JP2009298239A - Vehicular air-conditioning control device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a vehicular air-conditioning control device capable of prolonging the automatic stop time of an engine while avoiding giving a feeling of discomfort to an occupant when having the engine drive a water pump or a compressor of an air-conditioner mounted on a vehicle that executes the automatic stop of the engine. <P>SOLUTION: An air-conditioning control unit 40 as a vehicular air-conditioning control device includes a temperature estimation unit 40a for estimating the temperature of a heat transmission medium (engine cooling water and refrigerant) inside or in a vicinity of a heat exchanger (a heater core or an evaporator) during the automatic stop of an engine, and a re-start control unit 40b for controlling the start timing of the restart of the engine by an engine control unit 20 based on the temperature estimated by the temperature estimation unit 40a during the automatic stop of the engine. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention automatically stops the engine when a predetermined engine stop condition is satisfied, and automatically restarts the automatically stopped engine when a predetermined engine restart condition is satisfied after that. The present invention belongs to a technical field relating to a vehicle air conditioning control device that controls the operation of an air conditioning device mounted on a vehicle.

  Conventionally, it is known to automatically stop (idle stop) an engine mounted on a vehicle when the vehicle stops due to a signal or the like for the purpose of improving fuel consumption or reducing exhaust gas. In such a vehicle, for example, when the depression amount of the accelerator pedal of the occupant becomes 0 and the vehicle speed becomes 0, the engine is automatically stopped, and when the accelerator pedal is subsequently depressed, for example, the automatic stop is performed. The engine is automatically restarted.

  On the other hand, the vehicle is usually provided with an air conditioner that performs air conditioning in the passenger compartment of the vehicle. This air conditioner has a heat exchanger (heater core and evaporator) through which a heat transfer medium (engine cooling water and refrigerant) flows, and a water pump and a compressor that supply the heat transfer medium to the heat exchanger. The air passing through the heat exchanger is heated or cooled by heat exchange with the heat transfer medium supplied to the heat exchanger and blown into the vehicle interior, thereby air conditioning the vehicle interior. ing.

  The water pump and the compressor are usually driven by the engine. Therefore, when the engine is automatically stopped as described above, the water pump and the compressor are also stopped. The performance is lowered and the passengers feel uncomfortable.

Therefore, in Patent Document 1, for example, the water pump and the compressor are driven by an electric motor, so that the water pump and the compressor are driven even when the engine is stopped to maintain the air conditioning performance, and the air conditioning state when the engine is operated is predetermined. The motor is driven while the engine is stopped by an amount necessary to continue within the range, thereby preventing a shortage of battery capacity and a decrease in durability of the motor.
JP 2003-205731 A

  However, in the conventional system in which the water pump or the compressor is driven by an electric motor, it is necessary to provide an electric motor, which causes a problem of increasing costs and increasing space. Further, if the battery capacity is small, there is a problem that the automatic engine stop time cannot be extended.

  On the other hand, when a water pump or a compressor is driven by an engine, when the engine is automatically stopped, for example, the temperature of the heat transfer medium in the heat exchanger is detected, or the heat exchanger passes through the heat exchanger on the downstream side of the heat exchanger. It is conceivable that the engine is restarted when the temperature of the air is detected or the detected temperature becomes a value that causes discomfort to the passenger.

  However, in the method of detecting the temperature of the heat transfer medium, the heat transfer medium stops flowing when the engine is stopped. Therefore, the temperature differs greatly depending on the detection site in the heat exchanger, and the temperature of the heat transfer medium is different in one temperature sensor. Cannot be accurately detected, and if the temperature is to be detected accurately, a large number of temperature sensors are required, resulting in an increase in cost.

  Also in the method of detecting the air temperature downstream of the heat exchanger, the air temperature varies depending on the detection part in the cross section of the air flow path because the heat transfer medium temperature varies greatly depending on the part in the heat exchanger. It is very different and the air temperature cannot be detected accurately. For example, when detecting the temperature of the air on the downstream side of the heater core, the detected temperature differs depending on the opening of the air mix door that adjusts the air flow rate to the heater core. That is, when the air mix door opening is quite small and only a small amount of air passes through the heater core, the detected temperature is relatively high, but if the air mix door is fully opened from that state, the detected temperature is It becomes low instantly.

  As described above, in the method of detecting the temperature of the heat transfer medium or air during the automatic engine stop, it is difficult to accurately detect the temperature. In order not to give it, it tends to be faster and the automatic engine stop time cannot be made sufficiently long.

  The present invention has been made in view of such points, and an object of the present invention is to provide a heat transfer medium supply means such as a water pump or a compressor of an air conditioner mounted on a vehicle that automatically stops the engine. In the case of driving with a vehicle, the automatic stop time of the engine is to be made as long as possible without causing discomfort to the occupant.

  In order to achieve the above object, according to the present invention, the estimation means for estimating the temperature of the heat transfer medium in or near the heat exchanger during the automatic stop of the engine, and the estimation means during the automatic stop of the engine. And a restart control means for controlling the start timing of the engine restart by the idle stop control means based on the estimated temperature estimated by.

  Specifically, in the invention of claim 1, the engine and the engine are automatically stopped when a predetermined engine stop condition is satisfied, and the automatic stop is performed when a predetermined engine restart condition is subsequently satisfied. A vehicle air-conditioning control device that controls the operation of an air-conditioning device mounted on a vehicle provided with an idle stop control means that automatically restarts the engine that has been turned on.

The air conditioner includes a heat exchanger through which a heat transfer medium flows and heat transfer medium supply means that is driven by the engine and supplies the heat transfer medium to the heat exchanger. The air passing through the vehicle is heated or cooled by heat exchange with the heat transfer medium supplied to the heat exchanger, and is blown into the vehicle interior of the vehicle so as to perform air conditioning of the vehicle interior. And
Based on the estimation means for estimating the temperature of the heat transfer medium in or near the heat exchanger during the automatic stop of the engine, and the estimated temperature estimated by the estimation means during the automatic stop of the engine It is assumed that a restart control means for controlling the start timing of the engine restart by the idle stop control means is provided.

  With the above configuration, even if the heat transfer medium stops flowing due to the automatic stop of the engine, the temperature of the heat transfer medium in the heat exchanger or in the vicinity thereof is estimated, and the idle stop control is performed based on the estimated temperature. Since the start timing of the engine restart by the means is controlled, the start timing of the engine restart can be controlled with an appropriate heat transfer medium temperature. That is, the estimated temperature changes with the passage of time from the engine stop, and the state of the change depends on the operating state of the air conditioner (the operating state (opening) of the air mix door and the air blown into the passenger compartment). The air volume, the passenger compartment temperature required by the occupant's operation, etc., the outside air temperature around the vehicle, the temperature of the heat transfer medium supply means or the heat transfer medium in the vicinity, etc. If the operating state or the like of the air conditioner is known, the heat transfer medium temperature can be accurately estimated based on the operating state in consideration of the time from the engine stop. In addition, by examining in advance how much the estimated temperature will cause discomfort to the occupant, if the engine is restarted when such temperature is reached, the occupant will experience discomfort The engine automatic stop time can be extended while avoiding the problem. In addition, since the heat transfer medium supply means is driven by the engine, a motor or the like for driving the heat transfer medium supply means is unnecessary, and a sensor for detecting the temperature of the heat transfer medium in the heat exchanger or the air that has passed through the heat exchanger. A sensor or the like for detecting the temperature is also unnecessary and can be configured at low cost.

  According to a second aspect of the present invention, in the first aspect of the invention, the restart control means is configured such that the estimated temperature of the heat transfer medium whose temperature decreases with time during the automatic stop of the engine is a predetermined lower limit temperature. Or when the estimated temperature of the heat transfer medium whose temperature rises with time during the automatic stop of the engine exceeds a predetermined upper limit temperature, or falls below the lower limit temperature or It is assumed that the engine restart by the idle stop control means is started at a specific time when the temperature exceeds the upper limit temperature or when a predetermined time has elapsed from the specific time.

  By setting the predetermined upper limit and lower limit temperatures to such values that the estimation accuracy of the heat transfer medium temperature deteriorates when the upper limit temperature is exceeded or falls below the lower limit temperature, the estimated accuracy When the engine becomes worse, the automatic engine stop time can be further extended by changing to time management regardless of the estimated temperature. In addition, the value at which the estimation accuracy of the heat transfer medium temperature deteriorates is usually a value close to the temperature at which the passenger feels uncomfortable, and the passenger is not uncomfortable by appropriately setting the predetermined time. Can be.

  In the invention of claim 3, in the invention of claim 2, the air conditioner further comprises an operation means that allows an occupant of the vehicle to change the temperature or air volume of the blown air to a required value of the occupant, The restart control means starts the engine restart by the idle stop control means when the predetermined time elapses from the specific time point, and the restart control means starts the predetermined time after the specific time point and from the specific time point. If there is a change operation by the operation means before the time elapses, the idle stop control is performed at the time of the change operation or after the change operation time and before the predetermined time elapses from the specific time point. It is assumed that the engine is restarted by the means.

  That is, it is considered that there is a high possibility that the passenger feels uncomfortable when there is an occupant changing operation in a situation where the estimation accuracy of the heat transfer medium temperature has deteriorated. It is preferable to start the engine early. In the present invention, the restart of the engine is started at the time of the change operation by the operating means or after the change operation time and before the predetermined time has elapsed from the specific time point, so as not to give the passenger as much discomfort as possible. can do.

  According to a fourth aspect of the present invention, in the second aspect of the present invention, the air conditioner further includes an operating means that allows an occupant of the vehicle to change the temperature or air volume of the blown air to a value required by the occupant. And an air conditioning control means for controlling the operation of the air conditioner in response to a passenger's requested value after the changing operation when the operating means is changed. If there is a change operation by the operation means prior to the specific time point during the stop, the air conditioner corresponding to the request value of the occupant after the change operation by the air conditioning control means after the change operation It is assumed that the temperature of the heat transfer medium is estimated based on the operating state.

  That is, when the occupant is changed before a specific time during the automatic engine stop, the estimated temperature does not fall below the predetermined lower limit temperature or exceeds the predetermined upper limit temperature. The possibility of feeling uncomfortable is low, and even if the engine is stopped, it is considered that the occupant can endure to some extent, and it is preferable to continue to estimate the temperature of the heat transfer medium. In the present invention, by estimating the heat transfer medium temperature based on the operating state of the air conditioner corresponding to the passenger's requested value after the change operation, the engine is stopped while maintaining the estimation accuracy even if there is a change operation. When the estimated temperature falls below a predetermined lower limit temperature or exceeds a predetermined upper limit temperature, the specified temperature falls below the lower limit temperature or exceeds the upper limit temperature, or a predetermined time from the specified time point. By restarting the engine when the time has elapsed, it is possible to lengthen the automatic engine stop time while avoiding discomfort to the passenger.

  According to a fifth aspect of the present invention, in the fourth aspect of the invention, the restart control unit is configured to perform the above operation when the operation unit performs a change operation before the specific time point during the automatic stop of the engine. The upper limit temperature or the lower limit temperature or the predetermined time is changed so that the start of the restart of the engine by the idle stop control means is earlier than when there is no change operation by the operation means. Shall.

  That is, even if the occupant does not feel great discomfort, there is a possibility that the passenger feels discomfort due to the change operation, so it is preferable to accelerate the start of the engine restart. In the present invention, the start of the restart of the engine can be accelerated by changing the lower limit temperature or the predetermined time, and the automatic stop time of the engine can be increased while preventing discomfort to the occupant as much as possible. it can.

  According to a sixth aspect of the present invention, in any one of the second to fifth aspects of the present invention, the air conditioner further includes an outside air temperature detecting unit that detects an outside air temperature around the vehicle, and the restart control unit includes It is assumed that the predetermined time is changed according to the outside air temperature detected by the outside air temperature detecting means.

  This makes it possible to lengthen the automatic engine stop time while setting the predetermined time more appropriately so as not to cause discomfort to the occupant.

  As described above, according to the vehicle air conditioning control device of the present invention, the estimation means for estimating the temperature of the heat transfer medium in or near the heat exchanger during the automatic engine stop, and the automatic engine stop And a restart control means for controlling the start timing of the engine restart by the idle stop control means on the basis of the estimated temperature estimated by the estimation means. It is possible to lengthen the automatic engine stop time while avoiding this.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.

  FIG. 1 shows a configuration of an idle stop system including an air conditioning control unit 40 as a vehicle air conditioning control device according to an embodiment of the present invention. This idle stop system is an air conditioning control that controls the operation of an engine control unit 20 that controls the operating state of an engine 68 (see FIG. 2) of a vehicle and an air conditioner 1 (see FIG. 2) that will be described later. Unit 40.

  The engine control unit 20 constitutes an idle stop control means, and automatically stops the engine 68 by no ignition or fuel cut regardless of the intention of the vehicle occupant (driver) when a predetermined engine stop condition is satisfied. Thus, useless idling operation is suppressed, and carbon dioxide, nitrogen oxides and the like discharged from the engine 68 are reduced. Further, the engine control unit 20 automatically restarts the engine 68 that has been automatically stopped when a predetermined engine restart condition is satisfied after the engine 68 has been automatically stopped.

  As the predetermined engine stop condition, for example, an accelerator pedal depression amount detected by an accelerator stroke sensor 24 described later is 0, and a vehicle speed detected by a vehicle speed sensor 21 described later is a predetermined value (substantially the vehicle is stopped). A value that can be determined as being, for example, 10 km / h) or less, or that the depression amount of the accelerator pedal is 0 and a parking brake operation is detected by a parking brake switch 22 described later. . On the other hand, the predetermined engine restart condition is that the predetermined engine stop condition is not satisfied during the automatic stop of the engine 68.

  The engine control unit 20 is electrically connected to the air conditioning control unit 40 so that they can communicate with each other. During the automatic stop of the engine 68, an engine restart signal output from the air conditioning control unit 40 is output as described later. When it is received, the automatically stopped engine 68 is restarted even if the predetermined engine restart condition is not satisfied.

  In addition, during operation of the engine 68, the engine control unit 20 determines the ignition timing and fuel injection amount for the engine 68 in accordance with the accelerator pedal operation of the passenger (the amount of depression of the accelerator pedal detected by the accelerator stroke sensor 24). Is controlled in accordance with a preset operation program of the engine 68 to control the operation state of the engine 68.

  The engine control unit 20 and the air conditioning control unit 40 include a CPU, a ROM, a RAM, an I / O port, a peripheral circuit, and the like for executing arithmetic processing and a control program to be described later based on detection signals from various sensors and switches.

  The engine control unit 20 includes a vehicle speed sensor 21 that detects the vehicle speed of the vehicle, a parking brake switch 22 that detects a parking brake operation by a passenger's pedal or lever, and an accelerator stroke sensor 24 that detects the amount of depression of the accelerator pedal. Electrically connected. The vehicle speed sensor 21 detects, for example, the wheel speed and the output shaft rotational speed of the transmission, and outputs the detected speed to the engine control unit 20 as a vehicle speed signal. The parking brake switch 22 outputs a parking brake operation signal to the engine control unit 20 when the parking brake is operated by the occupant. The accelerator stroke sensor 24 detects the amount of depression of the accelerator pedal by the occupant and outputs a stroke signal to the engine control unit 20.

  The air conditioning control unit 40 includes various switches 73a to 73f operated by a passenger, an inside air temperature sensor 74, an outside air temperature sensor 75, a water temperature sensor 76, a blower motor 61a, an inside / outside air switching motor 69, a blow mode switching motor 70, and an air A mix damper motor 71 is electrically connected. The switches 73a to 73f, the sensors 74 to 76, and the motors 61a and 69 to 71 will be described later.

  As shown in FIG. 2, the air conditioner 1 is composed of a unit having a ventilation duct 51 that guides conditioned air into the vehicle interior, and introduces outside air to the upstream side of the ventilation duct 51. An outside air introduction port 52, an inside air introduction port 53 for introducing air in the vehicle interior, and a switching damper 54 for selectively opening and closing the outside air introduction port 52 and the inside air introduction port 53 are provided.

  A vent air outlet 55, a foot air outlet 56, and a defroster air outlet 57 are disposed on the downstream side of the ventilation duct 51. The mode switching dampers 58, 59, and 60 are connected to the air outlets 55, 56, and 57, respectively. By selectively opening and closing the duct portion communicating with the air outlet, the amount of conditioned air discharged from each outlet 55, 56, 57 is adjusted.

  The air conditioner 1 includes a variable air volume type blower 61 disposed on the upstream side of the ventilation duct 51, and an evaporator 62 disposed on the downstream side of the blower 61 and through which a refrigerant as a heat transfer medium flows. An air mix damper 63 (also referred to as an air mix door) disposed on the downstream side of the evaporator 62 and a heater core 64 through which engine coolant as a heat transfer medium flows are provided. The evaporator 62 is a cooling heat exchanger that cools the air that passes through the evaporator 62 by heat exchange with the refrigerant supplied to the evaporator 62, and the heater core 64 converts the air that passes through the heater core 64 into the air that passes through the heater core 64. It is a heating heat exchanger that heats by heat exchange with the engine coolant supplied to the heater core 64.

  The blower 61 is configured to blow the air taken into the ventilation duct 51 from the outside air introduction port 52 or the inside air introduction port 53 into the vehicle interior via the air outlets 55, 56, and 57. The evaporator 62 is connected to a refrigerant circulation circuit X having a compressor 65, a condenser 66 and a receiver 67. The compressor 65 constitutes a heat transfer medium supply unit that supplies refrigerant to the evaporator 62, and is driven by the engine 68 to supply compressed refrigerant to the evaporator 62. The compressor 65 is selectively engaged or released with respect to the rotating element of the engine 68 by on / off control of the electromagnetic clutch.

  The heater core 64 is connected to a cooling water circulation path of the engine 68 having the water pump 31. The water pump 31 constitutes a heat transfer medium supply means for supplying engine cooling water to the heater core 64, and is driven by the engine 68 to supply engine cooling water from the engine 68 to the heater core 64. A coolant temperature sensor 76 that detects the temperature of the engine coolant in that portion is disposed in the coolant passage in the engine 68 (in the present embodiment, in the vicinity of the outlet to the heater core 64). The water temperature sensor 76 may be disposed in the vicinity of the engine 68 in a pipe for sending engine cooling water from the engine 68 to the heater core 64 side.

  The amount of air passing through the heater core 64 is controlled in accordance with the opening degree of the air mix damper 63 disposed between the evaporator 62 and the heater core 64. The air mix damper 63 guides the air that has passed through the evaporator 62 to the heater core 64, and the mixing ratio of the air heated by the heater core 64 and the air that bypasses the heater core 64 according to the opening of the air mix damper 63. Adjust.

  That is, the air mix damper 63 is driven by an air mix damper motor 71 formed of a servo motor, and all the air that has passed through the evaporator 62 is blown to the outlets 55, 56, 57 without passing through the heater core 64. And a fully open position indicated by phantom lines in which all of the air passes through the heater core 64 and is blown to the air outlets 55, 56, 57, and passes through the heater core 64. Thus, the air which bypasses the heater core 64 is mixed and can be set to an intermediate position where the air is blown to the outlets 55, 56 and 57. As described above, the air mix damper 63 has a fully open position (opening degree 100%) where all the air that has passed through the evaporator 62 is supplied to the heater core 64 and a fully closed position (opening degree where all the air bypasses the heater core 64). 0), the opening degree is adjusted steplessly, so that conditioned air is generated and blown into the vehicle interior. The temperature of the blown air can be adjusted steplessly in accordance with the mixing ratio within the range of the maximum temperature obtained at the fully open position and the minimum temperature obtained at the fully closed position.

  The air conditioner 1 further includes an inside / outside air switching motor 69 that drives the inside / outside air switching damper 54, a blow-out mode switching motor 70 that drives the mode switching dampers 58, 59, 60, and a front end portion of the vehicle interior of the vehicle. It is provided on an instrument panel provided and has an operation unit 73 for an occupant to operate and set air conditioning conditions.

  The operation unit 73 includes various switches operated by the occupant, for example, an air conditioner on / off switch 73a for switching between operation and non-operation of the air conditioner 1, and the passenger compartment temperature (the temperature of the blown air into the passenger compartment). The vehicle interior temperature setting switch 73b set to the required value required by the vehicle, the inside / outside air changeover switch 73c for setting the introduction ratio of the inside and outside air, the blowout mode changeover switch 73d for selecting the air outlet of the conditioned air, and the air conditioning switch for switching between cooling and heating There are provided a switch 73e, an air volume changeover switch 73f for setting the air volume blown from the air outlet (the volume of air blown into the passenger compartment) to a required value required by the occupant. The occupant can also select an automatic mode that is automatically determined as described later regardless of the occupant's required value by the air volume changeover switch 73f.

  The vehicle interior temperature setting switch 73b is configured to set the required value of the vehicle interior temperature within a range of 18 ° C to 32 ° C. When the operation of the air conditioner 1 is stopped by the air conditioning on / off switch 73a, the compressor 65 and the blower motor 61a of the blower 61 are stopped.

  In the air conditioning control unit 40, a switch signal is input from the operation unit 73, and an air conditioning control unit that controls the operating states of the motors 69, 70, 71 and the air flow rate of the blower 61 according to the input. 40c is provided (see FIG. 1). In response to the operation of the operation unit 73 by the occupant, the air conditioning control unit 40c operates the inside / outside air switching motor 69 and the blow mode switching motor 70 to switch the air conditioning mode, and operates the air mix damper motor 71 to operate the air. The opening degree of the mix damper 63 is configured to be adjusted. The air conditioning control unit 40c controls the operation and stop of the blower motor 61a of the blower 61 according to the operation of the air conditioning on / off switch 73a by the occupant, and the application to the blower motor 61a according to the operation of the air volume changeover switch 73f. By controlling the voltage, the air volume of the blower 61 is adjusted to control the air volume of the air conditioner 1.

  The air conditioner 1 further includes an inside air temperature sensor 74 that is installed in the lower part of the instrument panel and detects the temperature inside the vehicle, and an outside air temperature sensor 75 that detects the outside air temperature around the vehicle. A detection signal is input to the air conditioning control unit 40.

  Then, the air conditioning control unit 40c of the air conditioning control unit 40 performs air mixing based on a value ΔT obtained by subtracting the vehicle interior temperature detected by the internal air temperature sensor 74 from the vehicle interior temperature requested value by the vehicle interior temperature setting switch 73b. The opening degree of the damper 63 and the air flow rate of the blower 61 are determined (the air flow rate of the blower 61 is determined in the case of the automatic mode). Specifically, as shown in the maps of FIGS. 3 and 4, as ΔT increases, the opening degree of the air mix damper 63 and the air volume of the blower 61 are increased. However, the opening degree of the air mix damper 63 is corrected in accordance with the engine cooling water temperature Tw detected by the water temperature sensor 76, and the correction amount is the engine cooling water temperature Tw as shown in the map of FIG. As it grows, it gets smaller.

  The air-conditioning control unit 40c also changes the vehicle interior temperature required value by the vehicle interior temperature setting switch 73b or when the air flow rate changeover switch 73f changes the required air flow rate from the outlet (automatic mode). Corresponding to the changed required value (with the required value as a target value of the passenger compartment temperature and the blown air volume), that is, the operation of the air conditioner 1, that is, the opening degree of the air mix damper 63 and The air volume of the blower 61 is controlled. That is, when the required value of the vehicle interior temperature is changed, the opening degree of the air mix damper 63 is changed so that the vehicle interior temperature detected by the internal air temperature sensor 74 approaches the required value, and the request for the blown air volume is made. When the value is changed, the voltage applied to the blower motor 61a is changed so that the air flow rate of the blower 61 approaches the required value. The operation control of the air conditioner 1 by the air conditioning control unit 40c (control corresponding to the passenger's requested value) is performed not only during the operation of the engine 68 but also during the automatic stop of the engine 68.

  The passenger compartment temperature setting switch 73b constitutes an operating means that allows the occupant to change the temperature of the air blown into the passenger compartment to the occupant's required value, and the air volume changeover switch 73f allows the occupant to enter the passenger compartment. An operation unit that allows the air volume of the blown air to be changed to a value required by the occupant is configured, and the air conditioning control unit 40c requests the occupant after the change operation when there is a change operation by the operation unit. Air conditioning control means for controlling the operation of the air conditioner 1 corresponding to the value is configured.

  In the air conditioning control unit 40, a temperature estimation unit 40a is provided as estimation means for estimating the temperature of engine cooling water in the heater core 64 during the automatic stop of the engine 68. This temperature estimation part 40a is the operation state of the said air conditioner 1 by the air-conditioning control part 40c (The operation state (opening degree) of the air mix damper 63, the air volume of the blowing air to a vehicle interior, the vehicle interior which a passenger | crew requests | requires by operation Temperature), the detected value of the outside air temperature sensor 75, and the detected value of the water temperature sensor 76, the temperature of the engine coolant in the heater core 64 is estimated. That is, the estimated temperature changes (decreases) with the passage of time from the stop of the engine 68, and the state of the change depends on the operating state of the air conditioner 1, the detected value of the outside air temperature sensor 75, and the detection of the water temperature sensor 76. The engine cooling water in the heater core 64 is examined in advance in correspondence with the value, taking into account the time from the stop of the engine 68 based on the operating state of the air conditioner 1 immediately after and during the stop of the engine 68. Estimate temperature. Although the actual temperature of the engine coolant in the heater core 64 varies greatly depending on the portion of the heater core 64, the estimated temperature can be regarded as the average temperature of the engine coolant in the entire heater core 64. Instead of estimating the temperature of the engine coolant in the heater core 64, the temperature of the engine coolant in the vicinity of the heater core 64 may be estimated.

  Further, in the air conditioning control unit 40, the restart timing of the engine 68 by the engine control unit 20 is controlled based on the estimated temperature estimated by the temperature estimation unit 40a during the automatic stop of the engine 68. A restart control unit 40b is provided as restart control means. Specifically, when the predetermined engine restart condition is not satisfied and the estimated temperature falls below a predetermined lower limit temperature, the restart control unit 40b performs a predetermined time from a specific point in time when the estimated temperature falls below the lower limit temperature. When the time elapses, an engine restart signal is output to the engine control unit 20.

  The predetermined lower limit temperature is set to such a value that the accuracy of estimation of the heat transfer medium temperature deteriorates when the estimated temperature falls below the lower limit temperature. This value is also a value close to a temperature that causes discomfort to the passenger. The predetermined time is set to a time (for example, greater than 0 and 20 seconds or less) that the occupant can endure even if the occupant feels uncomfortable at the specific time point. This predetermined time may be changed according to the detection value of the outside air temperature sensor 75. That is, the predetermined time is shortened as the outside air temperature is lower. It should be noted that an engine restart signal may be output to the engine control unit 20 at the specific time point (the same as when the predetermined time is set to 0).

  Further, the restart control unit 40b operates the vehicle interior temperature setting switch 73b or the air volume changeover switch 73f after the specific time and before the predetermined time elapses from the vehicle interior temperature or the outlet. When the blowout air amount is changed, an engine restart signal is output to the engine control unit 20 at the time of the change operation. That is, it is considered that there is a high possibility that the occupant feels uncomfortable that there is an occupant changing operation in a situation where the estimation accuracy of the engine coolant temperature is deteriorated. Therefore, the engine restart signal is output at the time of the change operation. The engine restart signal may be output after the change operation time and before the predetermined time elapses from the specific time point. Even if it does in this way, since it is thought that a passenger | crew can endure to some extent, there is no big problem, and the stop time of the engine 68 can be made as long as possible.

  Here, when the temperature of the passenger compartment or the amount of air blown from the outlet is changed before the specific time point during the automatic stop of the engine 68, the temperature estimation unit 40a performs the above operation after the change operation. Based on the operating state of the air conditioner 1 (particularly the operating state (opening) of the air mix damper 63) corresponding to the occupant's required value after the change operation by the air conditioning control unit 40c of the air conditioning control unit 40, the heater core 64 Estimate the temperature of the engine cooling water inside. Then, when the estimated temperature falls below the predetermined lower limit temperature, the restart control unit 40b, when the estimated time has fallen below the lower limit temperature, when the predetermined time has elapsed from when the estimated temperature falls below the predetermined lower limit temperature. Then, an engine restart signal is output to the engine control unit 20. In the case where the engine 68 is automatically stopped and the change operation is performed before a specific time, the lower limit temperature or the predetermined time is changed to the start of the restart of the engine 68 without any change operation. You may make it change to the side which becomes earlier compared with (the lower limit temperature is a higher side, and the predetermined time is a shorter side). In this way, it is possible to extend the automatic stop time of the engine 68 while preventing the passenger from feeling uncomfortable as much as possible.

  Next, a series of control operations of the engine control unit 20 and the air conditioning control unit 40 will be described based on the flowchart of FIG.

  In the first step S1, data is input from various sensors, switches, etc., and in step S2, it is determined whether or not an engine stop condition is satisfied. If the determination in step S2 is NO, the process proceeds to step S3, and the restart flag F set to 1 by the output of the engine restart signal from the air conditioning control unit 40 to the engine control unit 20 is set to 0, In the next step S4, the engine operation is permitted, and thereafter, the process proceeds to step S9 described later.

  On the other hand, if the determination in step S2 is YES, the process proceeds to step S5 to determine whether or not the restart flag F is 1. If the determination in step S5 is YES, the process proceeds to step S4. If the determination in step S5 is NO, the process proceeds to step S6 to stop the engine 68, and in the next step S7, The temperature of the engine cooling water in the heater core 64 is estimated.

  After step S7, it is determined in step S8 whether or not the estimated temperature has fallen below the predetermined lower limit temperature. If the determination in step S8 is NO, the process proceeds to step S9, and air conditioning control is performed in accordance with the passenger's requested value. That is, the opening degree of the air mix damper 63 and the air flow rate of the blower 61 are controlled so that the temperature or the air flow rate of the blown air into the passenger compartment approaches the occupant's required value. If there is an operation for changing the temperature in the passenger compartment or the amount of air blown from the air outlet regardless of whether the engine 68 is operating or automatically stopped, the air conditioning control corresponding to the passenger's required value after the operation is changed. I do. After this step S9, the process returns.

  On the other hand, if the determination in step S8 is YES, the process proceeds to step S10 and a timer is set. This set timer time is the predetermined time. In the next step S11, the timer is counted, and in the next step S12, it is determined whether or not there has been an operation for changing the vehicle interior temperature or the amount of air blown from the outlet.

  If the determination in step S12 is NO, the process proceeds to step S13 to determine whether or not the timer count has ended. If the determination in step S13 is NO, the process proceeds to step S9. If the determination in step S13 is yes, the process proceeds to step S14, the restart flag F is set to 1, and then the process proceeds to step S9.

  On the other hand, if the determination in step S12 is YES, the process jumps directly to step S14, sets the restart flag F to 1, and then proceeds to step S9.

  When the engine 68 is automatically stopped by the control operation described above, the temperature of the engine coolant in the heater core 64 is estimated by the temperature estimation unit 40a. As shown in FIG. 7, the estimated temperature decreases with the passage of time from the stop of the engine 68. If the estimated temperature falls below a predetermined lower limit temperature Tw1 in a state where the predetermined restart condition is not satisfied, the engine 68 is restarted when a predetermined time t1 elapses from the specified specific time point (A). It is started. Thereby, even if the estimated temperature falls below the predetermined lower limit temperature Tw1 and the estimated accuracy of the engine coolant temperature deteriorates, the automatic engine stop time can be further increased by changing to time management. Further, the predetermined lower limit temperature Tw1 is a value close to a temperature that gives discomfort to the occupant, and it is possible to prevent the occupant from feeling discomfort by appropriately setting the predetermined time.

  Note that, when the predetermined restart condition is satisfied before the engine restart signal is output from the air conditioning control unit 40 to the engine control unit 20 (before the restart flag F is set to 1), that is satisfied. At that point, the engine 68 is restarted.

  If there is an operation for changing the vehicle interior temperature or the amount of air blown from the air outlet after the specified time and before the predetermined time t1 has elapsed, the engine 68 is restarted at the time of the change. Is done. When the estimation accuracy of the engine coolant temperature is deteriorated as described above, it is considered that there is a high possibility that the occupant is feeling uncomfortable, and at the time of the change operation, the engine 68 is changed. By starting the restart, it is possible to prevent the passenger from feeling uncomfortable as much as possible.

  On the other hand, when there is an operation for changing the passenger compartment temperature or the amount of air blown from the air outlet before the specific time point when the engine 68 is stopped, the above-mentioned corresponding to the passenger's requested value after the change operation Based on the operating state of the air conditioner 1, the temperature of the engine coolant in the heater core 64 is estimated. Here, when the passenger feels cold due to a decrease in heating capacity and raises the passenger compartment temperature, the opening of the air mix damper 63 increases and the amount of air passing through the heater core 64 increases. As shown in the figure, the estimated temperature is lower than when there is no change operation, so that the specific time point changes from the point A to the B point, and at a time when a predetermined time t1 has elapsed from this specific time point (B point), 68 will be restarted. Even if there is such a change operation, the estimated temperature is not lower than the predetermined lower limit temperature, so it is unlikely that the occupant feels great discomfort, and even if the engine 68 is stopped, It is thought that the crew can be tolerated to some extent. In addition, the engine coolant temperature can be appropriately estimated in response to the change operation, and the specific time point is accelerated from point A to point B with the change operation as described above. Since the start of the restart becomes earlier, the automatic stop time of the engine 68 can be extended while avoiding discomfort to the occupant.

  In the above-described embodiment, the temperature estimation unit 40a estimates the temperature of the engine cooling water in the heater core 64. However, the temperature of the refrigerant in or near the evaporator 62 may be estimated. This estimation is based on at least one of the operating state of the air conditioner 1, the detected value of the outside air temperature sensor 75, and the detected value of the refrigerant temperature sensor that detects the temperature of the refrigerant in the vicinity of the refrigerant discharge port of the compressor 65. Just do it. Then, the restart control unit 40b starts restarting the engine 68 by the engine control unit 20 based on the estimated temperature of the refrigerant.

  Here, the temperature of the engine coolant in or near the heater core 64 decreases with time during the automatic stop of the engine 68, but the temperature of the refrigerant in or near the evaporator 62 Therefore, when the estimated temperature of the refrigerant exceeds a predetermined upper limit temperature, a specific time point when the refrigerant temperature exceeds the upper limit temperature or a predetermined time from the specific time point (the detected value of the outside air temperature sensor 75) The engine 68 may be restarted at the point of time when the engine 68 may be changed.

  In addition, when restarting the engine 68 is started at the time when the predetermined time has elapsed from the specific time point, the vehicle interior temperature or the airflow is blown after the specific time point and before the predetermined time has elapsed from the specific time point. When there is an operation for changing the amount of air blown from the outlet, as in the above embodiment, at the time of the change operation (or after the time of the change operation and before the predetermined time elapses from the specific time), An engine restart may be started.

  Further, even when the change operation is performed before the specific time point during the automatic stop of the engine 68, the operation of the air conditioner 1 corresponding to the passenger's requested value after the change operation is performed, as in the embodiment. The temperature of the refrigerant may be estimated based on the state (particularly, the operating state (opening degree) of the air mix damper 63). Also in this case, the upper limit temperature or the predetermined time is set so that the restart of the engine 68 starts earlier than when there is no change operation (the upper limit temperature is set to a lower side, and the predetermined time is set to a shorter side). ) It may be changed.

  The present invention automatically stops the engine when a predetermined engine stop condition is satisfied, and automatically restarts the automatically stopped engine when a predetermined engine restart condition is satisfied after that. This is useful for a vehicle air conditioning control device that controls the operation of an air conditioning device mounted on a vehicle.

It is a block diagram which shows the structure of the idle stop system containing the air-conditioning control unit as a vehicle air-conditioning control apparatus which concerns on embodiment of this invention. It is the schematic which shows the structure of the air conditioner which a vehicle air conditioner control apparatus controls. It is a map which shows the relationship between the opening degree of an air mix damper, and the value (DELTA) T which subtracted the vehicle interior temperature detected by the internal air temperature sensor from the vehicle interior temperature request value by a vehicle interior temperature setting switch. It is a map which shows the relationship between the amount of ventilation of a fan, and the value (DELTA) T which subtracted the vehicle interior temperature detected by the internal temperature sensor from the request value of the vehicle interior temperature by a vehicle interior temperature setting switch. It is a map which shows the relationship between the corrected amount of the opening degree of an air mix damper, and the temperature of the engine cooling water detected by the water temperature sensor. It is a flowchart which shows a series of control operation | movement of an engine control unit and an air-conditioning control unit. It is a graph which shows the change of the estimated temperature of the engine cooling water in a heater core after an engine stop.

Explanation of symbols

1 Air conditioner 20 Engine control unit (idle stop control means)
31 Water pump (heat transfer medium supply means)
40 Air conditioning control unit (air conditioning control system for vehicles)
40a Temperature estimation part (estimation means)
40b Restart control unit (restart control means)
40c Air-conditioning control unit (air-conditioning control means)
62 Evaporator (cooling heat exchanger)
64 Heater core (heat exchanger for heating)
65 Compressor (heat transfer medium supply means)
68 Engine 73b Car interior temperature setting switch (operating means)
73f Air volume switch (operating means)
75 Outside air temperature sensor (outside air temperature detection means)

Claims (6)

Idle stop control for automatically stopping the engine when a predetermined engine stop condition is satisfied and automatically restarting the engine when the predetermined engine restart condition is satisfied after that A vehicle air-conditioning control device for controlling the operation of an air-conditioning device mounted on a vehicle comprising means,
The air conditioner includes a heat exchanger through which a heat transfer medium flows, and heat transfer medium supply means that is driven by the engine and supplies the heat transfer medium to the heat exchanger. The passing air is configured to perform air conditioning in the vehicle interior by heating or cooling by heat exchange with the heat transfer medium supplied to the heat exchanger and blowing into the vehicle interior of the vehicle.
Estimating means for estimating the temperature of the heat transfer medium in or near the heat exchanger during the automatic stop of the engine;
Restart control means for controlling the start timing of restart of the engine by the idle stop control means based on the estimated temperature estimated by the estimation means during the automatic stop of the engine, A vehicle air conditioning controller. The vehicle air conditioning control device according to claim 1,
The restart control means is configured such that when the estimated temperature of the heat transfer medium, the temperature of which decreases with time during the automatic stop of the engine, falls below a predetermined lower limit temperature, or during the automatic stop of the engine. When the estimated temperature of the heat transfer medium whose temperature rises with the passage of time exceeds a predetermined upper limit temperature, a specific time point when the temperature is lower than or exceeds the lower limit temperature, or a predetermined time from the specific time point The vehicle air-conditioning control apparatus is configured to start the engine restart by the idle stop control means when the time elapses. The vehicle air conditioning control device according to claim 2,
The air conditioner further includes an operation means that allows an occupant of the vehicle to change the temperature or the air volume of the blown air to a required value of the occupant,
The restart control means starts the engine restart by the idle stop control means when the predetermined time elapses from the specific time point, and the restart control means starts the predetermined time after the specific time point and from the specific time point. If there is a change operation by the operation means before the time elapses, the idle stop control is performed at the time of the change operation or after the change operation time and before the predetermined time elapses from the specific time point. The vehicle air conditioning control device is configured to start restart of the engine by the means. The vehicle air conditioning control device according to claim 2,
The air conditioner further includes an operation unit that allows an occupant of the vehicle to change the temperature or air volume of the blown air to a value required by the occupant,
When there is a change operation by the operation means, further comprising an air conditioning control means for controlling the operation of the air conditioner in response to the request value of the occupant after the change operation,
If there is a change operation by the operation means before the specific time point during the automatic stop of the engine, the estimation means is a passenger after the change operation by the air conditioning control means after the change operation. A vehicle air-conditioning control apparatus configured to estimate the temperature of the heat transfer medium based on an operating state of the air-conditioning apparatus corresponding to the required value. The vehicle air conditioning control device according to claim 4,
The restart control means sets the upper limit temperature, the lower limit temperature, or the predetermined time as the idle time when there is a change operation by the operation means before the specific time point during the automatic stop of the engine. The vehicle air conditioning control device is configured to change the start of the restart of the engine by the stop control means to an earlier side compared to the case where there is no change operation by the operation means. In the vehicle air-conditioning control device according to any one of claims 2 to 5,
The air conditioner further includes an outside air temperature detecting means for detecting an outside air temperature around the vehicle,
The vehicle air-conditioning control apparatus, wherein the restart control means is configured to change the predetermined time in accordance with an outside air temperature detected by the outside air temperature detecting means.

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