JP2011088621A - Air-conditioning control device for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To solve the problem of an air-conditioning control device for a vehicle wherein drivability is lowered with an increase of the driving torque of a compressor 22 in acceleration of a vehicle. <P>SOLUTION: The degree of priority of air conditioning quantitatively expressing the degree of priority of the cooling control and the degree of priority of drivability quantitatively expressing the degree of priority of drivability are computed based on a temperature difference between a target temperature and a cabin-inside temperature and a travelling state of a vehicle. In the case wherein a determination that the degree of priority of drivability is larger than the degree of priority of air conditioning is done, a lower limit value of the described predetermined quantity (a lower limit of the excess quantity) for limiting the compressor torque is computed so that the quantity contributing to except the drive of a compressor 22 in the torque generated in an engine 10 can increase by a predetermined quantity than the present quantity. Based on the lower limit value of the excess quantity, the driving control of the compressor 22 is limited so that the quantity contributing to except the drive of the compressor 22 in the torque generated in the engine 10 can increase by a predetermined quantity than the present quantity. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention is applied to a vehicle including an air conditioning system that includes a compressor that is driven by the power of an internal combustion engine and compresses a refrigerant, and per unit amount of heat generated by driving the compressor. The present invention relates to a vehicle air-conditioning control apparatus that includes a control unit that performs drive control of the compressor based on an assumed heat cost that is a fuel consumption amount of the internal combustion engine that is assumed to be required for the vehicle.

  As this type of control device, as can be seen in Patent Document 1 below, regarding the amount of heat generated by driving the compressor, the amount of fuel consumed by the internal combustion engine (assumed heat) assumed to be required per unit amount. It is known to drive a compressor when the cost is below a predetermined threshold. As a result, the compressor can be driven in the operating region of the internal combustion engine where the fuel consumption rate (fuel consumption per unit generated torque) of the internal combustion engine is low, and the fuel consumption of the internal combustion engine accompanying the driving of the compressor can be reduced. The increase can be suppressed.

JP 2009-012721 A

  By the way, in a region where the load of the internal combustion engine is high, the thermal efficiency of the internal combustion engine usually increases due to a decrease in the ratio of the cooling loss to the amount of heat generated by combustion, and therefore the fuel consumption rate of the internal combustion engine decreases. For this reason, when the required driving torque of the vehicle is increased, such as during acceleration of the vehicle where the load on the internal combustion engine is high, the fuel consumption rate is lowered. When the fuel consumption rate is lowered, the estimated heat cost is reduced, and the compressor is particularly easily driven. In this case, drivability may be reduced because the driving torque of the vehicle is insufficient due to absorption of the torque generated by the internal combustion engine by the compressor, and the vehicle traveling intended by the driver is not realized.

  The present invention has been made to solve the above-described problems, and an object of the present invention is to provide a vehicle air-conditioning control device that can suppress a decrease in drivability when the required drive torque of the vehicle is increased. is there.

  Hereinafter, means for solving the above-described problems and the operation and effects thereof will be described.

  The invention according to claim 1 is applied to a vehicle including an air conditioning system that includes a compressor that is driven by the power of an internal combustion engine and compresses refrigerant, and relates to the amount of heat generated by driving the compressor. A vehicle air conditioner that includes control means for controlling the drive of the compressor based on an assumed heat cost that is a fuel consumption amount of the internal combustion engine that is assumed to be required per unit quantity, and that controls the air conditioning of the passenger compartment. In the control device, priority level determination means for determining the priority level of drivability, and the generated torque of the internal combustion engine that satisfies the current output of the internal combustion engine based on the determined priority level, other than driving of the compressor Of the electronically controlled in-vehicle device that is mechanically connected to the output shaft of the internal combustion engine and that transmits the rotational power of the output shaft so that the amount contributing to Characterized in that it comprises a processing means for performing processing of changing the work conditions.

  In the above invention, the current output (power) of the internal combustion engine is changed by changing the operating condition of the in-vehicle device mechanically connected to the output shaft of the internal combustion engine in the above manner, reflecting the priority level of drivability. The amount of the generated torque of the internal combustion engine that satisfies the condition other than the driving of the compressor can be increased by a predetermined amount from the current amount. As a result, when the required drive torque of the vehicle increases, it is possible to suppress a situation where the drive torque of the vehicle is insufficient due to the absorption of the generated torque of the internal combustion engine by the compressor, and thus a decrease in drivability. Can be suitably suppressed.

  According to a second aspect of the present invention, in the first aspect of the present invention, the priority level determination means includes an elapsed time from the start of the internal combustion engine, a target value of the passenger compartment temperature, the passenger compartment temperature, and the vehicle The determination is based on at least one of the acceleration frequencies.

  In the said invention, the grasping precision of the priority degree of drivability can be improved by using the said parameter.

  According to a third aspect of the present invention, in the first or second aspect of the invention, the priority level determining means determines the priority level of the drivability and the priority level of the air conditioning control in the vehicle interior. The means is characterized in that the operation condition is changed based on both of the determined priority levels.

  In the said invention, the operating condition of vehicle equipment can be changed appropriately by grasping | ascertaining the priority of both drivability and the air-conditioning control in a vehicle interior. As a result, both the above-mentioned priority levels are reflected, and the comfort in the vehicle interior is suitably improved by air conditioning control, or the decrease in drivability when the required drive torque of the vehicle is increased can be suitably suppressed. it can.

  The invention according to claim 4 is the invention according to any one of claims 1 to 3, wherein the processing means is mechanically connected to the output shaft of the internal combustion engine, and the rotational power of the output shaft is The operation condition of the compressor as an electronically controlled in-vehicle device to be transmitted is changed, and as a process of changing the operation condition, of the generated torque of the internal combustion engine based on the determined priority A process of limiting the drive control of the compressor by the control means is performed so that the amount contributing to other than the drive of the compressor can be increased by a predetermined amount from the current amount.

  In the above invention, the required drive torque of the vehicle is increased by limiting the drive control of the compressor so that the amount of the generated torque of the internal combustion engine other than the drive of the compressor can be increased by a predetermined amount from the current amount. The situation where the driving torque of the vehicle is insufficient at the time can be appropriately avoided. Thereby, the fall of drivability can be suppressed more suitably.

  The invention according to claim 5 is applied to a vehicle including an air conditioning system configured to include a compressor that is driven by the power of the internal combustion engine to compress the refrigerant, and relates to the amount of heat generated by driving the compressor. A vehicle air conditioner that includes control means for controlling the drive of the compressor based on an assumed heat cost that is a fuel consumption amount of the internal combustion engine that is assumed to be required per unit quantity, and that controls the air conditioning of the passenger compartment. The control apparatus includes: a priority level determination unit that determines a priority level of drivability; and a processing unit that limits the drive control of the compressor by the control unit based on the determined priority level. To do.

  In the above invention, the drive control of the compressor is limited to reflect the priority level of drivability. This is because the generated torque of the internal combustion engine is absorbed by the compressor when the required drive torque of the vehicle is increased. Thus, it is possible to suppress a situation where the driving torque of the vehicle is insufficient. Thereby, it is possible to suppress a decrease in drivability when the required drive torque is increased.

  The invention according to claim 6 is the invention according to claim 5, wherein the priority determination means determines the priority of the drivability and the priority of the air conditioning control in the passenger compartment, and the processing means The compressor is controlled to be limited based on both of the determined priority levels.

  In the above invention, the drive control of the compressor can be appropriately limited by grasping the priorities of both drivability and air conditioning control in the passenger compartment. As a result, both the above-mentioned priority levels are reflected, and the comfort in the vehicle interior is suitably improved by air conditioning control, or the decrease in drivability when the required drive torque of the vehicle is increased can be suitably suppressed. it can.

  According to a seventh aspect of the present invention, in the fifth or sixth aspect of the invention, the priority level determination means includes an elapsed time since the start of the internal combustion engine, a target value of the passenger compartment temperature, the passenger compartment temperature, and the The determination is based on at least one of the traveling states of the vehicle.

  In the said invention, the grasping precision of the priority degree of drivability can be improved by using the said parameter.

  In the case where the above invention includes the invention specific matter of claim 6, the priority level of the air conditioning control in the vehicle interior with respect to the elapsed time from the start of the internal combustion engine, the vehicle interior temperature target value, and the vehicle interior temperature. You may use it only for grasping.

  The invention according to an eighth aspect is the invention according to any one of the fourth to seventh aspects, wherein the estimated heat costs when the driving torque of the compressor is temporarily set to a plurality of values different from each other. Target value calculating means for calculating and calculating the drive torque corresponding to the estimated heat cost equal to or less than the allowable amount as the target value, and the control means controls the drive torque to the target value. The processing means performs the process of limiting the drive control so that the amount of the generated torque of the internal combustion engine that contributes other than the drive of the compressor can be increased by a predetermined amount from the current amount. The process is characterized in that the process sets an upper limit value of the temporarily set drive torque.

  When the driving torque of the compressor changes, the amount of heat generated in the refrigeration cycle by driving the compressor changes due to the change in the refrigerant pumping amount, and the operating state (generated torque and engine speed) of the internal combustion engine changes. Or Here, the fuel consumption of the internal combustion engine changes according to the operating state of the internal combustion engine. For this reason, the assumption heat cost based on the said calorie | heat amount and fuel consumption will change with the change of the drive torque of a compressor. Therefore, it becomes possible to relate the driving torque of the compressor and the assumed heat cost. In the above invention, in view of this point, the amount of the generated torque of the internal combustion engine other than driving the compressor is temporarily set to a plurality of different values so that the amount can be increased by a predetermined amount from the current amount. An upper limit value for the driving torque of the compressor is provided. Then, the compressor driving torque that is equal to or less than the allowable amount (upper limit heat cost) of the assumed heat cost and that is equal to or lower than the upper limit value is calculated as the target value. Thereby, the fall of drivability at the time of the increase in the request drive torque of a vehicle can be suppressed suitably.

  The invention according to claim 9 is the electronic control according to any one of claims 1 to 4, wherein the electronic control unit is mechanically connected to the output shaft of the internal combustion engine and transmits the rotational power of the output shaft. As an in-vehicle device of the type, an automatic transmission that transmits the rotational power of the output shaft of the internal combustion engine to driving wheels is provided, and the vehicle includes a shift control means that controls a gear ratio of the automatic transmission, The processing means is a process for changing the operation condition via the speed change control means to change the speed ratio of the automatic transmission to the side of increasing the rotation speed of the output shaft based on the determined priority. Then, a process of operating the automatic transmission is performed.

  The maximum generated torque of the internal combustion engine determined from the performance curve (maximum torque curve) of the internal combustion engine is usually larger as the engine rotational speed is higher until the rotational speed of the output shaft of the internal combustion engine (engine rotational speed) reaches a predetermined rotational speed. Become. Further, when the output of the internal combustion engine is made constant, the generated torque of the internal combustion engine becomes smaller as the engine speed increases. In view of these points, in the above invention, the engine rotational speed is increased by changing the gear ratio of the automatic transmission to the side where the engine rotational speed is increased in the above aspect, and the maximum generated torque is increased. The generated torque of the internal combustion engine necessary for maintaining the current output of the engine is reduced. For this reason, it is possible to appropriately control the generated torque of the internal combustion engine so that a predetermined amount of the generated torque of the internal combustion engine that satisfies the current output of the internal combustion engine can be increased by a predetermined amount. As a result, it is possible to appropriately avoid a situation in which the vehicle power (drive torque) is insufficient when the required power (required drive torque) of the vehicle is increased, and thus it is possible to more appropriately suppress a decrease in drivability. .

  The invention according to claim 10 is the invention according to claim 9, wherein each of the cases where the rotational speed of the output shaft is provisionally set to a plurality of different values that can be realized by changing the speed ratio. The estimated heat cost when each of the compressor driving torque is temporarily set to a plurality of different values is calculated, and the compressor out of the generated torque of the internal combustion engine that satisfies the current output of the internal combustion engine. When the amount that contributes other than driving can be increased by a predetermined amount, and the calculated estimated heat cost is equal to or less than the allowable amount, the maximum value of the driving torque and the maximum value are the compressor. A calorific value calculating means for calculating the calorific value generated by the driving, and a maximum of the calorific values calculated by the calorific value calculating means for each of the cases where the rotational speed of the output shaft is temporarily set Means for calculating the rotational speed of the output shaft corresponding to the amount of heat to be obtained as a target value of the rotational speed of the output shaft, and calculating the maximum value of the driving torque corresponding to the maximum amount of heat as the target value of the driving torque The control means controls the drive torque to a target value of the drive torque, and the processing means increases the rotational speed of the output shaft to the target value of the rotational speed. A process of operating the automatic transmission via the transmission control means is performed to change the transmission ratio of the automatic transmission.

  In the above invention, the amount of the generated torque of the internal combustion engine that satisfies the current output of the internal combustion engine, other than driving the compressor, by operating the compressor and the automatic transmission in the above manner by the control means and the processing means. As a result, it is possible to appropriately control the torque generated by the internal combustion engine so that the amount of heat generated can be increased by a predetermined amount, and to suitably avoid a decrease in the amount of heat generated by driving the compressor.

  The invention according to claim 11 is the invention according to any one of claims 1 to 4 or any one of claims 8 to 10, wherein the processing means supplies the predetermined amount that can be increased to the vehicle. A variable setting is made based on the running state.

  In the above invention, by variably setting the predetermined amount that can be increased using the parameter, it is possible to more appropriately avoid the shortage of the driving torque of the vehicle according to the priority level of drivability. As a result, a decrease in drivability can be more suitably suppressed.

  The invention according to claim 12 is the invention according to any one of claims 1 to 11, wherein the control means controls the drive torque of the compressor to the target value, and the target value is When it is determined that the target value is to be changed, a gradual change means for gradually changing the target value to the target value after the change is further provided.

  In the above-described invention, it is possible to avoid a situation in which the driving torque of the vehicle deviates from an appropriate one, and accordingly, it is possible to preferably avoid a decrease in drivability.

  The invention according to claim 13 is the invention according to any one of claims 1 to 12, wherein the air conditioning system further includes a heat accumulator for storing heat of the refrigerant, and the control means is configured to perform the assumed heat. The drive control of the compressor for storing heat of the refrigerant in the heat accumulator is performed based on the fact that the cost is equal to or less than the allowable amount.

  In the above invention, when the required drive torque of the vehicle where the assumed heat cost is likely to be less than or equal to the allowable amount thereof, the drivability is likely to be lowered by driving the compressor so as to store the heat of the refrigerant in the heat accumulator. For this reason, the said invention has a big merit provided with the said priority degree judgment means and a processing means.

  The control means may control the compressor so that the driving torque of the compressor becomes as large as possible under the condition that the assumed heat cost is not more than the allowable amount.

  The invention according to claim 14 is the invention according to any one of claims 1 to 13, wherein the air conditioning system further includes a heat accumulator for storing heat of the refrigerant, and the processing means is configured to perform the determination. Based on the priority, the control means controls the drive control of the compressor, and means for controlling the air conditioning with the air cooled by the heat accumulator during the drive control period is further limited. It is characterized by providing.

  In the above invention, by providing the heat accumulator, it is possible to compensate for the amount of heat for air-conditioning control that is insufficient during a period in which the drive control of the compressor is limited, and thus more suitably for comfort in the vehicle interior by air-conditioning control. Can be improved.

1 is a system configuration diagram according to a first embodiment. FIG. The figure which shows the map which prescribes | regulates the fuel consumption rate of the engine concerning the embodiment. The figure which shows the outline of the calculation method of the target compressor torque concerning the embodiment. The flowchart which shows the procedure of the drive control process of the compressor concerning the embodiment. The figure which shows the outline of the calculation method of the drivability priority degree and air-conditioning priority degree concerning the embodiment. The figure which shows the outline of the calculation method of the margin amount lower limit concerning the embodiment. The figure which shows the outline of the drivability priority control process concerning the embodiment. The system block diagram concerning 2nd Embodiment. The figure which shows the outline of the drivability priority control process concerning the embodiment. The flowchart which shows the procedure of the drivability priority control process concerning the embodiment.

(First embodiment)
Hereinafter, a first embodiment in which a vehicle air conditioning control device according to the present invention is applied to a vehicle (automobile) equipped with an internal combustion engine (engine) will be described with reference to the drawings.

  FIG. 1 shows the overall configuration of an engine system and an air conditioning system (air conditioner system) according to this embodiment.

  The illustrated engine 10 is a spark ignition internal combustion engine. In each cylinder of the engine 10, a fuel injection valve 12 for supplying fuel to the combustion chamber of the engine 10 and an ignition plug (not shown) for generating a discharge spark for burning the mixture of the supplied fuel and intake air And are provided. The energy generated by the combustion of the fuel is taken out as rotational power of the output shaft (crankshaft 14) of the engine 10. This rotational power is transmitted to drive wheels (not shown) of the vehicle via the transmission 16. A crank angle sensor 18 that detects the rotation angle of the crankshaft 14 is provided in the vicinity of the crankshaft 14. Further, the engine 10 is not limited to a spark ignition type internal combustion engine such as a gasoline engine, and may be a compression ignition type internal combustion engine such as a diesel engine.

  A starter 20 is connected to the crankshaft 14. The starter 20 is started by turning on an ignition switch (not shown), and applies initial rotation to the crankshaft 14 to start the engine 10.

  On the other hand, the air conditioner system includes a compressor 22 that sucks and discharges refrigerant to circulate the refrigerant in the refrigeration cycle, a condenser 24, a receiver 26, and an evaporator 28 (evaporator).

  The compressor 22 is a variable displacement compressor capable of continuously and variably setting the refrigerant discharge capacity by energizing an electromagnetically driven control valve (CV22a) included in the compressor 22. A pulley mechanically connected to the drive shaft of the compressor 22 is mechanically connected to the crankshaft 14 via a belt 32 and a crank pulley 34. Under the situation where the rotational power of the crankshaft 14 is transmitted to the compressor 22, the discharge capacity is adjusted by energizing the CV 22a. In the following description, it is assumed that the compressor 22 is driven when the discharge capacity is greater than 0, and the compressor 22 is stopped when the discharge capacity is 0.

  The condenser 24 is a member that performs heat exchange between air blown from a fan (not shown) that is rotationally driven by a DC motor or the like, and refrigerant discharged from the compressor 22. The receiver 26 is provided for gas-liquid separation of the refrigerant flowing in from the condenser 24, temporarily storing the separated liquid refrigerant, and supplying only the liquid refrigerant downstream. The liquid refrigerant stored in the receiver 26 is rapidly expanded by the temperature type expansion valve 36 into a mist. The mist refrigerant is supplied to an evaporator 28 that cools the air in the passenger compartment. In the evaporator 28, a part or all of the refrigerant is vaporized by heat exchange between the air blown from a fan (evaporation fan 38) driven to rotate by a DC motor or the like and the refrigerant in the mist form. As a result, the air blown from the evaporator fan 38 is cooled, and the cooled air is sent to the vehicle compartment via a blowout port (not shown) provided in the vehicle compartment, whereby the vehicle interior can be cooled.

  In addition, the evaporator 28 is used as a heat accumulator that stores the heat of the refrigerant by a regenerator 40 (for example, paraffin) enclosed therein. This is a configuration for cooling the vehicle interior during a period in which the engine 10 is automatically stopped by idle stop control, which will be described later, or the drive of the compressor 22 is limited by drive priority control processing, which will be described later. Specifically, when the compressor 22 is driven, heat of the refrigerant is stored in the evaporator 28 by heat exchange between the refrigerant supplied to the evaporator 28 and the cold storage agent 40. Thereafter, the air blown from the evaporator fan 38 and the cool storage agent 40 exchange heat under the situation where the compressor 22 is stopped, whereby the blown air is cooled, and the cooled air passes through the outlet. It is possible to cool the passenger compartment by being sent to the passenger compartment. A refrigerant temperature sensor 42 for detecting the refrigerant temperature is provided in the immediate vicinity of the inlet of the evaporator 28. Further, the refrigerant that has flowed out of the evaporator 28 is sucked into the suction port of the compressor 22.

  An electronic control device (hereinafter referred to as an air conditioner ECU 44) for operating an air conditioner system is mainly configured by a microcomputer including a known CPU, ROM, RAM, and the like. The air conditioner ECU 44 detects an A / C switch 46 that is a drive command for the compressor 22 to cool the passenger compartment, a target temperature setting switch 48 that sets a target value (target temperature) of the passenger compartment temperature, and a passenger compartment temperature. Output signals from the passenger compartment temperature sensor 50 and the refrigerant temperature sensor 42 are input. The air conditioner ECU 44 operates various devices such as the EVA fan 38 and the CV 22a by executing various control programs stored in the ROM in response to these inputs. Then, by operating these various devices, drive control of the compressor 22, cooling control of the passenger compartment, and the like are performed. Here, the drive control of the compressor 22 is performed on the condition that the A / C switch 46 is turned on, and the current drive torque (actual compressor torque) of the compressor 22 is calculated by a target compressor torque calculation process described later. This is done by energizing the CV 22a to control the target value (target compressor torque) of the drive torque. Specifically, the command discharge capacity for the compressor 22 is calculated from feedforward control based on the target compressor torque or feedback control based on a value corresponding to the deviation between the actual compressor torque and the target compressor torque, and this command discharge capacity is driven by the CV 22a. Convert to current value. The drive current value is converted into a duty value. Here, the duty value is defined by the ratio of the on time to the on / off period. By adjusting the duty value, the drive current flowing through the CV 22a is adjusted. As a result, the actual compressor torque can be controlled to the target compressor torque.

  An electronic control device (hereinafter referred to as an engine ECU 52) whose operation target is an engine system is mainly configured by a microcomputer including a known CPU, ROM, RAM, and the like. The engine ECU 52 has a switch (travel mode selection switch 54) that is an operation target to select a travel mode (eco mode) that prioritizes the fuel efficiency reduction effect or a travel mode (sport mode) that prioritizes the acceleration performance of the vehicle, Output signals from an air flow sensor 56 that detects the amount of intake air supplied to the combustion chamber of the engine 10, a vehicle speed sensor 58 that detects the traveling speed of the vehicle, an outside air temperature sensor 60 that detects the outside air temperature, and a crank angle sensor 18 and the like. Entered. Further, the engine ECU 52 and the air conditioner ECU 44 exchange information by performing bidirectional communication. Specifically, the engine ECU 52 receives a signal from the air conditioner ECU 44 such as an A / C switch 46. On the other hand, the air conditioner ECU 44 receives signals from the crank angle sensor 18 output from the engine ECU 52, the travel mode selection switch 54, the air flow sensor 56, the vehicle speed sensor 58, the outside air temperature sensor 60, and the like.

  In response to the input, the engine ECU 52 executes various control programs stored in the ROM, thereby performing combustion control of the engine 10 such as fuel injection control by the fuel injection valve 12. In particular, the engine ECU 52 performs idle stop control of the engine 10. In the idle stop control, the engine 10 is automatically stopped when a predetermined stop condition is satisfied during operation of the engine 10, and then the engine 10 is restarted by the starter 20 when the predetermined restart condition is satisfied. is there. Thereby, the fuel consumption reduction effect of the engine 10 can be obtained.

Next, heat cost control performed by the air conditioner ECU 44 according to the present embodiment will be described. The heat cost control avoids a situation in which the amount of heat (cold storage amount) stored in the evaporator 28 (cold storage agent 40) is insufficient for cooling control of the passenger compartment while the engine 10 is automatically stopped, as well as current cooling control and cold storage. This is control for suppressing an increase in fuel consumption of the engine 10 due to driving the compressor 22 for the purpose. In this control, first, the target value (target cool storage amount) of the cold storage amount of the evaporator 28 is variably set based on the cooling load in the vehicle compartment assumed during the automatic stop of the engine 10, and the current value of the cold storage amount of the evaporator 28 is set. Estimate (current cold storage amount). Here, the cooling load is calculated from the outside temperature calculated from the output value of the vehicle interior temperature sensor 50 or the output value of the outside air temperature sensor 60, or the output value of the target temperature setting switch 48. The target temperature may be calculated based on the target temperature, the amount of air supplied into the passenger compartment (the amount of air blown by the EVA fan 38), and the like. Further, the current cold storage amount may be estimated based on the refrigerant temperature, the refrigerant flow rate, and the like. Next, regarding the amount of heat generated in the refrigeration cycle by driving the compressor 22 (cold heat generation amount), the fuel consumption amount (assumed heat cost) of the engine 10 assumed to be required per unit amount is calculated, Based on the current cold storage amount and the target cold storage amount, the allowable amount (upper limit heat cost) of the assumed heat cost is variably set. Then, the target compressor torque is calculated on the condition that the assumed heat cost is equal to or less than the upper limit heat cost, and the drive control of the compressor 22 is performed. Thereby, while ensuring the amount of cool storage of the evaporator 28 for the air_conditioning | cooling control in the said automatic stop appropriately, it aims at suppression of the fall of the fuel consumption reduction effect of the engine 10. FIG. Hereinafter, the calculation process of the upper limit heat cost, the assumed heat cost, and the target compressor torque in the heat cost control according to the present embodiment will be described in detail by dividing into the processes of <1> and <2>.
<1. Upper limit heat cost and assumed heat cost calculation processing>
First, the process for calculating the upper limit heat cost will be described.

  In the present embodiment, the upper limit heat cost is calculated based on a value corresponding to the difference between the current cold storage amount and the target cold storage amount. Specifically, the upper limit heat cost is calculated by multiplying the amount obtained by subtracting the current cold storage amount from the target cold storage amount by a predetermined positive number. This is to suitably improve the refrigerant pumping amount of the compressor 22 under a situation where the degree of shortage of the cold storage amount required for the cooling control during the automatic stop of the engine 10 increases.

  Next, the process for calculating the assumed heat cost will be described.

The assumed heat cost can be expressed by the following equation (1).
Estimated heat cost [g / Wh] = Required fuel consumption [g / h]
/ {Compressor power at torque T [W] x COP} (1)
Here, the denominator in the above equation (1) is the amount of cooling generated per unit time (cooling capacity) generated in the refrigeration cycle when the driving torque (compressor torque) of the compressor 22 is T (> 0). The compressor power in the above equation (1) may be calculated as the product of the engine speed based on the output value of the crank angle sensor 18 and the compressor torque T. The coefficient of performance COP is a parameter for converting the power of the compressor 22 into cooling capacity. The coefficient of performance COP may be calculated using, for example, a map created in advance with the vehicle interior temperature, the outside air temperature, the target temperature, the engine speed, and the like as input parameters.

On the other hand, the numerator in the above equation (1) is the increase in the fuel consumption of the engine 10 due to the driving of the compressor 22, and the fuel consumption rate associated with the generated torque and the engine rotation speed of the engine 10 shown in FIG. It can be calculated using a prescribed map. Specifically, first, the generated torque of the engine 10 and the engine rotation speed are input, and based on the above map, the fuel consumption rate when the compressor 22 is driven (the fuel consumption rate at the torque T, “●” in the figure). And the fuel consumption rate when the compressor 22 is not driven (the fuel consumption rate when the torque is 0, expressed as “x” in the figure). Next, each of the pair of fuel injection rates is multiplied by the engine power calculated as the product of the torque generated by the engine 10 and the engine speed at that time, whereby the engine 10 in the case where the compressor 22 is driven. The fuel consumption per unit time (fuel consumption at torque T) and the fuel consumption per unit time when the compressor 22 is not driven (fuel consumption at torque 0) are calculated. Then, the difference between these fuel consumption amounts is calculated as the required fuel consumption amount. Therefore, the required fuel consumption can be expressed by the following equation (2).
Required fuel consumption [g / h] =
Fuel consumption at torque T [g / h]-Fuel consumption at torque 0 [g / h] (2)
The assumed heat cost can be calculated by the following equation (3) obtained by substituting the above equation (2) into the above equation (1).
Estimated heat cost [g / Wh] =
{Fuel consumption at torque T [g / h]-Fuel consumption at torque 0 [g / h]}
/ {Compressor power at torque T [W] x COP} (3)
<2. Target compressor torque calculation process>
A calculation process of the target compressor torque based on the upper limit heat cost and the assumed heat cost will be described.

  FIG. 3 shows an example of the upper limit heat cost and the assumed heat cost. Specifically, in the figure, the upper limit heat cost is indicated by a one-dot chain line, and the assumed heat cost is indicated by a solid line. Note that the compressor torque on the horizontal axis in the figure is 100% when the compressor 22 discharges the refrigerant with the maximum capacity (100%).

  In the present embodiment, the estimated heat cost when the compressor torque is temporarily set to a plurality of values different from each other is calculated by the above equation (3). Then, the maximum value of the compressor torque corresponding to the estimated heat cost equal to or less than the upper limit heat cost is calculated as the target compressor torque. Thus, while suppressing an increase in the fuel consumption of the engine 10 due to the driving of the compressor 22, the refrigerant pumping amount can be increased as much as possible reflecting the above degree of shortage, and the evaporator 28 can be quickly stored cold. It becomes possible.

  By the way, in a region where the load of the engine 10 is high, the thermal efficiency of the engine 10 usually increases due to a decrease in the ratio of the cooling loss to the amount of heat generated by the combustion. Consumption) is low. For this reason, at the time of acceleration of the vehicle in which the load of the engine 10 is high, the fuel consumption rate is low, and the assumed heat cost calculated by the heat cost control process is reduced as shown by the dotted line in FIG. . For this reason, the maximum value of the compressor torque that is equal to or lower than the upper limit heat cost may greatly exceed the compressor torque required to maintain the current vehicle interior temperature at the target temperature. As described above, when the heat cost control is performed to reduce the fuel consumption rate, the shortage of the driving torque of the vehicle due to the fact that the generated torque of the engine 10 is absorbed by the compressor 22 becomes remarkable. Decreasing acceleration performance may cause serious deterioration in drivability.

  Therefore, in the present embodiment, processing for limiting the upper limit value of the compressor torque in the heat cost control is performed according to the priority level of drivability. Specifically, first, a drivability priority degree that quantifies the priority degree of drivability and an air conditioning priority degree that quantifies the priority degree of cooling control are calculated. Then, when it is determined that the drivability priority level is greater than the air conditioning priority level, a process for limiting the drive control of the compressor 22 (drivability priority control process) is performed. Accordingly, it is possible to prevent the drivability from being lowered by avoiding a situation where the driving torque of the vehicle is insufficient during acceleration of the vehicle.

  FIG. 4 shows a procedure of the drive control process of the compressor 22 including the above-described drive priority control process according to the present embodiment. This process is repeatedly executed by the air conditioner ECU 44 at a predetermined cycle, for example.

  In this series of processing, first, the drivability priority level and the air conditioning priority level are calculated in step S10. This process is for grasping the priority of drivability and cooling control. In the present embodiment, these priority levels are calculated based on the parameters (A) to (E) shown in FIG. In detail, in this embodiment, it quantifies from the total value of the drivability priority degree quantified from each of the following parameters (A) and (B), and from each of the following parameters (C) to (E). Each of the air conditioning priority degree and the total value is calculated.

  (A) Driving state of vehicle: In this embodiment, the driving priority is set to be large in order to maintain high acceleration performance when an acceleration request is made in a driving state where the acceleration frequency of the vehicle is high. Specifically, the higher the acceleration frequency is than the steady driving frequency, the greater the drivability priority is. The traveling state of the vehicle may be grasped from the traveling speed history of the vehicle based on the output value of the vehicle speed sensor 58.

  (B) Driving mode of the vehicle: The driving mode selected by the driver through the operation of the driving mode selection switch 54 indicates the required degree of drivability. In view of this point, in the present embodiment, when the eco mode is selected, the drivability priority level is set small. On the other hand, when the sport mode is selected, the driving priority is set to be large.

  (C) Temperature difference between target temperature and vehicle interior temperature: Since the target temperature is set to a temperature at which the driver feels comfortable, the greater the temperature difference between the target temperature and the vehicle interior temperature, the more the driver It may be hoped that control is given priority. In view of this point, in this embodiment, the higher the temperature difference, the larger the air conditioning priority.

  (D) Elapsed time after engine start: Due to a rise in the passenger compartment temperature due to a longer vehicle leaving time or the like, the driver usually seeks comfort by cooling control for a certain period of time after the engine 10 is started. It is considered that cooling control is preferred. In view of this point, in this embodiment, the air conditioning priority is set to be larger as the elapsed time after engine 10 is started (elapsed time after engine startup) is shorter.

  (E) Current cold storage amount: When the cold storage amount of the evaporator 28 is small, the degree of shortage of the cold storage amount required for the cooling control during the automatic stop of the engine 10 tends to increase. For this reason, in order to appropriately perform the cooling control during the automatic stop, the evaporator 28 is required to be quickly stored. In view of this point, in the present embodiment, the air conditioning priority is set to be larger as the current cold storage amount is smaller.

  When it is determined that cooling control (cool down control) is performed when the cooling load in the vehicle interior is high, such as when the vehicle interior temperature becomes substantially the outside air temperature, the air conditioning priority may be set large. Here, whether or not the cool-down control is performed may be determined based on the elapsed time after engine start, the target temperature, the vehicle interior temperature, and the like.

  Returning to the description of FIG. 4, in the subsequent step S <b> 12, it is determined whether the drivability priority is greater than the air conditioning priority. Specifically, it is determined whether or not the total value of the drivability priority degree calculated in the process of step S10 is larger than the total value of the air conditioning priority degree.

  If it is determined in step S12 that the driving priority level is smaller than the air conditioning priority level, the process proceeds to step S14 to perform air conditioning priority control processing. This process is for performing drive control of the compressor 22 giving priority to cooling control. In the present embodiment, the air conditioning priority control process is a process for calculating the target compressor torque by the heat cost control process.

  On the other hand, if it is determined in step S12 that the drivability priority level is greater than the air conditioning priority level, the process proceeds to step S16 and variable amount setting processing for the margin amount lower limit value α is performed. Here, the margin lower limit α (> 0) is for limiting the compressor torque so that the amount of the engine 10 generated torque other than driving the compressor 22 can be increased by a predetermined amount from the current amount. The lower limit value of the predetermined amount. In the present embodiment, the margin lower limit α is variably set based on the parameters (A) and (B). Accordingly, in order to maintain high acceleration performance when an acceleration request is made in a traveling state where the acceleration frequency of the vehicle is high, or to realize traveling reflecting the traveling mode selected through operation of the traveling mode selection switch 54. It is possible to appropriately set the lower limit value of the predetermined amount required for. Specifically, as shown in FIG. 6, the lower limit value α of the margin amount is set to be larger as the acceleration frequency of the vehicle is higher than the steady driving frequency. Further, when the sport mode is selected as the travel mode of the vehicle, the margin amount lower limit value α is set large, and when the eco mode is selected, the margin amount lower limit value α is set small.

  The variable setting process is preferably adapted according to the displacement of the engine 10. This is because the maximum generated torque of the engine 10 is usually smaller as the displacement of the engine 10 is smaller. Moreover, it is desirable to adapt according to the kind of transmission 16 with which a vehicle is equipped. This is usually based on the range of use of the engine 10 depending on the type of transmission 16 (automatic stepped transmission (AT), manual stepped transmission (MT), continuously variable transmission (CVT)). This is because the engine 10 generated torque margin is different. Here, when the transmission 16 is AT and CVT, shift control is performed using the engine rotation speed, the traveling speed of the vehicle, and the like as input parameters, whereas when the transmission 16 is MT, the engine 10 Since the use area is changed by the speed change operation of the driver, it is difficult to grasp in advance the margin of torque generated by the engine 10 in the case of MT. For this reason, in the case of MT, in view of the difficulty in grasping the use region, it is desired that the margin lower limit value α be increased in order to secure the generated torque of the engine 10 in preparation for the shift operation. . On the other hand, in the case of CVT, since the shift control is normally performed so as to use the operation region of the engine 10 where the fuel consumption rate of the engine 10 is low, the generated torque margin of the engine 10 is less than that in the case of AT. Become. For this reason, it is desirable that the margin lower limit value α in the case of CVT is adapted in consideration of this point.

  Returning to the description of FIG. 4, when the margin amount lower limit value α is set in step S <b> 16, drivability priority control processing using the margin amount lower limit value α is performed in step S <b> 18. In this embodiment, the compressor torque that can be temporarily set in the heat cost control process is limited based on the margin lower limit value α. That is, the temporarily set upper limit value of the compressor torque is set so that the amount of the generated torque of the engine 10 that contributes to other than the driving of the compressor 22 can be increased more than the current amount by the margin amount lower limit value α. Specifically, first, as shown in FIG. 7A, a torque Te (“●” in the figure) obtained by subtracting the actual compressor torque from the current generated torque Tt of the engine 10 (indicated by “x” in the figure). And a difference β between the maximum generated torque Tm (indicated by “◯” in the figure) of the engine 10 according to the engine speed determined from the performance curve (maximum torque curve) of the engine 10. Then, as shown in FIG. 7B, the target compressor torque is calculated while temporarily setting the compressor torque so as to be less than the compressor torque (allowable compressor torque γ) obtained by subtracting the margin lower limit value α from the difference β. .

  FIG. 7 illustrates the case where the maximum generated torque Tm is greater than the current generated torque Tt by a margin amount lower limit value α or more, but the amount by which the maximum generated torque Tm exceeds the current generated torque Tt is the margin amount lower limit value. There may be a situation where the value is less than α. Even in this case, the temporarily set compressor torque may be less than the allowable compressor torque γ. When the difference β is less than the margin lower limit α, the driving of the compressor 22 is prohibited.

  In this embodiment, when the amount of heat required for the current cooling control is insufficient due to this process during the period in which the drive priority control process is performed, the air cooled by the heat of the refrigerant stored in the evaporator 28 is used. Cooling control processing (cooling and cooling control processing) in the passenger compartment is performed. Thereby, it becomes possible to improve the comfort in a vehicle interior.

  Returning to the description of FIG. 4, after completion of the processing of step S <b> 14 or step S <b> 18, the process proceeds to step S <b> 20 to determine whether or not the target compressor torque changes suddenly.

  If it is determined in step S20 that the target compressor torque changes suddenly, the process proceeds to step S22, and the target compressor torque is gradually changed. This process is for avoiding a decrease in drivability by gradually changing the target compressor torque to the target compressor torque newly set by the processes in steps S14 and S18 (for example, over several seconds). . That is, a certain time (for example, several seconds) is required from when the target compressor torque is suddenly changed until the actual compressor torque follows the target compressor torque. For this reason, when the change speed of the generated torque of the engine 10 is higher than the follow speed of the actual compressor torque to the target compressor torque, the driveability of the vehicle may deviate from an appropriate one, which may reduce drivability. is there. In particular, at the time of acceleration of the vehicle, there is a possibility that a decrease in drivability due to the drive torque deviating from an appropriate value may become significant. In step S22, in consideration of this point, by performing the gradual change process, it is possible to avoid a situation in which the driving torque of the vehicle deviates from an appropriate one and to avoid a decrease in drivability.

  If a negative determination is made in step S20, or if the process of step S22 is completed, this series of processes is temporarily terminated.

  According to the embodiment described in detail above, the following effects can be obtained.

  (1) The driving priority is calculated based on the driving state of the vehicle and the driving mode of the vehicle, and the air conditioning priority is calculated based on the temperature difference between the target temperature and the passenger compartment temperature, the elapsed time after engine start, and the current cold storage amount. . As a result, the drivability and the priority level of the cooling control in the passenger compartment can be grasped with high accuracy.

  (2) The margin lower limit α is variably set based on the running state of the vehicle and the running mode of the vehicle. Thereby, the lower limit value for giving a margin to the torque generated by the engine 10 can be made appropriate.

  (3) When it is determined that the drivability priority level is greater than the air conditioning priority level, drivability priority control processing is performed. Accordingly, it is possible to favorably avoid a decrease in drivability during acceleration of the vehicle, reflecting the priority level of drivability. Furthermore, even when the drive priority is higher than the air conditioning priority, the compressor 22 can be set to be less than the allowable compressor torque γ shown in FIG. It can be driven as much as possible.

  (4) When it is determined that the drivability priority level is smaller than the air conditioning priority level, an air conditioning priority control process is performed. Thereby, the comfort in a vehicle interior can be improved suitably reflecting the priority of cooling control.

  (5) When it is determined that the target compressor torque changes suddenly, the target compressor torque is gradually changed. As a result, it is possible to avoid a situation in which the driving torque of the vehicle deviates from an appropriate value, and more appropriately to avoid a decrease in drivability.

  (6) When the amount of heat required for the current cooling control is insufficient due to the drive priority control process, the cold storage cooling control process is performed. Thereby, the comfort in a vehicle interior can be improved suitably.

(Second Embodiment)
Hereinafter, the second embodiment will be described with reference to the drawings with a focus on differences from the first embodiment.

  FIG. 8 shows the overall configuration of the engine system and the air conditioner system according to the present embodiment. In FIG. 8, the same members as those shown in FIG. 1 are given the same reference numerals for the sake of convenience.

  The rotational power of the crankshaft 14 of the engine 10 is transmitted to the drive wheels 64 via the automatic transmission 16a and the differential gear 62. Specifically, the automatic transmission device 16a is configured to include an input rotation shaft to which the rotational power of the crankshaft is transmitted, a transmission mechanism, an output rotation shaft, and the like. The rotation speed of the output rotation shaft is converted according to the gear ratio of the device 16a. Then, the rotation speed of the output rotation shaft is converted into the rotation speed of the drive wheel 64 according to the transmission gear ratio (difference ratio) of the differential gear 62. That is, the rotational speed of the crankshaft 14 is converted into the rotational speed of the drive wheels 64 according to the gear ratio and differential ratio of the automatic transmission 16a. In the present embodiment, it is assumed that the automatic transmission 16a is a continuously variable transmission (CVT) in which the gear ratio can be continuously variably set.

  An electronic control device (hereinafter referred to as a shift ECU 66) whose operation target is the automatic transmission device 16a is mainly composed of a microcomputer composed of a well-known CPU, ROM, RAM, and the like. The transmission ECU 66 exchanges information by performing bidirectional communication with the engine ECU 52 and the air conditioner ECU 44. Specifically, a signal from the vehicle speed sensor 58 and the like output from the engine ECU 52 is input to the transmission ECU 66. On the other hand, the engine ECU 52 and the air conditioner ECU 44 are input with information on the gear ratio output from the speed change ECU 66. The shift ECU 66 performs shift control by the automatic transmission 16a by executing various control programs stored in the ROM in response to the input.

  Next, the drivability priority control process according to the present embodiment will be described.

  In the present embodiment, as the drive priority control process, the engine rotation is performed so that the amount of the generated torque of the engine 10 that satisfies the current output (power) of the engine 10 can be increased by a predetermined amount other than driving the compressor 22. A process of changing the gear ratio of the automatic transmission 16a is performed so as to increase the speed. This avoids a decrease in drivability without limiting the driving of the compressor 22 as much as possible. Hereinafter, the drivability priority control process according to the present embodiment will be described in detail with reference to FIG.

  FIG. 9 shows an example of the drive priority control process according to the present embodiment. The broken line in the figure indicates the generated torque of the engine 10 that is assumed when the gear ratio of the automatic transmission 16a is changed when the compressor torque is 100%.

  As shown in the figure, the current generated torque Tt1 of the engine 10 (indicated by “□” in the figure) than the value obtained by subtracting the margin lower limit value α from the maximum generated torque Tm of the engine 10 (dashed line in the figure). When the engine 10 is operated at an engine speed NE1 that increases the engine speed, the current generated torque of the engine 10 is less than the value obtained by subtracting the above by limiting the drive of the compressor 22 in order to suppress a decrease in drivability. Is required. However, if the drive of the compressor 22 is restricted, there is a risk that the amount of cold heat generated for cooling control will be insufficient. Here, until the engine rotation speed reaches a predetermined rotation speed, the higher the engine rotation speed, the greater the maximum generated torque Tm of the engine 10 determined from the maximum torque curve of the engine 10, and the gear ratio of the automatic transmission 16a. If the engine speed is increased from NE1 to NE2 by changing, the maximum generated torque can be increased from Tm1 (indicated by “◯” in the figure) to Tm2 (indicated by “●” in the figure). It becomes. Further, considering that the output of the engine 10 is the product of the engine rotation speed and the torque generated by the engine 10, if the output required for the engine 10 does not change, the rotation speed of the output rotation shaft of the automatic transmission 16a is reduced. It is possible to reduce the torque generated by the engine 10 by increasing the engine rotation speed by changing the gear ratio while fixing. That is, it is possible to reduce the generated torque of the engine 10 from Tt1 to Tt2 (indicated by “■” in the figure) while maintaining the output required for the engine 10 by increasing the engine rotation speed. As a result, the difference between the generated torque and the maximum generated torque of the engine 10 can be increased without limiting the driving of the compressor 22 as much as possible, and the amount of generated heat for cooling control is appropriately secured, while the engine 10 Of the generated torque of the engine 10 that satisfies the current output, the amount that contributes to other than the drive of the compressor 22 can be increased by a margin amount lower limit value α or more.

  FIG. 10 shows a procedure of the drive control process of the compressor 22 including the above-described drive priority control process according to the present embodiment. This process is repeatedly executed by the air conditioner ECU 44 at a predetermined cycle, for example. In FIG. 10, processes corresponding to the processes shown in FIG. 4 are given the same step numbers for convenience.

  In this series of processing, when the margin amount lower limit value α is set in step S16, drivability priority control processing using the margin amount lower limit value α is performed in steps S24 to S38. Specifically, first, in step S24, an assumed maximum rotation speed is calculated. Here, the assumed maximum rotational speed is an engine rotational speed assumed to be realizable by changing the gear ratio of the automatic transmission 16a while fixing the current rotational speed of the output rotation shaft of the automatic transmission 16a. It is the maximum value (see FIG. 9). Specifically, the assumed maximum rotation speed may be calculated based on the current engine rotation speed, the current transmission ratio of the automatic transmission 16a, and the maximum value of the transmission ratio of the automatic transmission 16a. The current gear ratio of the automatic transmission 16a may be calculated based on information regarding the gear ratio output from the gear shift ECU 66.

  In the subsequent step S26, NeDat, which is a calculation parameter, is set as the current engine speed NE.

  In subsequent steps S28 to S32, the maximum compressor torque Tcmax and the maximum cold heat generation are respectively generated when the engine rotation speed is temporarily set to a plurality of values different from each other within the range from the current engine rotation speed NE to the assumed maximum rotation speed. The quantity Qmax is calculated. Here, the maximum compressor torque Tcmax is a value obtained by subtracting the generated torque of the engine 10 from the maximum generated torque of the engine 10 is equal to or greater than the above-described margin amount lower limit value α. Each assumed heat cost when temporarily set to a plurality of different values is calculated, and is the maximum value of the compressor torque corresponding to the calculated assumed heat cost equal to or less than the upper limit heat cost. The maximum amount of cold Qmax is the amount of cold generated when the maximum compressor torque Tcmax is reached.

  Specifically, in step S28, the maximum compressor torque Tcmax and the maximum amount of cold heat generation Qmax when the engine speed NE is NeDat are calculated. Specifically, first, the maximum generated torque of the engine 10 when the engine rotation speed NE is NeDat is calculated from the maximum torque curve. Next, on the condition that the value obtained by subtracting the generated torque of the engine 10 from the calculated maximum generated torque is equal to or greater than the margin lower limit α, the compressor torque is temporarily set to a plurality of different values by the heat cost control process. The maximum compressor torque Tcmax is calculated while setting. Based on the calculated maximum compressor torque Tmax, NeDat, coefficient of performance COP, etc., the maximum amount of cold heat generation Qmax is calculated. The calculated maximum compressor torque Tcmax and maximum cold heat generation amount Qmax are stored in storage means (RAM of the air conditioner ECU 44) in association with NeDat.

  In a succeeding step S30, it is determined whether NeDat is an assumed maximum rotation speed. This process is for determining whether or not the calculation of the maximum compressor torque Tcmax and the maximum cold heat generation amount Qmax has been completed for each of the cases where the engine speed is temporarily set to a plurality of different values. If it is determined in step S30 that NeDat is not the assumed maximum rotation speed, the process proceeds to step S32, the specified value ΔNE (> 0) is added to NeDat, and the process returns to step S28. The specified value ΔNE may be set by dividing a value obtained by subtracting the current engine rotational speed NE from the assumed maximum rotational speed by a predetermined positive integer.

  If an affirmative determination is made in step S30, the process proceeds to step S34, and a target compressor torque and a target value (target rotational speed) of the engine rotational speed are calculated. In the present embodiment, in the processing of steps S28 to S32, the maximum cold heat generation amount Qmax calculated for each of the cases where the engine rotation speed is temporarily set to a plurality of different values corresponds to the maximum one. The engine rotation speed is calculated as the target rotation speed, and the maximum compressor torque Tcmax corresponding to the maximum value is calculated as the target compressor torque. This is a setting for avoiding a decrease in the amount of generated heat while giving priority to drivability. Note that the target compressor torque and the target rotation speed may be calculated based on information related to the maximum cold heat generation amount Qmax and the like stored in the RAM of the air conditioner ECU 44.

  After completion of the process in step S34, it is determined in step S36 whether or not the current engine speed NE is a target speed.

  If it is determined in step S36 that the current engine speed NE is not the target speed, the process proceeds to step S38, and the gear ratio of the automatic transmission 16a is changed to increase the current engine speed NE to the target speed. A command signal for this is output to the shift ECU 66.

  If an affirmative determination is made in step S36 or if the processing in steps S14 and S38 is completed, the process proceeds to step S20.

  If a negative determination is made in step S20, or if the process of step S22 is completed, this series of processes is temporarily terminated.

  As described above, in the present embodiment, the engine rotation speed is increased so that a predetermined amount of the generated torque of the engine 10 that satisfies the current output of the engine 10 can be increased by a predetermined amount. By performing the drive priority control process for changing the gear ratio of the automatic transmission device 16a, it is possible to favorably avoid a decrease in comfort of the cooling control due to a decrease in the amount of generated cold heat while giving priority to drivability.

(Other embodiments)
Each of the above embodiments may be modified as follows.

  In each of the above embodiments, the compressor 22 is a variable displacement compressor, but is not limited thereto. For example, a fixed capacity compressor having a constant discharge capacity during driving may be used. In this case, the drive priority control process in the first embodiment is performed by shutting off the rotational power by an electromagnetic clutch that transmits or blocks the rotational power of the crankshaft 14 from the crankshaft 14 to the drive shaft of the compressor 22. What is necessary is just to set it as the process which stops 22.

  -As a calculation method of an upper limit heat cost, it is not restricted to what was illustrated to said each embodiment. For example, you may calculate using the map etc. which were prescribed | regulated previously so that an upper limit heat cost may increase, so that the value which subtracted present cold storage amount from target cold storage amount increases. For example, when the subtracted value is 0 or less, the upper limit heat cost may be set to 0.

  The air conditioning priority control process is not limited to those exemplified in the above embodiments. For example, when the air conditioning priority is particularly large, the heat cost control process is prohibited for a predetermined time after the engine 10 is started, and an increase in the refrigerant pumping amount of the compressor 22 is permitted, or the refrigerant pumping amount is set to be low. The maximum processing may be performed.

  -As a method of grasping | ascertaining the driving state of a vehicle, it is not restricted to what was illustrated to said each embodiment. For example, when the vehicle is provided with a brake sensor that detects the brake operation amount of the driver and an accelerator sensor that detects the accelerator operation amount, the running state of the vehicle may be grasped based on the output values of these sensors.

  The calculation method of the target compressor torque is not limited to those exemplified in the above embodiments. For example, in the first embodiment, an arbitrary compressor torque corresponding to an estimated heat cost equal to or lower than the upper limit heat cost may be calculated as the target compressor torque. Here, the target compressor torque may be calculated as appropriate in accordance with the fuel efficiency reduction effect of the engine 10 and the comfort requirements by the cooling control during the automatic stop of the engine 10. Further, for example, in the second embodiment, the estimated heat cost is equal to or less than the upper limit heat cost on the condition that the value obtained by subtracting the generated torque of the engine 10 from the maximum generated torque of the engine 10 is equal to or greater than the margin lower limit α. An arbitrary compressor torque corresponding to the following may be calculated as the target compressor torque.

  -As a calculation method of drivability priority and air conditioning priority, it is not restricted to what was illustrated to said each embodiment. For example, each of the drive priority and the air conditioning priority may be calculated based on the target temperature, the passenger compartment temperature, the elapsed time after engine start, the current cold storage amount, the vehicle running state, and the vehicle running mode. This is based on the idea that when the priority of one of the parameters changes, the priority of the other becomes relatively small. Specifically, for example, as the difference between the target temperature and the passenger compartment temperature is smaller, the air conditioning priority is set smaller, while the drivability priority is set larger. Further, for example, the drive priority and the air conditioning priority may be calculated based on at least one of the target temperature, the vehicle interior temperature, the elapsed time after engine start, the current cold storage amount, the vehicle running state, and the vehicle running mode. . Further, for example, only the drivability priority level may be calculated based on the traveling state of the vehicle and the traveling mode of the vehicle. In such a configuration, for example, the variable amount lower limit value α may be variably set based on the drivability priority level, and the drivability priority control processing using the set margin amount lower limit value α may be performed. Even in this case, the drive control of the compressor 22 can be appropriately limited reflecting the priority level of drivability.

  In each of the above embodiments, the process for determining whether or not the driving priority is large and the process for setting the margin amount lower limit value α are different processes, but the present invention is not limited to this. For example, the above two processes may be unified by a process of variably setting the margin lower limit value α in accordance with a parameter indicating the driving priority and a parameter indicating the air conditioning priority. In this case, the larger the air conditioning priority degree, the smaller the margin lower limit value α, which becomes equal to or less than zero, which is equivalent to the air conditioning priority control process in the above embodiment.

  The calculation method of the margin amount lower limit α is not limited to the method exemplified in the above embodiments. For example, the calculation may be performed based on one of the traveling state of the vehicle and the traveling mode of the vehicle.

  -As a vehicle to which the vehicle air-conditioning control apparatus concerning each said embodiment is applied, not only what performs idle stop control but what does not perform this control may be sufficient.

  The drive priority control process is not limited to those exemplified in the above embodiments. For example, in the first embodiment, it is determined that the value obtained by subtracting the current generated torque Tt of the engine 10 from the maximum generated torque Tm of the engine 10 (current torque margin) is equal to or less than the margin lower limit α. In such a case, the heat cost control process is prohibited, and the target compressor torque is forcibly changed or the compressor 22 is stopped so that the current torque margin becomes larger than the margin lower limit α. Good. Further, for example, a process of subtracting a predetermined amount larger than 0 from the command discharge capacity for the compressor 22 may be performed in accordance with the priority level of drivability. Here, for example, the upper limit of the command discharge capacity may be set to a predetermined command discharge capacity (for example, 200%) larger than the maximum discharge capacity (100%). According to such a configuration, the air-conditioning priority control process can be performed until the predetermined amount corresponding to the driving priority degree exceeds “100%”. In this case, in order to ensure the reliability of the CV 22a, it is desirable to provide an upper limit for the duty value output to the CV 22a.

  Further, for example, in the second embodiment, the compressor 22 out of the generated torque of the engine 10 that satisfies the current output of the engine 10 rather than the value obtained by subtracting the margin lower limit α from the maximum generated torque Tm of the engine 10. On the condition that the amount other than driving is reduced, a value obtained by adding a specified value to the current engine speed is calculated as a target speed, and the automatic transmission 16a is used to increase the current engine speed to the target speed. The transmission ratio may be controlled. When it is determined that the above condition is not satisfied even by changing the speed ratio, the target rotational speed may be calculated by adding the specified value to the current engine rotational speed.

  In each of the above embodiments, the situation in which the driving priority of the vehicle is frequently set as a situation in which drivability is likely to be reduced due to a lack of driving torque of the vehicle is set as the situation in which the driving priority is set to be large. For example, the drivability priority level may be increased in a situation where the required driving torque of the vehicle increases when the vehicle is traveling uphill.

  The air conditioning control in the vehicle interior is not limited to the cooling control, and may be dehumidification control performed for the purpose of removing fogging of the window glass of the vehicle, for example. In this case, the target cold storage amount may be set based on the amount of heat required for dehumidification control.

  In each of the above embodiments, the evaporator 28 and the heat accumulator are integrated, but the present invention is not limited to this. For example, in addition to the evaporator 28, the air conditioner system may further include a heat accumulator in which the cold accumulating agent 40 is enclosed. In this case, a heat accumulator may be connected between the evaporator 28 and the suction port of the compressor 22, or the evaporator 28 and the heat accumulator may be connected in parallel.

  In each of the above embodiments, the evaporator 28 is provided with a function for storing cold. However, the present invention is not limited thereto, and this function may not be provided. In this case, the drive control of the compressor 22 is performed on the condition that the assumed heat cost for realizing the cooling capacity required to satisfy the cooling request in the vehicle interior during the operation of the engine 10 is not more than the upper limit heat cost. Just do it.

  In the second embodiment, the automatic transmission is not limited to a continuously variable transmission, but may be a stepped transmission.

  In the second embodiment, the air conditioner system and the automatic transmission device 16a are operated by the respective electronic control devices, but the present invention is not limited to this. For example, both the air conditioning system and the automatic transmission 16a may be operated by a common electronic control unit.

  The calculation method of the maximum compressor torque Tcmax and the maximum cold heat generation amount Qmax is not limited to the one exemplified in the second embodiment. For example, when the engine rotation speed corresponding to the maximum value of the maximum generated torque of the engine 10 determined from the maximum torque curve is included in the range from the current engine rotation speed NE to the assumed maximum rotation speed, the current engine rotation speed NE. The maximum compressor torque Tcmax and the like may be calculated by the heat cost control process while temporarily setting the engine rotation speed to a plurality of different values within a range from the engine rotation speed corresponding to the maximum value. Thereby, the calculation load of air-conditioner ECU44 accompanying calculation of the maximum compressor torque Tcmax etc. can be reduced. Further, for example, when calculating the maximum compressor torque Tcmax and the like, the current engine speed is temporarily set to a single value increased by a predetermined value without temporarily setting the engine speed to a plurality of different values. The maximum compressor torque Tcmax and the like may be calculated by heat cost control processing. In this case, for example, as the value obtained by subtracting the current generated torque of the engine 10 from the value obtained by subtracting the margin lower limit value α from the maximum generated torque of the engine 10 determined from the maximum torque curve, the predetermined value is set higher. Good.

  Of course, even when the current engine speed corresponds to the maximum value of the maximum generated torque of the engine 10, it is possible to perform a process of increasing the engine speed by changing the gear ratio. That is, in view of the fact that the torque generated by the engine 10 can be reduced while maintaining the output required for the engine 10 by increasing the engine speed, this contributes to the generation torque of the engine 10 other than the driving of the compressor 22. In some cases, the amount to be increased can be increased by a margin amount lower limit value α or more.

  DESCRIPTION OF SYMBOLS 10 ... Engine, 16 ... Transmission, 22 ... Compressor, 28 ... Evaporator, 38 ... Eva fan, 44 ... Air-conditioner ECU (one Embodiment of air-conditioning control apparatus for vehicles), 48 ... Target temperature setting switch, 50 ... Vehicle interior temperature sensor 52 ... Engine ECU, 58 ... Vehicle speed sensor, 60 ... Outside air temperature sensor, 64 ... Drive wheel, 66 ... Shift ECU.

Claims (14)

Applied to a vehicle having an air conditioning system configured to include a compressor that is driven by the power of an internal combustion engine to compress refrigerant, and the amount of heat generated by driving the compressor is required per unit amount. In a vehicle air-conditioning control device that includes control means for performing drive control of the compressor based on an assumed heat cost that is a fuel consumption amount of the internal combustion engine that is assumed to be,
Priority level determination means for determining the priority level of drivability;
Based on the determined priority, the output of the internal combustion engine can be increased by a predetermined amount from the generated torque of the internal combustion engine that satisfies the current output of the internal combustion engine. A vehicle air-conditioning control apparatus comprising: processing means for performing a process of changing an operation condition of an electronically controlled in-vehicle device that is mechanically connected to a shaft and to which rotational power of the output shaft is transmitted.   The priority level determination means makes the determination based on at least one of an elapsed time from the start of the internal combustion engine, a target value of the passenger compartment temperature, the passenger compartment temperature, and the acceleration frequency of the vehicle. The vehicle air conditioning control device according to claim 1. The priority level determination means determines the priority level of the drivability and the priority level of the air conditioning control in the passenger compartment.
The vehicle air-conditioning control apparatus according to claim 1, wherein the processing unit performs a process of changing the operation condition based on both of the determined priority levels.   The processing means is to change operating conditions of the compressor as an electronically controlled in-vehicle device that is mechanically connected to the output shaft of the internal combustion engine and to which rotational power of the output shaft is transmitted, As a process of changing the operation condition, based on the determined priority, the amount of the generated torque of the internal combustion engine that contributes other than driving the compressor can be increased by a predetermined amount from the current amount. The vehicle air conditioning control apparatus according to any one of claims 1 to 3, wherein a process of limiting a drive control of the compressor by the control means is performed. Applied to a vehicle having an air conditioning system configured to include a compressor that is driven by the power of an internal combustion engine to compress refrigerant, and the amount of heat generated by driving the compressor is required per unit amount. In a vehicle air-conditioning control device that includes control means for performing drive control of the compressor based on an assumed heat cost that is a fuel consumption amount of the internal combustion engine that is assumed to be,
Priority level determination means for determining the priority level of drivability;
An air conditioning control device for a vehicle, comprising: processing means for restricting drive control of the compressor by the control means based on the determined priority. The priority level determination means determines the priority level of the drivability and the priority level of the air conditioning control in the passenger compartment.
6. The vehicular air conditioning control device according to claim 5, wherein the processing means limits the drive control of the compressor based on both of the determined priorities.   The priority level determination means makes the determination based on at least one of an elapsed time from the start of the internal combustion engine, a target value of a passenger compartment temperature, the passenger compartment temperature, and a running state of the vehicle. The vehicle air conditioning control device according to claim 5 or 6. Each of the estimated heat costs when the drive torque of the compressor is provisionally set to a plurality of values different from each other is calculated, and the drive torque corresponding to the estimated heat cost equal to or less than the allowable amount is calculated as the target A target value calculating means for calculating as a value,
The control means controls the drive torque to the target value,
The processing means temporarily sets the process for limiting the drive control so that an amount of the generated torque of the internal combustion engine that contributes to other than the driving of the compressor can be increased by a predetermined amount from a current amount. The vehicle air conditioning control device according to any one of claims 4 to 7, characterized in that a process of providing an upper limit value of the drive torque is performed. As an electronically controlled in-vehicle device that is mechanically connected to the output shaft of the internal combustion engine and transmits the rotational power of the output shaft, an automatic transmission that transmits the rotational power of the output shaft of the internal combustion engine to drive wheels With
The vehicle is provided with a shift control means for controlling a gear ratio of the automatic transmission,
The processing means is a process for changing the operation condition, the shift control means for changing the gear ratio of the automatic transmission to the side of increasing the rotational speed of the output shaft based on the determined priority. The vehicle air conditioning control device according to any one of claims 1 to 4, wherein a process of operating the automatic transmission is performed via a vehicle. For each of the cases where the rotational speed of the output shaft is temporarily set to a plurality of different values that can be realized by changing the transmission ratio, the driving torque of the compressor is temporarily set to a plurality of different values. The estimated heat cost of each of the internal combustion engine is calculated, and an amount of the generated torque of the internal combustion engine that satisfies the current output of the internal combustion engine that contributes to other than driving the compressor can be increased by a predetermined amount, and A calorific value calculating means for calculating the maximum value of the driving torque corresponding to the calculated assumed heat cost being equal to or less than the allowable amount and the amount of heat generated by driving the compressor when the maximum value is reached;
The rotational speed of the output shaft corresponding to the maximum amount of heat among the heat amounts calculated by the heat amount calculation means for each of the cases where the rotational speed of the output shaft is temporarily set is set as the target value of the rotational speed of the output shaft. Means for calculating and calculating the maximum value of the driving torque corresponding to the maximum amount of heat as the target value of the driving torque;
The control means controls the drive torque to a target value of the drive torque,
The processing means is a process of operating the automatic transmission via the shift control means so as to change a gear ratio of the automatic transmission so as to increase the rotation speed of the output shaft to a target value of the rotation speed. The vehicle air conditioning control device according to claim 9, wherein the vehicle air conditioning control device is performed.   The said processing means variably sets the predetermined amount that can be increased based on the running state of the vehicle, or any one of claims 8 to 10. Vehicle air conditioning controller. The control means controls the drive torque of the compressor to its target value,
The gradual change means for gradually changing the target value to the target value after the change when it is determined that the target value is changed is further provided. Air conditioning control device for vehicles. The air conditioning system further includes a heat accumulator that stores heat of the refrigerant,
The said control means performs drive control of the said compressor for storing the heat | fever of the said refrigerant | coolant in the said thermal accumulator based on the said assumption heat cost being less than the allowance. The air conditioning control device for a vehicle according to any one of the above. The air conditioning system further includes a heat accumulator that stores heat of the refrigerant,
The processing means is configured to limit the drive control of the compressor by the control means based on the determined priority.
The vehicle air-conditioning control apparatus according to any one of claims 1 to 13, further comprising a unit that performs air-conditioning control with air cooled by the heat accumulator during a period in which the drive control is limited. .

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