JP2013010507A - Control apparatus of vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a control apparatus of a vehicle that preferentially supplies heat generated in an internal combustion engine to a part that requires supply of heat at a low temperature in the vehicle excluding a vehicle cabin.SOLUTION: An electronic control unit prohibits drive of a blower 21 of an air-conditioning device 18 until a catalyst is completely warmed-up from the start of engine 1. After the warm-up of the catalyst, the electronic control unit maintains prohibition of drive of the blower 21 when a temperature of a coolant of the engine 1 is lower than a warm-up temperature of the engine 1, while the electronic control unit heats a seat heater 19 for heating a vehicle cabin using a heat source other than the engine 1 if heating is requested while the drive of the blower 21 is prohibited. When the catalyst is completely warmed-up and the temperature of the coolant of the engine 1 is equal to or higher than the warm-up temperature, the electronic control unit allows the drive of the blower 21.

Description

  The present invention relates to a vehicle control device.

  2. Description of the Related Art Conventionally, in a vehicle such as an automobile, a heat exchange device that performs heat exchange with the engine is provided for cooling an internal combustion engine that is a prime mover, and heat transferred from the engine to the heat exchange device. There is provided an air conditioner that heats the interior of the vehicle.

  The heat exchange device circulates a heat exchange fluid in a circulation path provided so as to pass through the internal combustion engine, and performs heat exchange between the heat exchange fluid and the internal combustion engine. When the internal combustion engine is at a high temperature, the engine is cooled through heat exchange between the heat exchange fluid and the internal combustion engine. In addition, the air conditioner includes a blower that is driven to send warm air into the passenger compartment, and air passes through a heat exchanger provided in the middle of a circulation path in the heat exchange device through the drive of the blower. Then, the air after heat exchange with the heat exchange fluid in the heat exchanger is sent into the vehicle interior. Therefore, when the blower is driven based on a heating request and an air flow is generated, the air passes through the heat exchanger and is heated by the heat exchange fluid, and then sent to the passenger compartment, thereby heating the passenger compartment. To be done.

  Further, immediately after starting the internal combustion engine from a cold state, the temperature of the heat exchange fluid in the circulation path in the heat exchange device is low, so that the blower is driven based on the heating request and air passes through the heat exchanger. Even so, the air cannot be effectively warmed by the heat exchange fluid. Therefore, even if the air that has passed through the heat exchanger is sent into the vehicle interior, the vehicle interior cannot be heated thereby, and the comfort of the vehicle interior decreases, such as the passenger feeling cold.

  For this reason, as shown in Patent Document 1, a seat heater that generates heat based on a heat source different from that of the internal combustion engine, for example, an electrothermal seat heater that generates heat when energized, is provided, and the temperature of the heat exchange fluid in the circulation path When the temperature is low, it has been proposed to warm the occupant with the seat heater without driving the blower of the air conditioner even if there is a heating request. In this case, even if warm air cannot be sent to the vehicle interior by the air conditioner (blower) because the temperature of the heat exchange fluid in the circulation path is low, the passenger is heated by the seat heater to heat the vehicle interior. Therefore, it can suppress that the comfort in a vehicle interior falls.

  When the temperature of the internal combustion engine becomes high and the temperature of the heat exchange fluid in the circulation path that exchanges heat with the engine becomes high enough to be used for heating the passenger compartment, the blower of the air conditioner is driven to warm the passenger compartment. Wind is sent, and the vehicle interior is heated. On the other hand, energization of the seat heater is stopped and heat generation is stopped. As described above, by stopping and driving the blower and energizing and de-energizing the seat heater, the occupant is warmed based on the heating request without driving the blower unnecessarily or heating the seat heater unnecessarily. Will be able to.

Japanese Utility Model Laid-Open No. 5-18909 (paragraphs [0032] to [0036])

  By the way, in recent vehicles, the internal combustion engine has been improved in thermal efficiency by downsizing, automatic stop and restart, and the heat generated from the internal combustion engine is reduced. Sometimes there will be parts that need to be supplied with heat.

  For example, an exhaust system of an internal combustion engine mounted on a vehicle is provided with a catalyst for purifying exhaust gas. In order to maximize the exhaust gas purification capability of such a catalyst, the catalyst bed temperature, which is the temperature of the catalyst, is set. It is necessary to complete the catalyst warm-up by raising the activation temperature to activate the catalyst. However, in the above-mentioned vehicle that generates a small amount of heat from the internal combustion engine, the exhaust temperature of the engine tends to be low. Therefore, depending on the outside air temperature or the operation state of the internal combustion engine, the catalyst bed temperature is set to the activation temperature or higher. If this is the case, it may not be possible to complete the catalyst warm-up.

  In the vehicle, a transmission is connected to the output shaft of the internal combustion engine, and the rotation of the internal combustion engine is transmitted to the wheels via the transmission. Transmission oil is used for this transmission, and when the oil temperature of the transmission oil reaches a certain value (for example, temperature t1) with respect to the normal temperature when the engine is stopped, the transmission state of the internal combustion engine is reduced. It will be in the state which contributes to fuel consumption improvement. Therefore, in order to improve the fuel efficiency of the internal combustion engine, heat exchange is performed between the heat exchange fluid in the circulation path in the heat exchange device provided in the vehicle and the transmission oil, and the oil temperature of the transmission oil is set to It is conceivable to maintain the temperature at or above t1. However, in the above-mentioned vehicle that generates little heat from the internal combustion engine, the temperature of the heat exchange fluid that rises due to heat exchange with the engine tends to be low. There is a possibility that the oil temperature of the oil cannot be set to the temperature t1 or more.

  Furthermore, lubricating oil is used in an internal combustion engine mounted on a vehicle, and the lubricating oil has a viscosity when the oil temperature reaches a certain value (for example, temperature t2) to a room temperature when the engine is stopped. Decreases, the rotational resistance of the internal combustion engine is reduced, and the fuel efficiency of the engine becomes effective. Therefore, in order to improve the fuel consumption of the internal combustion engine, heat exchange is performed between the heat exchange fluid in the circulation path in the heat exchange device provided in the vehicle and the lubricating oil, and the oil temperature of the lubricating oil is set to the above-described temperature. It is conceivable to maintain the temperature at or above t2. However, in the above-mentioned vehicle that generates little heat from the internal combustion engine, the temperature of the heat exchange fluid that rises in temperature due to heat exchange with the engine tends to be low. There is a possibility that the oil temperature of the lubricating oil in cannot be set to the temperature t2 or higher.

  Therefore, in the vehicle, the catalyst in the exhaust system of the internal combustion engine, the transmission oil of the transmission, the lubricating oil of the internal combustion engine, and the like correspond to portions that need to be supplied with heat at a low temperature other than the passenger compartment.

  When the technique of Patent Document 1 is applied to such a vehicle, heat generated in the internal combustion engine can be preferentially supplied to the passenger compartment, but the vehicle needs to be supplied with heat at a low temperature outside the passenger compartment. The heat of the internal combustion engine cannot be preferentially supplied to the part. This is because, when there is a heating request, when the temperature of the heat exchange fluid becomes high enough to be used for heating the passenger compartment due to the heat generated in the internal combustion engine, the air heated by the internal combustion engine as a heat source is driven by the blower of the air conditioner Is sent to the passenger compartment. That is, the heat generated in the internal combustion engine is preferentially supplied to the passenger compartment via the heat exchange fluid and the air, and the vehicle needs to be supplied with heat at a low temperature other than the passenger compartment. Heat generated in the internal combustion engine is less likely to be supplied to the catalyst, transmission oil, lubricating oil, and the like.

  And in the above-mentioned vehicle, it is necessary to receive heat at a low temperature outside the passenger compartment, that is, when heat generated in the internal combustion engine is not preferentially supplied to the catalyst, transmission oil, lubricating oil, etc. The temperature is lowered and the improvement of fuel consumption and exhaust emission of the internal combustion engine is hindered.

  An object of the present invention is to provide a vehicle control device that can preferentially supply heat generated in an internal combustion engine to a portion of the vehicle that needs to supply heat at a low temperature other than the passenger compartment. .

  In one aspect of a vehicle control apparatus for solving the above-described problem, a catalyst that is provided in an exhaust system of an internal combustion engine mounted on a vehicle and purifies exhaust gas, and a circulation path that is provided so as to pass through the internal combustion engine. A heat exchange device that circulates a heat exchange fluid in the circulation path to exchange heat between the fluid and the internal combustion engine, a heat exchanger provided in the middle of the circulation path, and a heating request An air conditioner that is driven on the basis of the heat exchanger and generates a flow of air that passes through the heat exchanger, and that sends the air heated by heat exchange with the heat exchange fluid in the heat exchanger into the vehicle interior; Is provided. The control device includes a prohibiting unit that prohibits the drive of the blower from the start of the internal combustion engine until the warm-up of the catalyst is completed.

  The vehicle is equipped with heat generating means for generating heat so as to heat the vehicle interior using a heat source different from the internal combustion engine. The prohibiting means prohibits the drive of the blower after the catalyst warm-up is complete and when the temperature of the heat exchange fluid is lower than the engine warm-up completion temperature at which it can be determined that the internal combustion engine is warmed up. When the heating request is made while the blower is prohibited, the heating means is caused to generate heat, the catalyst warm-up is completed, and the temperature of the heat exchange fluid is equal to or higher than the engine warm-up completion temperature. Based on the above, the drive of the blower is permitted.

  Furthermore, the air conditioner is configured to set a target temperature of air sent into the vehicle interior by driving the blower based on an outside air temperature, an actual interior temperature of the vehicle interior, and a set temperature in the vehicle interior set by a passenger. A target blowing temperature that is a value is set, and the amount of heat exchange between the air and the heat exchange fluid in the heat exchanger is made variable based on the target blowing temperature. The prohibiting unit determines that there is a heating request when the target blowing temperature is equal to or higher than a predetermined heating request determination value, and causes the heat generating unit to generate heat, and the target blowing temperature is less than the heating request determination value. At a certain time, it is determined that there is no heating request, and the heat generation by the heat generating means is stopped.

  Further, the prohibiting means determines that the temperature of the heat exchange fluid is equal to or higher than the engine warm-up completion temperature based on the temperature of the heat exchange fluid being equal to or higher than the engine warm-up determination value, and drives the blower. Allow. The engine warm-up determination value is greater when the heating means is generating heat based on the determination that there is a heating request than when the heating means is stopped based on the determination that there is no heating request. Set to a higher value.

  According to the above configuration, when the internal combustion engine is started, drive of the blower is prohibited even if there is a heating request until the catalyst warm-up is completed thereafter. When the drive of the blower is prohibited, heat exchange with the heat exchange fluid in the heat exchanger provided in the circulation path of the air flowing through the drive of the blower is suppressed. Therefore, after the heat generated in the internal combustion engine is supplied to the heat exchange fluid, it is suppressed from being supplied into the vehicle compartment via the air, and the temperature of the internal combustion engine and the heat exchange fluid is quickly increased. It becomes. And if the temperature of an internal combustion engine and a heat exchange fluid rises rapidly, the exhaust temperature of the engine will become high and heat will be efficiently supplied with respect to a catalyst via the exhaust of the engine. This means that heat generated in the internal combustion engine is preferentially supplied via exhaust to a catalyst that is a part of the vehicle that needs to supply heat at a low temperature outside the passenger compartment. Since the heat generated in the internal combustion engine can be preferentially supplied to the catalyst in this way, the catalyst bed temperature quickly rises to the activation temperature after the start of the internal combustion engine, and the warming up of the catalyst is completed It becomes. Therefore, after the start of the internal combustion engine, the catalyst bed temperature is not increased to the activation temperature, in other words, the completion of the catalyst warm-up is not delayed, and the delay in improving the exhaust emission of the internal combustion engine can be suppressed. .

  Further, when the drive of the blower in the air conditioner is prohibited, heat generated in the internal combustion engine is preferentially supplied to the catalyst and the heat exchange fluid. As a result, warming up of the catalyst and warming up of the internal combustion engine can be completed at an early stage after the start of engine starting, and exhaust emission improvement of the engine can be improved. In addition, when a heating request is made while the blower is prohibited, the passenger compartment is heated through the heat generated by the heat generating means. Decreasing is suppressed. When it is determined that the catalyst warm-up is completed and the temperature of the heat exchange fluid is equal to or higher than the engine warm-up completion temperature, in other words, the preferential supply of the internal combustion engine heat to the catalyst and the heat exchange fluid is completed. When the heat exchange fluid can be used for heating the passenger compartment, the blower is allowed to be driven. As a result, it becomes possible to heat the vehicle interior by sending warm air into the vehicle interior by driving the blower. As described above, it is possible to suppress a decrease in the comfort in the passenger compartment while improving the exhaust emission of the internal combustion engine.

  In addition, the presence or absence of a heating request can be appropriately determined, and the heat generating means that generates heat and stops heat generation depending on the presence or absence of the heating request generates heat in vain or does not generate heat when necessary. It can be prevented from occurring.

  Also, when the heating means is generating heat based on the determination that there is a heating request, the temperature of the heat exchange fluid is higher after the start of the engine than when the heating means stops generating heat based on the determination that there is no heating request. Otherwise, the prohibition of the drive of the blower is canceled and the drive of the blower is not permitted. This means that after starting the engine, the heat generated in the internal combustion engine is supplied more preferentially to the heat exchange fluid than to the passenger compartment. Accordingly, after the engine starts, the temperature of the heat exchange fluid is increased more quickly, and the internal combustion engine is also warmed up more rapidly. Further, even if the heat generated in the internal combustion engine is more preferentially supplied to the heat exchange fluid than the passenger compartment as described above, the heat generating means generates heat and heats the passenger compartment at that time. It is suppressed that the comfort in the passenger compartment decreases due to feeling cold.

  In another aspect of the vehicle control device for solving the above-described problem, the vehicle includes a transmission connected to an output shaft of an internal combustion engine mounted on the vehicle, and a circulation path provided so as to pass through the internal combustion engine. By circulating the heat exchange fluid in the circulation path, heat is exchanged between the heat exchange fluid and the internal combustion engine, and heat is also exchanged between the fluid and the transmission oil of the transmission. A heat exchanger provided in the middle of the circulation path, and a blower that is driven based on a heating request and causes a flow of air passing through the heat exchanger, the heat exchange in the heat exchanger An air conditioner that sends the air heated by heat exchange with a fluid into a vehicle interior is provided. The control device includes a prohibiting unit that prohibits the drive of the blower from the start of the internal combustion engine until the oil temperature of the transmission oil reaches a determination value that can set the transmission to a driving state that contributes to improving the fuel consumption of the internal combustion engine. .

  The vehicle is equipped with heat generating means for generating heat so as to heat the vehicle interior using a heat source different from the internal combustion engine. The prohibiting means is after the oil temperature of the transmission oil reaches the determination value, and when the temperature of the heat exchange fluid is lower than an engine warm-up completion temperature at which it can be determined that the internal combustion engine has been warmed-up. The prohibition of driving of the blower is maintained, and when the heating request is made during the prohibition of driving of the blower, the heating means is caused to generate heat, the oil temperature of the transmission oil reaches the determination value, and the temperature of the heat exchange fluid is The blower is allowed to be driven based on the fact that the engine warm-up completion temperature is exceeded.

  Furthermore, the air conditioner is configured to set a target temperature of air sent into the vehicle interior by driving the blower based on an outside air temperature, an actual interior temperature of the vehicle interior, and a set temperature in the vehicle interior set by a passenger. A target blowing temperature that is a value is set, and the amount of heat exchange between the air and the heat exchange fluid in the heat exchanger is made variable based on the target blowing temperature. The prohibiting unit determines that there is a heating request when the target blowing temperature is equal to or higher than a predetermined heating request determination value, and causes the heat generating unit to generate heat, and the target blowing temperature is less than the heating request determination value. At a certain time, it is determined that there is no heating request, and the heat generation by the heat generating means is stopped.

  Further, the prohibiting means determines that the temperature of the heat exchange fluid is equal to or higher than the engine warm-up completion temperature based on the temperature of the heat exchange fluid being equal to or higher than the engine warm-up determination value, and drives the blower. Allow. The engine warm-up determination value is greater when the heating means is generating heat based on the determination that there is a heating request than when the heating means is stopped based on the determination that there is no heating request. Set to a higher value.

  According to the above configuration, when the internal combustion engine is started, the drive of the blower is prohibited even if there is a heating request until the oil temperature of the transmission oil subsequently rises and reaches the determination value. When the drive of the blower is prohibited, heat exchange with the heat exchange fluid in the heat exchanger provided in the circulation path of the air flowing through the drive of the blower is suppressed. Therefore, after the heat generated in the internal combustion engine is supplied to the heat exchange fluid, it is suppressed from being supplied into the vehicle compartment via the air, and the temperature of the internal combustion engine and the heat exchange fluid is quickly increased. It becomes. When the temperatures of the internal combustion engine and the heat exchange fluid rise quickly, heat is efficiently supplied from the heat exchange fluid to the transmission oil that exchanges heat with the heat exchange fluid. This means that heat generated in the internal combustion engine is preferentially supplied via a heat exchange fluid to transmission oil, which is a part of the vehicle that needs to supply heat at a low temperature outside the passenger compartment. To do. Since the heat generated in the internal combustion engine can be preferentially supplied to the transmission oil in this way, the oil temperature of the transmission oil quickly rises to a determination value after the start of the internal combustion engine, whereby the transmission is The driving state contributes to the improvement of fuel consumption of the internal combustion engine. Therefore, after the start of the internal combustion engine, the oil temperature of the transmission oil rises to the determination value, in other words, the transmission device is not delayed until the driving state is reached, and the fuel efficiency of the internal combustion engine is improved by the delay. It is possible to suppress the obstruction.

  Further, when the drive of the blower in the air conditioner is prohibited, the heat generated in the internal combustion engine is preferentially supplied to the transmission oil and the heat exchange fluid. As a result, the oil temperature of the transmission oil is raised to the above-described determination value at an early stage after the start of the engine, thereby setting the transmission to a driving state that contributes to improving the fuel consumption of the internal combustion engine and completing the warm-up of the internal combustion engine. it can. As a result, the fuel efficiency of the engine can be improved early after the start of the internal combustion engine. In addition, when a heating request is made while the blower is prohibited, the passenger compartment is heated through the heat generated by the heat generating means. Decreasing is suppressed. When the oil temperature of the transmission oil reaches the determination value and the temperature of the heat exchange fluid is equal to or higher than the engine warm-up completion temperature, the preferential supply of the internal combustion engine heat to the transmission oil and the heat exchange fluid is completed. Thus, the heat of the heat exchange fluid can be used for heating the passenger compartment. In such a situation, the drive of the blower is permitted, and it becomes possible to heat the vehicle interior by sending warm air into the vehicle interior by driving the blower. As described above, it is possible to suppress a decrease in the comfort in the passenger compartment while improving the fuel efficiency of the internal combustion engine.

  In addition, the presence or absence of a heating request can be appropriately determined, and the heat generating means that generates heat and stops heat generation depending on the presence or absence of the heating request generates heat in vain or does not generate heat when necessary. It can be prevented from occurring.

  Also, when the heating means is generating heat based on the determination that there is a heating request, the temperature of the heat exchange fluid is higher after the start of the engine than when the heating means stops generating heat based on the determination that there is no heating request. Otherwise, the prohibition of the drive of the blower is canceled and the drive of the blower is not permitted. This means that after starting the engine, the heat generated in the internal combustion engine is supplied more preferentially to the heat exchange fluid than to the passenger compartment. Accordingly, after the engine starts, the temperature of the heat exchange fluid is increased more quickly, and the internal combustion engine is also warmed up more rapidly. Further, even if the heat generated in the internal combustion engine is more preferentially supplied to the heat exchange fluid than the passenger compartment as described above, the heat generating means generates heat and heats the passenger compartment at that time. It is suppressed that the comfort in the passenger compartment decreases due to feeling cold.

  According to still another aspect of the vehicle control apparatus for solving the above-described problem, the vehicle includes a circulation path provided so as to pass through the internal combustion engine, and the heat exchange fluid in the circulation path is circulated to thereby provide the heat. A heat exchange device that exchanges heat between the exchange fluid and the internal combustion engine and also exchanges heat between the fluid and the lubricating oil of the internal combustion engine, and a heat exchanger provided in the middle of the circulation path And a blower that is driven based on a heating request and causes a flow of air passing through the heat exchanger, and sends the air heated by heat exchange with the heat exchange fluid in the heat exchanger into the vehicle interior An air conditioner is provided. The control device includes prohibiting means for prohibiting the drive of the blower from the start of the internal combustion engine until the oil temperature of the lubricating oil of the engine reaches a determination value capable of efficiently driving the engine.

  The vehicle is equipped with heat generating means for generating heat so as to heat the vehicle interior using a heat source different from the internal combustion engine. The prohibiting means is after the oil temperature of the lubricating oil reaches the determination value, and when the temperature of the heat exchange fluid is lower than the engine warm-up completion temperature at which it can be determined that the internal combustion engine has been warmed-up The prohibition of driving of the blower is maintained, and when the heating request is made during the prohibition of driving of the blower, the heating means is caused to generate heat, the oil temperature of the lubricating oil reaches the determination value, and the temperature of the heat exchange fluid is The blower is allowed to be driven based on the fact that the engine warm-up completion temperature is exceeded.

  Furthermore, the air conditioner is configured to set a target temperature of air sent into the vehicle interior by driving the blower based on an outside air temperature, an actual interior temperature of the vehicle interior, and a set temperature in the vehicle interior set by a passenger. A target blowing temperature that is a value is set, and the amount of heat exchange between the air and the heat exchange fluid in the heat exchanger is made variable based on the target blowing temperature. The prohibiting unit determines that there is a heating request when the target blowing temperature is equal to or higher than a predetermined heating request determination value, and causes the heat generating unit to generate heat, and the target blowing temperature is less than the heating request determination value. At a certain time, it is determined that there is no heating request, and the heat generation by the heat generating means is stopped.

  Further, the prohibiting means determines that the temperature of the heat exchange fluid is equal to or higher than the engine warm-up completion temperature based on the temperature of the heat exchange fluid being equal to or higher than the engine warm-up determination value, and drives the blower. Allow. The engine warm-up determination value is greater when the heating means is generating heat based on the determination that there is a heating request than when the heating means is stopped based on the determination that there is no heating request. Set to a higher value.

  According to the above configuration, when the internal combustion engine is started, drive of the blower is prohibited even if there is a heating request until the temperature of the lubricating oil in the internal combustion engine subsequently rises and reaches the determination value. The When the drive of the blower is prohibited, heat exchange with the heat exchange fluid in the heat exchanger provided in the circulation path of the air flowing through the drive of the blower is suppressed. Therefore, after the heat generated in the internal combustion engine is supplied to the heat exchange fluid, it is suppressed from being supplied into the vehicle compartment via the air, and the temperature of the internal combustion engine and the heat exchange fluid is quickly increased. It becomes. When the temperatures of the internal combustion engine and the heat exchange fluid rise quickly, heat is efficiently supplied from the heat exchange fluid to the lubricating oil that exchanges heat with the heat exchange fluid. This means that the heat generated in the internal combustion engine is preferentially supplied via the heat exchange fluid to the lubricating oil, which is a part of the vehicle that needs to supply heat at a low temperature outside the passenger compartment. To do. Since the heat generated in the internal combustion engine can be preferentially supplied to the lubricating oil in this way, the oil temperature of the lubricating oil quickly rises to a determination value after the start of the internal combustion engine, whereby the internal combustion engine It is in a state where it can be driven efficiently. Specifically, as the oil temperature of the lubricating oil rises to the above judgment value, the viscosity of the lubricating oil decreases, and accordingly, the rotational resistance due to the lubricating oil of the internal combustion engine decreases, so the engine is driven efficiently. It becomes a possible state. Therefore, after the start of the internal combustion engine, the oil temperature of the lubricating oil rises to the determination value, in other words, the state in which the internal combustion engine can be driven efficiently is not delayed. It can suppress that the fuel consumption improvement of an internal combustion engine is prevented.

  Further, when the drive of the blower in the air conditioner is prohibited, the heat generated in the internal combustion engine is preferentially supplied to the lubricating oil and the heat exchange fluid. As a result, the oil temperature of the lubricating oil of the internal combustion engine is raised to the above judgment value early after the start of the engine, and the engine can be driven efficiently, specifically, the viscosity of the lubricating oil is lowered to reduce the viscosity of the internal combustion engine. It is possible to reduce the rotational resistance due to the lubricating oil of the engine and to complete the warm-up of the internal combustion engine. As a result, the fuel efficiency of the engine can be improved early after the start of the internal combustion engine. In addition, when a heating request is made while the blower is prohibited, the passenger compartment is heated through the heat generated by the heat generating means. Decreasing is suppressed. When the oil temperature of the lubricating oil reaches the determination value and the temperature of the heat exchange fluid is equal to or higher than the engine warm-up completion temperature, the preferential supply of the internal combustion engine heat to the lubricating oil and the heat exchange fluid is completed. Thus, the heat of the heat exchange fluid can be used for heating the passenger compartment. In such a situation, the drive of the blower is permitted, and it becomes possible to heat the vehicle interior by sending warm air into the vehicle interior by driving the blower. As described above, it is possible to suppress a decrease in the comfort in the passenger compartment while improving the fuel efficiency of the internal combustion engine.

  In addition, the presence or absence of a heating request can be appropriately determined, and the heat generating means that generates heat and stops heat generation depending on the presence or absence of the heating request generates heat in vain or does not generate heat when necessary. It can be prevented from occurring.

  Also, when the heating means is generating heat based on the determination that there is a heating request, the temperature of the heat exchange fluid is higher after the start of the engine than when the heating means stops generating heat based on the determination that there is no heating request. Otherwise, the prohibition of the drive of the blower is canceled and the drive of the blower is not permitted. This means that after starting the engine, the heat generated in the internal combustion engine is supplied more preferentially to the heat exchange fluid than to the passenger compartment. Accordingly, after the engine starts, the temperature of the heat exchange fluid is increased more quickly, and the internal combustion engine is also warmed up more rapidly. Further, even if the heat generated in the internal combustion engine is more preferentially supplied to the heat exchange fluid than the passenger compartment as described above, the heat generating means generates heat and heats the passenger compartment at that time. It is suppressed that the comfort in the passenger compartment decreases due to feeling cold.

  In each aspect of the vehicle control device, the air conditioner can be switched between a normal mode and an economy mode through a switching operation by a vehicle occupant, and the engine warm-up determination value is the normal mode and the economy. It is possible to adopt a mode in which a variable setting is made based on switching to a mode and a higher value is set when switching to the economy mode than when switching to the normal mode.

  According to this configuration, when the economy mode is selected according to the will of the passenger, the blower is prohibited from being driven unless the temperature of the heat exchange fluid becomes higher than that in the normal mode after the start of the engine. It is released and the drive of the blower is not permitted. This means that after starting the engine, the heat generated in the internal combustion engine is supplied more preferentially to the heat exchange fluid than to the passenger compartment. Accordingly, after the engine starts, the temperature of the heat exchange fluid is increased more quickly, and the internal combustion engine is also warmed up more rapidly.

BRIEF DESCRIPTION OF THE DRAWINGS Schematic which shows schematically the structure of the motor vehicle in 1st Embodiment. The schematic diagram which shows the engine mounted in the motor vehicle of FIG. The flowchart which shows the heating control procedure of 1st Embodiment. The graph which shows the relationship between the cooling water temperature in an air-conditioner auto mode, and a blower air volume. The flowchart which shows the execution procedure of an engine warm-up determination value variable and seat heater control process. (A)-(c) is a time chart which shows the influence on the transition of the cooling water temperature by changing the engine warm-up determination value, the transition of the blower air volume, and the transition of the temperature in the passenger compartment. The flowchart which shows the heating control procedure of 2nd Embodiment. The flowchart which shows the heating control procedure of 3rd Embodiment. (A)-(c) is a time chart which shows the transition of the cooling water temperature by the presence or absence of temperature fall suppression control, and the difference of transition of an engine speed. The flowchart which shows the heating control procedure of 4th Embodiment. The flowchart which shows the execution procedure of temperature fall suppression control. The flowchart which shows the return procedure from reduction of a blower air volume. The flowchart which shows the heating control procedure of 5th Embodiment. The flowchart which shows the heating control procedure of 6th Embodiment.

(First embodiment)
Hereinafter, a first embodiment in which a vehicle control device is embodied as a vehicle control device will be described with reference to FIGS.

  In an automobile, as shown in FIG. 1, a transmission 10 is connected to an output shaft 1 a of an engine 1 mounted as a prime mover. It is designed to travel by being transmitted to. The transmission 10 includes a torque converter 9 that transmits power via the oil between the engine 1 and a transmission mechanism provided inside the apparatus 10, and the engine 1 and the transmission mechanism directly. A lock-up clutch 11 that can be connected is provided. The operation of the lockup clutch 11 and the transmission mechanism in the transmission 10 is performed using the hydraulic pressure of the transmission oil that is the hydraulic oil of the apparatus 10.

  The automobile is also provided with a heat exchange device 17 for exchanging heat with the engine 1 for cooling the engine 1 or the like. The heat exchange device 17 circulates cooling water existing as a heat exchange fluid in a circulation path 6 provided so as to pass through the engine 1 through driving of the water pump 4, and between the cooling water and the engine 1. Heat exchange is performed. Through such heat exchange between the cooling water and the engine 1, the engine 1 is cooled when the engine 1 is at a high temperature or the like. The water pump 4 of the heat exchange device is driven by rotation transmission from the output shaft 1 a of the engine 1.

The heat exchange device 17 not only exchanges heat between the cooling water and the engine 1 but also exchanges heat between the cooling water and the transmission oil of the transmission 10.
Specifically, a branch passage 6a branched from the circulation path 6 in the heat exchange device passes through an oil cooler 16 provided in the middle of the oil path 15 through which the transmission oil is circulated. Heat exchange is performed between the cooling water and the transmission oil. Then, the cooling water after the heat exchange is returned to the circulation path 6 after passing through the branch passage 6a. Accordingly, when the transmission oil is higher than the temperature of the cooling water, the oil is cooled by the cooling water. Further, when the transmission oil is lower than the temperature of the cooling water, the oil is warmed by the cooling water. The branch passage 6a is provided with a flow control valve 6b that opens and closes in order to adjust the flow rate of the cooling water passing through the oil cooler 16. Through adjustment of the opening of the flow control valve 6b, the cooling water, the transmission oil, It is possible to adjust the amount of heat exchanged between the two.

  In an automobile, an electronic control unit (engine ECU) 2 for performing operation control of the engine 1 and drive control of the flow rate control valve 6b is mounted, and operation control of the lockup clutch 11 and the speed change mechanism in the speed change device 10. An electronic control unit (transmission ECU) 12 for a transmission for performing the above is also mounted. The engine ECU 2 has a coolant temperature TW of the engine 1, specifically a detection signal from a water temperature sensor 3 that detects the temperature of the coolant present in the circulation path 6, and an oil temperature that detects the oil temperature of the lubricating oil of the engine 1. A detection signal from the sensor 8 is input and detection signals from other various sensors are input. Further, the transmission ECU 12 detects from various sensors such as a turbine rotation speed sensor 13 that detects an input rotation speed from the engine 1 (output shaft 1a) to the transmission 10 and an oil temperature sensor 14 that detects the temperature of the transmission oil. A signal is input. In addition, the engine ECU 2 and the transmission ECU 12 are connected to each other and can communicate with each other.

Next, the air conditioner 18 that heats the interior 25 of the automobile using the heat transferred from the engine 1 to the heat exchange device 17 will be described.
The air conditioner 18 includes a blower 21 that is driven to send warm air or cold air into the passenger compartment 25. When the blower 21 is driven to generate an air flow, the air is introduced into the air duct 22, and the air passes through the evaporator 23 and the heater core 24 and is then sent out into the passenger compartment 25.

  As for the evaporator 23, the refrigerant passage 7 in which the air-conditioning refrigerant circulates passes through the inside, and the air in the air duct 22 is cooled by the refrigerant in the refrigerant passage 7. The refrigerant in the refrigerant passage 7 is cooled while circulating in the refrigerant passage 7 through the operation of the air-conditioning compressor 5 that is operated by the rotation transmission from the output shaft 1 a during the operation of the engine 1. Further, with respect to the heater core 24 that is a heat exchanger, the circulation path 6 of the heat exchange device 17 described above passes through the inside of the heater core 24, and the air in the air duct 22 is warmed by the cooling water in the circulation path 6. It is intended to be heated.

  In the air duct 22, an air mix damper 26 is provided between the evaporator 23 and the heater core 24 to adjust the temperature of air passing through the air duct 22. In this air mix damper 26, an open / closed position for adjusting the ratio of the air passing through the heater core 24 out of the air passing through the evaporator 23, in other words, the amount of heat exchange between the cooling water in the heater core 24 and the air. Changes are made. For example, when the air mix damper 26 is displaced to an opening / closing position (opening minimum) where the air does not pass through the heater core 24, the air that has passed through the evaporator 23 and is cooled is supplied to the vehicle interior 25 as it is, and the vehicle is supplied from the air duct 22 to the vehicle. The temperature of the air sent into the chamber 25 is the lowest. And the temperature of the air sent from the air duct 22 into the vehicle interior 25 becomes higher as the air mix damper 26 is displaced to the side where the amount of air passing through the heater core 24 increases (opening side).

  Therefore, when the temperature of the air sent from the air duct 22 into the passenger compartment 25 increases and the passenger compartment 25 is heated by the air, the heat transferred from the engine 1 to the cooling water of the heat exchange device 17. Is used to heat the passenger compartment 25.

  The air conditioner 18 includes a seat heater that is provided in a seat in the passenger compartment 25 and generates heat using a heat source different from the engine 1, for example, an electrothermal seat heater 19 that generates heat when energized. Regarding the seat heater 19, the temperature of the cooling water (cooling water temperature TW) in the circulation path 6 in the heat exchange device 17 is low, such as immediately after the engine 1 is started from a cold state, so that the passenger compartment 25 is heated. Even when the blower 21 is driven to allow air to pass through the heater core 24, it is used when the heater core 24 cannot effectively warm the air. Thus, by using the seat heater 19 as a heat generating means (heat generating portion), even when the blower 21 is driven because the cooling water temperature TW is low, hot air cannot be sent into the passenger compartment 25. Since the occupant can be warmed by the seat heater 19, it is possible to suppress a decrease in comfort in the passenger compartment 25 such as the occupant feeling cold.

  The blower 21, the air mix damper 26, and the seat heater 19 in the air conditioner are driven and controlled through an electronic control unit (air conditioner ECU) 27 for the air conditioner mounted in the automobile. The air conditioner ECU 27 and the engine ECU 2 are connected to each other and can communicate with each other. The air conditioner ECU 27 functions as prohibition means and control means (prohibition unit and control unit). The air conditioner ECU 27 includes a solar radiation amount sensor 33 that detects the amount of solar radiation in the passenger compartment 25, an outdoor air temperature sensor 34 that detects the temperature of the air outside the automobile (external air temperature), and the temperature of the air in the passenger compartment 25. A detection signal from a home type sensor such as an inside air temperature sensor 35 that detects (inside air temperature) is input. Further, the air conditioner ECU 27 also receives signals from various switches shown below.

An air conditioner auto control changeover switch 28 for switching between an air conditioner auto mode for automatically adjusting the temperature in the passenger compartment 25 and a manual mode for manually adjusting the temperature in the passenger compartment 25.
A temperature setting switch 29 for switching the set temperature in the passenger compartment 25.

An air volume setting switch 30 for setting the air volume of the blower 21.
A seat heater automatic control changeover switch 31 for switching a mode between a seat heater auto mode for automatically adjusting the heat generation of the seat heater and a manual mode for manually adjusting.

A mode changeover switch 32 for switching the mode between an economy mode in which the temperature in the passenger compartment 25 is adjusted with an emphasis on fuel consumption and a normal mode with an emphasis on comfort.
If the operation position of the air conditioner automatic control changeover switch 28 is “manual”, the air conditioner ECU 27 adjusts the temperature in the passenger compartment 25 in the air conditioner manual mode, and the temperature setting switch 29 and the air volume operated by the vehicle occupant Based on the operation position of the setting switch 30, the blower 21 and the air mix damper 26 are controlled. That is, the open / close position of the air mix damper 26 is adjusted so that the temperature of the air sent from the air duct 22 into the passenger compartment 25 becomes a value corresponding to the operating position of the temperature setting switch 29. Further, the rotational speed of the blower 21 is adjusted so that the air volume of the blower 21 becomes the set air volume indicated by the operation position of the air volume setting switch 30.

  On the other hand, if the operation position of the air conditioner auto control changeover switch 28 is “auto”, the air conditioner ECU 27 sets the temperature set by the operation position of the temperature setting switch 29 as temperature adjustment in the passenger compartment 25 in the air conditioner auto mode. In addition, the target blowing temperature TAO is calculated according to the inside air temperature, the amount of solar radiation, the outside air temperature, the cooling water temperature TW, and the like. This target blowing temperature TAO is a target value of the temperature of air blown into the passenger compartment 25 from the air duct 22 for maintaining the temperature in the passenger compartment 25 at the set temperature. Then, the open / close position of the air mix damper 26 is adjusted so that the temperature of the air sent from the air duct 22 into the passenger compartment 25 becomes the target blow temperature TAO, and the target blow temperature is set so that the blower air flow becomes an optimum value. The blower 21 is driven and controlled in accordance with TAO.

  Further, if the mode changeover switch 32 is “normal”, the air conditioner ECU 27 calculates, for example, the target blowing temperature TAO as usual in order to adjust the temperature in the passenger compartment 25 with emphasis on the comfort in the passenger compartment 25. Value is used. If the mode switch is “economy”, the air conditioner ECU 27 adjusts the temperature in the passenger compartment 25 with emphasis on the fuel consumption of the engine 1, for example, the target blowout temperature TAO than a value calculated as usual. Set to a value close to the outside temperature.

  If the operation position of the seat heater automatic control changeover switch 31 is “auto”, the air conditioner ECU 27 operates the temperature setting switch 29 and the internal air temperature in order to turn on and off the seat heater 19 in the seat heater auto mode. The seat heater 19 is energized and de-energized based on the internal temperature detected by the sensor 35 or the target blowing temperature TAO. While the seat heater 19 is energized, the heater 19 generates heat, and when the seat heater 19 is de-energized, the heater stops heating. If the operation position of the seat heater automatic control changeover switch 31 is “ON” or “OFF”, the air conditioner ECU 27 performs energization and de-energization of the seat heater 19 in the seat heater manual mode. That is, if the operation position of the seat heater automatic control changeover switch 31 is “ON”, the heater is energized to generate heat, and the operation position of the seat heater automatic control changeover switch 31 is “OFF”. If there is, the energization of the heater 19 is stopped to stop the heat generation of the seat heater 19.

Next, the structure of the engine 1 and various controls related to the engine 1 will be described with reference to FIG.
In the engine 1, the fuel injected from the fuel injection valve 44 is supplied to the combustion chamber 41 through the intake passage 42 together with air. When the air-fuel mixture consisting of air and fuel in the combustion chamber 41 is ignited by the spark plug 45, the air-fuel mixture burns, the piston 46 reciprocates, and the output shaft 1a of the engine 1 rotates. It becomes like this. Further, the air-fuel mixture after combustion in the combustion chamber 41 is sent as exhaust gas from the combustion chamber 41 to the exhaust passage 47 and purified by the catalytic converter 48 provided in the exhaust passage 47. In this catalytic converter 48, a catalyst for purifying exhaust gas is supported, and the catalyst bed temperature, which is the temperature of the catalyst, is raised to the activation temperature, which is the temperature at which the catalyst can be activated, to warm up the catalyst. When completed, exhaust can be most effectively purified.

  A starter 49 is connected to the output shaft 1a of the engine 1 to forcibly rotate (crank) the engine 1 so that the engine 1 can be operated independently when starting operation of the engine 1 in a stopped state. Then, by performing fuel injection from the fuel injection valve 44 and ignition by the spark plug 45 during cranking of the engine 1, the engine 1 starts a self-sustained operation and completes startup. Incidentally, the engine 1 is automatically stopped and restarted for the purpose of improving fuel consumption. Specifically, the operation of the engine 1 is automatically stopped when a predetermined automatic stop condition is satisfied, and the engine 1 is automatically restarted when the automatic stop condition is not satisfied during the automatic stop. It is started.

  Further, the engine 1 is provided with an EGR mechanism 50 that returns part of the exhaust gas in the exhaust passage 47 to the intake passage 42 with the intention of reducing the amount of nitrogen oxides (NOx) contained in the exhaust gas. Yes. The EGR mechanism 50 includes an EGR passage 51 provided so as to connect the exhaust passage 47 and the intake passage 42, and the opening degree is adjusted so that the gas flow area of the EGR passage 51 can be varied, and the exhaust gas is exhausted through the passage 51. And an EGR valve 52 that adjusts the amount of exhaust gas that is returned from the passage 47 to the intake passage 42. Then, a part of the exhaust gas of the engine 1 is recirculated to the intake passage 42 by the EGR mechanism 50, so that gas (exhaust gas) that does not contribute to combustion exists in the combustion chamber 41 during combustion of the air-fuel mixture in the combustion chamber 41. To come. As a result, the combustion temperature of the air-fuel mixture in the combustion chamber 41 is lowered, the generation of NOx is reduced, and the amount of NOx contained in the exhaust of the engine 1 is reduced.

  The engine ECU 2 that controls the operation of the engine 1 includes a detection signal from the water temperature sensor 3 that detects the temperature of the cooling water in the circulation path 6 and an oil temperature sensor 8 that detects the oil temperature of the lubricating oil of the engine 1. In addition to the detection signals from, detection signals from the following sensors are input.

An accelerator position sensor 54 that detects the amount of depression (accelerator depression amount) of the accelerator pedal 53 that is depressed by the driver of the automobile.
A throttle position sensor 56 that detects the opening (throttle opening) of the throttle valve 55 provided in the intake passage 42.

An air flow meter 57 that detects the amount of air taken into the combustion chamber 41 through the intake passage 42.
A crank position sensor 58 that outputs a signal corresponding to the rotation of the output shaft 1a and is used for calculation of the engine rotation speed and the like.

An air-fuel ratio sensor 59 that outputs a signal corresponding to the oxygen concentration in the exhaust gas.
An exhaust temperature sensor 60 that detects the temperature of the exhaust gas downstream of the catalytic converter 48 in the exhaust passage 47.

  The engine ECU 2 grasps the engine operating state based on the detection signals input from the various sensors, and various types such as the throttle valve 55, the fuel injection valve 44, the starter 49, and the EGR valve 52 according to the grasped engine operating state. A command signal is output to each drive circuit of the device. Thus, various controls in the engine 1 such as fuel injection amount control, throttle opening control, EGR control, and automatic stop / restart control are performed through the engine ECU 2.

Next, problems that occur after the start of the engine 1 in the automobile will be described with reference to FIGS. 1 and 2.
Immediately after starting the engine 1 from the cold state, the temperature of the cooling water in the circulation path 6 in the heat exchange device 17 is low, so that the blower 21 of the air conditioner 18 is driven to the circulation path 6 based on the heating request. Even if air passes through the heater core 24 provided, the air cannot be heated by the cooling water. Therefore, even if the air after passing through the heater core 24 is sent into the passenger compartment 25, the passenger compartment 25 cannot be heated thereby, and the comfort in the passenger compartment 25 is lowered, for example, the passenger feels cold. Will do. The heating request is made when the target blowing temperature TAO is a high value in the air conditioner auto mode, and when the set temperature set by the temperature setting switch 29 is a high value in the air conditioner manual mode. To be made.

  The problem related to the heating immediately after starting the engine 1 from the cold state is solved by the seat heater 19. That is, when the occupant feels cold and switches the seat heater automatic control switch 31 to “on” or switches to “auto” and operates the temperature setting switch 29 at a high temperature side, the seat heater 19 is energized. Heat is generated and the passenger is warmed, and the passenger compartment 25 is heated. As a result, it is possible to avoid a decrease in comfort in the passenger compartment 25 such that the passenger feels cold under the above-described situation.

  In the air conditioner auto mode and the seat heater auto mode, the temperature of the cooling water (cooling water temperature TW) in the circulation path 6 in which the temperature of the engine 1 is increased and heat exchange with the engine 1 is performed in the passenger compartment 25. When it becomes high enough to be used for heating, the blower 21 of the air conditioner 18 is driven, warm air is sent into the passenger compartment 25, and the passenger compartment 25 is heated with the same hot air. When heating is performed in this way and the temperature in the passenger compartment 25 (inside air temperature) rises to the set temperature set by the temperature setting switch 29, the seat heater 19 is turned off and heat generation is also stopped. Thus, by stopping and driving the blower 21 in the air conditioner auto mode and energizing and stopping the energization of the seat heater 19 in the seat heater auto mode, the blower 21 is driven wastefully and the seat heater 19 is wasted. The passenger can be warmed based on the heating request without generating heat.

  By the way, in recent automobiles, the thermal efficiency of the engine 1 has been improved by downsizing the engine 1, automatic stop / restart, etc., and the heat generated from the engine 1 is reduced. Sometimes there will be parts that need to be supplied with heat. An example of such a portion is the catalytic converter 48 provided in the exhaust passage 47 of the engine 1. The catalytic converter 48 can purify the exhaust gas most effectively when the catalyst bed temperature is raised to the activation temperature to complete the catalyst warm-up. However, since the exhaust temperature of the engine 1 tends to be low in the above-described automobile with low heat generated by the engine 1, the catalyst bed temperature is set to be equal to or higher than the activation temperature depending on the outside air temperature and the operating state of the engine 1. In other words, it may not be possible to complete the catalyst warm-up.

  In the automobile, the heat generated in the engine 1 can be preferentially supplied to the passenger compartment 25 through the driving of the blower 21 described above. However, in the automobile, it is necessary to receive supply of heat at a low temperature other than the passenger compartment 25. The heat of the engine 1 cannot be preferentially supplied to the part (in this example, the catalyst). This is because, when there is a heating request, when the cooling water temperature TW becomes so high that the heat generated in the engine 1 can be used for heating in the passenger compartment 25, the blower 21 of the air conditioner 18 is driven to warm the engine 1 as a heat source. This is because the air is sent into the passenger compartment 25. That is, the heat generated in the engine 1 is preferentially supplied to the passenger compartment 25 via the cooling water and the air in the circulation path 6, and it is necessary to receive supply of heat at a low temperature other than the passenger compartment 25 in the automobile. It is difficult for the heat generated in the engine 1 to be supplied to the certain part, that is, the catalyst via the exhaust.

  In the automobile, heat generated in the engine 1 is preferentially applied to a catalyst that is a part that needs to be supplied with heat at a low temperature other than the passenger compartment 25 (for example, immediately after starting the engine 1 from a cold state). If not supplied, it takes time until the catalyst bed temperature becomes lower than the activation temperature and the catalyst warm-up is completed. As a result, after the start of the engine 1, the timing at which the catalyst warm-up is completed and the exhaust purification is effectively performed is delayed, and the exhaust emission improvement of the engine 1 is hindered by the delay. Become.

Next, a countermeasure of the present embodiment for the above-described problem that occurs after the start of the engine 1 in the automobile will be described with reference to FIG.
FIG. 3 is a flowchart showing a heating control routine for heating the passenger and the passenger compartment 25 from the start of the engine 1 to the completion of the catalyst warm-up and after the completion of the catalyst warm-up. This heating control routine is periodically executed through the air conditioner ECU 27, for example, with a time interruption every predetermined time.

In this routine, it is first determined whether or not it is from the start of engine 1 to the completion of catalyst warm-up (S101).
Here, the determination that the catalyst warm-up has been completed after the start of the engine 1 is made based on the fact that the catalyst bed temperature has increased to the activation temperature after the start of the engine 1. Although the catalyst bed temperature can be estimated on the basis of the exhaust temperature downstream of the catalytic converter 48 detected by the exhaust temperature sensor 60 after the catalyst warm-up is completed, the catalyst warm-up is completed after the start of the engine 1 is started. Until then, it is difficult to estimate based on the temperature of the exhaust gas. This is because the catalyst bed temperature from the start of the engine 1 to the completion of the catalyst warm-up varies greatly depending on the catalyst bed temperature at the start of the engine 1 and the exhaust temperature after the start of the engine 1. Incidentally, the catalyst bed temperature at the time of starting the engine 1 becomes higher as the stop time of the engine 1 until the start of the engine 1 is shorter and the heat radiation time from the catalytic converter 48 is shorter. Further, the catalyst bed temperature from the start of the engine 1 to the completion of catalyst warm-up is influenced by the catalyst bed temperature at the start of the engine 1, and the total exhaust gas after the start of the engine 1 is started. It is also influenced by the flow rate, the cumulative value of the exhaust temperature, and the total amount of unburned fuel components sent to the catalytic converter 48.

Considering the above, the catalyst bed temperature from the start of the engine 1 to the completion of catalyst warm-up is estimated by the procedures shown in the following (1) and (2), for example.
(1) If the catalyst warm-up is completed when the previous stop of the engine 1 is completed, the catalyst bed temperature estimated from the exhaust temperature at that time is stored, and the catalyst bed temperature and the current engine 1 Based on the stop time of the engine 1 until the start of the start, an initial value Tf used when estimating the catalyst bed temperature between the start of the start of the engine 1 and the completion of the catalyst warm-up is set. With respect to the initial value Tf set in this way, the higher the stored catalyst bed temperature is, and the longer the stop time of the engine 1 is, the value corresponds to the catalyst bed temperature at the start of engine 1 this time. A shorter value is set to a higher value. If the catalyst warm-up has not been completed when the previous stop of the engine 1 has been completed, a fixed value determined in advance by experiments or the like is used as the initial value Tf.

  (2) After the start of the engine 1, at every predetermined time interval such as every 16 ms, the temperature rise amount ΔT of the catalyst bed temperature during the time interval is accumulated, and the accumulated value ΣΔT obtained by the accumulation is accumulated as described above. The initial value Tf is added, and the value “Tf + ΣΔT” after the addition is set as the catalyst bed temperature from the start of engine 1 to the completion of catalyst warm-up. As a result, the catalyst bed temperature is estimated for each predetermined time interval after the start of the engine 1 until the catalyst warm-up is completed. Regarding the temperature rise amount ΔT of the catalyst bed temperature during the predetermined time interval, the intake air amount (corresponding to the amount of exhaust gas) of the engine 1 at the time when the predetermined time interval has elapsed, the exhaust temperature, and Based on the air-fuel ratio, the larger the intake air amount, the higher the exhaust temperature, and the richer the air-fuel ratio, the larger the value is calculated. This is because the amount of exhaust passing through the catalytic converter 48 increases as the amount of intake air increases, and the amount of heat transferred from the exhaust to the catalytic converter 48 increases, and the catalyst from the exhaust increases as the exhaust temperature increases. This is because more heat is transferred to the converter 48. Furthermore, the richer the air-fuel ratio, the more unburned fuel components in the exhaust gas sent to the catalytic converter 48, and the more heat generated by the oxidation reaction of the unburned fuel components on the catalyst. Therefore, the catalyst bed temperature estimated based on the initial value Tf and the cumulative value ΣΔT is the total exhaust flow rate after starting the engine 1, the cumulative value of the exhaust temperature, and the unburned fuel sent to the catalytic converter 48. This is a value estimated appropriately based on the total amount of components.

  If the estimated catalyst bed temperature has not risen to the activation temperature, it is determined in step S101 that the period from the start of the engine 1 to the completion of catalyst warm-up is completed, and the blower in the air conditioner 18 is determined. 21 is prohibited (S102). Therefore, when the engine 1 is started, the drive of the blower 21 is prohibited even if there is a heating request until the catalyst warm-up is completed thereafter. When the drive of the blower 21 is prohibited, the heat exchange between the air flowing through the air duct 22 and the cooling water in the heater core 24 provided in the circulation path 6 through the drive of the blower 21 is suppressed. . Therefore, after the heat generated in the engine 1 is supplied to the cooling water, it is suppressed from being supplied into the passenger compartment 25 through the air, and the temperature of the engine 1 and the cooling water rises quickly. It becomes. And if the temperature of the engine 1 and cooling water rises rapidly, the exhaust temperature of the engine 1 will become high, and heat will be efficiently supplied with respect to a catalyst via the exhaust of the engine 1. This means that heat generated in the engine 1 is preferentially supplied via exhaust to a catalyst that is a part of the automobile that needs to supply heat at a low temperature other than the passenger compartment 25. Thus, since the heat generated in the engine 1 can be preferentially supplied to the catalyst, the catalyst bed temperature quickly rises to the activation temperature after the start of the engine 1 and the warming up of the catalyst is completed. It becomes. Accordingly, it is possible to suppress the completion of catalyst warm-up after the start of the engine 1 from being delayed, and hindering the improvement of exhaust emission of the engine 1 by the delay.

  After starting the engine 1 and completing the catalyst warm-up, it is determined whether or not the air conditioner auto mode is set (S103). If the determination is negative and the air conditioner manual mode is selected, the blower air volume is adjusted to the set air volume instructed through the operation of the air volume setting switch 30 by the occupant, and the opening (opening / closing position) of the air mix damper 26 is adjusted. Is adjusted to the one corresponding to the set temperature instructed through the operation of the temperature setting switch 29 by the occupant (S104). On the other hand, if it is determined in step S103 that the air conditioner auto mode is set, processing for completing warm-up of the engine 1 (after S105) is executed early after the start of the engine 1 is started.

  In this series of processes, first, the opening degree of the air mix damper 26 is adjusted based on the target blowing temperature TAO (S105). Subsequently, as a process for making the engine warm-up determination value TW1 used for determining whether or not the warm-up of the engine 1 has been completed based on the coolant temperature TW to be variable and controlling the seat heater 19, The engine warm-up determination value variable / seat heater control process is performed (S106).

  Then, it is determined whether or not the coolant temperature TW is lower than the engine warm-up determination value TW1 (S107). If the determination is affirmative, the drive of the blower 21 is prohibited (S102). Accordingly, even after the catalyst warm-up after the start of the engine 1 is completed, the air-conditioner auto mode is being performed, and the coolant temperature TW is lower than the engine warm-up determination value TW1, in other words, the coolant temperature TW. Is determined to be less than the engine warm-up completion temperature, which is a value that can be determined as the completion of warm-up of the engine 1, the drive of the blower 21 is prohibited.

  In the engine warm-up determination value variable / seat heater control process in step S106, the seat heater 19 generates heat if there is a heating request, and the heating of the seat heater 19 stops if there is no heating request. For this reason, since affirmative determination is made in step 107 and driving of the blower 21 is prohibited, and when a heating request is made, the seat heater 19 is heated and the passenger and the passenger compartment 25 are heated. A reduction in comfort in the passenger compartment 25, such as a passenger feeling cold while the blower 21 is inhibited from driving, is suppressed.

  On the other hand, when it is determined in step S107 that the coolant temperature TW is equal to or higher than the engine warm-up determination value TW1, the coolant temperature TW is equal to or higher than the engine warm-up completion temperature that is a value that can be determined as the completion of warm-up of the engine 1. It will be judged. This means that the preferential supply of the heat of the engine 1 to the catalyst and the cooling water is completed and the heat of the cooling water can be used for heating in the passenger compartment 25. In such a situation, the drive of the blower 21 is permitted (S108), and the drive of the blower 21 makes it possible to send warm air into the passenger compartment 25 to heat the passenger compartment 25. When the blower 21 is driven to send warm air into the passenger compartment 25 to heat the passenger compartment 25, the blower air volume is variable based on the cooling water temperature TW as shown in FIG. 4, for example. Is done. Specifically, the blower air volume is adjusted to a larger value as the rise of the coolant temperature TW relative to the engine warm-up determination value TW1 increases.

  FIG. 5 is a flowchart showing an engine warm-up determination value variable / seat heater control routine for executing the engine warm-up determination value variable / seat heater control process of step S106 in the heating control routine of FIG. The engine warm-up determination value variable / seat heater control routine is executed every time the process proceeds to step S106 (FIG. 3) in the heating control routine through the air conditioner ECU 27.

  In the engine warm-up determination value variable / seat heater control routine shown in FIG. 5, it is first determined whether or not the seat heater auto mode is set (S201). If the determination is negative and the seat heater manual mode is set, the seat heater 19 is controlled to be instructed through the operation of the seat heater automatic control changeover switch 31 by the occupant. Specifically, if the seat heater automatic control changeover switch 31 is operated to “ON”, the seat heater 19 is energized to generate heat, and if the seat heater automatic control changeover switch 31 is operated to “OFF”, the seat The heater 19 is deenergized to stop heat generation (S202). Thereafter, the engine warm-up determination value TW1 is set to the value “A” (S209). As the value “A”, a value corresponding to the lower limit value of the cooling water temperature TW that can use the heat of the cooling water for heating the passenger compartment 25 is used.

  On the other hand, when it is determined in step 201 that the seat heater auto mode is set, processing (S203 to S205) for energizing or stopping energization of the seat heater 19 according to the heating request is executed. Specifically, it is determined whether or not the target blowing temperature TAO is equal to or higher than a predetermined heating request determination value (S203), in other words, it is determined whether or not there is a heating request. If a negative determination is made here, it is determined that there is no heating request, the heat generation of the seat heater 19 is stopped (S205), and the engine warm-up determination value TW1 is set to the value “A” (S509).

  If the determination in step S203 is affirmative, it is determined that there is a heating request, the seat heater 19 is heated (S204), and then the engine warm-up determination value TW1 is set to a value higher than the value “A”. The processes (S206 to S208) are executed.

  In this series of processing, it is first determined whether or not the economy mode is set (S207). If the determination is negative, the engine warm-up determination value TW1 is set to a value “A + β” higher than the value “A” (S208). If the determination is affirmative, the engine warm-up determination value TW1 is set to the value “A + β”. A higher value “A + β + γ” is set (S207). When the engine warm-up determination value TW1 is set to a high value, the drive permission of the blower 21 in step S108 (FIG. 3) in the heating control routine (cancellation of drive inhibition) is not made until the cooling water temperature TW becomes a high value. ) Will not be executed. Here, the influence on the transition of the coolant temperature TW, the transition of the blower air volume, and the transition of the temperature in the passenger compartment 25 by increasing the engine warm-up determination value TW1 will be described with reference to FIG.

  When the engine warm-up determination value TW1 changes to a high value, the cooling water temperature TW becomes equal to or higher than the engine warm-up determination value TW1, and the timing at which the drive prohibition of the blower 21 is released (the same drive is permitted) is delayed. The timing at which the air volume increases from “0” is also delayed from “T1” in FIG. 6B to “T2”, for example. After the start of the engine 1, the timing at which the air volume of the blower 21 rises from "0" is delayed. This means that the heat generated in the engine 1 is preferentially supplied to the cooling water from the passenger compartment 25. It means to become. For this reason, after starting the engine 1, the transition tendency of the cooling water temperature TW changes from the tendency shown by the two-dot chain line in FIG. 6A to the tendency shown by the solid line, and the cooling water temperature TW increases rapidly. The engine 1 is also quickly warmed up. Accordingly, as the engine warm-up determination value TW1 increases as the value “A”, the value “A + β”, and the value “A + β + γ” as described above, the heat generated in the engine 1 has a higher priority than the vehicle compartment 25 over the cooling water. The cooling water temperature TW is quickly raised, and the engine 1 is also warmed up quickly.

  However, by setting the engine warm-up determination value TW1 to a high value, the timing at which the air volume of the blower 21 rises from “0” is delayed, and the heat generated in the engine 1 is given priority over cooling water over the passenger compartment 25. If it is supplied, the rise in the temperature in the passenger compartment 25 due to the rise in the blower air volume is also delayed. As a result, the transition trend of the temperature of the passenger compartment 25 changes, for example, from the tendency indicated by the two-dot chain line in FIG. 6C to the tendency indicated by the solid line. However, even if the temperature rise in the passenger compartment 25 is delayed in this way, the seat heater 19 generates heat and warms the occupant when there is a heating request, so that the occupant feels cold. A decrease in comfort is suppressed.

According to the embodiment described in detail above, the following effects can be obtained.
(1) Since the drive of the blower 21 in the air conditioner 18 is prohibited from the start of the engine 1 to the completion of catalyst warm-up, the blower 21 is driven even if there is a heating request. There is no. When the drive of the blower 21 is prohibited, the heat exchange between the air flowing through the air duct 22 and the cooling water in the heater core 24 provided in the circulation path 6 through the drive of the blower 21 is suppressed. . Therefore, after the heat generated in the engine 1 is supplied to the cooling water, it is suppressed from being supplied into the passenger compartment 25 through the air, and the temperature of the engine 1 and the cooling water rises quickly. It becomes. And if the temperature of the engine 1 and cooling water rises rapidly, the exhaust temperature of the engine 1 will become high, and heat will be efficiently supplied with respect to a catalyst via the exhaust of the engine 1. This means that heat generated in the engine 1 is preferentially supplied via exhaust to a catalyst that is a part of the automobile that needs to supply heat at a low temperature other than the passenger compartment 25. Thus, since the heat generated in the engine 1 can be preferentially supplied to the catalyst, the catalyst bed temperature quickly rises to the activation temperature after the start of the engine 1 and the warming up of the catalyst is completed. It becomes. Accordingly, it is possible to suppress the completion of catalyst warm-up after the start of the engine 1 from being delayed, and hindering the improvement of exhaust emission of the engine 1 by the delay.

  (2) Even after the catalyst warm-up after the start of the engine 1 is completed, when the air-conditioner auto mode is being performed and the coolant temperature TW is lower than the engine warm-up determination value TW1, in other words, the coolant temperature The drive of the blower 21 is also prohibited when it is determined that TW is lower than the engine warm-up completion temperature, which is a value that can be determined as the completion of warm-up of the engine 1. Thus, when the drive of the blower 21 is prohibited, the heat generated in the engine 1 is preferentially supplied not only to the catalyst but also to the cooling water, and the engine 1 is warmed up early after the start of the engine. Can be completed. Further, when a heating request is made while driving of the blower 21 after completion of the catalyst warm-up is completed, the passenger is warmed through the heat generated by the seat heater 19, so that the passenger in the passenger compartment 25 is not allowed to drive the blower 21. It is suppressed that the comfort in the passenger compartment 25 falls, such as feeling cold. When the coolant temperature TW becomes equal to or higher than the engine warm-up determination value TW1, it is determined that the coolant temperature TW is equal to or higher than the engine warm-up completion temperature, which is a value that can be determined as the completion of warm-up of the engine 1. This means that the preferential supply of the heat of the engine 1 to the catalyst and the cooling water is completed and the heat of the cooling water can be used for heating in the passenger compartment 25. In such a situation, the drive of the blower 21 is permitted, and the drive of the blower 21 can send warm air into the passenger compartment 25 to heat the passenger compartment 25. As described above, it is possible to prevent the comfort in the passenger compartment 25 from decreasing while warming up the engine 1 early.

  (3) Whether or not a heating request has been made while the blower 21 is inhibited from being driven after the completion of catalyst warm-up is determined based on the target blowing temperature TAO used in the air conditioner auto mode. That is, when the target blowing temperature TAO is equal to or higher than the heating request determination value, it is determined that there is a heating request, and when the target blowing temperature TAO is equal to or higher than the heating request determination value, it is determined that there is no heating request. Thereby, the presence or absence of the heating request can be appropriately determined, and the seat heater 19 that generates and stops heat generation according to the presence or absence of the heating request generates heat wastefully or does not generate heat when necessary. Can be prevented from occurring.

  (4) Regarding the engine warm-up determination value TW1 in the seat heater auto mode after the completion of the catalyst warm-up, the value when the seat heater 19 is generating heat based on the determination that there is a heating request (“A + β”) Alternatively, “A + β + γ”) is set to a higher value than the value “A” when the seat heater 19 is stopped from heat generation based on the determination that there is no heating request. Accordingly, in the seat heater auto mode, when the seat heater 19 is generating heat based on the heating request, the cooling water temperature TW is higher after the start of the engine 1 than when the heating of the seat heater 19 is stopped based on no heating request. If the value is not reached, the prohibition of driving of the blower 21 is canceled and the driving of the blower 21 is not permitted. This means that the heat generated in the engine 1 is supplied more preferentially to the cooling water than the passenger compartment 25 after starting. Accordingly, after the start of the engine 1, the cooling water temperature TW is increased more rapidly, and the engine 1 is also warmed up more rapidly. Even if the heat generated in the engine 1 is supplied more preferentially to the cooling water than the passenger compartment 25 as described above, the seat heater 19 generates heat and warms the occupant at that time. It is suppressed that the comfort in the compartment 25 falls, such as feeling.

  (5) Regarding the engine warm-up determination value TW1 when the seat heater 19 is generating heat based on the heating request in the seat heater auto mode, when the economy mode is selected according to the occupant's will, the normal mode is It is set to a higher value “A + β + γ” compared to the value “A + β” when selected. Therefore, in the economy mode, after the start of the engine 1, the cooling water temperature TW must be higher than that in the normal mode before the drive prohibition of the blower 21 is canceled and the drive of the blower 21 is not permitted. . This means that the heat generated in the engine 1 is supplied more preferentially to the cooling water than the passenger compartment 25 after starting. Accordingly, after the start of the engine 1, the cooling water temperature TW is increased more rapidly, and the engine 1 is also warmed up more rapidly.

(Second Embodiment)
Next, a second embodiment in which the vehicle control device is embodied as an automobile control device will be described with reference to FIG.

  In a vehicle in which the thermal efficiency of the engine 1 is improved by downsizing the engine 1 or restarting the engine 1 or the like, a part that needs to be supplied with heat at a low temperature other than the passenger compartment 25 is a transmission oil of the transmission 10. Can also be raised.

  With regard to the driving state of the transmission 10, the oil temperature of the transmission oil becomes a state that contributes to the improvement of fuel consumption of the engine 1 when the oil temperature of the transmission oil becomes a value that is somewhat higher than the normal temperature when the engine is stopped (for example, the determination value H1). For this reason, in order to improve the fuel consumption of the engine 1, the flow control valve 6b of the branch passage 6a connected to the circulation path 6 of the heat exchange device 17 is opened, and the transmission oil and the circulation path 6 are transmitted by the oil cooler 16 of the oil path 15. It is conceivable that heat is exchanged with the cooling water, and the oil is warmed with the cooling water to keep the oil temperature at or above the determination value H1. However, in the above-described automobile that generates less heat from the engine 1, the temperature of the cooling water that rises due to heat exchange with the engine 1 tends to be low. Therefore, depending on the outside air temperature and the operating state of the engine 1, transmission oil There is a possibility that the oil temperature of the oil cannot be made higher than the determination value H1.

  In this embodiment, the heat generated in the engine 1 in the transmission oil, which is a part that needs to be supplied with heat at a low temperature other than the passenger compartment 25 (for example, immediately after starting from a cold state of the engine 1). Is preferentially supplied, and the oil temperature of the oil is promptly raised to the determination value H1 or higher. As a result, the timing at which the transmission oil rises to the determination value H1 or more after the start of the engine 1 is delayed, and the fuel efficiency improvement of the engine 1 is prevented from being hindered by the delay.

  Incidentally, the drive state of the transmission 10 that contributes to the improvement of the fuel consumption of the engine 1 is, for example, a state in which the lockup clutch 11 is allowed to execute lockup control for connecting the transmission mechanism and the engine 1. When the transmission mechanism and the engine 1 are connected by the lockup clutch 11 through the same control, the rotation transmission from the engine 1 to the transmission mechanism is efficiently performed. For this reason, when the engine 1 for driving the vehicle is operated, the fuel consumption of the engine 1 is improved. Such lock-up control is permitted when the oil temperature of the transmission oil rises from the normal temperature when the engine is stopped to the lock-up control permission temperature. Therefore, when it is assumed that the drive state of the transmission 10 that contributes to improving the fuel consumption of the engine 1 is that the lockup control is permitted to be executed in the device 10, the determination value H1 becomes the lockup control permission temperature. Will be set.

  The driving state of the transmission 10 that contributes to improving the fuel consumption of the engine 1 includes a state in which execution of neutral control forcibly switching the transmission mechanism to the neutral state is permitted when there is no request for self-running of the automobile. . The determination that there is no request for self-run is made, for example, when the vehicle speed is “0” and the accelerator depression amount is “0”, or when the vehicle speed is “0” and the vehicle brake is on. When the transmission mechanism is forcibly switched to the neutral state through the neutral control, the rotational resistance of the engine 1 by the transmission 10 is reduced, and the fuel consumption of the engine 1 is improved accordingly. Such neutral control is permitted when the oil temperature of the transmission oil rises from the normal temperature when the engine is stopped to the neutral control permission temperature. Therefore, when the state in which the neutral control is permitted to be executed in the transmission 10 is assumed as the driving state of the transmission 10 that contributes to improving the fuel consumption of the engine 1, the determination value H1 is set to the neutral control permission temperature. The Rukoto.

  FIG. 7 is a flowchart showing a heating control routine of the present embodiment. In this heating control routine, only the process (S301) corresponding to the process of step S101 (FIG. 3) in the heating control routine of the first embodiment is different from the routine. For this reason, only the parts different from the routine and the parts related thereto will be described below.

  In the process of step 301 in the heating control routine of the present embodiment, it is determined whether or not it is until the oil temperature of the transmission oil rises and reaches the determination value H1 after the start of the engine 1 is started. If the oil temperature of the transmission oil has not risen to the determination value H1, an affirmative determination is made in step S301, and driving of the blower 21 in the air conditioner 18 is prohibited (S302).

  Therefore, when the engine 1 is started, the drive of the blower 21 is prohibited even if there is a heating request until the oil temperature of the transmission oil subsequently rises to the determination value H1 or higher. When the drive of the blower 21 is prohibited, the heat exchange between the air flowing through the air duct 22 and the cooling water in the heater core 24 provided in the circulation path 6 through the drive of the blower 21 is suppressed. . Therefore, after the heat generated in the engine 1 is supplied to the cooling water, it is suppressed from being supplied into the passenger compartment 25 through the air, and the temperature of the engine 1 and the cooling water rises quickly. It becomes. And if the temperature of the engine 1 and cooling water rises rapidly, heat will be efficiently supplied with respect to transmission oil in the oil cooler 16 via the cooling water. This means that heat generated in the engine 1 is preferentially supplied via cooling water to transmission oil, which is a part of the automobile that needs to supply heat at a low temperature outside the passenger compartment 25. To do. Since the heat generated in the engine 1 can be preferentially supplied to the transmission oil in this way, the oil temperature of the transmission oil quickly rises to the determination value H1 after the start of the engine 1, and the transmission 10 This drive state contributes to improving the fuel consumption of the engine 1. Therefore, after the start of the engine 1 is started, it is possible to suppress the delay of the transmission 10 being in the above-described driving state and hindering the improvement of the fuel consumption of the engine 1 by the delay.

According to this embodiment, the following effects can be obtained.
(6) After the start of the engine 1, the oil temperature of the transmission oil quickly rises to the determination value H1, and the driving state of the transmission 10 is in a state that contributes to the improvement of the fuel consumption of the engine 1, and is in that state. Can be suppressed, and as a result, the fuel efficiency improvement of the engine 1 can be prevented from being hindered by the delay.

  (7) When it is assumed that the drive state of the transmission 10 that contributes to the improvement in fuel efficiency of the engine 1 is a state in which execution of lockup control in the device 10 is permitted, the determination value H1 is the lockup control permission temperature. Set to In this case, after the start of the engine 1, the oil temperature of the transmission oil quickly rises to the above-described lock-up control permission temperature, and the lock-up control is permitted to be executed. There is no. And the fuel consumption improvement of the engine 1 is not prevented by the delay.

  (8) Assuming a state in which neutral control execution in the device 10 is permitted as the driving state of the transmission 10 that contributes to improving the fuel consumption of the engine 1, the determination value H1 is set to the neutral control permission temperature. Is done. In this case, after the start of the engine 1, the oil temperature of the transmission oil quickly rises to the neutral control permission temperature, and the execution of the neutral control is permitted, and there is no delay in entering the state. . And the fuel consumption improvement of the engine 1 is not prevented by the delay.

(9) Effects equivalent to (2) to (5) in the first embodiment can be obtained.
(Third embodiment)
Next, a third embodiment in which the vehicle control device is embodied as an automobile control device will be described with reference to FIG.

  In an automobile in which the thermal efficiency of the engine 1 is improved by downsizing or restarting the engine 1 or the like, the lubricating oil of the engine 1 is a part that needs to be supplied with heat at a low temperature other than the passenger compartment 25. can give.

  Regarding the engine 1, the viscosity decreases when the temperature of the lubricating oil reaches a value that is somewhat higher than the normal temperature when the engine is stopped (for example, the determination value H2), and the rotational resistance due to the lubricating oil of the engine 1 decreases. Therefore, the engine 1 can be driven efficiently, and the fuel efficiency of the engine 1 is improved. For this reason, in order to improve the fuel consumption of the engine 1, it is considered that heat is exchanged between the cooling water in the circulation path 6 and the lubricating oil, and the oil temperature of the lubricating oil is maintained at the determination value H2 or higher. It is done. However, in the above-described automobile that generates little heat from the engine 1, the temperature of the cooling water that rises due to heat exchange with the engine 1 tends to be low. There is a possibility that the oil temperature of the lubricating oil in No. 1 cannot be made equal to or higher than the determination value H2.

  In this embodiment, the engine 1 is used for lubricating oil of the engine 1 that is a portion that needs to be supplied with heat at a low temperature other than the passenger compartment 25 (for example, immediately after starting the engine 1 from a cold state). Is preferentially supplied, and the oil temperature of the oil is promptly raised to the determination value H2 or higher. As a result, the timing at which the lubricating oil rises above the determination value H2 after the start of the engine 1 is not delayed, and the fuel efficiency improvement of the engine 1 is prevented from being hindered by the delay.

  FIG. 8 is a flowchart showing a heating control routine of the present embodiment. In this heating control routine, only the process (S401) corresponding to the process of step S101 (FIG. 3) in the heating control routine of the first embodiment is different from the routine. For this reason, only the parts different from the routine and the parts related thereto will be described below.

  In the process of step 401 in the heating control routine of the present embodiment, it is determined whether or not it is until the oil temperature of the lubricating oil of the engine 1 rises and reaches the determination value H2 after the start of the engine 1 is started. If the temperature of the lubricating oil has not risen to the determination value H2, an affirmative determination is made in step S401, and the drive of the blower 21 in the air conditioner 18 is prohibited (S402).

  Therefore, when the engine 1 is started, the drive of the blower 21 is prohibited even if there is a heating request until the oil temperature of the lubricating oil subsequently rises to the determination value H2 or higher. When the drive of the blower 21 is prohibited, the heat exchange between the air flowing through the air duct 22 and the cooling water in the heater core 24 provided in the circulation path 6 through the drive of the blower 21 is suppressed. . Therefore, after the heat generated in the engine 1 is supplied to the cooling water, it is suppressed from being supplied into the passenger compartment 25 through the air, and the temperature of the engine 1 and the cooling water rises quickly. It becomes. And if the temperature of the engine 1 and a cooling water rises rapidly, heat will be efficiently supplied with respect to the lubricating oil of the engine 1 via the cooling water. This means that the heat generated in the engine 1 is preferentially supplied via the cooling water to the lubricating oil that is a part of the automobile that needs to supply heat at a low temperature outside the passenger compartment 25. To do. Since heat generated in the engine 1 can be preferentially supplied to the lubricating oil in this way, the oil temperature of the lubricating oil quickly rises to the determination value H2 after the start of the engine 1, in other words, It is possible to prevent the engine 1 from being in a state where it can be driven efficiently, and to prevent the fuel efficiency improvement of the engine 1 from being hindered by the delay.

According to this embodiment, the following effects can be obtained.
(10) After the start of the engine 1, the oil temperature of the lubricating oil quickly rises to the determination value H2, and the engine 1 can be driven efficiently, so that the state is delayed. Thus, the fuel efficiency improvement of the engine 1 can be prevented from being hindered by the delay.

(11) Effects equivalent to (2) to (5) in the first embodiment can be obtained.
(Fourth embodiment)
Next, a fourth embodiment in which the vehicle control device is embodied as an automobile control device will be described with reference to FIGS.

  This embodiment is a modification of the first embodiment, and the processing after the start of the engine 1 and after the catalyst warm-up is completed is different from that of the first embodiment. After the catalyst warm-up is completed, when the air sent into the passenger compartment 25 by the drive of the blower 21 based on the heating request is warmed by heat exchange with the cooling water in the heater core 24, the temperature of the cooling water is There exists a possibility that it may fall below the lower limit value in which the inside of the passenger compartment 25 can be heated by the air.

  This is because in an automobile in which the thermal efficiency of the engine 1 is improved by downsizing the engine 1, automatic stop / restart, or the like, the heat generated in the engine 1 is small, and the temperature rises due to heat exchange with the engine 1. This is because the temperature of the cooling water tends to be low. In particular, when the EGR control is to be executed in the engine operating region as wide as possible with the intention of improving the fuel consumption of the engine 1, the temperature of the cooling water becomes more prominent. This is because when EGR control is executed, if the EGR valve 52 is opened and a part of the exhaust of the engine 1 is returned to the intake passage 42 via the EGR passage 51, the pump loss and cooling of the engine 1 are reduced accordingly. This is related to the loss reduction. Thus, reducing the pump loss and cooling loss of the engine 1 means improving the fuel efficiency of the engine 1, but reducing the cooling loss of the engine 1 reduces the heat generated in the engine 1. It also means that. Therefore, the execution of EGR control causes the cooling water temperature TW to decrease, and if the blower 21 is driven during the execution of the EGR control, the cooling water temperature TW is more likely to decrease below the lower limit value described above.

  In this embodiment, when the blower 21 is driven based on the heating request and the warmed air is sent into the passenger compartment 25, the heat generation of the engine 1 is generated based on the cooling water temperature TW being lowered below the lower limit value. The temperature increase control is performed to increase the cooling water temperature TW by executing the engine operation in which the amount is increased. Specifically, the temperature increase control includes an increase in the idle rotation speed of the engine 1, prohibition of the automatic stop of the engine 1, and restart of the engine 1 during the automatic stop. Thereby, since the heat generated in the engine 1 increases, the cooling water temperature TW is returned to the above lower limit value or more. However, increasing the amount of heat generated by the engine 1 by the temperature rise control means that the amount of fuel consumed by the engine 1 is increased, which is disadvantageous for improving the fuel consumption of the engine 1. Therefore, in order to improve the fuel consumption of the engine 1, it is preferable that the temperature increase control is not performed as much as possible.

  In this embodiment, in view of the above situation, after the start of the engine 1 and after the catalyst warm-up is completed, the cooling water temperature TW may be less than the lower limit value by driving the blower 21 based on the heating request. When it is determined that the cooling water temperature TW is low, temperature decrease suppression control for suppressing a decrease in the cooling water temperature TW is performed. In this case, by performing the temperature decrease suppression control, a decrease in the cooling water temperature TW below the lower limit is suppressed, and the temperature increase control is suppressed from being performed due to the decrease. Therefore, it is possible to suppress as much as possible that the fuel efficiency improvement of the engine 1 is hindered by the execution of the temperature increase control.

  In FIG. 9A, the solid line indicates the transition of the cooling water temperature TW when the temperature decrease suppression control is performed, and the two-dot chain line indicates the transition of the cooling water temperature TW when the temperature decrease suppression control is not performed. As can be seen from the figure, when the temperature decrease suppression control is not performed (two-dot chain line), the cooling water temperature TW is not suppressed from decreasing below the lower limit value. The stopped engine 1 is restarted. As a result, the engine 1 is not automatically stopped and restarted, and the engine rotational speed changes as shown in FIG. 9C, which hinders improvement in fuel consumption of the engine 1 due to the engine 1 automatically stopping and restarting. It is inevitable that On the other hand, in the case of the temperature decrease suppression control (solid line), since the decrease of the coolant temperature TW to less than the lower limit value is suppressed, the automatic stop of the engine 1 is prohibited as the temperature increase control or the engine that is automatically stopped The restart of 1 is suppressed as much as possible. As a result, the engine 1 is automatically stopped and restarted as usual, and the engine rotational speed changes as shown in FIG. 9B, and the fuel efficiency of the engine 1 is improved by the engine 1 being automatically stopped and restarted. It is suppressed that is prevented.

  FIG. 10 is a flowchart showing the heating control routine of the present embodiment. This heating control routine is also periodically executed through the air conditioner ECU 27, for example, with a time interruption every predetermined time.

  In this routine, it is determined whether or not it is from the start of the engine 1 to the completion of catalyst warm-up (S501). If the determination is affirmative, the drive of the blower 21 is prohibited (S501). On the other hand, if the start of the engine 1 has been started and the catalyst warm-up has been completed (S501: NO), the processing for implementing the temperature decrease suppression control (S503 to S505) and the temperature increase control are performed. Processing (S506, S507) for performing is performed.

  In the processing (S503 to S505) for suppressing the temperature decrease, it is first determined whether there is a heating request (S503), in other words, whether the blower 21 is driven. If the determination is affirmative, it is determined whether or not the cooling water temperature TW is so low that the cooling water temperature TW may become lower than the lower limit value by driving the blower 21 (S504). Then, when the cooling water temperature TW is so low that there is a possibility that the cooling water temperature TW may become less than the lower limit value by driving the blower 21, the temperature decrease suppression control is executed (S505).

  Further, in the processing (S506, S507) for performing the temperature increase control, it is determined whether the coolant temperature TW is lower than the lower limit value (S506). If the determination is affirmative, the temperature increase control is performed. Is executed (S507).

  FIG. 11 is a flowchart showing a temperature decrease suppression control routine for executing the temperature decrease suppression control in step S505 in the heating control routine of FIG. This temperature decrease suppression control routine is executed every time the process proceeds to step S505 (FIG. 10) in the heating control routine through the air conditioner ECU 27.

  In the temperature decrease suppression control routine, the air volume of the blower 21 is reduced as the temperature decrease suppression control on the condition that the air conditioner auto mode is being performed (S601: YES) (S602). When the air volume of the blower 21 is thus reduced, the amount of air passing through the heater core 24 in the circulation path 6 and flowing into the passenger compartment 25 is reduced, and the heat of the cooling water is taken away by the air in the heater core 24. Therefore, the temperature drop of the cooling water is suppressed. However, the air that has passed through the heater core 24 receives less heat from the cooling water, and it is inevitable that the temperature of the air that is sent into the passenger compartment 25 decreases. May decrease. For this reason, when the air volume reduction of the blower 21 is performed as temperature decrease suppression control, the seat heater 19 generates heat (S603). Regarding the heat generation of the seat heater 19 at this time, the heat generation amount is increased by a predetermined amount from the heat generation stop state or the predetermined heat generation state of the heater 19. As a result, the occupant and the passenger compartment 25 are warmed by the heat of the seat heater 19, so that it is possible to suppress a decrease in comfort in the passenger compartment 25 such that the occupant feels cold.

  Subsequently, it is determined whether or not the occupant's thermal feeling due to the heat generated by the seat heater 19 is sufficient (S604). Since the temperature of the occupant is affected by the temperature in the passenger compartment 25 (inside temperature), the above determination can be made based on this temperature. That is, if the inside air temperature is such that sufficient heat is obtained by the heat generated by the seat heater 19, an affirmative determination is made in step S604, and a negative determination is made otherwise. If an affirmative determination is made in step S604, the cooling water temperature TW is set to the above lower limit value on the condition that the time required for the change in the cooling water temperature TW due to the air volume reduction of the blower 21 has elapsed (S605: YES). It is determined whether or not the cooling water temperature TW is so low that there is a risk of becoming less than (S606). The affirmative determination here means that the reduction of the cooling water temperature TW to less than the lower limit value cannot be suppressed only by reducing the air volume of the blower 21. In this case, in addition to the reduction in the air volume of the blower 21, the EGR control is prohibited from being executed as the temperature decrease suppression control (S <b> 607). If a negative determination is made in step 601 or a negative determination is made in step S604, the process proceeds to step S607 and execution of EGR control is prohibited. Through prohibition of execution of the EGR control, a decrease in the coolant temperature TW to less than the above lower limit value is more accurately suppressed, and the deterioration of the fuel consumption of the engine 1 due to the execution of the temperature increase control is more accurately suppressed. become able to.

  On the other hand, if a negative determination is made in step S606, the negative determination means that the cooling water temperature TW can be suppressed from being lowered below the lower limit value only by reducing the air volume of the blower 21. In this case, the flag F is set to “1” (S608), and execution of EGR control is permitted (S609). In other words, execution prohibition of EGR control is not performed. With respect to the flag F, “1” indicates that the air volume of the blower 21 is being reduced as temperature decrease suppression control while the execution of EGR control is permitted, and “0” indicates the same. It shows that it is not a situation. If a negative determination is made in step S605, the process proceeds to step S609 and the execution of EGR control is permitted.

  FIG. 12 shows a state in which the reduction of the air volume of the blower 21 is stopped and the air volume is returned to the original state when the air volume of the blower 21 is reduced as temperature decrease suppression control in a state where the execution of the EGR control is permitted. It is a flowchart which shows the blower air quantity return routine of. This blower air volume return routine is periodically executed through the air conditioner ECU 27, for example, with a time interruption every predetermined time.

  In this routine, whether or not the flag F is “1” (S701), the cooling water temperature TW is less likely to become less than the lower limit value even if the air volume of the blower 21 is returned to the value before the reduction. It is determined whether or not the coolant temperature TW is high (S702). Regarding the determination in step S702, specifically, when the increase amount of the cooling water temperature TW by returning the air volume of the blower 21 to the value before the reduction is “ΔT” and the lower limit value is “TC”, the cooling water temperature TW Is determined to be higher than a value of “TC + ΔT” to some extent. If the determination is affirmative in both step S701 and step S702, the air volume reduction of the blower 21 is stopped, the same air volume is returned to the original value (S703), and the heat generation of the seat heater 19 is stopped ( S704). Thereafter, the flag F is reset to “0” (S705).

According to this embodiment, in addition to the effect (1) in the first embodiment, the following effects can be obtained.
(12) After starting the engine 1 and completing the warming of the catalyst, it is determined that the cooling water temperature is so low that the cooling water temperature TW may become lower than the lower limit value by driving the blower 21 based on the heating request. Sometimes, temperature decrease suppression control is performed to suppress a decrease in cooling water temperature TW. In this case, by performing the temperature decrease suppression control, a decrease in the cooling water temperature TW below the lower limit is suppressed, and the temperature increase control is suppressed from being performed due to the decrease. Therefore, it is possible to suppress as much as possible that the fuel efficiency improvement of the engine 1 is hindered by the execution of the temperature increase control.

  (13) When the air volume reduction of the blower 21 is performed as the temperature decrease suppression control, the amount of air passing through the heater core 24 of the circulation path 6 and flowing into the passenger compartment 25 is reduced, and the heater core 24 heats the cooling water. Can be suppressed from being taken away by the air, so that a decrease in the coolant temperature TW to less than the lower limit value is suppressed. However, if the air volume of the blower 21 is reduced, the air that has passed through the heater core 24 receives less heat from the cooling water, and the temperature of the air that is sent into the passenger compartment 25 is inevitably lowered, so that the occupant is cold. There is a risk that the comfort in the passenger compartment 25 may be reduced. In order to suppress this, when the air volume of the blower 21 is reduced as described above, the seat heater 19 generates heat. In this case, since the occupant is warmed by the heat of the seat heater 19, it is possible to suppress a decrease in comfort in the passenger compartment 25 such that the occupant feels cold.

  (14) As temperature decrease suppression control, the air volume of the blower 21 is reduced first, and execution of EGR control is prohibited on the condition that the decrease in the cooling water temperature TW to below the lower limit cannot be suppressed. Thereby, the fall to the cooling water temperature TW less than the said lower limit can be suppressed exactly, and the fuel consumption deterioration of the engine 1 by performing temperature rise control can be suppressed much more accurately. . On the other hand, when it is possible to suppress the cooling water temperature TW from decreasing below the lower limit value only by reducing the air volume of the blower 21, the execution of the EGR control is permitted without being prohibited. Therefore, EGR control can be executed as much as possible, and the fuel efficiency improvement effect of the engine 1 by the EGR control can be obtained to the maximum.

  (15) During the air volume reduction of the blower 21 in a state where the execution of the EGR control is permitted, the cooling water temperature TW may be less than the lower limit value even if the air volume reduction of the blower 21 is stopped and the air volume is restored. When the cooling water temperature TW rises to the extent that there is not, the air volume reduction of the blower 21 is stopped, the same air volume is restored, and the heat generation of the seat heater 19 is stopped. As a result, the reduction in the air volume of the blower 21 and the heat generation of the seat heater 19 are prevented from continuing unnecessarily long.

(Fifth embodiment)
Next, a fifth embodiment in which the vehicle control device is embodied as an automobile control device will be described with reference to FIG.

  This embodiment is a modification of the second embodiment, and is different from the second embodiment in the processing after the start of the engine 1 and after the oil temperature of the transmission oil rises to the determination value H1 or more. As the same process, the same process as the process after the catalyst warm-up is completed in the fourth embodiment is performed.

  FIG. 13 is a flowchart showing the heating control routine of the present embodiment. In this heating control routine, it is determined whether or not the oil temperature of the transmission oil rises and reaches the determination value H1 after the start of the engine 1 (S801). 21 is prohibited (S802). If a negative determination is made in step S801, the processes in steps S803 to S807 are executed. The processes in steps S803 to S807 are the same as steps 503 to S507 in the heating control routine (FIG. 9) in the fourth embodiment.

According to this embodiment, the same effect as the effect (6) in the second embodiment and the effects (12) to (15) in the fourth embodiment can be obtained.
(Sixth embodiment)
Next, a sixth embodiment in which the vehicle control device is embodied as an automobile control device will be described with reference to FIG.

  This embodiment is a modification of the third embodiment, and the process after the start of the engine 1 and after the oil temperature of the lubricating oil of the engine 1 has risen above the determination value H2 is the third embodiment. The same process as the process after the catalyst warm-up in the fourth embodiment is performed as the same process.

  FIG. 14 is a flowchart showing a heating control routine of the present embodiment. In this heating control routine, it is determined whether or not the temperature of the lubricating oil of the engine 1 rises and reaches the determination value H2 after the start of the engine 1 (S901). If done, the drive of the blower 21 is prohibited (S902). If a negative determination is made in step S901, the processes in steps S903 to S907 are executed. The processes in steps S903 to S907 are the same as those in steps 503 to S507 of the heating control routine (FIG. 9) in the fourth embodiment.

According to the present embodiment, the same effect as the effect (10) in the third embodiment and the effects (12) to (15) in the fourth embodiment can be obtained.
(Other embodiments)
In addition, each said embodiment can also be changed as follows, for example.

In the first to sixth embodiments, an electrothermal steering heater, an air heater for heating the air flowing through the air duct 22, or the like may be provided as a heat generating means (heat generating portion).
In the first to third embodiments, the engine warm-up determination value TW1 is set to a different value between the normal mode and the economy mode, but may be fixed to a value “A + β” corresponding to the normal mode, for example.

In the fourth to sixth embodiments, only one of the blower air volume reduction and the EGR control execution prohibition may be performed as the temperature drop suppression control.
In the fourth to sixth embodiments, when the blower air volume is reduced as the temperature decrease suppression control, the seat heater 19 does not necessarily have to generate heat.

In the first to third embodiments, in the engine warm-up determination value variable / seat heater control process, it is not always necessary to cause the seat heater 19 to generate heat when there is a heating request.
In the first embodiment, when an affirmative determination is made in step S101 of the heating control routine, heat generation of the seat heater 19 and heat generation stop may be performed according to the presence or absence of a heating request. Note that the processing of step S101 is not necessarily performed in the routine, and the processing may be omitted.

  In the second embodiment, when an affirmative determination is made in step 301 in the heating control routine, heat generation of the seat heater 19 and heat generation stop may be performed according to the presence or absence of a heating request. In this routine, the process of step S301 is not necessarily performed, and the process may be omitted.

  In the third embodiment, when an affirmative determination is made in step 401 in the heating control routine, heat generation of the seat heater 19 and heat generation stop may be performed depending on whether there is a heating request. In this routine, the process of step S401 is not necessarily performed, and the process may be omitted.

  In the fourth embodiment, when an affirmative determination is made in step 501 in the heating control routine, the seat heater 19 may generate heat and stop generating heat according to the presence or absence of a heating request. In this routine, the process of step S501 is not necessarily performed, and the process may be omitted.

  In the fifth embodiment, when an affirmative determination is made in step 801 in the heating control routine, the seat heater 19 may generate heat and stop generating heat according to the presence or absence of a heating request. In this routine, the process of step S801 is not necessarily performed, and the process may be omitted.

  In the sixth embodiment, when an affirmative determination is made in step 901 in the heating control routine, the heating of the seat heater 19 and the heat generation stop may be performed according to the presence or absence of a heating request. In this routine, the process of step S901 is not necessarily performed, and the process may be omitted.

  In the second and fifth embodiments, regarding the determination value H1, the transmission oil viscosity decreases, the rotational resistance of the engine 1 due to the transmission 10 (transmission oil) decreases, and the engine 1 can be driven efficiently. It may be set to a possible transmission oil temperature.

  DESCRIPTION OF SYMBOLS 1 ... Engine, 1a ... Output shaft, 2 ... Engine ECU (electronic control unit), 3 ... Water temperature sensor, 4 ... Water pump, 5 ... Compressor, 6 ... Circulation path, 6a ... Branch passage, 6b ... Flow control valve, 7 DESCRIPTION OF SYMBOLS ... Refrigerant passage, 8 ... Oil temperature sensor, 9 ... Torque converter, 10 ... Transmission, 11 ... Lock-up clutch, 12 ... Transmission ECU (electronic control unit), 13 ... Turbine rotation speed sensor, 14 ... Oil temperature sensor, 15 ... oil passage, 16 ... oil cooler, 17 ... heat exchanger, 18 ... air conditioner, 19 ... seat heater, 21 ... blower, 22 ... air duct, 23 ... evaporator, 24 ... heater core, 25 ... vehicle compartment, 26 ... air mix Damper, 27 ... Air conditioner ECU (electronic control unit), 28 ... Air conditioner automatic control changeover switch, 29 ... Temperature setting switch, 30 ... Air volume setting switch 31 ... Seat heater automatic control changeover switch, 32 ... Mode changeover switch, 33 ... Solar radiation sensor, 34 ... Outside air temperature sensor, 35 ... Inside air temperature sensor, 41 ... Combustion chamber, 42 ... Intake passage, 44 ... Fuel injection valve, 45 ... Spark plug, 46 ... Piston, 47 ... Exhaust passage, 48 ... Catalytic converter, 49 ... Starter, 50 ... EGR mechanism, 51 ... EGR passage, 52 ... EGR valve, 53 ... Accelerator pedal, 54 ... Accelerator position sensor, 55 ... Throttle valve, 56 ... Throttle position sensor, 57 ... Air flow meter, 58 ... Crank position sensor, 59 ... Air-fuel ratio sensor, 60 ... Exhaust temperature sensor.

Claims (6)

A catalyst for purifying exhaust gas provided in an exhaust system of an internal combustion engine mounted on a vehicle;
A heat exchange device comprising a circulation path provided so as to pass through the internal combustion engine, and circulating heat exchange fluid in the circulation path to exchange heat between the fluid and the internal combustion engine;
A heat exchanger provided in the middle of the circulation path, and a blower that is driven based on a heating request and causes a flow of air passing through the heat exchanger, and heat with the heat exchange fluid in the heat exchanger An air conditioner for sending the air heated by the exchange into the passenger compartment;
In a vehicle control device comprising:
A prohibiting means for prohibiting the drive of the blower from the start of the internal combustion engine until the warm-up of the catalyst is completed;
The vehicle is equipped with heat generating means for generating heat so as to heat the vehicle interior using a heat source different from the internal combustion engine,
The prohibition means is
After the catalyst warm-up is completed, when the temperature of the heat exchange fluid is lower than the engine warm-up completion temperature at which it can be determined that the internal combustion engine is warmed-up, prohibiting the drive of the blower is maintained.
When a heating request is made while the blower is prohibited from driving, the heating means is heated,
Based on the completion of warming up of the catalyst and the temperature of the heat exchange fluid being equal to or higher than the engine warmup completion temperature, the drive of the blower is permitted.
The air conditioner is a target value of the temperature of the air sent into the vehicle interior by driving the blower based on the outside air temperature, the actual indoor temperature of the vehicle interior, and the set temperature of the vehicle interior set by the passenger. A certain target blowing temperature is set, and the amount of heat exchange between the air and the heat exchange fluid in the heat exchanger is made variable based on the target blowing temperature,
The prohibiting unit determines that there is a heating request when the target blowing temperature is equal to or higher than a predetermined heating request determination value, and causes the heat generating unit to generate heat, and the target blowing temperature is less than the heating request determination value. It is judged that there is no heating request at a certain time, and the heat generation of the heating means is stopped.
The prohibiting means determines that the temperature of the heat exchange fluid is equal to or higher than the engine warm-up completion temperature based on the fact that the temperature of the heat exchange fluid is equal to or higher than the engine warm-up determination value, and permits the drive of the blower. And
The engine warm-up determination value is greater when the heating means is generating heat based on the determination that there is a heating request than when the heating means is stopped based on the determination that there is no heating request. A control device for a vehicle, characterized by being set to a higher value. The air conditioner can be switched between a normal mode and an economy mode through a switching operation by a vehicle occupant,
The engine warm-up determination value is variably set based on switching between the normal mode and the economy mode, and is set to a higher value when switching to the economy mode than when switching to the normal mode. The vehicle control device according to claim 1. A transmission connected to an output shaft of an internal combustion engine mounted on the vehicle;
A circulation path provided to pass through the internal combustion engine is provided, and heat exchange fluid in the circulation path is circulated to cause heat exchange between the heat exchange fluid and the internal combustion engine. A heat exchange device that exchanges heat with transmission oil of the transmission,
A heat exchanger provided in the middle of the circulation path, and a blower that is driven based on a heating request and causes a flow of air passing through the heat exchanger, and heat with the heat exchange fluid in the heat exchanger An air conditioner for sending the air heated by the exchange into the passenger compartment;
In a vehicle control device comprising:
Prohibiting means for prohibiting the drive of the blower from the start of the internal combustion engine until the oil temperature of the transmission oil reaches a determination value capable of setting the transmission to a driving state that contributes to improving the fuel consumption of the internal combustion engine;
The vehicle is equipped with heat generating means for generating heat so as to heat the vehicle interior using a heat source different from the internal combustion engine,
The prohibition means is
After the oil temperature of the transmission oil reaches the determination value, the blower is prohibited from being driven when the temperature of the heat exchange fluid is lower than the engine warm-up completion temperature at which it can be determined that the internal combustion engine has been warmed up. Maintain
When a heating request is made while the blower is prohibited from driving, the heating means is heated,
Based on the fact that the oil temperature of the transmission oil reaches the determination value and the temperature of the heat exchange fluid is equal to or higher than the engine warm-up completion temperature, the drive of the blower is permitted.
The air conditioner is a target value of the temperature of the air sent into the vehicle interior by driving the blower based on the outside air temperature, the actual indoor temperature of the vehicle interior, and the set temperature of the vehicle interior set by the passenger. A certain target blowing temperature is set, and the amount of heat exchange between the air and the heat exchange fluid in the heat exchanger is made variable based on the target blowing temperature,
The prohibiting unit determines that there is a heating request when the target blowing temperature is equal to or higher than a predetermined heating request determination value, and causes the heat generating unit to generate heat, and the target blowing temperature is less than the heating request determination value. It is judged that there is no heating request at a certain time, and the heat generation of the heating means is stopped.
The prohibiting means determines that the temperature of the heat exchange fluid is equal to or higher than the engine warm-up completion temperature based on the fact that the temperature of the heat exchange fluid is equal to or higher than the engine warm-up determination value, and permits the drive of the blower. And
The engine warm-up determination value is greater when the heating means is generating heat based on the determination that there is a heating request than when the heating means is stopped based on the determination that there is no heating request. A control device for a vehicle, characterized by being set to a higher value. The air conditioner can be switched between a normal mode and an economy mode through a switching operation by a vehicle occupant,
The engine warm-up determination value is variably set based on switching between the normal mode and the economy mode, and is set to a higher value when switching to the economy mode than when switching to the normal mode. The vehicle control device according to claim 3. A circulation path provided to pass through the internal combustion engine is provided, and heat exchange fluid in the circulation path is circulated to cause heat exchange between the heat exchange fluid and the internal combustion engine. A heat exchange device for exchanging heat with the lubricating oil of the internal combustion engine;
A heat exchanger provided in the middle of the circulation path, and a blower that is driven based on a heating request and causes a flow of air passing through the heat exchanger, and heat with the heat exchange fluid in the heat exchanger An air conditioner for sending the air heated by the exchange into the passenger compartment;
In a vehicle control device comprising:
Providing a prohibition means for prohibiting the drive of the blower until the oil temperature of the lubricating oil of the engine reaches a determination value capable of efficiently driving the engine from the start of the internal combustion engine,
The vehicle is equipped with heat generating means for generating heat so as to heat the vehicle interior using a heat source different from the internal combustion engine,
The prohibition means is
When the temperature of the lubricating oil reaches the determination value and the temperature of the heat exchange fluid is lower than the engine warm-up completion temperature at which it can be determined that the internal combustion engine has been warmed-up, the blower is prohibited from driving. Maintain
When a heating request is made while the blower is prohibited from driving, the heating means is heated,
Based on the fact that the oil temperature of the lubricating oil reaches the determination value and the temperature of the heat exchange fluid is equal to or higher than the engine warm-up completion temperature, the drive of the blower is permitted.
The air conditioner is a target value of the temperature of the air sent into the vehicle interior by driving the blower based on the outside air temperature, the actual indoor temperature of the vehicle interior, and the set temperature of the vehicle interior set by the passenger. A certain target blowing temperature is set, and the amount of heat exchange between the air and the heat exchange fluid in the heat exchanger is made variable based on the target blowing temperature,
The prohibiting unit determines that there is a heating request when the target blowing temperature is equal to or higher than a predetermined heating request determination value, and causes the heat generating unit to generate heat, and the target blowing temperature is less than the heating request determination value. It is judged that there is no heating request at a certain time, and the heat generation of the heating means is stopped.
The prohibiting means determines that the temperature of the heat exchange fluid is equal to or higher than the engine warm-up completion temperature based on the fact that the temperature of the heat exchange fluid is equal to or higher than the engine warm-up determination value, and permits the drive of the blower. And
The engine warm-up determination value is greater when the heating means is generating heat based on the determination that there is a heating request than when the heating means is stopped based on the determination that there is no heating request. A control device for a vehicle, characterized by being set to a higher value. The air conditioner can be switched between a normal mode and an economy mode through a switching operation by a vehicle occupant,
The engine warm-up determination value is variably set based on switching between the normal mode and the economy mode, and is set to a higher value when switching to the economy mode than when switching to the normal mode. The vehicle control device according to claim 5.