JP2007245752A - Vehicle controller - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To improve fuel economy without decreasing the performance of a vehicle. <P>SOLUTION: During deceleration of the vehicle 10, an ECU (electronic control unit) 100 performs F/C and also performs downshift control so that during the period of the F/C, engine speed Ne exceeds recovery engine speed Ner from the F/C. An A/C 500, which is an auxiliary machine using the power of the engine 200, has a fixed-capacity-type compressor; during interior air conditioning, the compressor is frequently turned on and off. In an A/C delaying process, the ECU 100 controls the compressor to a temporary standby state at the timing that the compressor should normally be operated, and performs the downshift control preferentially. If the downshift control makes the engine speed Ne higher than the F/C recovery engine speed increased by the operation of the compressor, the ECU 100 operates the compressor to continue air conditioning. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

The present invention relates to a technical field of a vehicle control device that controls a vehicle including an auxiliary machine such as an air conditioner.

  As this type of device, a device that improves fuel consumption has been proposed (see, for example, Patent Document 1). According to the vehicle control device disclosed in Patent Document 1 (hereinafter referred to as “conventional technology”), when the load of an auxiliary device such as an air conditioner compressor or alternator increases during fuel cut, the fuel cut return rotational speed Prior to the change, the downshift is executed, and the fuel cut return rotational speed is changed after the downshift is executed. Accordingly, it is said that the engine speed increases due to the downshift before the fuel cut return rotational speed increases with the load increase of the auxiliary machine, and the fuel cut can be continued to improve the fuel consumption.

JP 2004-346867 A

  In the prior art, for the purpose of surely performing a downshift, the fuel cut return rotational speed is maintained even when the load on the auxiliary machine increases. However, since the fuel cut rotational speed is the rotational speed that should be restored from the fuel cut, the fuel cut is continued even though the fuel cut should be restored from the fuel cut. Therefore, depending on the degree of increase in load, the increased load may cause problems such as engine stall. In other words, the conventional technique has a technical problem that the performance of the vehicle may be lowered due to excessive improvement in fuel consumption.

  The present invention has been made in view of the above-described problems, and an object of the present invention is to provide a vehicle control device that can improve fuel efficiency without causing a decrease in vehicle performance.

  In order to solve the above-described problems, a vehicle control apparatus according to the present invention includes an internal combustion engine having a supply means for supplying fuel, and a plurality of friction engagements in a transmission path for transmitting the power of the internal combustion engine to wheels. And a transmission capable of obtaining a plurality of gear ratios according to the engagement state between the plurality of friction engagement devices, and an auxiliary machine driven by the power of the internal combustion engine. A control device for a vehicle that controls the vehicle, wherein the supply means is configured to stop the supply of the fuel when the engine speed of the internal combustion engine is equal to or higher than a predetermined cut speed during a deceleration period of the vehicle. And during the period when the fuel supply is stopped, the engine rotational speed is less than the cut rotational speed, and at least returns when the load of the internal combustion engine corresponding to the auxiliary machine increases. rotation A supply control means for controlling the supply means so that the fuel supply is resumed when the fuel pressure is reached, and in a period during which the fuel supply is stopped, the current speed ratio among the plurality of speed ratios is determined from the current speed ratio. A transmission control means for controlling the transmission so that the transmission gear ratio is switched to a transmission gear ratio larger than the transmission gear ratio in the vehicle, and an auxiliary device for controlling the drive state of the auxiliary equipment in response to a predetermined type of drive request When the drive request accompanied by an increase in the load corresponding to the auxiliary device is made in a period when the fuel supply is stopped, the control unit and the drive request according to the drive request until the gear ratio is switched. And a prohibiting unit that prohibits the control of the driving state.

  The “internal combustion engine” provided in the vehicle according to the present invention has, for example, a plurality of cylinders, and injects fuel such as gasoline into an intake system such as an intake pipe or an intake port or directly into a combustion chamber in the cylinder. Supplying means that can take the form of, for example, an electronically controlled fuel injector that can be configured, and the explosive force that accompanies the combustion of such fuel can be taken out as power through, for example, a piston, a connecting rod, a crankshaft, etc. This is a concept that encompasses an engine that can be configured, for example, a 2-cycle or 4-cycle reciprocating engine.

  A plurality of friction engagement devices, for example, appropriately including a plurality of clutch elements, a plurality of brake elements, a plurality of one-way clutch elements, and the like in a power transmission path including, for example, a torque converter, for transmitting the power of the internal combustion engine to the wheels And a transmission such as an electronically controlled automatic transmission capable of obtaining a plurality of gear ratios according to the engagement state between the plurality of friction engagement devices.

  The vehicle further includes an auxiliary device such as an air conditioner (hereinafter referred to as “air conditioner” as appropriate) or an alternator driven by the power of the internal combustion engine, for example, including a compressor.

  According to the vehicle control apparatus of the present invention, during its operation, supply control means configured as various processing units such as an ECU (Electronic Control Unit), various controllers or various computer systems such as a microcomputer device, etc. Thus, for example, a fixed value or a value that is variable according to various operating conditions of the internal combustion engine such as a cooling water temperature during a vehicle deceleration period defined based on the output of various sensors such as a vehicle speed sensor and a brake pedal sensor. The supply means is controlled so that the supply of fuel is resumed when the supply of fuel is stopped at the engine speed equal to or higher than the engine speed and the engine speed reaches a return speed less than the cut speed.

  Further, for example, it can be obtained by the transmission during the period in which the fuel supply is stopped by the action of the transmission control means configured as various processing units such as an ECU, various controllers or various computer systems such as a microcomputer device. The transmission is controlled so that the gear ratio is switched from a current gear ratio to a gear ratio larger than the current gear ratio among a plurality of possible gear ratios (hereinafter referred to as such transmissions). The control is appropriately referred to as “downshift control”). As the downshift control is executed, the engine speed of the internal combustion engine inevitably increases.

  In view of the fact that the fuel supply stop state (hereinafter referred to as “fuel cut” as appropriate) during the deceleration period continues for a period until the engine speed reaches the appropriate return speed, such a gear ratio is obtained. The fuel cut execution period is extended by the increase in the engine speed accompanying the switching. That is, efficient use of the internal combustion engine is promoted. At this time, for example, flex lockup control or the like may be performed by engaging a lockup clutch provided in the torque converter in a predetermined slip state, and the torque transmission efficiency of the internal combustion engine may be improved.

  On the other hand, the driving state of the auxiliary machine is controlled by auxiliary machine control means configured as various processing units such as an ECU, various controllers or various computer systems such as a microcomputer device, according to a predetermined type of driving request. Here, the “drive request” indicates, for example, that an auxiliary device such as an air conditioner should be operated, for example, various forms such as a button switch, a dial switch, or a lever switch appropriately disposed on a console panel or the like. Concepts that encompass various drive signals such as electrical signals, control signals, etc. that are appropriately generated at the time of execution of these operations or at an undefined time after the execution of these operations. It is. In response to such a drive request, for example, the room temperature is set to the set temperature even when the air conditioner or an auxiliary machine such as a compressor to be operated at the time of the cooling operation related to the air conditioner is operated from the stopped state or is in operation. For example, the refrigerant discharge amount is variably controlled.

  On the other hand, considering that the auxiliary machine is driven by the power of the internal combustion engine, the load of the internal combustion engine corresponding to the auxiliary machine changes in accordance with the driving state of the auxiliary machine. Therefore, in order to prevent performance degradation such as engine stall, the above-described return rotational speed is set according to the load of the internal combustion engine corresponding to the auxiliary machine, in other words, according to the driving state of the auxiliary machine, and the load increases. It rises as you do.

  Here, in particular, when the driving state of the accessory changes with an increase in the load, the comparison is performed during the period in which the fuel cut is performed and the gear ratio is sequentially switched by the downshift control. The return rotational speed will increase suddenly. In this case, for example, the current engine speed is lower than the return speed, and the supply of fuel is resumed by the action of the above-described supply control means. For example, in such a case, the period during which the fuel cut is completed without performing all of the downshift control that should have been able to be performed or part of the downshift control that should have been able to be continued. As a result, the fuel may not always be used efficiently.

  For the purpose of avoiding such a situation, for example, the setting of the return rotation speed is delayed, and as a part of the downshift control, at least the current gear ratio is switched to a larger gear ratio, and then the return rotation speed is set to an appropriate value. In this case, the load corresponding to the auxiliary machine increases while the return rotational speed is maintained at the previous value. That is, as for the state of the internal combustion engine, although the fuel supply is originally required, the fuel supply is delayed too much to give priority to economy, and the performance degradation such as engine stall due to the increased load is caused. It is difficult to avoid.

  Therefore, according to the vehicle control apparatus of the present invention, the problem is suitably solved by the action of the prohibiting means configured as various processing units such as an ECU, various controllers or various computer systems such as a microcomputer device. Yes. That is, the prohibiting means is the driving state according to the driving request by the auxiliary control means until the downshift control is performed when a driving request accompanied by an increase in the load corresponding to the auxiliary machine is made during the fuel cut period. Prohibit control of

  Due to the action of the prohibiting means, the disappearance of the downshift control execution opportunity accompanying the increase in the return rotational speed and the deterioration of the performance of the internal combustion engine due to the increase in the load corresponding to the auxiliary machine are prevented, respectively, and the engine speed is reduced by the downshift control. The increase in the load and the increase in the return rotation speed come after the increase in the pressure is surely increased. Therefore, efficient use of the fuel related to the downshift control is promoted, and the performance deterioration of the internal combustion engine is prevented. That is, it is possible to improve fuel efficiency without causing a decrease in vehicle performance.

  In one aspect of the vehicle control apparatus according to the present invention, the auxiliary machine includes an air conditioner having a fixed capacity compressor, and the drive request accompanied by an increase in load corresponding to the auxiliary machine is the compressor. Including a request for switching from a stopped state to an activated state.

  According to this aspect, the auxiliary machine includes the air conditioner including the fixed capacity type compressor. Therefore, for example, when the vehicle is cooled, the operation state of the fixed capacity compressor is switched between the stop state and the operation state. That is, according to this aspect, a drive request accompanied by an increase in the load corresponding to the auxiliary machine is likely to occur frequently as the drive request, and the increase in the load at that time can be relatively large. Therefore, the action according to the prohibiting means according to the present invention is remarkably effective.

  In another aspect of the vehicle control apparatus according to the present invention, the transmission control means switches the speed ratio at a target rotational speed that is less than the cut rotational speed and gives a predetermined offset to the return rotational speed. I do.

  According to this aspect, for example, switching of the gear ratio (that is, downshift control) is executed at a target rotational speed that is set as a value near the return rotational speed, for example, by giving a predetermined offset to the return rotational speed. Downshift control is executed relatively easily and effectively. In particular, the closer the target rotational speed is to the return rotational speed, the smaller the torque fluctuation during execution of the downshift control, so that comfort is suitably ensured.

  In this aspect, the transmission control means may preferentially switch the speed ratio regardless of the target rotational speed when the control of the driving state is prohibited by the prohibiting means.

  In this case, when the control of the driving state described above is prohibited by the prohibiting means, downshift control is preferentially executed regardless of the target rotational speed, so that the auxiliary device is brought into the driving state requested by the driving request. It is suitable because it can be invited relatively early.

  In another aspect of the vehicle control apparatus according to the present invention, a predicting means for predicting the return rotational speed when the drive state is controlled in response to a drive request accompanied by an increase in load corresponding to the auxiliary machine is further provided. The prohibiting means prohibits the control of the driving state in response to the driving request when the predicted return rotational speed is equal to or higher than the current engine rotational speed.

  According to this aspect, actual driving is performed in response to a driving request accompanied by an increase in the load corresponding to the auxiliary machine by the predicting means configured as various processing units such as an ECU, various controllers or various computer systems such as a microcomputer device. The return rotation speed that can be set when the state is controlled corresponds to, for example, a map that associates the return rotation speed with an index value that prescribes the load in advance, an index value that specifies the driving state, and the like. A prediction formula that is set in advance so as to ensure economic efficiency without degrading the performance of the internal combustion engine based on selection of values to be determined, or based on experiments, experience, simulations, or the like. It is predicted as a result of numerical calculation executed each time according to an equation or an algorithm.

  On the other hand, the prohibiting unit prohibits control of the driving state according to the driving request when the predicted return rotational speed is equal to or higher than the current engine rotational speed. Therefore, in at least a part of the case where the predicted return speed is less than the current engine speed, the drive state of the auxiliary machine is promptly changed to the drive request without prohibiting the control of the drive state according to the drive request. It is controlled according to. Therefore, the effects according to the present invention, such as improving the fuel efficiency without degrading the performance of the vehicle, are provided very efficiently.

  In this aspect, the transmission control means may control the transmission such that the engine speed becomes higher than the predicted return speed as the speed ratio is switched.

  In this case, it is effective because the transmission is controlled so as to obtain a gear ratio that can obtain an engine speed higher than the return speed predicted by the prediction means when the downshift is executed. Such a gear ratio is based on, for example, the mutual relationship between the current engine speed, the current gear ratio, and the gear ratio to be selected, which is defined by a map or the like stored in an appropriate storage means. It may be determined.

  Such an operation and other advantages of the present invention will become apparent from the embodiments described below.

<Embodiment of the Invention>
Hereinafter, preferred embodiments of the present invention will be described with reference to the drawings.

<Configuration of Embodiment>
First, the configuration of a vehicle according to an embodiment of the present invention will be described with reference to FIG. FIG. 1 is a block diagram of the vehicle 10.

  In FIG. 1, a vehicle 10 includes an ECU 100, an engine 200, a torque converter 300, an ECT (Electronic Controlled Transmission) 400 and an A / C (air conditioner) 500.

  The ECU 100 is an electronic control unit that includes a CPU (Central Processing Unit), a ROM (Read Only Memory), a RAM (Random Access Memory), and the like, and is configured to be able to control the entire operation of the vehicle 10. This is an example of a “vehicle control device”. The ECU 100 is configured to execute an air conditioner delay process, which will be described later, according to a control program stored in the ROM.

  The engine 200 is a gasoline engine as an example of the “internal combustion engine” according to the present invention, and functions as a main power source of the vehicle 10. Here, the detailed configuration of the engine 200 will be described with reference to FIG. Here, FIG. 2 is a schematic diagram of the engine 200. In the figure, the same reference numerals are given to the same portions as those in FIG. 1, and the description thereof will be omitted as appropriate.

  In FIG. 2, an engine 200 burns an air-fuel mixture through an ignition operation by a spark plug 202 in a cylinder 201, and a reciprocating motion of a piston 203 that occurs in response to an explosive force due to such combustion is performed via a connecting rod 204. The crankshaft 205 can be converted into a rotational motion. Below, the principal part structure of the engine 200 is demonstrated with a part of the operation | movement.

  In FIG. 2, the air sucked from the outside passes through the intake pipe 206 and is mixed with the fuel injected from the injector 207 to become the above-mentioned air-fuel mixture. The fuel is stored in the fuel tank 223 and is pumped and supplied to the injector 207 via the delivery pipe by the action of the low pressure pump 225. At this time, the fuel is supplied to the injector 207 in a state where impurities are filtered by a filter 224 provided in the delivery pipe. The injector 207 is electrically connected to the ECU 100 and is configured to be able to inject an amount of fuel into the intake pipe 206 according to the energization time controlled by the ECU 100.

  Note that the form of the injection means for injecting the fuel does not have to adopt a so-called intake port injector configuration as illustrated in FIG. 2. For example, the pressure of the fuel pumped by the low pressure pump 225 is further increased by the high pressure pump. Further, it may have a form such as a so-called direct injection injector configured to be able to directly inject fuel into the high-temperature and high-pressure cylinder 201.

  The communication state between the inside of the cylinder 201 and the intake pipe 206 is controlled by opening and closing the intake valve 208. The exhaust gas that is burned in the cylinder 201 passes through the exhaust valve 209 that opens and closes in conjunction with the opening and closing of the intake valve 208, and is exhausted outside the vehicle 10 (not shown) through the exhaust pipe 210 and the like.

  A cleaner 211 is disposed on the intake pipe 206 to purify air sucked from the outside. In addition, a hot wire type air flow meter 212 is disposed on the downstream side (cylinder side) of the cleaner 211 so that the mass flow rate of the intake air can be directly measured. The intake pipe 206 is provided with an intake air temperature sensor 213 that can detect the temperature of the intake air. Note that the air flow meter 212 and the intake air temperature sensor 213 are electrically connected to the ECU 100, respectively, and an electric signal representing the detected value is always supplied to the ECU 100.

  A throttle valve 214 that adjusts the amount of intake air into the cylinder 201 is disposed downstream of the air flow meter 212 in the intake pipe 206. The opening of the throttle valve 214 (hereinafter referred to as “throttle opening” as appropriate) is detected by the throttle position sensor 215 and is constantly grasped by the ECU 100 electrically connected to the throttle position sensor 215. . The throttle opening is variably controlled by a throttle valve motor 217 electrically connected to the ECU 100.

  On the other hand, the depression amount of the accelerator pedal 226 by the driver is detected by the accelerator position sensor 216 and is continuously grasped by the ECU 100 electrically connected to the accelerator position sensor 216. The ECU 100 normally controls the throttle valve 214 via drive control of the throttle valve motor 217 so that a throttle opening degree corresponding to the depression amount of the accelerator pedal 226 detected by the accelerator position sensor 216 is obtained. However, the throttle valve 214 is an electronically controlled throttle valve that is driven by a throttle valve motor 217. The throttle opening is finally controlled by the ECU 100 according to the intention of the driver (ie, depression of the accelerator pedal 226). It can be variably controlled regardless of the amount.

  A crank position sensor 218 for detecting a crank angle representing the rotation state of the crankshaft 205 is installed in the vicinity of the crankshaft 205. The crank position sensor 218 is electrically connected to the ECU 100, and the ECU 100 grasps the position of the piston 203 based on the crank angle detected by the crank position sensor 218 and controls the ignition timing of the spark plug 202. It is configured to be possible. The ECU 100 is configured to be able to calculate the engine speed Ne of the engine 200 by time-processing the crank angle detected by the crank position sensor 218.

  The cylinder block that houses the cylinder 201 is provided with a knock sensor 219 that can measure the knock strength of the engine 200, and a water jacket in the cylinder block detects the coolant temperature of the engine 200. The water temperature sensor 220 is disposed. Each of these is electrically connected to the ECU 100, and the detected value is constantly grasped by the ECU 100.

  A three-way catalyst 222 is installed in the exhaust pipe 210. The three-way catalyst 222 is a catalyst capable of purifying CO (carbon monoxide), HC (hydrocarbon), and NOx (nitrogen oxide) discharged from the engine 200, respectively. An air-fuel ratio sensor 221 is disposed upstream of the three-way catalyst 222 in the exhaust pipe 210. The air-fuel ratio sensor 221 is configured to be able to detect the air-fuel ratio of the engine 200 from the exhaust gas discharged from the exhaust pipe 210. The air-fuel ratio sensor 221 is electrically connected to the ECU 100, and the actual air-fuel ratio as a detected value is always grasped by the ECU 100.

  Returning to FIG. 1, the torque converter 300 is a fluid coupling including an input shaft, an output shaft, a lock-up clutch for directly connecting the input shaft and the output shaft (all not shown), and the like. The input shaft of torque converter 300 is coupled to an output shaft connected to crankshaft 205 in engine 200, and the output shaft of torque converter 300 is connected to the input shaft of ECT 400. That is, the power of the engine 200 is transmitted to the ECT 400 via the torque converter 300. The operation of the torque converter 300 such as a lock-up clutch (for example, an engagement operation) is controlled by the ECU 100 electrically connected to the torque converter 300.

  The ECT 400 is an example of a “transmission” according to the present invention including a plurality of friction engagement devices (not shown) including a plurality of clutch elements, a brake element, a one-way clutch element, and the like. The ECT 400 is electrically connected to the ECU 100, and a plurality of mutually different friction engagement devices are changed by changing the engagement state between these friction engagement devices through drive control of various solenoids (not shown) by the ECU 100. The gear ratio can be obtained.

  The ECT 400 has the same configuration as a known electronically controlled automatic transmission, and detailed illustration thereof is omitted. However, as a shift range corresponding to the forward direction of the vehicle 10, “1st ”,“ 2nd ”,“ 3rd ”,“ 4th ”, and“ 5th ”have five speed ranges, and the larger gear ratio is obtained in descending order. When the vehicle 10 moves forward, the ECU 100 can set the gear ratio of the ECT 400 to a value corresponding to any one of the above gear ranges by controlling the engagement state of each friction engagement device in the ECT 400. .

  A / C 500 is an air conditioner that is an example of an “auxiliary machine” according to the present invention that is configured to be capable of adjusting the temperature in the passenger compartment of the vehicle 10. The A / C 500 has a fixed capacity compressor (not shown), and is configured to be able to cool the passenger compartment when the compressor is driven by the power of the engine 200. The A / C 500 is electrically connected to the ECU 100, and the driving state is controlled by the ECU 100.

<Operation of Embodiment>
<Details of F / C control>
The ECU 100 executes fuel cut (hereinafter referred to as “F / C” as appropriate) control when the vehicle 10 is in a deceleration period and the engine speed Ne is in a range equal to or greater than a predetermined cut speed. During the F / C control, the supply of fuel via the injector 207 is stopped, the efficient use of fuel is promoted, and the fuel efficiency is improved. Here, the details of the F / C control will be described with reference to FIG. FIG. 3 is a schematic timing chart of the F / C control.

  In FIG. 3, the horizontal axis represents time, and the vertical axis represents the throttle opening Thr, F / C flag, engine speed Ne and F / C return speed Ner, shift range, and A / C 500 in order from the top. The operating state of is shown.

  In FIG. 5, at time T0, the throttle opening degree Thr is controlled from Thr1 (Thr> 0) to zero, that is, fully closed. In this case, the ECU 100 determines that the vehicle 10 is decelerating, and at time T1, the F / C control is started from “L” indicating that the F / C control should not be executed. Is switched to “H” indicating that it is time to execute.

  As the F / C flag is switched to “H”, the supply of fuel through the injector 207 is stopped as described above, and the engine speed Ne (see PrfNe in the drawing) is changed from Ne1 (Ne1> 0). It begins to decline gradually.

  On the other hand, the F / C control is a cut set as the engine speed at which the fuel supply should be resumed (that is, the engine should be restored from the F / C state) so as not to cause performance degradation such as engine stall. The normal fuel supply control is resumed at the return rotational speed Ner less than the rotational speed. In FIG. 3, the return rotation speed Ner from the F / C control is represented as a profile PrfNer. Since this return rotation speed Ner is set so as not to cause performance degradation such as engine stall, the load corresponding to the A / C 500 according to the driving state of the A / C 500 using the power of the engine 200, that is, It changes according to the change of. In FIG. 3, the A / C 500 that uses the power of the engine 200 remains in the non-operating state, and the return rotational speed Ner changes while being maintained at the illustrated Ner1.

  On the other hand, at the time T2 when the engine speed Ne reaches a switching point in the vicinity of the return speed Ner, in which the engine speed Ne gives a predetermined offset to the return speed Ner, the engine speed Ne becomes the return speed Ner. The downshift control is executed by switching the shift range of the ECT 400 to a shift range having a higher gear ratio than the currently set shift range so as not to reach it. In FIG. 3, the shift range of the ECT 400 is switched from “5th” to “4th”. As the downshift control is executed, the engine speed Ne increases to an engine speed Ne2 that is higher than the switching point. By such downshift control, the arrival of the engine speed Ne to the return speed Ner is delayed. Finally, at time T4, the engine speed Ne reaches the return speed Ner and the F / C control ends. To do. On the other hand, if no such downshift control is performed, the locus of the engine speed Ne changes as shown by the bold broken line in the figure, reaches the return speed Ner1 at time T3, and the F / C control ends. That is, referring to FIG. 3, the period during which the F / C control is executed (hereinafter referred to as “F / C period” as appropriate) is extended by a period corresponding to “T4-T3”. It is possible.

  In addition, since the switching point that defines the execution timing of the downshift control is set in the vicinity of the return rotation speed Ner in this way, the comfort is reduced due to the torque change during the downshift control and the downshift control is frequently executed. The situation is avoided.

<Details of A / C delay processing>
Here, if the decrease in the engine speed Ne is monitored so as to perform the downshift control, and the drive state of the A / C 500 is switched during the period when the shift range switching point is awaited, it can be executed originally. If the downshift control is not executed, the F / C control may end and return to normal fuel supply control. In particular, the A / C 500 according to this embodiment includes a fixed-capacity compressor, and when the vehicle interior is cooled, the driving state of the compressor is controlled to one of binary values of operation and stop. Is relatively large, and the problem becomes significant. Therefore, the ECU 100 suitably solves the problem by executing A / C delay processing during the F / C period.

  Here, the details of the A / C delay processing will be described with reference to FIG. FIG. 4 is a flowchart of the A / C delay process.

  In FIG. 4, the ECU 100 determines whether or not there is a drive request for the A / C 500 (step A10). The drive request is not limited to various signals such as an electric signal transmitted to the ECU 100 in the form of an external input, for example, when the driver operates switches arranged on the console panel, etc. Considering that the A / C 500 according to the embodiment includes a fixed capacity type compressor, the ECU 100 indicates that the compressor should be driven, for example, when a flag for urging driving of the compressor is set. It is a purpose to include. When there is no such drive request (step A10: NO), the ECU 100 repeats the determination process related to step A10. That is, in this case, the F / C control is executed according to, for example, the timing chart illustrated in FIG.

  When there is an A / C drive request (step A10: YES), the ECU 100 obtains a return rotation speed predicted value Nerd that is a predicted value of the return speed Ner (step A11). Here, the estimated return rotational speed Nerd is stored in advance in a ROM or the like in the form of a map or the like based on loads corresponding to various auxiliary machines including the A / C 500, for example, and the ECU 100 refers to the map. Thus, the return rotational speed prediction value Nerd is acquired.

  If the return rotation speed prediction value Nerd is acquired, the ECU 100 further determines whether or not the downshift control is completed (step A12). At this time, whether or not the downshift control is completed is based on whether or not the engine speed Ne has become higher than the predicted return speed Nerd due to switching of one gear ratio (that is, downshift control). Determined. That is, when the engine speed Nerd is equal to or less than the predicted return speed Nerd, the determination process is “NO”.

  When the downshift process has not been completed (step A12: NO), the ECU 100 prohibits the operation of the A / C 500 (step A13), executes the downshift control (step A14), and moves the process to step A12. Transition.

  In the process in which the process from step A12 to step A14 is repeated, the downshift control is repeated as appropriate, and when the engine speed Ne exceeds the return speed predicted value Nerd, it is determined that the downshift control is completed (step A12). : YES)

  When the downshift control is completed, ECU 100 drives A / C 500 in response to the drive request (step A15). When the A / C 500 is driven in response to the drive request, the A / C delay process ends.

  Here, further details of the A / C delay processing will be described with reference to FIG. FIG. 5 is a schematic timing chart of the F / C control when the A / C delay process is executed. In the figure, the same reference numerals are given to the same portions as those in FIG. 3, and the description thereof will be omitted as appropriate.

  In FIG. 5, it is assumed that F / C control is started at time T1, and a drive request for A / C 500 is generated at time T2. The engine speed at the time T2 is the switching point of the downshift control as already described (referred to as Ner2 in the figure). Here, the above-described return rotational speed predicted value Nerd is a value greater than or equal to this switching point (here, In the case of Ner2 (Ner2> Ner1), when the A / C 500 is driven in response to the drive request at time T2, the engine speed Ne reaches the return speed Ne2 and the F / C control ends. End up.

  Therefore, as described above, A / C 500 drive control at time T2 is prohibited, and downshift control is preferentially executed. In FIG. 5, the engine speed increases to Ne2 (Ne2> Ner2) at time T5 as the shift range is changed from “5th” to “4th”, and the operating state of the A / C 500 is “H” at this time. And the return rotational speed is changed to Ner2. Even if the return speed is changed to Ner2, the engine speed Ne has already increased to Ne2 higher than the return speed Ne2 by downshift control, and until the engine speed Ne reaches the return speed Ne2 at time T6. F / C control is continued. That is, in this case, the F / C period can be extended for a period corresponding to “T6-T2”.

  As described above, according to the A / C delay processing according to the present embodiment, when a drive request for A / C 500 occurs during the F / C period, downshift control is prioritized, and engine rotation is performed by downshift control. When the number becomes higher than the return rotation speed predicted value Nerd, the A / C 500 is controlled to the drive state according to the drive request. Therefore, the F / C control is prevented from suddenly ending due to the load of the auxiliary machine, and the fuel is efficiently used in the engine 200. Further, at this time, the return rotational speed Ner is always set to an appropriate value corresponding to the load of the auxiliary machine, and performance degradation such as engine stall does not occur. That is, according to the present embodiment, it is possible to improve fuel efficiency without causing a decrease in performance.

  The present invention is not limited to the above-described embodiment, and can be appropriately changed without departing from the gist or concept of the invention that can be read from the claims and the entire specification. Is also included in the technical scope of the present invention.

1 is a block diagram of a vehicle according to an embodiment of the present invention. It is a schematic diagram of the engine in the vehicle of FIG. 2 is a schematic timing chart of F / C control executed by an ECU in the vehicle of FIG. 3 is a flowchart of A / C delay processing executed by an ECU in the vehicle of FIG. FIG. 4 is a schematic timing chart of F / C control when the air conditioner delay process of FIG. 3 is executed.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 10 ... Vehicle, 100 ... ECU, 200 ... Engine, 201 ... Cylinder, 203 ... Piston, 205 ... Crankshaft, 207 ... Injector, 300 ... Torque converter, 400 ... ECT, 500 ... A / C.

Claims (6)

An internal combustion engine having a supply means for supplying fuel, a transmission path for transmitting the power of the internal combustion engine to wheels, including a plurality of friction engagement devices, and between the plurality of friction engagement devices A vehicle control device for controlling a vehicle including a transmission capable of obtaining a plurality of gear ratios according to an engagement state and an auxiliary machine driven by power of the internal combustion engine,
When the engine speed of the internal combustion engine is equal to or higher than a predetermined cut speed during the deceleration period of the vehicle, the fuel supply is controlled and the fuel supply is stopped so that the fuel supply is stopped. The fuel supply is resumed when the engine speed is less than the cut speed during the period and reaches a return speed that rises at least as the load on the internal combustion engine corresponding to the accessory increases. Supply control means for controlling the supply means,
The transmission is controlled so that the gear ratio is switched from a current gear ratio to a gear ratio larger than the current gear ratio among the plurality of gear ratios during the period in which the fuel supply is stopped. Transmission control means;
Accessory control means for controlling the drive state of the accessory according to a predetermined type of drive request;
When the drive request accompanied by an increase in the load corresponding to the auxiliary machine is made during the period in which the fuel supply is stopped, the drive state is controlled according to the drive request until the gear ratio is switched. A vehicle control device comprising: prohibiting means for prohibiting the vehicle. The auxiliary machine includes an air conditioner having a fixed capacity compressor,
The vehicle control device according to claim 1, wherein the drive request accompanied by an increase in load corresponding to the auxiliary machine includes a request for switching the compressor from a stopped state to an operating state. 3. The gear ratio is switched at a target rotational speed that is less than the cut rotational speed and gives a predetermined offset to the return rotational speed. 4. Vehicle control device. The said transmission control means switches the said gear ratio preferentially irrespective of the said target rotation speed, when the control of the said drive state is prohibited by the said prohibition means. Vehicle control device. Further comprising prediction means for predicting the return rotational speed when the drive state is controlled in response to a drive request accompanied by an increase in load corresponding to the auxiliary machine,
The said prohibiting means prohibits control of the said drive state according to the said drive request | requirement, when the said estimated return rotation speed is more than the said engine rotation speed at present. The vehicle control device according to claim 1. 6. The transmission according to claim 5, wherein the transmission control means controls the transmission so that the engine speed becomes higher than the predicted return speed as the speed ratio is switched. Vehicle control device.

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