JP2011152855A - Air-conditioning control device for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To solve the problem of becoming unable to properly execute air-conditioning control due to the occurrence of a difference between a specific heat load condition when determining a tolerance (target heat cost) of fuel consumption (supposed heat cost) of an engine 10 supposed to be required per its unit quantity and an actual heat load condition in a state of using a vehicle, on a calorific value (a cold heat generating quantity) generated in a refrigerating cycle by driving of a compressor 18. <P>SOLUTION: An average value is calculated in a predetermined period of a deviation between a specified value of the cold heat generating quantity required for achieving a cooling request and the required actual cold heat generating quantity. A factor (a correction factor) for correcting the target heat cost is variably set in response to the calculated average value. Corrected target heat cost is calculated as a multiplication value of the target heat cost and the correction factor, and driving control of the compressor 18 is executed based on the corrected target heat cost and the supposed heat cost. <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 compresses refrigerant by being driven by the power of an internal combustion engine, and the amount of heat generated by driving the compressor to perform air conditioning control. The vehicle air conditioner is provided with control means for driving and controlling the compressor on the condition that an assumed heat cost, which is a fuel consumption amount of the internal combustion engine assumed to be required per unit amount, is set to be equal to or less than the allowable amount. The present invention relates to a control device.

  For example, as can be seen in Patent Document 1 below, there is known a vehicle air conditioning control device applied to an air conditioning system that includes an engine-driven compressor that compresses refrigerant in a refrigeration cycle. In this control device, control is performed to stop the compressor during acceleration of the vehicle so that the generated torque of the internal combustion engine is used as much as possible for acceleration of the vehicle during acceleration of the vehicle. As a result, the vehicle can be appropriately accelerated.

JP 2006-298042 A

  By the way, a controller that determines the optimum compressor operation amount (driving torque) for air conditioning control is usually from the viewpoint of suppressing an increase in the number of adaptation man-hours, the heat load conditions around a specific vehicle, and the traveling of the vehicle. Designed by setting conditions. However, if the actual heat load condition or the like deviates from the specific heat load condition or the like in a situation where the vehicle is used by the user, the operation amount determined by the controller is appropriate for performing air conditioning control. There is a risk of dislodging.

  The present invention has been made to solve the above-described problems, and an object thereof is to provide a vehicle air-conditioning control apparatus capable of appropriately performing air-conditioning control.

  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 configured to include a compressor that is driven by power of an internal combustion engine to compress refrigerant, and is driven by the compressor to perform air conditioning control. Control means for driving and controlling the compressor on the condition that an assumed heat cost, which is a fuel consumption amount of the internal combustion engine assumed to be required per unit quantity, is equal to or less than an allowable amount of the generated heat quantity In the vehicle air-conditioning control apparatus, the amount of heat required to be generated by driving the compressor or the value of a parameter having a correlation therewith to satisfy a predetermined air-conditioning request, A correction means for correcting the allowable amount based on the deviation is provided.

  In the above invention, the compressor is driven and controlled on condition that the assumed heat cost is less than or equal to the allowable amount, thereby suppressing an increase in fuel consumption of the internal combustion engine accompanying the driving of the compressor for air conditioning control. ing. Here, the allowable amount is usually a specified value of the amount of heat required to be generated by driving the compressor in order to realize a predetermined air conditioning request when setting a specific heat load condition, a vehicle traveling condition, or the like. It is determined by being adapted so that it can be generated. However, in the situation where the vehicle is used by the user, if the actual heat load condition etc. deviates from the specific heat load condition etc., the actual generation that is required by the driving of the compressor to realize the air conditioning request There may be a difference between the amount of heat and the specified value. In this case, depending on the compressor drive control that uses the allowable amount determined based on the specified value, the air conditioning request may not be appropriately realized. In this regard, in the above invention, the deviation between the specified value and the actual value of the amount of heat required to be generated by driving the compressor or a parameter value correlated with the amount of heat to realize a predetermined air conditioning request. The tolerance is corrected based on the above. As a result, the degree to which the allowable amount deviates from an appropriate value for realizing the air conditioning request can be suppressed, and thus the air conditioning control can be appropriately performed.

  According to a second aspect of the present invention, in the first aspect of the invention, the correction unit variably sets the correction amount of the allowable amount in accordance with the deviation.

  When the deviation is large, the degree to which the allowable amount deviates from a value for appropriately realizing a predetermined air conditioning request increases. In view of this point, in the above invention, the correction accuracy of the allowable amount can be improved by correcting the allowable amount in the above aspect.

  The invention described in claim 3 is the invention described in claim 1 or 2, further comprising integrated value calculating means for calculating an integrated value of the value for each deviation, wherein the correcting means adds the calculated integrated value to the calculated integrated value. The allowable amount is corrected on the basis of the corresponding value.

  In the above invention, since the allowable amount is corrected by reflecting the shift history, the correction accuracy of the allowable amount can be further improved.

  The invention according to claim 4 is the invention according to any one of claims 1 to 3, wherein the estimated heat costs when the driving torque of the compressor is temporarily set to a plurality of values different from each other. Means for calculating, and the control means controls the drive torque to the target value, and the drive torque corresponding to the calculated assumed heat cost that is not more than the allowable amount is calculated. It is set as the target value.

  In the above invention, the target value can be set more appropriately by selecting a plurality of values for the driving torque of the compressor as target value candidates and selecting the target value from these values.

  According to a fifth aspect of the invention, in the fourth aspect of the invention, the control means sets the maximum value of the driving torque corresponding to the calculated estimated heat cost that is not more than the allowable amount, as the target. It is set as a value.

  In the above invention, the amount of heat generated by driving the compressor can be increased while suppressing an increase in the fuel consumption of the internal combustion engine accompanying the driving of the compressor, and thus air conditioning control can be appropriately performed. .

  The invention according to claim 6 is the invention according to any one of claims 1 to 5, wherein the parameter value is at least one of an outside air temperature, an outside air humidity, and a solar radiation amount. To do.

  In the above invention, by using the above parameters, it is possible to appropriately grasp the situation where the actual amount of heat required to be generated by driving the compressor deviates from the specified value in order to realize a predetermined air conditioning request.

The system block diagram concerning one Embodiment. The functional block diagram which shows the heat cost control process concerning one Embodiment. The figure which shows the map which prescribes | regulates the fuel consumption rate of the engine concerning one Embodiment. The figure which shows an example of the driving conditions of the vehicle concerning one Embodiment. The flowchart which shows the procedure of the heat cost control process concerning one Embodiment. The time chart which shows the heat cost control process concerning one Embodiment.

  Hereinafter, an 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.

  Each cylinder of the illustrated engine 10 is provided with a fuel injection valve 12 for supplying fuel to the combustion chamber of the engine 10. The energy generated by the combustion of the mixture of fuel and intake air supplied by the fuel injection valve 12 is taken out as rotational power of the output shaft (crankshaft 14) of the engine 10. A crank angle sensor 16 that detects the rotation angle of the crankshaft 14 is provided in the vicinity of the crankshaft 14.

  On the other hand, the air conditioner system includes a compressor 18 that sucks and discharges refrigerant in order to circulate the refrigerant in the refrigeration cycle, a condenser 20, a receiver 22, and an evaporator 24 (evaporator).

  The compressor 18 is a variable displacement compressor capable of continuously and variably setting the refrigerant discharge capacity by an energization operation of an electromagnetically driven control valve (CV18a) provided therein. A pulley (compressor pulley 26) mechanically connected to the drive shaft of the compressor 18 is mechanically connected to the crankshaft 14 via a belt 28 and a crank pulley 30. Under the situation where the rotational power of the crankshaft 14 is transmitted to the compressor 18, the discharge capacity is adjusted by energizing the CV 18a. In the following description, it is assumed that the compressor 18 is driven when the discharge capacity is greater than 0, and the compressor 18 is stopped when the discharge capacity is 0.

  The condenser 20 is a member that exchanges heat between air blown from a fan (not shown) that is rotationally driven by a DC motor or the like, air blown to the condenser 20 as the vehicle travels, and refrigerant discharged from the compressor 18. It is. The receiver 22 is provided for gas-liquid separation of the refrigerant flowing in from the capacitor 20, temporarily storing the separated liquid refrigerant, and supplying only the liquid refrigerant downstream. The liquid refrigerant stored in the receiver 22 is rapidly expanded by the temperature type expansion valve 32 to be mist-like. The mist refrigerant is supplied to an evaporator 24 that cools the air in the passenger compartment. In the evaporator 24, the air blown from a fan (evaporation fan 34) that is rotationally driven by a DC motor or the like exchanges heat between the mist-like refrigerant and part or all of the refrigerant is vaporized. As a result, the air blown from the evaporator fan 34 is cooled, and the cooled air is sent to the vehicle compartment via a blowout port (not shown) provided in the vehicle compartment, thereby cooling the vehicle interior.

  Further, the evaporator 24 is used as a heat accumulator that stores the heat of the refrigerant by a regenerator 36 (for example, paraffin) sealed therein. This is a configuration for storing a surplus amount of heat for cooling generated in the refrigeration cycle during driving of the compressor 18 and using the stored heat for cooling while the compressor 18 is stopped. Specifically, when the compressor 18 is driven, heat of the refrigerant is stored in the evaporator 24 by heat exchange between the refrigerant supplied to the evaporator 24 and the cold storage agent 36. After that, under the situation where the compressor 18 is stopped, the air blown from the evaporator fan 34 and the cool storage agent 36 exchange heat, whereby the blown air is cooled, and the cooled air passes through the outlet. By being sent to the passenger compartment, the passenger compartment is cooled while the compressor 18 is stopped. The refrigerant that has flowed out of the evaporator 24 is sucked into the suction port of the compressor 18.

  An electronic control device (hereinafter referred to as an air conditioner ECU 38) whose operation target is an air conditioner system is configured mainly by a microcomputer including a known CPU, ROM, RAM, and the like. The air conditioner ECU 38 includes an A / C switch 40 that serves as a drive command for the compressor 18 to cool the passenger compartment, an evaporator outlet temperature sensor 42 that detects the temperature of the heat exchanged by the evaporator 24 (evaporator outlet temperature), and an evaporator. 24, an outside air temperature sensor 44 that detects the outside air temperature equal to the temperature of the air before the heat exchange (evacuation inlet temperature), a humidity sensor 46 that detects the humidity of the outside air, a solar radiation sensor 48 that detects the amount of solar radiation, and a vehicle. An output signal from the vehicle speed sensor 50 or the like that detects the traveling speed of the vehicle is input. The air conditioner ECU 38 operates various devices such as the EVA fan 34 and the CV 18a 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 18, cooling control of the passenger compartment, and the like are performed. Here, the drive control of the compressor 18 is performed on the condition that the A / C switch 40 is turned on, and the CV 18a is used to control the current drive torque (actual compressor torque) of the compressor 18 to the target value (target compressor torque). Is performed by energizing operation. Specifically, the command discharge capacity for the compressor 18 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 18a. Convert to current value. By adjusting this drive current value, the actual compressor torque can be controlled to the target compressor torque. Here, the actual compressor torque detects the traveling speed of the vehicle based on the output value of the vehicle speed sensor 50, the outside air temperature based on the output value of the outside air temperature sensor 44, and the refrigerant pressure between the receiver 22 and the temperature type expansion valve 32. What is necessary is just to calculate from the refrigerant | coolant pressure etc. based on the output value of the pressure sensor which is not shown in figure.

  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. An output signal from the crank angle sensor 16 or the like is input to the engine ECU 52. 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.

  Further, the engine ECU 52 and the air conditioner ECU 38 exchange information by performing bidirectional communication. Specifically, the output signal of the A / C switch 40 output from the air conditioner ECU 38, information on the actual compressor torque, and the like are input to the engine ECU 52. On the other hand, the air conditioner ECU 38 receives an output signal of the crank angle sensor 16 output from the engine ECU 52, information on the fuel injection amount, and the like.

  Next, heat cost control performed by the air conditioner ECU 38 according to the present embodiment will be described. The heat cost control is control for suppressing an increase in fuel consumption of the engine 10 due to driving the compressor 18 for cooling control. In this control, first, regarding the amount of heat generated in the refrigeration cycle by driving the compressor 18 (cold heat generation amount), the fuel consumption (assumed heat cost) of the engine 10 assumed to be required per unit amount is calculated. In addition, the allowable amount (target 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 target heat cost, and the drive control of the compressor 18 is performed. Thereby, suppression of the fall of the fuel consumption reduction effect of the engine 10 accompanying the drive of the compressor 18 in cooling control is aimed at. Hereinafter, the heat cost control according to the present embodiment will be described in detail with reference to FIG.

  In FIG. 2, the functional block diagram of the process regarding the heat cost control in this embodiment among the processes which air-conditioner ECU38 performs is shown.

The assumed heat cost calculation unit B1 calculates the assumed heat cost based on the engine rotation speed NE, the generated torque Teng of the engine 10, and the like. Here, the calculation method of the assumed heat cost will be described in detail. The assumed heat cost can be expressed by the following equation (1).
Estimated heat cost [g / kWh] = Required fuel consumption [g / h]
/ {Compressor power at torque T [kW] x COP} (1)
Here, the denominator in the above equation (1) is the amount of heat (cooling capacity) per unit time generated in the refrigeration cycle when the compressor torque Tc is T (> 0). The compressor power in the above equation (1) is calculated as the product of the compressor torque Tc and the engine rotational speed NE, and the engine rotational speed NE may be calculated based on the output value of the crank angle sensor 16. The coefficient of performance COP is a parameter for converting the power of the compressor 18 into the cooling capacity. The coefficient of performance COP may be calculated using, for example, a map created in advance using the outside air temperature, the engine speed NE, and the like as input parameters.

On the other hand, the numerator in the above formula (1) is the amount of increase in fuel consumption per unit time of the engine 10 due to the driving of the compressor 18, and is associated with the generated torque Teng and the engine rotational speed NE shown in FIG. The calculated fuel consumption rate can be calculated using a map. Specifically, first, the generated torque Teng of the engine 10 and the engine rotational speed NE are input, and based on the map, the fuel consumption rate (fuel consumption rate at the time of torque T, “●” in the figure) when the compressor 18 is driven. And the fuel consumption rate when the compressor 18 is stopped (the fuel consumption rate when the torque is 0, indicated by “x” in the figure). Next, each of the pair of fuel consumption rates is multiplied by the engine power calculated as the product of the generated torque Teng of the engine 10 and the engine rotational speed NE at that time, whereby the above-described case where the compressor 18 is driven. The fuel consumption per unit time (fuel consumption at torque T) and the fuel consumption per unit time of the engine 10 (fuel consumption at torque 0) when the compressor 18 is stopped 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 / kWh] =
{Fuel consumption at torque T [g / h]-Fuel consumption at torque 0 [g / h]}
/ {Compressor power at torque T [kW] x COP} (3)
Information on the fuel consumption at the time of torque T and the fuel consumption at the time of torque 0 may be acquired from the engine ECU 52.

  Returning to the description of FIG. 2, the target heat cost calculation unit B <b> 2 is a map in which the target heat cost associated with the outlet temperature Teout is defined using the outlet temperature Teout based on the output value of the outlet temperature sensor 42 as an input parameter. The target heat cost is calculated using (target heat cost calculation map).

  The target compressor torque calculation unit B3 calculates the target compressor torque Tctgt based on the value (the corrected target heat cost) obtained by correcting the target heat cost calculated by the target heat cost calculation unit B2 by a process described later and the assumed heat cost. Is calculated. Specifically, in the present embodiment, the respective assumed heat costs when the compressor torque Tc is provisionally set to a plurality of values different from each other are calculated by the above equation (3). Then, the maximum value of the compressor torque Tc corresponding to the estimated heat cost equal to or less than the corrected target heat cost is calculated as the target compressor torque Tctgt. Thereby, while suppressing the increase in the fuel consumption of the engine 10 due to the driving of the compressor 18, it is possible to increase the cold heat generation amount as much as possible, and to remove the surplus heat amount for cooling generated in the refrigeration cycle as an evaporator 24 can be quickly stored. Note that the compressor torque Tc on the horizontal axis in the figure is 100% when the compressor 18 discharges the refrigerant with the maximum capacity.

  The target heat cost calculation map realizes a predetermined cooling request when the heat generation amount realized by the target compressor torque Tctgt based on the target heat cost sets a specific heat load condition and vehicle running condition. It is created by adapting the target heat cost that can drive the compressor 18 so as to coincide with the specified value (design target heat amount at the time of design) of the cold heat generation amount required. In the present embodiment, it is assumed that the temperature in the passenger compartment does not exceed a predetermined temperature (for example, 25 ° C.) in accordance with a predetermined cooling request. Specifically, the average value of the outlet temperature Teout in a predetermined period (unit cooling period) is set as the target value (target outlet temperature, for example, 4 ° C.), and the absolute amount of fluctuation in the outlet temperature Teout in the unit cooling period is absolute. The value shall be less than or equal to a predetermined value. This is because the evaporator outlet temperature Teout becomes excessively low and condensation is attached to the evaporator 24, causing unpleasant odor due to the occurrence of mold and the like, and the increase in the fluctuation amount of the evaporator outlet temperature Teout. It is set from the viewpoint of suppressing pleasure.

  In the present embodiment, the specific heat load condition and the running condition of the vehicle are the conditions relating to the following (A) to (D) that affect the setting of the target heat cost.

  (A) Vehicle travel speed V: When the vehicle travel speed V decreases, the amount of air blown to the condenser 20 as the vehicle travels decreases, so that the air blown to the condenser 20 and the refrigerant in the condenser 20 Heat exchange is not promoted. When heat exchange is not promoted, the pressure on the high-pressure side of the refrigerant increases, so that the degree of supercooling in the refrigeration cycle decreases, and the amount of cold generated for the same compressor torque decreases. For this reason, it is required to increase the target heat cost for realizing the design target heat amount in order to expand the drive region of the compressor 18 in order to compensate for the insufficient amount of generated cold heat. Therefore, the condition relating to the traveling speed V of the vehicle is adopted as the traveling condition of the specific vehicle. Here, for example, as shown in FIG. 4, the conditions relating to the vehicle running speed V are the EU test conditions for measuring the running speed V of the vehicle in a predetermined running mode (for example, fuel consumption rate, emission, etc.). Mode). Then, when a predetermined traveling mode is set, the target heat cost may be adapted so that the average value of the outlet outlet temperature Teout over the unit cooling period TM becomes the target outlet outlet temperature.

  (B) Outside air temperature (evaporator inlet temperature Tein): When the outside air temperature increases, the amount of cold heat required for the evaporator 24 to lower the evaporator inlet temperature Tein to the target evaporator outlet temperature increases, or the outside air temperature and the vehicle Since the amount of heat (external heat amount) transmitted from the outside to the vehicle due to the temperature difference from the room temperature increases, it is required to increase the design target heat amount. Therefore, the condition regarding the outside air temperature is adopted as the specific heat load condition. Here, the condition regarding the outside air temperature may be a condition that the outside air temperature is a fixed value (for example, 30 ° C.).

  (C) Outside air humidity Hum: When the outside air humidity Hum increases, the amount of cold generation required for the evaporator 24 to lower the temperature of the air by a predetermined temperature increases, so that it is required to increase the design target heat amount. . Therefore, the condition regarding the outside air humidity Hum is adopted as a specific heat load condition. Here, the condition regarding the outside air humidity Hum may be, for example, a condition that the outside air humidity Hum is a fixed value (for example, 60% RH).

  (D) Solar radiation amount Sun: When the solar radiation amount Sun increases, the external heat amount increases, so that it is required to increase the design target heat amount. Therefore, the condition regarding the solar radiation amount Sun is adopted as a specific heat load condition. Here, the condition regarding the solar radiation amount Sun may be a condition that the solar radiation amount is a fixed value (for example, 1 kW / m ^ 2), for example.

  By the way, when the target heat cost calculation map adapted by such a method is used, the conditions (A) to (D) may be different from those at the time of adaptation of the map. In this case, if the target heat cost determined by the map is used, the cooling request may not be satisfied. That is, there is a possibility that the air conditioning control cannot be performed properly by increasing the fluctuation amount of the outlet temperature Tout or by making the average value of the outlet temperature Teout the target outlet temperature. . For this reason, in this embodiment, the correction amount of the target heat cost is calculated in the correction unit BKp as described below, and a process of correcting the target heat cost is performed in the multiplication unit B8 described later. Hereinafter, details of the processing of the correction unit Bkp will be described.

  The actual target heat amount calculation unit B4 is configured to calculate an actual cold heat generation amount (actual target) that is required to realize a predetermined cooling request based on the evaporator inlet temperature Tein, the outside air humidity Hum, the solar radiation amount Sun, and the traveling speed V of the vehicle. Calorie). Here, the actual target heat amount may be calculated using, for example, a map that defines the actual target heat amount associated with these parameters, or a model for calculating the actual target heat amount using these parameters as input.

  The deviation calculating unit B5 calculates a deviation ΔQ between the design target heat amount assumed when the target heat cost calculated by the target heat cost calculating unit B2 is adapted and the calculated actual target heat amount. Specifically, the deviation ΔQ is calculated as a value obtained by subtracting the design target heat quantity from the actual target heat quantity.

  The integrating unit B6 calculates an average value (average deviation amount Σ) of the deviation ΔQ in the unit cooling period. Specifically, the average deviation amount Σ may be calculated by calculating an integrated value of the calculated deviation ΔQ for each unit cooling period and dividing the integrated value by a time corresponding to the unit cooling period. .

  The correction coefficient setting unit B7 variably sets a coefficient (correction coefficient Kp) for correcting the target heat cost calculated by the target heat cost calculation unit B2 according to the average deviation amount Σ. Here, the correction coefficient Kp is set to a larger value as the average deviation amount Σ is larger in proportion to the average deviation amount Σ. This is a setting for avoiding a situation in which the amount of generated heat is insufficient in realizing a predetermined cooling request. That is, as the average deviation amount Σ is larger, the deviation between the design target heat amount and the actual target heat amount is larger, and the amount of cold heat generation for realizing the cooling request is insufficient. For this reason, by variably setting the target heat cost in the above-described mode, it is possible to avoid a situation where the amount of cold heat generation is insufficient by expanding the drive region of the compressor 18 when the amount of cold heat generation is insufficient. It becomes.

  After the correction coefficient Kp is set by a series of processes in the correction unit BKp, the multiplication unit B8 calculates the target after correction as a product of the target heat cost calculated by the target heat cost calculation unit B2 and the correction coefficient Kp. Calculate heat costs.

  FIG. 5 shows a procedure of heat cost control processing according to the present embodiment. This process is repeatedly executed by the air conditioner ECU 38, for example, at a predetermined cycle. In the present embodiment, it is assumed that “1” is stored in the nonvolatile memory (for example, EEPROM) of the air conditioner ECU 38 as the initial value of the correction coefficient Kp.

  In this series of processes, first, in step S10, a process of integrating the deviation ΔQ between the actual target heat amount and the design target heat amount is performed. Specifically, the deviation Δ at the current calculation timing and the deviation ΔQ at the previous calculation timing stored in the memory of the air conditioner ECU 38 are added. The design target heat quantity may be stored in advance in the nonvolatile memory, for example.

  In a succeeding step S12, it is determined whether or not the unit cooling period TM has elapsed. This process is a process for determining whether or not the collection of data for calculating the average deviation amount Σ is completed. The unit cooling period TM is a parameter for making the update cycle of the correction coefficient Kp longer than the update cycle of the target compressor torque Tctgt. With this parameter, the update cycle of the correction coefficient Kp is set to a multiple of the update cycle of the target compressor torque Tctgt (preferably several tens of thousands). This is because if the update cycle of the correction coefficient Kp is short, the fuel consumption reduction effect by the heat cost control is reduced.

  If it is determined in step S12 that the unit cooling period TM has elapsed, the process proceeds to step S14, where the average deviation amount Σ is calculated based on the integrated value of the deviation ΔQ. Then, the correction coefficient Kp is calculated according to the calculated average deviation amount Σ, and the value of the correction coefficient Kp stored in the nonvolatile memory is updated.

  When a negative determination is made in step S12 or when the process of step S14 is completed, the process proceeds to step S16, where the outlet temperature Tout is input, and the target heat cost is calculated using the target heat cost calculation map.

  In the subsequent step S18, the corrected target heat cost is calculated as a product of the correction coefficient Kp and the calculated target heat cost. In step S20, based on the engine speed NE, the generated torque Teng of the engine 10, and the like, the estimated heat costs when the compressor torque Tc is temporarily set to a plurality of different values are calculated.

  In subsequent step S22, it is determined whether or not at least one of the assumed heat costs when temporarily set to the plurality of values is equal to or less than the corrected target heat cost.

  If it is determined in step S22 that each assumed heat cost when provisionally set to the plurality of values exceeds the target heat cost, the process proceeds to step S24 where the target compressor torque Tctgt is set to 0 and the compressor 18 is stopped. . However, when it is determined that the evaporator outlet temperature Teout exceeds the upper limit value Tmax (for example, 9 ° C.) while the compressor 18 is stopped, it is desirable to drive the compressor 18 to reduce the evaporator outlet temperature Teout. .

  On the other hand, if an affirmative determination is made in step S22, the process proceeds to step S26, and the compressor 18 is driven. As described above, this driving process calculates, as the target compressor torque Tctgt, the maximum value of the compressor torque Tc corresponding to the estimated heat cost calculated in the process of step S20 below the corrected target heat cost, The actual compressor torque is controlled to the target compressor torque Tctgt.

  In addition, when the process of step S24, S26 is completed, this series of processes is once complete | finished.

  FIG. 6 shows an example of the heat cost control process according to the present embodiment. Specifically, FIG. 6A shows the transition of the actual target heat amount, FIG. 6B shows the transition of the Eve outlet temperature Teout, FIG. 6C shows the transition of the cold heat generation amount Q, and FIG. d) shows the transition of the average deviation amount Σ, FIG. 6 (e) shows the transition of the correction coefficient Kp, and FIG. 6 (f) shows the transition of the target heat cost.

  As shown by the solid line in the figure, after the time t1, the target heat cost calculated from the target heat cost calculation map realizes a predetermined cooling request by the actual target heat quantity becoming larger than the design target heat quantity. Deviation from the appropriate value above. However, the average deviation amount Σ is calculated as the average value of the deviation ΔQ between the actual target heat amount and the design target heat amount in the unit cooling period TM (time t1 to t2, time t2 to t3 and time t3 to t4), The correction coefficient Kp is updated for each unit cooling period TM according to the average deviation amount Σ, and the target heat cost is corrected. For this reason, the amount Q of cold generation can be increased, and the situation where the outlet temperature Teout exceeds the allowable temperature range defined by the predetermined upper limit value Tmax and the lower limit value Tmin (for example, 1 ° C.) can be avoided.

  On the other hand, in the prior art, as indicated by the dotted line in the figure, the target heat cost is not corrected, so the amount of cold generation Q is insufficient, and the situation where the outlet temperature Teout exceeds the predetermined upper limit value Tmax occurs. .

  As described above, in the present embodiment, by performing drive control of the compressor 18 based on the corrected target heat cost, a predetermined cooling request can be appropriately realized.

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

  (1) The deviation ΔQ for each time between the actual target heat quantity and the design target heat quantity is calculated, and the correction coefficient Kp is variably set according to the average deviation quantity Σ that is the average value of the deviation ΔQ for each time in the unit cooling period. Thereby, it is possible to improve the correction accuracy of the target heat cost calculated from the target heat cost calculation map, and accordingly, the degree to which the target heat cost is deviated from an appropriate value for realizing a predetermined cooling request is suitably obtained. Can be suppressed.

  (2) The corrected target heat cost was calculated as a product of the target heat cost calculated from the target heat cost calculation map and the correction coefficient Kp. Then, the drive control of the compressor 18 was performed based on the calculated target heat cost after correction and the assumed heat cost. Thereby, the said cooling request | requirement can be implement | achieved appropriately and by extension, the comfort of the vehicle interior by cooling control can be improved.

  (3) The estimated heat costs when the compressor torque Tc is temporarily set to a plurality of different values are calculated. Then, the maximum value of the compressor torque Tc corresponding to the calculated assumed heat cost equal to or less than the corrected target heat cost was calculated as the target compressor torque Tctgt, and the drive control of the compressor 18 was performed. Thereby, it is possible to suitably achieve both the rapid generation of the amount of heat generation required for realizing the cooling request and the suppression of the reduction in the fuel consumption reduction effect of the engine 10.

  (4) The evaporator 24 is provided with a cold storage function by enclosing the cold storage agent 36 inside the evaporator 24. As a result, it is possible to supplement the amount of cold heat generated for realizing the cooling request while the compressor 18 is stopped, and to further improve the comfort of the passenger compartment by the air conditioning control.

(Other embodiments)
The above embodiment may be modified as follows.

  -A predetermined cooling request | requirement is not restricted to what was illustrated to the said embodiment. For example, the amount of heat (cold storage amount) stored in the cool storage agent 36 enclosed in the evaporator 24 for cooling control in the passenger compartment may be set as the target value (target cold storage amount) for the cooling request. In this case, when a specific heat load condition or the like is set, the specified value of the amount of generated heat required for setting the target cold storage amount is set as the design target heat amount, and the correction coefficient Kp is set as the actual cold storage amount as the target. What is necessary is just to variably set according to the average value in the unit cooling period of the deviation of the calorie | heat amount requested | required in order to set it as the cold storage amount, and the design target heat amount. In addition, what is necessary is just to estimate actual cool storage amount based on the refrigerant | coolant temperature of the inlet_port | entrance and the exit of the evaporator 24, a refrigerant | coolant flow volume, etc. FIG.

  The vehicle running condition setting method that is assumed when the target heat cost calculated by the target heat cost calculation unit B2 is adapted is not limited to that exemplified in the above embodiment. For example, the traveling condition may be a condition that the traveling speed V of the vehicle is a predetermined speed.

  -The target heat cost correction method is not limited to that exemplified in the above embodiment. For example, the ratio between the integrated value of the deviation ΔQ between the actual target heat amount and the design target heat amount and the correction coefficient Kp may be variably set. Here, for example, if the ratio of the correction coefficient Kp to the integrated value is increased as the integrated value increases, the controllability of the cooling request can be improved. Further, for example, when it is determined that the average deviation amount Σ is a positive or negative value, the target heat cost may be corrected by adding or subtracting a predetermined value (> 0) set in advance to the target heat cost. .

  -The method of grasping the difference between the actual target heat amount and the design target heat amount is not limited to the method using the average deviation amount Σ. For example, the deviation may be grasped based on the deviation ΔQ between the actual target heat amount and the design target heat amount for each unit cooling period TM. This is in view of the fact that the outside air temperature and the outside air humidity do not change suddenly. Further, for example, instead of the deviation between the actual target heat amount and the design target heat amount, at least one of the outside air temperature, the outside air humidity, and the solar radiation amount is a specified value (a value set under a specific heat load condition or the like). And based on the deviation from the actual value. Specifically, for example, it may be grasped based on the average value in the unit cooling period TM of the deviation between the prescribed value of the solar radiation amount and the actual value.

  The parameter associated with the target heat cost in the target heat cost calculation map is not limited to the exhaust outlet temperature Teout. For example, in addition to the exhaust outlet temperature Teout, it may be associated with the outside air temperature, the outside air humidity, or the like. Even in such a case, by including a parameter other than the parameter associated with the target heat cost in the parameter for calculating the actual target heat amount (correction coefficient Kp), the effect according to the embodiment can be obtained. it can.

  In the above embodiment, the compressor 18 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, an electromagnetic clutch that transmits (on) or shuts off (off) the rotational power of the crankshaft 14 from the crankshaft 14 to the drive shaft of the compressor 18 by an energization operation may be provided. Here, the heat cost control process may be a process of turning on the compressor 18 on condition that the assumed heat cost is equal to or less than the corrected target heat cost, for example.

  The evaporator 24 is not limited to the one provided with the cold storage function, and may be one not provided with this function. Moreover, although the evaporator 24 and the heat storage were integrated, it is not restricted to this, For example, you may further provide the heat storage with which the cool storage agent 36 was enclosed separately from the evaporator 24 in an air conditioning system. In this case, a heat accumulator may be connected between the evaporator 24 and the suction port of the compressor 18, or the evaporator 24 and the heat accumulator may be connected in parallel.

  The method for calculating the target compressor torque is not limited to the one exemplified in the above embodiment. For example, an arbitrary compressor torque Tc corresponding to the estimated heat cost equal to or lower than the corrected target heat cost may be calculated as the target compressor torque Tctgt. Here, the target compressor torque Tctgt may be calculated as appropriate according to the fuel efficiency reduction effect of the engine 10 and the comfort demands due to the cooling control while the compressor 18 is stopped.

  -Vehicles to which the present invention is applied are not limited to those exemplified in the above embodiment. For example, you may apply to the vehicle in which idle stop control is performed. In this case, the predetermined cooling request may be set such that, for example, the outlet temperature Teout does not exceed a predetermined temperature during the period in which the engine 10 is automatically stopped.

  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, a predetermined air conditioning requirement may be set such that the relative humidity of the window glass on the vehicle interior side is not more than a predetermined value.

  DESCRIPTION OF SYMBOLS 10 ... Engine, 18 ... Compressor, 24 ... Evaporator, CV18a ... Control valve, 36 ... Cold storage agent, 38 ... Air-conditioner ECU (one Embodiment of the air-conditioning control apparatus for vehicles).

Claims (6)

Applied to a vehicle having an air conditioning system configured to have a compressor driven by the power of an internal combustion engine to compress refrigerant, and the unit of heat generated by driving the compressor for air conditioning control In a vehicle air-conditioning control apparatus comprising control means for driving and controlling the compressor on the condition that an assumed heat cost, which is a fuel consumption amount of an internal combustion engine assumed to be required per unit quantity, is set to be equal to or less than the allowable amount,
For the amount of heat required to be generated by driving the compressor or the value of a parameter having a correlation therewith in order to realize a predetermined air conditioning requirement, the allowable amount is determined based on the deviation between the specified value and the actual value. A vehicle air-conditioning control device comprising correction means for correcting.   The vehicle air conditioning control device according to claim 1, wherein the correction unit variably sets the correction amount of the allowable amount in accordance with the deviation. Further comprising an integrated value calculating means for calculating an integrated value of the value for each deviation.
The vehicle air-conditioning control apparatus according to claim 1, wherein the correction unit corrects the allowable amount based on a value corresponding to the calculated integrated value. Means for calculating the estimated heat costs of each of the compressors when the driving torque of the compressor is temporarily set to a plurality of different values;
The control means controls the drive torque to the target value, and sets the drive torque corresponding to the calculated estimated heat cost that is not more than the allowable amount as the target value. The vehicle air-conditioning control apparatus according to any one of claims 1 to 3.   5. The vehicle according to claim 4, wherein the control unit sets, as the target value, a maximum value of a driving torque corresponding to the calculated estimated heat cost that is equal to or less than the allowable amount. Air conditioning control device.   The vehicle air conditioning control device according to any one of claims 1 to 5, wherein the parameter value is at least one of an outside air temperature, an outside air humidity, and a solar radiation amount.

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