JP2013180738A - Control device for air-conditioning system - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a control device for air-conditioning system preventing racing of an internal combustion engine possibly occurring due to liquid retaining inside a compressor such as when a soaked vehicle is started.SOLUTION: An ECU100 determines whether or not an A/C switch is ON if it is in delay time after starting (step S2). When step S2 results in YES, whether rotation speed of an engine 20 is racing by exceeding a reference value is determined (step S3). The ECU 100 turns OFF A/C operation when the step S3 results in YES (step S4). Then, after the A/C operation is turned OFF by the step S4, and then a delay time (for example, 5 seconds) has passed, the ECU100 turns ON the A/C operation (step S6).

Description

  The present invention relates to an air conditioning system control device that controls an air conditioning system mounted on a vehicle.

  In recent years, an air conditioning system (hereinafter also referred to as an air conditioner or A / C) is mounted on a general vehicle that is commercially available. This air conditioning system has a heating function, a cooling function, a dehumidifying function, etc., and adjusts the temperature and humidity of the air in the passenger compartment.

  The air conditioning system includes an annular refrigerant circulation path, a reservoir (hereinafter also referred to as a receiver tank), an evaporator (hereinafter also referred to as an evaporator), a pressurizer (hereinafter also referred to as a compressor), and a condenser (hereinafter referred to as a compressor). And is also used to cool the passenger compartment by using the heat of vaporization of the refrigerant.

  The refrigerant is stored in a receiver tank, and the refrigerant stored in the receiver tank is introduced into a pipe through which the refrigerant constituting the evaporator passes. The air passing outside the evaporator pipe undergoes heat exchange with the refrigerant. The air heat-exchanged by the evaporator is cooled and taken into the passenger compartment as cold air. On the other hand, the refrigerant that has taken heat from the air passing through the evaporator by heat exchange is vaporized.

  The refrigerant vaporized by the evaporator is compressed by the compressor so as to be easily liquefied. The refrigerant compressed by the compressor is cooled by outside air in the condenser, returned to the liquid, and stored in the receiver tank. The air conditioning system cools the passenger compartment by repeating the above-described circulation. The compressor that compresses the refrigerant is operated by using the output of an internal combustion engine (hereinafter referred to as an engine).

  In a vehicle equipped with such an engine and an air conditioning system, when an overshoot occurs in the engine speed, an engine stop condition is set according to the increased engine speed, and the engine and the air conditioning system are caused by the overspeed. There is one that protects from a failure (see, for example, Patent Document 1). The engine-driven air conditioner described in Patent Document 1 is provided with a means for detecting the engine speed, and when the engine speed falls outside the preset use range, The engine is stopped after a lapse of a predetermined time determined according to the rotational speed. As a result, if the overshoot of the engine speed converges within a predetermined time, the engine continues to operate, and if the overshoot continues, the engine is stopped and the engine and the air conditioning system are protected from overspeed. It was like that.

  By the way, if a vehicle equipped with such an air conditioning system is left outdoors (hereinafter referred to as “soak”) at room temperature (for example, 25 [° C.]) with the engine stopped for a long period of time, it is usually gas in the compressor of the air conditioning system. The refrigerant, which should be, may be cooled and liquefied and stored.

  When such a liquid pool occurs, no load is applied to the compressor of the air conditioning system. Since this compressor is operated using the output of the engine, when the torque required to operate the compressor is no longer necessary, the compressor operates to increase the rotational speed of the engine excessively. This is the engine blow-up.

JP 09-112302 A

  However, although what is described in Patent Document 1 considers the case where the engine speed exceeds the usage range due to overshoot, in a vehicle-mounted air conditioner having no pressure sensor in the line through which the refrigerant flows. This is not to prevent an excessive increase in the engine speed that occurs at the start of the air conditioning system, that is, the so-called blow-up, by reducing the load of the compressor from the prediction due to the liquid pool generated in the line. .

  During operation of the air conditioning system, a decrease in engine output due to the load of the air conditioning system is corrected by control of the control device. Specifically, the control device performs control such as increasing the ISC air amount, and the engine output is temporarily increased. However, if a liquid pool is generated in the compressor in the soak, the load on the air conditioning system is lighter than expected and the engine is idling. At this time, since the engine output is temporarily increased, there has been a problem that an excessive increase of the engine speed, that is, a blow-up occurs.

  That is, the control device causes the engine to output an extra amount of torque necessary to drive the compressor of the air conditioning system based on the prediction that there is no liquid pool. However, when the liquid pool is generated contrary to the prediction, the load of the compressor becomes lighter than the prediction, and there is a problem that the engine is blown up by the torque increased to operate the compressor.

  The present invention has been made to solve the above-described conventional problems. An internal combustion engine that may be generated due to a liquid pool in a compressor when a soaked vehicle is started or the like is provided. An object of the present invention is to provide an air conditioning system control device that prevents blowing up.

  In order to solve the above problems, an air conditioning system control apparatus according to the present invention includes (1) an internal combustion engine, and an air conditioning system that is driven by using a part of the output of the internal combustion engine and adjusts the temperature of the passenger compartment. In an air conditioning system control device mounted on a vehicle and controlling the driving state of the air conditioning system, a post-start timer that starts timing on the condition that the internal combustion engine is started, and time measurement by the post-start timer within a predetermined time And an intermittent control means for temporarily stopping and restarting the operation of the air conditioning system.

  With this configuration, the post-start timer measures a predetermined time after start immediately after starting the internal combustion engine. If it is within a predetermined time after the engine is started, there is a possibility that blow-up due to liquid accumulation in the pressurizer may occur. As a countermeasure for preventing the blow-up, the operation of the air conditioning system is temporarily stopped by the intermittent control means and then restarted. Since the air-conditioning system is temporarily stopped, the blow-up is eliminated, and if the air-conditioning system is restarted, a steady operation of the internal combustion engine can be obtained.

  Note that the air conditioning system control device performs control so that the expected driving load of the air conditioning system is added to the engine output and corrected in the overall control of the internal combustion engine. When there is no driving load of the air conditioning system contrary to the expectation, a blow-up occurs due to the excessive output corrected by adding to the engine output.

  On the other hand, if the predetermined time has elapsed after the internal combustion engine starts, the pressurizer in the air conditioning system rotates to some extent in conjunction with the internal combustion engine, so that the liquid pool phenomenon in the pressurizer that caused the blow-up Will be eliminated naturally. Therefore, even if the operation of the air conditioning system is turned on after a predetermined time has elapsed after the engine is started, no countermeasure is required.

  In this way, the intermittent control means calms the blow-up by temporarily stopping the operation of the air conditioning system for a predetermined time from the start of the internal combustion engine. During the temporary stop, the liquid pool phenomenon in the pressurizer that caused the blow-up is eliminated. Therefore, when the air conditioning system is restarted, the internal combustion engine is not blown up. In particular, when the engine is started after soaking (hereinafter referred to as “soak break”), the engine blow-up due to the liquid pool generated in the pressurizer of the air conditioning system can be reliably suppressed.

  The air conditioning system control device according to the present invention is the air conditioning system control device according to (1), wherein (2) the intermittent control means temporarily stops the operation of the air conditioning system at a plurality of intermittent times. And

  With this configuration, it is assumed that there is a blow-up within a predetermined time immediately after the start of the internal combustion engine, and the intermittent control means pauses the operation of the air conditioning system at a plurality of intermittent times, thereby raising the blow-up. Sedate. By simply stopping the operation of the air conditioning system just by temporarily stopping the blow-up, it is possible to more reliably prevent the liquid pool phenomenon in the pressurizer that caused the blow-up by intermittently stopping the blow-up several times. It will be resolved.

  The air conditioning system control device according to the present invention is the air conditioning system control device according to (1) or (2), wherein (3) the engine speed exceeds a predetermined value during operation of the air conditioning system. The intermittent control means is configured to temporarily restart the operation of the air conditioning system for a predetermined time when the blow-up determination means determines that the blow-up has occurred. It is characterized by.

  With this configuration, the blow-up determination means determines that the blow-up has occurred if the engine speed during operation of the air conditioning system exceeds a predetermined value. During the blow-up determination, the intermittent control means suspends the blow-up by temporarily stopping the operation of the air conditioning system for a predetermined time. During the temporary stop, the liquid pool phenomenon in the pressurizer that caused the blow-up is eliminated. Therefore, when the air conditioning system is restarted, the internal combustion engine is not blown up.

  Thus, when the engine is started, such as after the soak, the engine blow-up due to the liquid pool generated in the pressurizer of the air conditioning system can be more reliably suppressed.

  Further, the air conditioning system control device according to the present invention is the air conditioning system control device according to (3), wherein (4) the intermittent control means is blown from the blow-up determination means while the air conditioning system is temporarily stopped. The air conditioning system is restarted on the condition that sedation information indicating that the rise has been sedated has been acquired.

  With this configuration, if the engine speed is less than a predetermined value during the temporary stop of the air conditioning system, the blow-up determination unit determines that the blow-up has been sedated and transmits sedation information to the intermittent control unit. The intermittent control means receives the sedation information and restarts the air conditioning system. Therefore, when the engine is started, the engine blows up due to the liquid pool, so that even if the air conditioning system is temporarily stopped, the air conditioning system can be restarted promptly if the blow-up subsides. In this way, it is possible to minimize the suspension time of the air-conditioning system due to the liquid pool that tends to occur when the engine is started, such as after the soak.

  ADVANTAGE OF THE INVENTION According to this invention, when starting a soaked vehicle etc., the air-conditioning system control apparatus which prevents the blow-up of the internal combustion engine which may generate | occur | produce due to the liquid pool in a compressor can be provided.

1 is a schematic block configuration diagram of a vehicle equipped with an air conditioning system control device and an air conditioning system according to a first embodiment of the present invention. 1 is a perspective view of the vicinity of a front portion of a vehicle showing main components of an air conditioning system according to a first embodiment of the present invention. In the air-conditioning system control apparatus which concerns on the 1st Embodiment of this invention, it is a graph showing the fluctuation | variation of the engine speed at the time of an air-conditioning system start. It is a flowchart which shows the air-conditioning control process which concerns on the 1st Embodiment of this invention. It is a flowchart which shows the air-conditioning control process which concerns on the 2nd Embodiment of this invention.

(First embodiment)
Hereinafter, a first embodiment of the present invention will be described with reference to the drawings.
First, the configuration will be described.

  FIG. 1 is a schematic block configuration diagram of a vehicle equipped with an air conditioning system control device and an air conditioning system according to a first embodiment of the present invention. FIG. 2 is a perspective view of the vicinity of the front portion of the vehicle showing the main components of the air conditioning system according to the second embodiment of the present invention.

  As shown in FIG. 1, a vehicle 10 includes an engine 20 that is a prime mover, an air conditioning system 30 that is operated by the engine 20, and a vehicle electronic control unit (hereinafter referred to as ECU) 100 that controls the entire vehicle 10. It is equipped with.

  The engine 20 is configured by a known power device that outputs power by burning a hydrocarbon fuel such as gasoline or light oil. The engine 20 has a crank pulley 20a for transmitting power to a compressor 34 of an air conditioning system 30 to be described later.

  The engine 20 is provided with a rotation speed sensor 23 for detecting the engine rotation speed, a water temperature sensor 24, and various sensors (not shown). Detection signals detected by the sensors provided in the engine 20 are input to the ECU 100. The engine 20 is configured to perform operation control such as fuel injection control, ignition control, and intake air amount adjustment control by the ECU 100 based on these signals.

  The air conditioning system 30 includes a receiver tank 31 that stores the refrigerant on the annular refrigerant circulation path 40, an expansion valve 32 that ejects the refrigerant in a mist form, an evaporator (hereinafter referred to as an evaporator) 33 that vaporizes the refrigerant, A compressor 34 that compresses the vaporized refrigerant and a condenser 35 that cools and liquefies the high-temperature and high-pressure refrigerant are provided. The air conditioning system 30 includes a blower fan 37 provided facing the evaporator 33 and a cooling electric fan 38 provided facing the condenser 35.

  The air conditioning system 30 further includes a flow rate sensor 42 that detects the flow rate of the compressed refrigerant and a temperature sensor 43 that measures the temperature. The air conditioning system 30 uses, for example, Freon HFC407C having an ozone layer depletion coefficient of zero as the refrigerant.

  The receiver tank 31 is a container that temporarily stores the refrigerant liquefied by the condenser 35. As will be described later, since the compressor 34 is driven by the engine 20, the rotational speed of the compressor 34 varies. Further, the passenger compartment temperature is greatly influenced by the outside air temperature and fluctuates. Therefore, the amount of refrigerant circulating in the refrigerant circulation path 40 fluctuates greatly, and this amount of refrigerant is adjusted by the receiver tank 31.

  In addition, the receiver tank 31 separates the refrigerant that has not been completely liquefied from the liquefied refrigerant, removes moisture in the refrigerant by passing a desiccant, or removes foreign matter using a filter. It has become. Furthermore, the receiver tank 31 has a transparent observation window called a sight glass so that the remaining amount of refrigerant can be visually observed from the outside. Specifically, it is visible when the engine 20 is operated and the air conditioning system 30 is operated.

  The expansion valve 32 ejects the liquefied refrigerant in a high pressure state from a small hole. As a result, the high-pressure refrigerant is rapidly adiabatically expanded to form a low-temperature and low-pressure mist-like refrigerant that is easy to vaporize (evaporate). The expansion valve 32 adjusts the cooling capacity by adjusting the ejection amount.

  The evaporator 33 has a structure like a radiator, and is surrounded by a pipe through which a low-temperature and low-pressure mist refrigerant passes. The evaporator 33 performs heat exchange between the high-temperature air in contact with the surface of the pipe and the low-temperature and low-pressure mist refrigerant passing through the pipe. By this heat exchange, the refrigerant in the pipe of the evaporator 33 takes the heat of the external air and vaporizes. On the other hand, the air passing outside the pipe of the evaporator 33 is cooled by the heat absorbed by the refrigerant.

  The compressor 34 compresses the vaporized refrigerant. The vaporized refrigerant is compressed into a high-temperature and high-pressure gas by the compressor 34 and is easily liquefied.

  The compressor 34 has a magnet clutch 34 a for inputting power from the engine 20. The magnet clutch 34a is connected to the crank pulley 20a of the engine 20 via the drive belt 22, so that the power output from the engine 20 is transmitted. The magnet clutch 34a is controlled by the ECU 100 to switch whether or not to transmit the power output from the engine 20 to the compressor 34.

  The condenser 35 has the same structure as that of the radiator, and a cooling passage having a large surface area with respect to the outside is provided inside so that the refrigerant passes therethrough. In the condenser 35, the inputted high-temperature and high-pressure gaseous refrigerant is cooled by outside air while passing through the cooling passage, and is liquefied.

  The blower fan 37 is disposed opposite to the evaporator 33, sends high-temperature air in the passenger compartment or the like to the evaporator 33, promotes vaporization of the refrigerant in the evaporator 33, and removes the air that has been deprived of heat and cooled by the evaporator 33 into the vehicle. It is designed to be sent out indoors. Further, the blower fan 37 is controlled by the ECU 100 so as to switch the presence / absence of the operation and the air flow rate.

  The cooling electric fan 38 is disposed to face the condenser 35, guides air outside the vehicle, and sends it out to the condenser 35. The cooling electric fan 38 actively takes in air introduced from the outside of the vehicle and cools the refrigerant passing through the condenser 35. Further, the cooling electric fan 38 is controlled by the ECU 100 to switch the presence / absence of the operation and the air flow rate.

  The flow rate sensor 42 is provided integrally with the compressor 34, and detects the flow rate of the refrigerant compressed by the compressor 34. The flow rate sensor 42 is connected to the ECU 100 and outputs a flow rate detection signal of the refrigerant compressed by the compressor 34.

  The temperature sensor 43 is provided on the opposite side of the blower fan 37 across the evaporator 33. Therefore, the temperature sensor 43 is provided in the vehicle interior. The temperature sensor 43 detects the temperature of the air cooled by the evaporator 33 (hereinafter referred to as post-evaporation temperature). Further, the temperature sensor 43 is connected to the ECU 100 and outputs a detected post-evaporation temperature detection signal.

  The ECU 100 includes a CPU (Central Processing Unit) 100a, a ROM (Read Only Memory) 100b, a RAM (Random Access Memory) 100c, and an input / output interface (not shown).

  Further, the CPU 100a of the ECU 100 is connected to an ignition switch, an air conditioning switch, etc. (not shown). The CPU 100a inputs signals from the rotational speed sensor 23 and other sensors, executes a program stored in the ROM 100b, performs arithmetic processing with reference to various data and maps stored in the ROM 100b, The command signal to is output. Note that most of the output of the ECU 100 is the result of arithmetic processing by the CPU 100a. Therefore, the output by the CPU 100a will be described as the output by the ECU 100.

  The ignition switch switches the output of an engine start signal for instructing start of operation of the engine 20 and an engine stop signal for instructing stop of operation of the engine 20. Hereinafter, an ignition signal (hereinafter referred to as an IG signal) including both an engine start signal and an engine stop signal is used.

  The air conditioning switch is configured to switch the output of an air conditioning start signal that instructs the start of operation of the air conditioning system 30 and an air conditioning stop signal that instructs to stop the operation of the air conditioning system 30. The air conditioning switch also switches the output of a blowing intensity signal for selecting the blowing intensity. Below, it is set as an air-conditioning operation signal including an air-conditioning start signal, an air-conditioning stop signal, and a ventilation intensity | strength signal.

  The ECU 100 receives an IG signal and an air conditioning operation signal from each of the switches. Further, as described above, the ECU 100 is connected to the flow rate sensor 42 of the air conditioning system 30 so that the refrigerant flow rate detection signal after the refrigerant is compressed by the compressor 34 is input.

  Further, the ECU 100 is connected to the temperature sensor 43 so that a post-evaporation temperature detection signal indicating the temperature of the cooled air is input to the evaporator 33.

  Based on these input signals, the ECU 100 starts the engine 20 of the vehicle 10, starts the air conditioning system 30, the temperature of the air cooled by the evaporator 33 of the air conditioning system 30, and the refrigerant compressed by the compressor 34 of the air conditioning system 30. The flow rate etc. of this is detected.

  Further, the ROM 100b of the ECU 100 stores a control map representing the correction amount A set to assist the engine 20 with the predicted torque B required by the compressor 34. This control map is configured by control information used by the ECU 100 to appropriately control an ISC (Idol Speed Control) air amount corresponding to the correction amount A. Further, the ROM 100b stores a threshold value Neth for determining whether or not the engine speed is blowing up beyond the reference value. This threshold is set to 1,750 rpm, for example. The ROM 100b stores a map representing a shift diagram based on the specification value of the vehicle 10, the vehicle speed and the throttle opening, a program for executing shift control, a program for air conditioning system control processing, and the like.

  As described above, the crank pulley 20 a of the engine 20 is connected to the magnet clutch 34 a of the compressor 34 via the drive belt 22. Therefore, the ECU 100 controls the operation of the engine 20 including the torque used by the compressor 34 in addition to the torque required by the engine 20.

  Next, the operation will be described with reference to FIGS. FIG. 3 is a graph showing fluctuations in engine speed at the start of the air conditioning system in the air conditioning system control apparatus according to the first embodiment of the present invention. FIG. 4 is a flowchart showing an air conditioning control process according to the first embodiment of the present invention.

  In the graph shown in FIG. 3, the horizontal axis is a time axis for displaying the number of seconds [S], and 20 seconds have elapsed from t0 to t4. Specifically, the horizontal axis shows the elapsed time after t0 when the engine 20 is started (hereinafter referred to as t0 when the engine is started) and after t1 when the air conditioner switch is turned on (hereinafter referred to as t1 when the air conditioner is ON). Yes. The engine start time t0 is when the ignition switch is changed from “OFF” to “ON”, and is when the engine 100 is requested to start the engine 20.

  In the graph shown in FIG. 3, the vertical axis represents the torque [Nm] and the engine speed [rpm]. The torque and the engine speed are shown for the case where the air conditioning control process according to the present embodiment is not executed. Further, the correction amount A shown in FIG. 3 indicates the degree to which the output of the engine 20 is increased when the air conditioner is turned on. Specifically, the ECU 100 controls the amount of ISC (Idol Speed Control) air as indicated by the correction amount A. This correction amount A is set so that the engine 20 supports the expected torque B required by the compressor 34.

  That is, in order to prevent the engine 20 from being able to maintain idling due to a decrease in the number of revolutions due to the load of the expected torque B, the ISC is expected to increase the output against the expected torque B load. The air amount is increased by the correction amount A. Specifically, in addition to appropriately executing a program stored in the ROM 100b, the object is achieved by appropriately referring to map data or the like stored in the ROM 100b.

  Here, if the compressor 34 is in a liquid pool state due to soak or the like, the expected torque B is not required, and the idle state as shown in the actual torque C is obtained. The excessive torque corresponding to the difference between the predicted torque B and the actual torque C shown in FIG. 3 unnecessarily increases the rotational speed D of the engine 20 to 2,000 rpm or more. The blow-up determination means determines that the blow-up has occurred at t2 when the engine speed D exceeds the threshold value Neth (hereinafter referred to as blow-up time t2).

  Several seconds after the blow-up time t2, the engine speed D falls below the threshold value Neth. At this time, the blow-up determination means constituted by the ECU 100 and the rotational speed sensor 23 determines that the blow-up has been sedated based on the fact that the engine rotational speed D has dropped below the threshold value Neth. At this time, the ECU 100 generates sedation information and uses it for air conditioner ON / OFF control described later.

  In addition, the liquid pool naturally resolves at t3 several seconds after the air conditioner is turned on (hereinafter, referred to as t3 when the liquid pool is eliminated). After the liquid pool elimination time t3, the compressor 34 gradually starts to operate normally, and requires a driving torque substantially in line with the expected torque B.

  As shown in FIG. 3, in the conventional air conditioning control process, the engine speed D exceeds the threshold value Neth from t2 to t3, and blowing up cannot be prevented. In the present invention, the ECU 100 is configured to turn off the air conditioner ON / OFF signal E from t2 to t3 so as to prevent the engine speed from rising, so as to prevent the engine speed from rising.

  That is, the ECU 100 keeps the air conditioner control signal E ON (High) from the air conditioner ON time t1 to the blow-up time t2, and turns OFF (Low) for a predetermined time from the blow-up time t2 to the liquid pool elimination time t3. Turn on again after t3 at the time of accumulation elimination. Therefore, the ECU 100 constitutes the blow-up determination unit and the intermittent control unit according to the present invention. That is, when the ECU 100 determines that the air has blown up, the operation of the air conditioning system 30 is paused for a predetermined time and then restarted. The ECU 100 according to the present embodiment is controlled by the air conditioner control signal E to turn on the air conditioner from t1 to t2, turn it off for a predetermined time from t2 to t3, and maintain ON again after t3 at the time of liquid pool elimination. This corresponds to the control for restarting the operation of the air conditioning system according to the present invention after pausing for a predetermined time.

  In this way, by turning off the air conditioner, the correction amount A becomes zero during the period from the blow-up time t2 to the liquid pool elimination time t3, so that the blow-up during that period is also eliminated. As a result, it is possible to prevent the engine 20 from blowing up.

  The flowchart shown in FIG. 4 is an air conditioning system control processing program executed by the CPU 100a of the ECU 100, and the air conditioning system control processing program is stored in the ROM 100b. The air conditioning system control process is executed by the CPU 100a of the ECU 100 detecting the input of the air conditioning operation signal from the air conditioning switch, that is, detecting the start of the operation of the air conditioning system 30.

  As shown in FIG. 4, first, the ECU 100 determines whether or not it is within a post-start delay time (for example, 20 seconds) (step S1). The post-start delay time according to the present embodiment corresponds to a predetermined time measured by the post-start timer according to the present invention. Further, the post-start timer is configured by a program in the ECU 100.

  When it is determined YES in step S1, ECU 100 determines whether an air conditioner switch (hereinafter referred to as an A / C switch) is ON (step S2). If it is determined YES in step S2, ECU 100 determines whether or not the rotation speed of engine 20 is blowing over a threshold value Neth determined as a reference, based on a signal input from rotation speed sensor 23. (Step S3). On the other hand, when it determines with NO in step S2, a process is complete | finished. In the present embodiment, the reference threshold is set to 1,750 rpm, but this value is merely an example.

  Note that the ECU 100 according to the present embodiment determines whether or not the engine speed exceeds the threshold value Neth (step S3), and thus constitutes a blow-up determination unit according to the present invention.

  When ECU 100 determines YES in step S3, ECU 100 turns off the air conditioner operation (step S4). On the other hand, when it determines with NO by step S3, a process is complete | finished.

  ECU 100 determines in step S4 whether or not a delay time (for example, 5 seconds) has elapsed after turning off the air conditioner operation (step S5). If it is determined as YES in step S5, the air conditioner operation is turned on (step S6). On the other hand, if the ECU 100 determines NO in step S5, the process ends. Since the delay time of 5 seconds shown in step S5 according to the present embodiment results in the suspension of the air conditioner operation for 5 seconds, the intermittent control for temporarily stopping the operation of the air conditioning system according to the present invention for a predetermined time is performed. Correspond.

  As described above, in the air conditioning system control apparatus according to the present embodiment, ECU 100 measures a predetermined time after starting immediately after engine 20 is started. If it is within a predetermined time after the engine 20 is started, there is a possibility that a blow-up due to a liquid pool in the compressor 34 may occur. As a countermeasure for preventing the blow-up, the operation of the air conditioning system 30 is temporarily stopped and then restarted. Since the air-conditioning system 30 is temporarily stopped, the air blow-up is eliminated, and the air-conditioning system 30 can be restarted to obtain a steady operation of the engine 20.

  Further, ECU 100 determines that the engine is blowing up if the engine speed during operation of air conditioning system 30 exceeds a predetermined value Neth. During the blow-up determination, the ECU 100 suspends the blow-up by temporarily stopping the operation of the air conditioning system 30 for a predetermined time. During the temporary stop, the liquid pool phenomenon in the compressor 34 that has caused the blow-up is eliminated. Therefore, when the air conditioning system 30 is restarted, the engine 20 is not blown up.

(Second Embodiment)
Hereinafter, the air conditioning system control apparatus according to the second embodiment will be described with reference to FIG. In the air conditioning system control apparatus according to the second embodiment, the same components as those of the air conditioning system control apparatus according to the first embodiment described above are described in the first embodiment shown in FIGS. Description will be made using the same reference numerals as those of the embodiment, and only differences will be described in detail.

  In the present embodiment, the ECU 100 performs intermittent control that switches the operation of the air conditioning system 30 a predetermined number of times between ON and OFF when the delay time after the start of the air conditioner has elapsed and the delay time has elapsed after the air conditioner is turned on. Is supposed to run. By executing the intermittent control in this way, it is possible to prevent the engine 20 from blowing up and to eliminate the liquid pool in the compressor 34.

  FIG. 5 is a flowchart showing an air conditioning control process according to the second embodiment of the present invention.

  The flowchart shown in FIG. 5 is an air conditioning control processing program executed by the CPU 100a of the ECU 100, and the air conditioning control processing program is stored in the ROM 100b. The air conditioning control process is executed from the stage where the ignition is turned on by the CPU 100a of the ECU 100.

  As shown in FIG. 5, first, the ECU 100 determines whether or not it is within a post-start delay time (for example, 20 seconds) (step S11).

  If it is determined YES in step S11, ECU 100 determines whether or not the A / C switch is ON (step S12). When it is determined YES in step S12, ECU 100 determines whether or not a predetermined delay time has elapsed after the A / C switch is turned on (step S13). This delay time is set to a predetermined short time before the engine speed is increased while the air conditioner is in an ON state when the compressor 34 is in a liquid pool state. In the present embodiment, this predetermined time is set to 4 seconds.

  If it is determined YES in step S13, ECU 100 determines whether or not the intermittent control for shifting the air conditioner between OFF and ON has been performed a specified number of times (step S14). In the present embodiment, this specified number of times is set to three.

  When it is determined that the intermittent control has not been performed the specified number of times (NO in step S14), the ECU 100 proceeds to step S15 and executes the intermittent control. At this time, the number of executions of intermittent control is counted up. On the other hand, if it is determined that the intermittent control has been performed a predetermined number of times (YES in step S14), the process is terminated.

  As described above, ECU 100 according to the present embodiment assumes that the engine 20 is blown up within a predetermined time immediately after starting engine 20. The intermittent control means realized by executing the program of the ECU 100 suspends the blowing by temporarily stopping the operation of the air conditioning system 30 at a plurality of intermittent times. By simply stopping the operation of the air-conditioning system 30 just by temporarily stopping the operation, the liquid pool phenomenon in the compressor 34 that caused the air discharge can be more reliably eliminated by intermittently stopping the operation. Is done.

  Note that the intermittent control means realized by executing the program of the ECU 100 according to the present embodiment performs control to temporarily stop the operation of the air conditioning system 30 at a plurality of intermittent times by the intermittent control means according to the present invention. Realized.

  As described above, the air-conditioning system control device according to the present invention provides an air-conditioning system control device that prevents engine blow-up that is likely to occur due to liquid accumulation in the compressor when a soaked vehicle is started. It is useful as an air conditioning system control device or the like that performs control to prevent engine blow-up when the refrigerant in the compressor of the air conditioning system is liquefied.

10 Vehicle 20 Engine (Internal combustion engine)
20a Crank pulley 22 Drive belt 23 Speed sensor 24 Water temperature sensor 30 Air conditioning system 31 Receiver tank 32 Expansion valve 33 Evaporator 34 Compressor 34a Magnet clutch 35 Condenser 37 Blower fan 38 Cooling electric fan 40 Refrigerant circuit 42 Flow rate sensor 43 Temperature sensor 100 ECU (Air conditioning system control device, post-startup timer, intermittent control means, blow-up judgment means)
100a CPU
100b ROM
100c RAM

Claims (4)

In an air conditioning system control device that is mounted on a vehicle equipped with an internal combustion engine and an air conditioning system that is driven using a part of the output of the internal combustion engine and adjusts the temperature of the vehicle interior, and that controls the driving state of the air conditioning system,
A post-start timer that starts timing on the condition that the internal combustion engine is started;
An air conditioning system control apparatus comprising: intermittent control means for temporarily stopping and restarting the operation of the air conditioning system on the condition that the time measured by the timer after starting is within a predetermined time.   The air conditioning system control device according to claim 1, wherein the intermittent control means temporarily stops the operation of the air conditioning system at a plurality of intermittent times. During the operation of the air conditioning system, provided with a blow-up determination means for determining that the blow-up occurs when the engine speed exceeds a predetermined value,
The said intermittent control means is restarted after pausing operation | movement of the said air conditioning system only for predetermined time, when the said blow-up determination means determines with a blow-up. Air conditioning system controller.   The intermittent control means restarts the air-conditioning system on the condition that sedation information indicating that the blow-up has subsided during the suspension of the air-conditioning system is acquired from the blow-up determination means. The air conditioning system control device according to claim 3.

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