present invention include the following embodiments. (1). When the operation state of the vehicular internal combustion engine satisfies the automatic stop condition, the internal combustion engine is automatically stopped, and when the automatic start condition is satisfied, an automatic stop start mode for automatically starting the internal combustion engine is executed. An internal combustion engine control device that executes prohibition of the automatic stop / start mode in response to a decrease in the temperature of a cooling medium of the internal combustion engine in which an air conditioner is used as a heat source for air conditioning. An internal combustion engine control device wherein an execution range of the automatic stop / start mode is set within a range that does not impair comfort.

(2). When the operation state of the vehicular internal combustion engine satisfies the automatic stop condition, the internal combustion engine is automatically stopped, and when the automatic start condition is satisfied, an automatic stop start mode for automatically starting the internal combustion engine is executed. An internal combustion engine control device that executes the prohibition of the automatic stop / start mode in response to a decrease in the temperature of a cooling medium of the internal combustion engine, which is used as an air conditioning heat source. An internal combustion engine control device wherein an execution range of the automatic stop / start mode is set within a range that does not impair room temperature comfort according to a situation.

(3). 7. The internal combustion engine control device according to claim 5, wherein the threshold value is corrected to decrease as the outside air temperature or the inside air temperature increases. (4). 6. The internal combustion engine control device according to claim 5, wherein the hysteresis of the threshold value is increased as the outside air temperature or the inside air temperature increases.

(5). 6. The internal combustion engine control device according to claim 5, wherein the hysteresis range of the threshold value is widened to a lower temperature side as the vehicle exterior temperature or the vehicle interior temperature increases.

(6). 7. The internal combustion engine control device according to claim 6, wherein the range of the hysteresis of the threshold value is increased toward a lower temperature side as the required blowing temperature increases.

[Brief description of the drawings]

FIG. 1 is a block diagram illustrating a schematic configuration of an engine and a control device thereof according to a first embodiment.

FIG. 2 is an explanatory diagram of a configuration of an air conditioner unit for air-conditioning a vehicle cabin of the automobile according to the first embodiment.

FIG. 3 is a flowchart of an automatic stop process executed by the engine ECU according to the first embodiment;

FIG. 4 is a flowchart of an automatic start process executed by the engine ECU according to the first embodiment.

FIG. 5 is a flowchart of an eco-run execution permission / prohibition determination process executed by the air conditioner ECU of the first embodiment.

FIG. 6 is an explanatory diagram of an automatic engine stop permission / prohibition area showing a state of a threshold used in the eco-run execution permission / prohibition determination processing of the first embodiment.

FIG. 7 is a flowchart of an eco-run execution permission / prohibition determination process executed by the air conditioner ECU according to the second embodiment.

FIG. 8 is an explanatory diagram of an engine automatic stop permission / prohibition area showing a state of a threshold value used in an eco-run execution permission / prohibition determination process according to the second embodiment.

FIG. 9 is a flowchart of an eco-run execution permission / prohibition determination process executed by the air conditioner ECU according to the third embodiment.

FIG. 10 is an explanatory diagram of an engine automatic stop permission / prohibition area showing states of thresholds used in an eco-run execution permission / prohibition determination process according to the third embodiment.

FIG. 11 is a diagram illustrating a configuration of a threshold value correction map used in an eco-run execution permission / prohibition determination process according to the third embodiment.

FIG. 12 is a flowchart of an eco-run execution permission / prohibition determination process executed by the air-conditioning ECU of the fourth embodiment.

FIG. 13 is an explanatory diagram of an engine automatic stop permission / prohibition area showing states of thresholds used in an eco-run execution permission / prohibition determination process according to the fourth embodiment.

FIG. 14 is an explanatory diagram of a configuration of a hysteresis width map used in an eco-run execution permission / prohibition determination process according to the fourth embodiment.

FIG. 15 is an explanatory view of an engine automatic stop permission / prohibition area showing a state of a threshold value in a modification of the first embodiment.

[Explanation of symbols]

DESCRIPTION OF SYMBOLS 10 ... Engine, 12 ... Cylinder head, 14 ... Fuel injection valve, 14a ... Delivery pipe, 14b ... Fuel pressure sensor,
16 ... cylinder block, 18 ... piston, 20 ... combustion chamber, 22 ... spark plug, 24 ... intake port, 26 ... intake valve, 28 ... intake passage, 30 ... surge tank, 32 ...
Throttle valve, 34: electric motor, 36: throttle opening sensor, 38: exhaust port, 40: exhaust valve,
42 ... exhaust passage, 44 ... connecting rod, 46 ... crankshaft, 48 ... electromagnetic clutch, 50, 53, 54, 5
6, 58 pulley, 52 belt, 59 water pump, 60 air conditioner compressor, 62 power steering pump, 64 motor generator, 66 inverter, 68 battery, 70 engine ECU, 7
2: ignition switch, 74: vehicle speed sensor, 76
... accelerator opening sensor, 78 ... brake switch, 8
0: engine speed sensor, 82: air flow meter, 8
4: cooling water temperature sensor, 86: idle switch, 88:
Air-fuel ratio sensor, 106 air conditioner unit, 107 air conditioner ECU, 110 air conditioning duct, 111 internal air intake, 112 external air intake, 113 internal / external air switching damper,
114 ... actuator, 115 ... defroster duct,
116: face duct, 117: foot duct, 11
8 ... Defroster outlet, 119 ... Face outlet, 12
0: foot outlet, 121, 122: outlet switching damper, 123, 124: actuator, 130: centrifugal blower, 131: centrifugal fan, 132: blower motor, 133: blower drive circuit, 140: refrigeration cycle,
142 ... condenser, 143 ... receiver, 144 ... expansion valve, 145 ... evaporator, 146 ...
Electromagnetic clutch, 147: clutch drive circuit, 148: cooling fan, 150: cooling water circuit, 151: heater core,
152 ... air mix damper, 153 ... actuator, 171 ... inside air temperature sensor, 172 ... outside air temperature sensor, 173 ... solar radiation sensor, 174 ... evaporator outlet temperature sensor, P ... control panel.

──────────────────────────────────────────────────続 き Continued on the front page (51) Int.Cl. ⁷ Identification symbol FI Theme coat ゛ (Reference) F02D 41/04 330 F02D 41/04 330N 43/00 301 43/00 301A 301H 45/00 314 45/00 314Q 360 360B F-term (Reference) 3G084 BA13 BA16 BA28 CA01 CA07 DA02 EA11 EA13 EB08 FA10 FA20 3G092 AA01 AA06 AB02 BA08 BB10 DE01S DG08 EA08 EA14 EA18 DA24 GA04 GB10 HA06Z HB03Z HE01Z HE08Z19 HF18 DB25 EA05 EA12 FA10 FA11 FB06 3G301 HA01 HA04 JA02 KA01 KA28 MA11 MA19 NC02 ND04 NE26 PA11Z PE08Z PF05Z PF13Z PG01Z

Claims (10)

[Claims] An automatic stop / start means for automatically stopping the internal combustion engine when an operation state of the vehicle internal combustion engine satisfies an automatic stop condition and automatically starting the internal combustion engine when the automatic start condition is satisfied; An automatic engine stop permitting / prohibiting means for permitting the automatic stop when the temperature of the cooling medium of the internal combustion engine that the vehicle interior air conditioner is using as a heat source for air conditioning is higher than a threshold and prohibiting the automatic stop when the temperature is lower than the threshold The internal combustion engine control device, wherein the threshold value in the engine automatic stop permission / prohibition means is variable according to a vehicle interior temperature or a value related to the vehicle interior temperature, and a hysteresis width of the threshold value in the control. An internal combustion engine control device which is set to exceed a width for preventing hunting. 2. An engine automatic stop and start means for automatically stopping the internal combustion engine when the operation state of the vehicle internal combustion engine satisfies an automatic stop condition and automatically starting the internal combustion engine when the automatic start condition is satisfied. An automatic engine stop permitting / prohibiting means for permitting the automatic stop when the temperature of the cooling medium of the internal combustion engine that the vehicle interior air conditioner is using as a heat source for air conditioning is higher than a threshold and prohibiting the automatic stop when the temperature is lower than the threshold. The internal combustion engine control device, wherein the threshold in the engine automatic stop permission / prohibition means and the width of the hysteresis of the threshold are variable according to a vehicle interior temperature or a value related to the vehicle interior temperature. An internal combustion engine control device characterized by the following. 3. The internal combustion engine control device according to claim 2, wherein the width of said hysteresis is set to be larger than a width for preventing hunting in control. 4. The configuration according to claim 1, wherein the width of the hysteresis is such that the temperature of the cooling medium decreases from a state in which the automatic stop is permitted by the engine automatic stop permission / prohibition unit. An internal combustion engine control device characterized in that the interior comfort is set within a range that does not impair indoor comfort in some cases. 5. A required blow-out temperature at the time of automatic air conditioning of a vehicle interior air conditioner, wherein the threshold value in the engine automatic stop permission / prohibition means is a value related to a vehicle interior temperature. The internal combustion engine control device is made variable in accordance with the following, and increases as the required blowing temperature increases. 6. The internal combustion engine control device according to claim 5, wherein the width of the threshold hysteresis in the automatic engine stop permitting / prohibiting means increases as the required blowing temperature increases. 7. The configuration according to claim 1, wherein the threshold value in the automatic engine stop permission / prohibition means is made variable in accordance with a vehicle interior temperature, and the threshold value decreases as the vehicle interior temperature increases. An internal combustion engine control device characterized by the following. 8. The configuration according to claim 7, wherein the width of the hysteresis of the threshold value in the automatic engine stop permission / prohibition means is variable according to a temperature outside the vehicle compartment, which is a value related to a temperature inside the vehicle compartment. An internal combustion engine control device characterized in that the temperature increases as the temperature increases. 9. An engine automatic stop / start means for automatically stopping the internal combustion engine when the operation state of the vehicle internal combustion engine satisfies an automatic stop condition and automatically starting the internal combustion engine when the automatic start condition is satisfied. An automatic engine stop permitting / prohibiting means for permitting the automatic stop when the temperature of the cooling medium of the internal combustion engine that the vehicle interior air conditioner is using as a heat source for air conditioning is higher than a threshold and prohibiting the automatic stop when the temperature is lower than the threshold. The internal combustion engine control device, wherein the threshold value in the engine automatic stop permission / prohibition means is variable according to a vehicle interior temperature or a first value selected from values related to the vehicle interior temperature. And the threshold value is increased or decreased according to a vehicle interior temperature different from the first value or a second value selected from values related to the vehicle interior temperature. apparatus. 10. The configuration according to claim 9, wherein the first
Is a vehicle interior temperature, and the second value is a vehicle exterior temperature.