JP2013173447A - Control apparatus of idle-stop vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a control apparatus of an idle-stop vehicle that prevents bad smell from an evaporator from entering a cabin without impairing indoor temperature comfort as much as possible.SOLUTION: When an engine stop condition is established while a blower is driven, a first reduction control is performed to reduce the air volume of the blower. When the outside air temperature falls within a temperature range of higher than 10.5°C and lower than 22.6°C, where bacteria grow easily in the evaporator, a second reduction control is executed to reduce the air volume of the blower further. Bad smell due to bacteria growing can be prevented from entering the cabin. When an outside air temperature is out of the temperature range of higher than 10.5°C and lower than 22.6°C, the second reduction control is not executed, and the air volume reduced by the first reduction control is maintained, thereby keeping indoor temperature comfort.

Description

  The present invention relates to a control device for an idle stop vehicle.

  The car is equipped with an air conditioner. In the air conditioner, the compressor is driven by the power of the engine, and refrigerant is supplied from the compressor to the evaporator, whereby the evaporator is cooled. On the other hand, the blower fan is driven and the blower is supplied to the evaporator. The blown air becomes cool air by passing through the evaporator and flows toward the air outlet that is opened in the passenger compartment. Further, a heater core heated by engine cooling water is provided between the evaporator and the outlet. The air that passes through the heater core is heated by the heater core. By adjusting the blast volume that passes through the heater core and the blast volume that does not pass through the heater core, conditioned air at an appropriate temperature is supplied from the outlet to the vehicle interior.

  In recent years, in order to improve fuel efficiency, the engine is automatically stopped in response to the establishment of a predetermined stop condition while the engine is being driven, and then the engine is responded to the establishment of a predetermined restart condition. There is provided an automobile having a function of automatically restarting the vehicle, so-called idle stop vehicle.

  If the blower fan of the air conditioner continues to be driven after the engine is automatically stopped, the temperature of the engine coolant is lowered. In the idling stop vehicle, when the temperature of the engine cooling water falls below a predetermined temperature, the engine is restarted even if the engine stop condition is satisfied. Therefore, the engine stop time is shortened and the fuel efficiency improvement effect is reduced. In addition, there is a problem that the temperature of the conditioned air discharged from the air outlet decreases as the temperature of the cooling water decreases.

  Therefore, in order to suppress the temperature drop of the cooling water, it has been proposed to reduce the air blowing amount of the blower fan in response to the engine being automatically stopped.

JP 2000-142095 A

  It is known that various types of bacteria and molds propagate in the evaporator. For example, since the compressor is stopped while the engine is stopped, germs and the like are likely to propagate on the evaporator. When the blower fan is driven in a state where germs have propagated on the evaporator, an unpleasant odor wind blows out from the outlet. Therefore, in an idle stop vehicle, an unpleasant odor wind may blow out from the air outlet while the engine is automatically stopped.

  In the idle stop vehicle according to the above-mentioned proposal, the air blowing amount of the blower fan is lowered in response to the automatic stop of the engine, but after a certain amount of time, there is an unpleasant feeling due to the smell from the blower outlet.

  In order to prevent the odor from the blower outlet, it is conceivable to reduce the air volume by the blower fan in response to the automatic engine stop. However, when the air volume of the blower fan is reached, comfort due to the temperature in the passenger compartment is impaired.

  An object of the present invention is to provide a control device for an idle stop vehicle that can prevent an unpleasant odor from an evaporator from entering the vehicle interior without impairing comfort due to the temperature in the vehicle interior as much as possible.

  In order to achieve the above object, an idle stop vehicle to which a control device according to the present invention is applied includes an engine, an evaporator, a compressor that is driven by the power of the engine, and supplies refrigerant to the evaporator, In response to a heater core that uses cooling water as a heat source, a blower that generates air to be supplied to the passenger compartment through the evaporator and the heater core, and a predetermined engine stop condition is established while the engine is being driven. And an idle stop control means for stopping the engine. The control device executes temperature reduction means for detecting a temperature outside the passenger compartment, and first reduction control for reducing the air flow rate of the blower when the engine stop condition is satisfied while the blower is being driven. Air-conditioning control means for executing second reduction control for further reducing the air flow rate of the blower based on the temperature detected by the temperature detection means.

  In the idle stop vehicle, the fuel consumption is improved by stopping the engine (idle stop) in response to a predetermined engine stop condition being satisfied while the engine is being driven.

  The idle stop vehicle is equipped with an air conditioner. The air conditioner includes an evaporator, a compressor, a heater core, and a blower. The compressor is driven by the power of the engine, and refrigerant is supplied from the compressor to the evaporator, whereby the evaporator is cooled. The heater core is heated by engine cooling water. The air from the blower passes through the evaporator and / or the heater core and is supplied to the vehicle interior.

  When the engine stop condition is satisfied while the blower is being driven, firstly, first reduction control for reducing the blower amount of the blower is executed. Then, the 2nd reduction control which further reduces the ventilation volume of a fan based on the temperature outside a compartment is performed.

  As a result of intensive studies by the inventors of the present application, it has been found that the breeding state of germs and the like in the evaporator varies depending on the temperature outside the passenger compartment.

  For example, when the temperature outside the passenger compartment is a temperature at which various germs and the like are likely to propagate on the evaporator, the second reduction control is executed to reduce the amount of air blown from the blower, which is uncomfortable due to the propagation of the germs and the like. Odor can be prevented from entering the passenger compartment. As a result, it is possible to prevent the passengers in the passenger compartment from feeling uncomfortable due to the smell from the evaporator.

  In addition, for example, when the temperature outside the passenger compartment is a temperature at which various germs and the like are not easily propagated by the evaporator, the second reduction control is not executed, and the air volume after reduction by the first reduction control is maintained, thereby The temperature comfort can be kept.

  Therefore, an unpleasant odor from the evaporator can be prevented from entering the passenger compartment without impairing comfort due to the temperature in the passenger compartment as much as possible.

  Furthermore, since an unpleasant odor from the evaporator is suppressed from entering the passenger compartment, there is no need to restart the engine in order to suppress the generation of the odor (to eliminate the odor). As a result, it is possible to secure a long time (idle stop time) during which the engine is stopped, and to further improve fuel consumption by idling stop.

  The second reduction control is preferably executed after a predetermined waiting time has elapsed since the engine stop condition was satisfied.

  As a result, it is possible to ensure a long time during which the blast volume after the reduction by the first reduction control is maintained, and it is possible to improve the temperature comfort in the passenger compartment.

  The standby time is preferably set based on the temperature outside the passenger compartment (the temperature detected by the temperature detection means).

  Since the state of breeding of germs and the like in the evaporator varies depending on the temperature outside the passenger compartment, the waiting time is set based on the temperature outside the passenger compartment, so that the time during which the reduced air flow rate by the first reduction control is maintained is as much as possible While being able to be secured for a long time, unpleasant odors from the evaporator can be satisfactorily suppressed from entering the vehicle interior.

  The second reduction control is preferably executed when the temperature outside the passenger compartment is within a predetermined range, that is, within a temperature range where germs and the like are likely to propagate on the evaporator.

  By performing the second reduction control and further reducing the amount of air blown from the blower, it is possible to satisfactorily prevent an unpleasant odor from the evaporator from entering the passenger compartment. On the other hand, when the temperature outside the vehicle compartment is outside the predetermined range, an unpleasant odor is unlikely to be generated by the evaporator. Therefore, the second temperature reduction control is not executed, so that the temperature comfort in the vehicle interior can be kept good. it can.

  When the temperature outside the passenger compartment is within a predetermined range, that is, within a temperature range where germs and the like are likely to propagate on the evaporator, the waiting time may be set shorter as the temperature outside the passenger compartment decreases.

  As a result of diligent research by the present inventor, it has been found that as the temperature outside the passenger compartment decreases within a predetermined range, germs and the like are more likely to propagate on the evaporator. By setting the waiting time to a shorter time as the temperature conditions at which various germs and the like are likely to propagate, the unpleasant odor from the evaporator can be satisfactorily suppressed from entering the vehicle interior.

  ADVANTAGE OF THE INVENTION According to this invention, it can suppress that the unpleasant smell from an evaporator enters into a vehicle interior, without impairing the comfort by the temperature of a vehicle interior as much as possible.

FIG. 1 is a diagram schematically showing an engine and an air conditioner mounted on an idling stop vehicle according to an embodiment of the present invention. FIG. 2 is a block diagram showing the main part of the electrical configuration of the idle stop vehicle. FIG. 3 is a timing chart for explaining the control of the blower air volume when the A / C switch is turned off. FIG. 4 is a map showing the relationship between the temperature outside the passenger compartment, the standby time, and the return time. FIG. 5 is a timing chart for explaining the control of the blower air volume when the A / C switch is switched from OFF to ON before the return time elapses. FIG. 6 is a timing chart for explaining the control of the blower air volume when the A / C switch is switched from OFF to ON after the return time has elapsed. FIG. 7 is a timing chart for explaining the control of the blower air volume when the A / C switch is turned on. FIG. 8 is a timing chart for explaining the control of the blower air volume when the A / C switch is switched from on to off during the eco-run control.

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

  FIG. 1 is a diagram schematically showing an engine and an air conditioner mounted on an idling stop vehicle according to an embodiment of the present invention.

  The idle stop vehicle 1 is an automobile that uses the engine 2 as a drive source. The idle stop vehicle 1 has an idle stop function. In the idle stop function, the engine 2 is stopped (idle stop) in response to the establishment of a predetermined engine stop condition while the engine 2 is being driven, and then in the idle stop state in response to the establishment of the predetermined restart condition thereafter. This is a function for releasing the engine 2 and restarting the engine 2. The engine stop condition is, for example, a condition that the vehicle speed is zero and a brake pedal (not shown) is stepped on for a predetermined time. The restart condition is, for example, a condition that the foot is released from the brake pedal.

  The idle stop car 1 is equipped with an air conditioner 3.

  The air conditioner 3 supplies the refrigerant to the air conditioning duct 4, the blower 5 that generates air flow that flows through the air conditioning duct 4 toward the vehicle interior, the evaporator 6 that cools the air flowing through the air conditioning duct 4, and the evaporator 6. And a heater core 8 for heating the air flowing through the air conditioning duct 4.

  The evaporator 6 is disposed in the air conditioning duct 4.

  A pulley 9 is attached to the drive shaft of the compressor 7. A belt 11 is wound around the pulley 9 and the pulley 10 attached to the output shaft of the engine 2. Thereby, the power of the engine 2 is transmitted to the compressor 7 via the belt 11, and the compressor 7 is driven by the power of the engine 2.

  The evaporator 6 and the compressor 7 are connected to the refrigerant circulation line 12. On the refrigerant circulation line 12, a condenser, a receiver, an expansion valve, and the like are provided. When the compressor 7 is driven, the refrigerant compressed by the compressor 7 is supplied to the condenser. In the condenser, the compressed refrigerant is cooled, so that the refrigerant is liquefied. The refrigerant flowing out from the condenser is supplied to the receiver. In the receiver, the vaporized refrigerant and the liquefied refrigerant are separated. Then, only the liquefied refrigerant is sent from the receiver to the expansion valve, and the liquefied refrigerant is injected from the expansion valve to the evaporator 6, thereby cooling the evaporator 6.

  The air blown from the blower 5 is cooled by passing through the evaporator 6, becomes cold air, and flows in the air conditioning duct 4 toward the vehicle interior.

  The heater core 8 is disposed in the vehicle interior side of the evaporator 6 in the air conditioning duct 4. The heater core 8 is supplied with the cooling water of the engine 2 as a heat source.

  An air mix damper 13 is provided in the air conditioning duct 4 between the evaporator 6 and the heater core 8. The amount of air that passes through the heater core 8 and the amount of air that does not pass through the heater core 8 are adjusted by the position of the air mix damper 13. The air that passes through the heater core 8 is heated by the heater core 8. By mixing the blown air that has passed through the heater core 8 and the blown air that has not passed through the heater core 8, the air-conditioned air has an appropriate temperature, and the air-conditioned air flows toward the vehicle interior.

  At the outlet of the air conditioning duct 4, a defroster outlet 14, a face outlet 15 and a foot outlet 16 are formed. In the air conditioning duct 4, air outlet switching dampers 17, 18, and 19 that open and close the defroster air outlet 14, the face air outlet 15, and the foot air outlet 16 are provided.

  The conditioned air passing through the defroster outlet 14 is blown out toward the windshield and front side glass of the idle stop vehicle 1. The conditioned air passing through the face outlet 15 is blown out toward the driver seat and the passenger seat, for example. The conditioned air that passes through the foot outlet 16 is blown out toward the feet of the occupants sitting in the driver's seat and the passenger seat, for example.

  An inlet switching damper 20 is provided at the inlet of the air conditioning duct 4 to switch between introduction of outside air that takes air outside the passenger compartment into the air conditioning duct 4 and circulation of internal air that takes air inside the passenger compartment into the air conditioning duct 4. ing.

  FIG. 2 is a block diagram showing the main part of the electrical configuration of the idle stop vehicle.

  The idle stop vehicle 1 includes a plurality of ECUs (electronic control units) including a CPU and a memory. The ECU includes an EFI-ECU 21, an eco-run / CVT-ECU 22, a meter ECU 23, and an air conditioner ECU 24. The EFI-ECU 21, the eco-run / CVT-ECU 22, the meter ECU 23, and the air conditioner ECU 24 are connected to each other by a CAN (Controller Area Network) communication protocol.

  The engine 2 and the compressor 7 are connected to the EFI-ECU 21 as control targets. The EFI-ECU 21 includes an outside air temperature sensor 31 that detects the temperature outside the vehicle compartment (outside air temperature), an engine water temperature sensor 32 that detects the coolant temperature of the engine 2, and an evaporator temperature sensor 33 that detects the temperature of the evaporator 6. Is connected.

  The EFI-ECU 21 has a temperature detected by the outside air temperature sensor 31 of 0 ° C. or lower, a temperature detected by the engine water temperature sensor 32 of 70 ° C. or lower, and a temperature detected by the evaporator temperature sensor 33 of 22 ° C. or higher. Under the circumstances, automatic stop control (eco-run control) of the engine 2 by the idle stop function is prohibited.

  The eco-run / CVT-ECU 22 is connected to an eco-run cancel switch 34 that is pushed to prohibit eco-run control. The eco-run cancel switch 34 is disposed at a position where a passenger sitting in the driver's seat can operate.

  A vehicle speed sensor 35 that detects the vehicle speed is connected to the meter ECU 23.

  The air conditioner ECU 24 is connected to the blower 5, the air mix damper 13, the outlet switching dampers 17 to 19, and the inlet switching damper 20 as control targets. The air conditioner ECU 24 is connected to an inside air temperature sensor 36 that detects the temperature in the passenger compartment. Further, the air conditioner ECU 24 is communicably connected with various switches for air conditioning arranged on the instrument panel 37 in the passenger compartment by a LIN (Local Interconnect Network) communication protocol. The switch for air conditioning is an A / C switch that is pushed to input on / off of the compressor 7, and a mode for removing pollen from the conditioned air (air blow) supplied to the passenger compartment. A pollen switch to be pressed is included.

  FIG. 3 is a timing chart for explaining the control of the blower air volume when the A / C switch is turned off. FIG. 4 is a map showing the relationship between the temperature outside the passenger compartment, the standby time, and the return time.

  The air conditioner ECU 24 stores the map shown in FIG. 4 in a memory. The air conditioner ECU 24 controls the air volume of the blower 5 according to the state of the eco-run control by the EFI-ECU 21 and the eco-run / CVT-ECU 22 as shown in FIG. 3 while referring to the map shown in FIG. To do.

  When the engine stop condition is satisfied, the eco-run control by the EFI-ECU 21 and the eco-run / CVT-ECU 22 is started through the eco-run transition state.

  When the eco-run control is started, the air conditioner ECU 24 lowers the air volume of the blower 5 within a range where the blower 5 does not become zero (first reduction control). Specifically, if the air flow rate of the blower 5 before the start of the eco-run control is 13 levels or more, the air flow rate of the blower 5 is lowered by 8 levels from the level before the start of the eco-run control in response to the start of the eco-run control. Be lowered. Further, if the air volume of the blower 5 before the start of the eco-run control is 4 to 12 levels, the air volume of the blower 5 is lowered to 4 levels in response to the start of the eco-run control. Further, along with the start of the eco-run control, the air conditioner ECU 24 starts measuring the elapsed time from the start of the eco-run control.

  If the temperature detected by the outside air temperature sensor 31, that is, the outside air temperature is in the temperature range higher than 10.5 ° C. and lower than 22.6 ° C., the eco-run control starts regardless of whether the A / C switch is turned on or off. When the predetermined standby time has elapsed, the air volume of the blower 5 is lowered to substantially zero level by the air conditioner ECU 24 (second reduction control).

  As shown in FIG. 4, the standby time is set according to the outside air temperature. When the outside air temperature is in the range of 10.5 to 15 ° C., the standby time is set to 19 seconds. When the outside air temperature is in the range of 15 to 22.6 ° C., the waiting time is set to be shorter as the outside air temperature is lower.

  On the other hand, when the outside air temperature is larger than 10.5 ° C. and outside the temperature range smaller than 22.6 ° C., that is, when the outside air temperature is 10.5 ° C. or lower or 22.6 ° C. or higher, the air volume of the blower 5 is It cannot be lowered from the air volume after being lowered in response to the start of eco-run control. If the A / C switch is turned off at the start of the eco-run control and the A / C switch is not turned on thereafter, the air volume of the blower 5 is reduced after the eco-run control is started. Maintained.

  When the A / C switch is turned off at the start of the eco-run control and the restart condition of the engine 2 is satisfied without the A / C switch being turned on thereafter, as shown in FIG. After that, the engine 2 is restarted by the EFI-ECU 21 and the eco-run / CVT-ECU 22.

  When the engine 2 is restarted, the air volume of the blower 5 is returned to the air volume before the start of the eco-run control by the air conditioner ECU 24.

  FIG. 5 is a timing chart for explaining the control of the blower air volume when the A / C switch is switched from OFF to ON before the return time elapses.

  When the eco-run control is started, the air volume of the blower 5 is lowered by the air conditioner ECU 24 (first reduction control). Specifically, if the air flow rate of the blower 5 before the start of the eco-run control is 13 levels or more, the air flow rate of the blower 5 is lowered by 8 levels from the level before the start of the eco-run control in response to the start of the eco-run control. Be lowered. Further, if the air volume of the blower 5 before the start of the eco-run control is 4 to 12 levels, the air volume of the blower 5 is lowered to 4 levels in response to the start of the eco-run control. Further, along with the start of the eco-run control, the air conditioner ECU 24 starts measuring the elapsed time from the start of the eco-run control.

  If the outside air temperature is larger than 10.5 ° C. and smaller than 22.6 ° C., the standby time shown in FIG. 4 from the start of the eco-run control regardless of whether the A / C switch is on or off. When the time has elapsed, the air volume of the blower 5 is lowered to 0 level by the air conditioner ECU 24 (second reduction control). Regardless of whether the A / C switch is on or off, when the predetermined return time has elapsed from the start of the eco-run control, the air-conditioner ECU 24 returns the air volume of the blower 5 to the air volume before the start of the eco-run control.

  On the other hand, when the outside air temperature is larger than 10.5 ° C. and outside the temperature range smaller than 22.6 ° C., that is, when the outside air temperature is 10.5 ° C. or lower or 22.6 ° C. or higher, the air volume of the blower 5 is The air volume until then (the air volume after being lowered in response to the start of the eco-run control) is maintained. If the A / C switch is switched from OFF to ON before the predetermined return time has elapsed since the start of the eco-run control, the air flow of the blower 5 is increased by the air conditioner ECU 24 after the return time has elapsed. It returns to the air volume before the start of eco-run control.

  As shown in FIG. 4, the return time is set according to the outside air temperature. When the outside air temperature is in the range of 5 to 10 ° C., the return time is set to 22 seconds. When the outside air temperature is in the range of 15 to 20 ° C., the return time is set to 90 seconds. When the outside air temperature is 23 ° C., the return time is set to 28 seconds. When the outside air temperature is 30 ° C. or higher, the return time is set to 29 seconds. When the outside air temperature is in the range of 0 to 5 ° C., the lower the outside air temperature, the shorter the return time is set. When the outside air temperature is in the range of 10 to 15 ° C., the return time is set longer as the outside air temperature is higher. When the outside air temperature is in the range of 20 to 23 ° C., the return time is set to a shorter time as the outside air temperature is higher. When the outside air temperature is in the range of 23 to 30 ° C., the return time is set longer as the outside air temperature is higher.

  As the air volume of the blower 5 is returned to the air volume before the start of the eco-run control, the air conditioner ECU 24 transmits a signal (EGON request signal) requesting the eco-run / CVT-ECU 22 to drive the engine 2. In response to this, the eco-run control is stopped by the EFI-ECU 21 and the eco-run / CVT-ECU 22, and the engine 2 is restarted through an engine-on transition state.

  FIG. 6 is a timing chart for explaining the control of the blower air volume when the A / C switch is switched from OFF to ON after the return time has elapsed.

  When the eco-run control is started, the air volume of the blower 5 is lowered by the air conditioner ECU 24 (first reduction control). Specifically, if the air flow rate of the blower 5 before the start of the eco-run control is 13 levels or more, the air flow rate of the blower 5 is lowered by 8 levels from the level before the start of the eco-run control in response to the start of the eco-run control. Be lowered. Further, if the air volume of the blower 5 before the start of the eco-run control is 4 to 12 levels, the air volume of the blower 5 is lowered to 4 levels in response to the start of the eco-run control. Further, along with the start of the eco-run control, the air conditioner ECU 24 starts measuring the elapsed time from the start of the eco-run control.

  If the outside air temperature is larger than 10.5 ° C. and smaller than 22.6 ° C., the standby time shown in FIG. 4 from the start of the eco-run control regardless of whether the A / C switch is on or off. When the time has elapsed, the air volume of the blower 5 is lowered to 0 level by the air conditioner ECU 24 (second reduction control). When the return time shown in FIG. 4 elapses from the start of the eco-run control regardless of whether the A / C switch is turned on or off, the air volume of the blower 5 is returned to the air volume before the start of the eco-run control by the air conditioner ECU 24.

  On the other hand, when the outside air temperature is larger than 10.5 ° C. and outside the temperature range smaller than 22.6 ° C., that is, when the outside air temperature is 10.5 ° C. or lower or 22.6 ° C. or higher, the air volume of the blower 5 is The air volume is not lowered and is maintained at the previous air volume (the air volume after being lowered in response to the start of the eco-run control). When the A / C switch is switched from OFF to ON after the return time shown in FIG. 4 has elapsed from the start of the eco-run control, the air flow rate of the blower 5 is received by the air conditioner ECU 24 in response to the switching. Is returned to the air volume before the start of eco-run control.

  As the air volume of the blower 5 is returned to the air volume before the start of the eco-run control, the air conditioner ECU 24 transmits a signal (EGON request signal) requesting the eco-run / CVT-ECU 22 to drive the engine 2. In response to this, the eco-run control is stopped by the EFI-ECU 21 and the eco-run / CVT-ECU 22, and the engine 2 is restarted through an engine-on transition state.

  When the A / C switch is switched from OFF to ON after 90 seconds from the start of the eco-run control regardless of the outside air temperature, the air volume of the blower 5 is changed by the air conditioner ECU 24 before the start of the eco-run control. And a signal (EGON request signal) for requesting driving of the engine 2 is transmitted to the eco-run / CVT-ECU 22.

  FIG. 7 is a timing chart for explaining the control of the blower air volume when the A / C switch is turned on.

  When the eco-run control is started, the air volume of the blower 5 is lowered by the air conditioner ECU 24 (first reduction control). Specifically, if the air flow rate of the blower 5 before the start of the eco-run control is 13 levels or more, the air flow rate of the blower 5 is lowered by 8 levels from the level before the start of the eco-run control in response to the start of the eco-run control. Be lowered. Further, if the air volume of the blower 5 before the start of the eco-run control is 4 to 12 levels, the air volume of the blower 5 is lowered to 4 levels in response to the start of the eco-run control. Further, along with the start of the eco-run control, the air conditioner ECU 24 starts measuring the elapsed time from the start of the eco-run control.

  If the outside air temperature is greater than 10.5 ° C. and less than 22.6 ° C., the air conditioner ECU 24 causes the blower 5 to turn off when the standby time shown in FIG. The air volume is lowered to 0 level (second reduction control). When the A / C switch remains on from the start of the eco-run control, when the return time shown in FIG. 4 elapses from the start of the eco-run control, the air flow of the blower 5 is changed to the eco-run control by the air conditioner ECU 24. It returns to the air volume before the start.

  On the other hand, when the outside air temperature is larger than 10.5 ° C. and outside the temperature range smaller than 22.6 ° C., that is, when the outside air temperature is 10.5 ° C. or lower or 22.6 ° C. or higher, the air volume of the blower 5 is The air volume is not lowered and is maintained at the previous air volume (the air volume after being lowered in response to the start of the eco-run control). If the A / C switch remains on from the start of the eco-run control, the air flow of the blower 5 is controlled by the air conditioner ECU 24 after the return time shown in FIG. 4 has elapsed from the start of the eco-run control. It returns to the air volume before starting.

  As the air volume of the blower 5 is returned to the air volume before the start of the eco-run control, the air conditioner ECU 24 transmits a signal (EGON request signal) requesting the eco-run / CVT-ECU 22 to drive the engine 2. In response to this, the eco-run control is stopped by the EFI-ECU 21 and the eco-run / CVT-ECU 22, and the engine 2 is restarted through an engine-on transition state.

  FIG. 8 is a timing chart for explaining the control of the blower air volume when the A / C switch is switched from on to off during the eco-run control.

  When the eco-run control is started, the air volume of the blower 5 is lowered by the air conditioner ECU 24 (first reduction control). Specifically, if the air flow rate of the blower 5 before the start of the eco-run control is 13 levels or more, the air flow rate of the blower 5 is lowered by 8 levels from the level before the start of the eco-run control in response to the start of the eco-run control. Be lowered. Further, if the air volume of the blower 5 before the start of the eco-run control is 4 to 12 levels, the air volume of the blower 5 is lowered to 4 levels in response to the start of the eco-run control. Further, along with the start of the eco-run control, the air conditioner ECU 24 starts measuring the elapsed time from the start of the eco-run control.

  If the outside air temperature is greater than 10.5 ° C. and less than 22.6 ° C., the air conditioner ECU 24 causes the blower 5 to turn off when the standby time shown in FIG. The air volume is lowered to 0 level (second reduction control). When the A / C switch is switched from on to off before the return time shown in FIG. 4 elapses from the start of the eco-run control, the engine-on transition state is established when the restart condition of the engine 2 is satisfied. After that, the engine 2 is restarted by the EFI-ECU 21 and the eco-run / CVT-ECU 22.

  When the engine 2 is restarted, the air volume of the blower 5 is returned to the air volume before the start of the eco-run control by the air conditioner ECU 24.

  On the other hand, when the outside air temperature is larger than 10.5 ° C. and outside the temperature range smaller than 22.6 ° C., that is, when the outside air temperature is 10.5 ° C. or lower or 22.6 ° C. or higher, the air volume of the blower 5 is The air volume is not lowered and is maintained at the previous air volume (the air volume after being lowered in response to the start of the eco-run control). Then, the air volume of the blower 5 is returned to the air volume before the start of the eco-run control by the air conditioner ECU 24 after the return time shown in FIG. 4 has elapsed since the start of the eco-run control, regardless of whether the A / C switch is on or off. .

  As the air volume of the blower 5 is returned to the air volume before the start of the eco-run control, the air conditioner ECU 24 transmits a signal (EGON request signal) requesting the eco-run / CVT-ECU 22 to drive the engine 2. In response to this, the eco-run control is stopped by the EFI-ECU 21 and the eco-run / CVT-ECU 22, and the engine 2 is restarted through an engine-on transition state.

  As described above, in the idle stop vehicle 1, fuel efficiency is improved by stopping the engine 2 (idle stop) in response to a predetermined engine stop condition being satisfied while the engine 2 is being driven. Yes.

  The idle stop vehicle 1 is equipped with an air conditioner 3. The air conditioner 3 includes a blower 5, an evaporator 6, a compressor 7, and a heater core 8. The compressor 7 is driven by the power of the engine 2, and the refrigerant is supplied from the compressor 7 to the evaporator 6, whereby the evaporator 6 is cooled. The heater core 8 is heated by the cooling water of the engine 2. The air blown from the blower 5 passes through the evaporator 6 and / or the heater core 8 and is supplied to the vehicle interior.

  When the engine stop condition is satisfied while the blower 5 is being driven, firstly, a first reduction control for reducing the air flow rate of the blower 5 is executed. Thereafter, based on the outside air temperature, the second reduction control for further reducing the blown amount of the blower 5 is executed.

  Specifically, when the outside air temperature is higher than 10.5 ° C. and lower than 22.6 ° C., that is, at a temperature at which various germs and the like easily propagate on the evaporator 6, the second reduction control is executed. Further, by further reducing the amount of air blown from the blower 5, it is possible to prevent an unpleasant odor resulting from the propagation of such germs from entering the passenger compartment. As a result, it is possible to prevent the passengers in the passenger compartment from feeling uncomfortable due to the odor from the evaporator 6.

  On the other hand, when the outside air temperature is larger than 10.5 ° C. and outside the temperature range smaller than 22.6 ° C., that is, at a temperature at which various germs and the like are difficult to propagate on the evaporator 6, the second reduction control is not executed, and the first By maintaining the air flow after the reduction by the reduction control, the comfort of the temperature in the passenger compartment can be maintained.

  Therefore, an unpleasant odor from the evaporator 6 can be prevented from entering the vehicle interior without impairing comfort due to the temperature in the vehicle interior as much as possible.

  Furthermore, since an unpleasant odor from the evaporator 6 is suppressed from entering the passenger compartment, there is no need to restart the engine 2 in order to suppress the generation of the odor (to eliminate the odor). As a result, the time during which the engine 2 is stopped (idle stop time) can be secured for a long time, and fuel consumption can be further improved by idling stop.

  The second reduction control is executed after a predetermined waiting time has elapsed since the engine stop condition was satisfied. As a result, it is possible to ensure a long time during which the blast volume after the reduction by the first reduction control is maintained, and it is possible to improve the temperature comfort in the passenger compartment.

  The waiting time is set based on the outside air temperature. Since the propagation state of germs and the like in the evaporator 6 varies depending on the outside air temperature, the waiting time is set based on the outside air temperature, thereby ensuring as long as possible the time during which the reduced air volume after the first reduction control is maintained. However, it is possible to satisfactorily suppress the unpleasant smell from the evaporator 6 from entering the passenger compartment.

  Further, when the outside air temperature is in the temperature range larger than 10.5 ° C. and smaller than 22.6 ° C., the waiting time is set to be shorter as the outside air temperature is lower. Within a temperature range higher than 10.5 ° C. and lower than 22.6 ° C., germs and the like are more likely to propagate on the evaporator 6 as the outside air temperature is lower. Therefore, by setting the standby time to a shorter time as the temperature conditions are such that various germs and the like are likely to propagate, it is possible to favorably suppress the unpleasant odor from the evaporator 6 from entering the vehicle interior.

  As mentioned above, although one Embodiment of this invention was described, it is possible to give a various design change to the above-mentioned structure in the range of the matter described in the claim.

1 Idle stop car 2 Engine 5 Blower (blower)
6 Evaporator 7 Compressor 8 Heater Core 21 EFI-ECU (Idle Stop Control Means)
22 Eco-run / CVT-ECU (idle stop control means)
24 Air conditioner ECU (air conditioning control means, standby time setting means)
31 Outside air temperature sensor (temperature detection means)

Claims (3)

An engine, an evaporator, a compressor that is driven by the power of the engine and supplies refrigerant to the evaporator, a heater core that uses cooling water of the engine as a heat source, and passes through the evaporator and the heater core to be supplied into the vehicle interior. A control device for an idle stop vehicle, comprising: a blower that generates air blow; and an idle stop control means for stopping the engine in response to a predetermined engine stop condition being established during driving of the engine,
Temperature detection means for detecting the temperature outside the passenger compartment;
When the engine stop condition is satisfied during driving of the blower, after performing the first reduction control to reduce the blower amount of the blower, the blower amount of the blower is based on the temperature detected by the temperature detecting means. And an air-conditioning control means for executing second reduction control for further reducing the engine.   2. The control device for an idle stop vehicle according to claim 1, wherein the air conditioning control means executes the second reduction control after a predetermined waiting time has elapsed from the establishment of the engine stop condition.   The control apparatus for an idle stop vehicle according to claim 2, further comprising standby time setting means for setting the standby time based on the temperature detected by the temperature detection means.

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