JP2016068733A - Control device of vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To enable passenger comfort in a third row seat to be secured when blower air flow is low in a vehicle having front and rear air conditioners as well as the third row seat.SOLUTION: There are provided an air conditioner K for a front seat adapted for a passenger in a first row seat ST1, and an air conditioner KR for a rear seat adapted for passengers in a second row seat ST2 and a third row seat ST3. An extractor ETR for releasing increased vehicle interior pressure into the outside air (atmosphere) is provided at the rear of a vehicle body. When blower air flow is reduced while an engine is automatically stopped by idle stop, or when an air conditioning state at low blower air flow continues for a predetermined time or more during engine operation, the air conditioner K for the front seat is switched to a state where the outside air is forced into the vehicle interior.SELECTED DRAWING: Figure 11

Description

  The present invention relates to a vehicle control device having a front seat air conditioner and a rear seat air conditioner.

  The vehicle air conditioning control device has a cold air generator including a compressor, a condenser, and an evaporator, and a hot air generator that uses engine cooling water as a heat source, and the mixing ratio of the cold air and the hot air is air-mixed. It is changed by a damper to obtain conditioned air at a desired temperature. The conditioned air is blown into the passenger compartment by the blower fan, and the amount of blown air is changed by changing the rotational speed of the blower fan. In general, the compressor is driven by an engine, and a water pump that circulates cooling water is also driven by the engine. Therefore, when the engine is stopped, the compressor and the water pump are stopped, so that the heat medium is not distributed to the evaporator or the heater core as the heat exchanger.

  In the air conditioning control apparatus for a vehicle, an auto air conditioner that automatically controls the actual room temperature so as to reach the target room temperature is the mainstream. Automatic control of air conditioning is performed according to the environmental conditions inside the passenger compartment, the environmental conditions outside the passenger compartment, and the parameters indicating the air conditioning operation state (particularly the setting of the target indoor temperature) by the occupant. The air-conditioning air blowing amount and the like are automatically set.

  On the other hand, in recent vehicles, in order to improve fuel efficiency, many vehicles perform so-called idle stop that automatically stops the engine when the vehicle is stopped or at an extremely low speed just before the stop. This idle stop is executed on condition that a preset stop condition is satisfied. Examples of the start condition include that the vehicle speed is zero (the vehicle is stopped) and that the brake is operated. Generally, it is set so as to satisfy all conditions such that the accelerator is not operated and the transmission is in the D position.

  Even during automatic engine stop due to idle stop, the operation of the air conditioner is continued from the viewpoint of ensuring passenger comfort. That is, even if the engine is automatically stopped, air-conditioning control using the cooling function is continued until the evaporator rises to a predetermined upper limit temperature, and the addition is continued until the heater core falls to the predetermined lower limit temperature. Air conditioning control using the temperature function may be continued.

  On the other hand, in the case of a wagon car or a large SUV car, the seat in the second row is located behind the first row seat, which is the front seat including the driver seat in the first row, as called the third row seat. Some have a third row of sheets disposed behind the second row of sheets. In this case, since the vehicle interior space for air conditioning becomes large, Patent Document 1 discloses a front-seat air-conditioning device for the first-row seat that is a front seat, as well as a front-seat air-conditioning device. Independently providing a rear seat air conditioner.

  As the number of passengers increases, the humidity in the passenger compartment tends to increase. In Patent Document 2, while the idle stop time is changed according to the number of passengers, when the humidity in the passenger compartment detected by the humidity sensor is high, the opportunity to perform the dehumidifying action by the air conditioner is increased. In order to prevent fogging of the windshield, there is disclosed.

JP 2010-76516 A JP 2010-280354 A

  Both front-seat air conditioners and rear-seat air conditioners are designed to ensure both comfort for the front-seat occupant and comfort for the rear-seat occupant even when the engine is automatically stopped due to idle stop. It is conceivable that the air conditioning control is continuously performed, that is, the front seat blower and the rear seat blower are continuously operated. However, if the airflow of the front and rear blowers is the same as that immediately before the engine is automatically stopped, the engine is stopped and the occupant is sensitive to the sound, so the blower operation sound will be felt as noise. The situation is likely to occur, and the power consumption due to the blower operation is increased.

  For this reason, it is conceivable to reduce the blower air volume from the viewpoints of both noise reduction (reduction of power consumption) and long-term air conditioning control during automatic engine stop. However, when the front and rear blower airflows are reduced in the state of inside air circulation, air stays in the vicinity of the third row seats, particularly in the vicinity of the upper space of the third row seats. It becomes a state in which new conditioned air cannot be sufficiently supplied, and the problem of causing discomfort to the passengers in the third row seats is likely to occur. Such a problem is likely to occur during cooling when it is desired to supply cold air to the upper space of the third row seat, and the blower air volume is small not only during engine automatic stop but also during engine operation. It tends to occur sometimes. In particular, when the cold air outlet of the rear seat air conditioner is not directly directed to the third row seat but is positioned in front of the second row seat near the rear of the first row seat, It tends to occur.

  The present invention has been made in view of the above circumstances, and the object thereof is the third row when the blower air volume is small when the vehicle has front and rear air conditioners and the third row seat. It is an object of the present invention to provide a vehicle control device that can ensure the comfort of a passenger on a seat.

  In order to achieve the above object, in the present invention, basically, the extractor provided at the rear of the third row seat is effectively used, and the conditioned air is smoothly directed from the front to the rear in the vehicle interior. It is supposed to flow through. That is, the extractor is, for example, a valve mechanism (check valve mechanism) for connecting the vehicle interior and the outside air so as to be hidden by the rear bumper. For example, when the door is closed, the vehicle interior pressure is increased. The valve is sometimes opened to release the pressure in the passenger compartment to the outside air. In the present invention, when the inside air is circulated and the blower air volume is small, the air conditioner for the front seat is switched to a state where outside air is introduced, and the pressure inside the vehicle compartment that has become high due to the introduction of outside air passes through the extractor. As a result, the new conditioned air flows backward while passing through the third row seat.

Specifically, in the present invention, the following first solution is adopted. That is, as described in claim 1,
A control device for a vehicle having a front seat air conditioner and a rear seat air conditioner independent of the front seat air conditioner and automatically stopping the engine based on a preset stop condition. ,
As a seat on which an occupant is seated, there is a first row seat, a second row seat, a third row seat including a driver's seat sequentially from the front to the rear,
An extractor is provided behind the third row seat to release the passenger compartment pressure to the outside air when the passenger compartment pressure increases.
When the engine is automatically stopped during air-conditioning with internal air circulation, the front-seat blower in the front-seat air conditioner and the rear-seat blower in the rear-seat air conditioner are continuously reduced in air volume. While being operated, the front seat air conditioner is switched to a state of introducing outside air,
It is like that.

  According to the first solution described above, when the engine is automatically stopped by the idle stop during the air conditioning with the inside air circulation, the front seat air conditioner is switched to a state in which the outside air is introduced while the blower air volume is reduced. Therefore, the flow of the conditioned air toward the rear part of the passenger compartment using the extractor is formed, and the comfort of the passenger in the third row seat can be ensured. Of course, when the engine is automatically stopped, the blower air volume is reduced, so that the problem of noise can be prevented or suppressed and the power consumption can be reduced.

Further, in the present invention, the following second solution is adopted. That is, as described in claim 4,
A control device for a vehicle having a front seat air conditioner and a rear seat air conditioner independent of the front seat air conditioner,
As a seat on which an occupant is seated, there is a first row seat, a second row seat, a third row seat including a driver's seat sequentially from the front to the rear,
An extractor is provided behind the third row seat to release the passenger compartment pressure to the outside air when the passenger compartment pressure increases.
When the blower air volume of each air conditioner is small below a predetermined value and when the inside air circulation state continues for the second predetermined time or more as the air conditioning state in the front seat air conditioner, the front seat air conditioner Can be switched to the state to introduce,
It is like that.

  According to the second solution described above, when the conditioned air tends to stay in the third row seats even during traveling, the flow of the conditioned air toward the rear of the passenger compartment using the extractor Is formed, and the passenger comfort of the third row seat can be ensured.

A preferred mode based on the first solution technique is as described in claim 2, and a preferred mode based on the second solution technique is as described in claim 5. Preferred embodiments based on the above are as described in claims 6 and below. That is,
The front seat air conditioner is switched to a state in which outside air is introduced on condition that at least a first predetermined time has elapsed since the automatic engine stop (corresponding to claim 2). In this case, there is a grace period after the blower air volume is reduced until the conditioned air stays in the third row seat and the passenger in the third row seat feels uncomfortable. This is preferable for suspending switching to the outside air introduction state and ensuring a preferable air conditioning state as long as possible.

  The first predetermined time is set to a shorter time when the outside air temperature is high than when it is low (corresponding to claim 3). In this case, the higher the outside air temperature, the earlier the time when the passenger in the third row seat feels uncomfortable, so the higher the outside air temperature, the earlier the timing for switching to the outside air introduction state, and the third row seat. This is preferable in terms of ensuring the comfort of passengers.

  The second predetermined time is set to be shorter when the outside air temperature is high than when it is low (corresponding to claim 5). In this case, the same effect as that of the third aspect can be obtained.

A cold air outlet of the front seat air conditioner is positioned in front of the first row seat;
A cold air outlet of the rear seat air conditioner is positioned near the rear of the first row seat and in front of the second row seat;
Switching to the state where the air conditioner for the front seat introduces outside air is executed on the condition of cooling.
(Corresponding to claim 6). In this case, when the internal air circulation is small and the blower air volume is small, the position of the cold air outlet is likely to cause stagnation of the conditioned air near the third row seat. The passenger comfort of the third row seat can be ensured.

  The air-conditioning air inlet of the rear seat air conditioner is configured to suck in only the inside air (corresponding to claim 7). In this case, the air conditioner for the rear seat uses the outside air introduction and the extractor in the air conditioner for the front seat, even if only the inside air can be introduced due to the arrangement position and the like. The passenger comfort of the seat can be ensured.

The front seat heat exchanger and the front seat blower in the front seat air conditioner are each disposed in the instrument panel,
Each of the rear seat heat exchanger and the rear seat blower in the rear seat air conditioner is disposed in a center console located between the driver seat and the passenger seat,
The heat capacity of the rear seat heat exchanger is smaller than the heat capacity of the front seat heat exchanger,
This is done (corresponding to claim 8). In this case, the rear seat heat exchanger having a large heat capacity and a large front seat heat exchanger with a small heat capacity and a small size while being arranged in the instrument panel generally used together with the front seat blower. It is preferable to arrange the exchanger together with the rear seat blower in the center console so as not to sacrifice the vehicle interior space as much as possible.

  According to the present invention, it is possible to ensure the comfort of the passenger of the third row seat when the blower air volume is small.

1 is a simplified side view of a vehicle to which the present invention is applied. 1 is a simplified plan view of a vehicle to which the present invention is applied. The system diagram which shows an example of an air conditioning system. The figure which shows an example of the cold air generator and warm air generator in the air conditioner for front seats. The figure which shows an example of the operation panel part of the air conditioning in the air conditioner for front seats. The figure which shows an example of the cool air generator and warm air generator in the rear seat air conditioner. The figure which shows an example of the operation panel part of the air conditioning in a rear seat air conditioner. The figure which shows the example of a control system of the air conditioning system in the air conditioner for front seats. The figure which shows the example of a control system of an engine automatic stop. The figure which shows the example of a control system of the air conditioning system in a rear seat air conditioner. The time chart which shows the example of control of this invention at the time of air_conditioning | cooling. The characteristic view which shows the example of a setting of the 1st predetermined time until it switches to an external air introduction state. The flowchart which shows the example of control of this invention. The flowchart which shows another example of control of this invention.

  FIG. 1 and FIG. 2 show an example of a vehicle V to which the present invention is applied. A first row as a front seat in which a seat on which an occupant is seated is composed of a driver seat and a passenger seat sequentially from the front to the rear. The third row seats are the first seat ST1, the second row seat ST2 as the rear seat, and the third row seat ST3 as the rear seat. 1 and 2, SH is a steering handle, and DP is an instrument panel. Further, the front window glass is indicated by FG, and the center console between the driver seat and the passenger seat is indicated by CC.

  The vehicle V includes left and right front side doors SD1 located on the left and right sides of the first row seat ST1, and a rear side door SD2 located on the left and right sides of the second row seat ST2 as side doors. Getting on and off the third row seat ST3 is performed using the rear side door SD2. And the vehicle V is comprised by the back door BD whose back wall part is opened and closed. As shown in FIG. 2, the first row seat ST <b> 1 includes a driver seat and a passenger seat, and two people can be seated. The second row seat ST2 can be seated by three people. The third row seat ST3 can be seated by two people.

  Each seat (seat cushion) is provided with an occupant (seat) detection sensor JS including, for example, a pressure sensitive switch for detecting that the occupant is seated. Further, the vehicle V is provided with a door switch DS1 for detecting that the rear side door SD2 is opened and a door switch DS2 for detecting that the back door BD is opened.

  An extractor ETR is provided at the rear of the vehicle body (see FIG. 1). This extractor ETR is a kind of check valve, which is opened when the pressure in the vehicle interior becomes high, the pressure in the vehicle interior is released to the atmosphere (outside air), and the pressure in the vehicle interior is excessively increased. To prevent. The extractor ETR is disposed in front of the rear bumper of the vehicle body, for example, so that it cannot be seen from the outside. Since the extractor ETR itself is well known in the art, further explanation is omitted.

  The vehicle V is provided with a front-seat air conditioner K and a rear-seat air conditioner KR that are independent of each other. First, the front seat air conditioner K will be described with reference to FIG. A switching damper 3, a blower fan 4, and an evaporator 5 are sequentially disposed in the passage portion 2 having the inflow port 1 from the upstream side (inflow port 1) toward the downstream side. The downstream portion of the evaporator 5 in the passage portion 2 is divided into two independent passages 7 and 8 in parallel with each other by a partition wall 6, and the downstream side of the independent passages 7 and 8 is a common chamber 9 joined together. Yes.

  A heater core 10 is held on the partition wall 6 so as to protrude into the two independent passages 7 and 8. An air mix damper 11 is disposed in the independent passage 7 immediately upstream of the heater core 10. Similarly, an air mix damper 12 is disposed in the independent passage 8 immediately upstream of the heater core 10. An air passage 13 for the driver's seat is opened in the passage portion 2 so as to face the independent passage 7 upstream of the common chamber 9. Further, an air passage 14 for the passenger seat is opened in the passage portion 2 so as to face the independent passage 8 on the upstream side of the common chamber 9. Further, a plurality of air passages 15 to 17 are opened so as to face the common chamber 9. The air passage 15 is for a defroster, for example, and the air passages 16 and 17 are for a side vent, for example. In the air passages 13 to 17, dampers 13A to 17A for adjusting the opening are arranged.

  By changing the opening (position) of the air mix damper 11, the ratio of the cooling air that has passed through the evaporator 5 through the heater core 10 is changed, and the temperature and humidity of the air immediately after passing through the independent passage 7 are adjusted. The air immediately after passing through the independent passage 7 is supplied to the driver's seat. The air mix damper 11 is driven by an electric motor (actuator) 11A and can take an arbitrary opening within a range of 0% to 100%.

  By changing the opening (position) of the air mix damper 12, the ratio of the cooling air that has passed through the evaporator 5 through the heater core 10 is changed, and the temperature and humidity of the air after passing through the independent passage 8 are adjusted. The air immediately after passing through the independent passage 8 is supplied to the passenger seat. The air mix damper 12 is driven by an electric motor (actuator) 12A and can take any opening in the range of 0% to 100%.

  As is apparent from the above description, in the embodiment, the air conditioning for the driver seat and the passenger seat can be individually controlled. And when the opening degree of the air mix dampers 11 and 12 is set to 100% indicated by a solid line in the figure, the air conditioning temperature for the driver seat and the passenger seat is the highest. On the contrary, when the opening degree of the air mix dampers 11 and 12 is set to 0% indicated by a broken line in the figure, the air conditioning temperature for the driver seat and the passenger seat is the lowest. The air passages 15 to 17 are supplied with mixed air in which the conditioned air that has passed through the independent passages 7 and 8 is mixed.

  Reference numeral 18 denotes an inside air introduction port provided in the vicinity of the inflow port 1, and outside air introduction and inside air circulation are switched by the switching damper 1 described above. The ratio between the outside air introduction amount and the inside air introduction amount by the switching damper 1 can also be changed. For example, the inside air circulation rate is 70% (the inside air circulation amount is 70% and the outside air introduction amount is 30%). Is possible.

  FIG. 4 shows a refrigerant circulation path for the evaporator 5 and an engine cooling water circulation path for the heater core 10. In FIG. 4, a belt 53 is wound between a pulley 51 attached to the rotation shaft of the compressor 50 and a pulley 52 attached to the engine EG (crankshaft thereof), and the compressor 50 is driven to rotate by the engine EG. The The refrigerant compressed by the compressor 50 is supplied to the evaporator 5 through the pipe 54, the condenser 55, and the pipe 56. The refrigerant supplied to the evaporator 5 is returned to the compressor 50 through the pipe 57 after heat exchange with the conditioned air. The compressor 50, the condenser 55, and the evaporator 5 are main components of the cold air generator. Note that a clutch 51A is incorporated in the pulley 51 so that the driving of the compressor 50 can be stopped as appropriate even when the engine EG is operating.

  On the other hand, the cooling water from the water pump 60 driven by the engine EG is supplied to the heater core 10 via the pipe 61 and is exchanged with the conditioned air by the heater core 10. Then, the cooling water in the heater core 10 is returned to the water pump 60 through the pipe 62. The water pump 60 and the heater core 10 are main components of the hot air generator. In FIG. 4, for the sake of simplicity, small parts such as an expansion valve related to cooling, a radiator related to cooling of cooling water, a bypass passage, a thermostat valve, and the like are not shown.

  FIG. 5 shows an example of an air-conditioning panel KP operated by a passenger, and is set on the instrument panel. In the embodiment, the driver's seat and the passenger's seat are adapted to control the temperature independently on the left and right, and the switches operated by the occupant are set as follows.

  First, the switch 21 is a main switch for turning on the automatic air conditioner, and is a push type. The switch 22 is a temperature setting switch for the driver's seat and is a dial type. The switch 23 is an automatic air conditioner OFF switch, and is a push type. The switch 24 is an air volume adjusting switch and is a dial type. The switch 25 is operated when the passenger seat temperature is individually selected, and is a push type. The switch 26 is for adjusting the temperature for the passenger seat and is a dial type.

  The switch 31 is a switch for turning off the air conditioner. The switch 32 is a switch for operating the front defroster. The switch 33 is a rear defroster operating switch. The switches 34 and 35 are air-conditioning air outlet selection switches. The switch 36 is a switch for selecting outside air introduction. The switch 37 is a switch for selecting the inside air circulation. Each of the switches 31 to 37 is a push type.

  The configuration of the rear seat air conditioner KR is basically the same as that of the front seat air conditioner K. Therefore, the constituent elements corresponding to the front seat air conditioner K are the symbols used for the front seat air conditioner K. Are marked with “R” and their duplicate description is omitted. That is, the passage portion is indicated by reference numeral 2R, the blower is indicated by reference numeral 4R, the evaporator is indicated by reference numeral 5R, the common chamber is indicated by reference numeral 9R, the heater core is indicated by reference numeral 10R, and the air mix damper is indicated by reference numeral 12R. Indicated by

  The rear seat air conditioner KR is different from the front seat air conditioner K as follows. First, only inside air is introduced (no outside air is introduced). Further, the air outlet has only a foot air outlet 18R and a face air outlet 19R for a passenger seated in the second row seat ST2, and a rear mode damper for switching the air outlet. Is denoted by reference numeral 20R.

  The evaporator 5R and heater core 10R for the rear seat air conditioner KR have a smaller capacity (smaller) than that in the front seat air conditioner K. Although not shown in FIG. 5, the evaporator 5R for the rear seat air conditioner KR is connected to the pipe 57 in series or in parallel with the evaporator 5 for the front seat air conditioner K. Similarly, the heater core 10R for the rear seat air conditioner KR is connected to the pipe 62 in series or in parallel with the heater core 10 for the front seat air conditioner K (not shown in FIG. 5). A compressor 50 and a condenser 55 may be separately provided for the evaporator 5R for the rear seat air conditioner KR, and an engine cooling water pipe may be separately provided for the heater core 10R.

  As shown in FIGS. 1 and 2, the front seat air conditioner K (the evaporator 5 and the heater core 10) described above is installed in the instrument panel DP, and the rear seat air conditioner KR (the evaporator 5R and the heater core 10R). ) Is equipped in the center console CC. The air outlets 18R and 19R of the rear seat air conditioner KR are located at the rear end of the center console CC (in front of the second row seat ST2 in the vicinity of the rear portion of the first row seat ST1). ing).

  FIG. 7 shows an example of an air conditioning panel KPR for the rear seat, which is arranged at the rear of the center console CC. In the embodiment, the switch operated by the occupant is set as follows. First, the switch 21R is a main switch that turns on the rear seat air conditioner KR, and is a push type. The switch 22R is a temperature setting switch and is a dial type. The switch 23R is an on-switch for an auto air conditioner and is a push type. The switch 24R is an air volume changing switch and is a dial type. The switch 31R is a switch that turns off the air conditioner, and is a push type. The switch 34R is an air-conditioning air outlet selection switch, and is a push type (the outlet changes every time it is pushed).

  FIG. 8 shows an example of a control system of the air conditioning system K for the front seat. In FIG. 8, UK is a controller (control unit) for an air conditioning system configured using a microcomputer. The controller UK receives signals from the various switches described above, the temperature of the heater core 10 detected by the temperature sensor S0, the outside air temperature detected by the outside air temperature sensor S1, and the inside air temperature sensor S2. An opening sensor 11B for detecting an indoor temperature, a solar radiation state detected in the vehicle interior detected by the solar sensor S3, a signal related to the temperature of the evaporator 8 detected by the temperature sensor S4, and an actual opening of the air mix dampers 11 and 12, A signal from 12B is input. The controller UK is interposed in the power transmission path between the engine and the refrigerant compression compressor in addition to the devices 1, 4, 11 (11A), 12 (12A), 13A to 17A, 18 such as the dampers described above. The compressor clutch 51A (see also FIG. 4) is controlled. The controller UK and the sensors, switches, and devices are connected by a low-speed communication system.

  The controller UK basically sets the target room temperature according to the environmental conditions inside and outside the vehicle detected by the various sensors S0 to S4 and the switch operation state by the occupant, and the actual room temperature becomes the target room temperature. The air-conditioning air blowing amount, air-conditioning air temperature, and selection of the air-conditioning air outlet are optimally controlled.

  The control unit UK is connected to a control unit UKR for the rear seat air conditioner KR. An example of the control system of the control unit UKR is shown in FIG. In FIG. 10, about the sensor and apparatus corresponding to what is shown in FIG. 8, the code | symbol of "R" is added to the code | symbol shown in FIG. 8, and the duplicate description is abbreviate | omitted.

  The controller UK that is a low-speed communication system shown in FIG. 8 is connected to a high-speed communication system (CAN) via a meter provided on the instrument panel. This high-speed communication system includes a PCM that performs engine control including automatic engine stop and automatic restart, a TCM that performs automatic transmission shift control, a DSC that performs brake control including automatic brake control when the engine is automatically stopped, a door A BCM that performs control around the vehicle body including detection of the open / close state of the vehicle, a keyless control module (indicated by SKE) that performs smart keyless control including detection of misplacement of the key in the vehicle, and an EHPAS that performs power steering control are included. Information on the idling stop state is input from the PCM to the controller UK, while an idling stop permission signal or prohibition signal is output from the controller UK to the PCM according to the air conditioning control state, as will be described later. It has become. Further, a vehicle speed sensor S10 is connected to the DSC, and a vehicle speed signal detected by the vehicle speed sensor S10 is input to the controllers UK and PCM via CAN.

  Signals from the switches JS, DS1, and DS2 shown in FIG. 1 are input to the BCM. Based on the detection signals from the door switches DS1 and DS2, when the rear side door SD1 or the back door BD is opened for a predetermined time or more due to loading / unloading of luggage, the air conditioning of the rear seat is greatly disturbed. Therefore, it is considered that the air conditioning request for the rear seat air conditioner KR is low. Therefore, in this case, an idle stop prohibition signal corresponding to the air conditioning control state of the rear seat air conditioner KR is not output. Since this point is not directly related to the present invention, further explanation is omitted.

  FIG. 9 shows a detailed control system example related to PCM that performs control related to idling stop. In FIG. 9, signals from various sensors or switches S10 to S19 are input to the PCM. The sensor S11 is an accelerator sensor that detects the accelerator opening. The sensor S12 is a throttle sensor that detects the throttle opening. The sensor S13 is an angle sensor that detects the rotational angle position of the crankshaft. The sensor S14 is an intake air temperature sensor that detects the intake air temperature. The sensor S14 is a water temperature sensor that detects the cooling water temperature. The sensor S16 is a negative pressure sensor that detects negative pressure in a brake device having a negative pressure booster. The switch S17 is a brake switch that detects that the brake pedal is depressed (also used as a stop light switch). The sensor S18 is a range position sensor that detects the range position of the automatic transmission. S19 is a battery sensor that comprehensively detects the charge amount, voltage, current consumption, and the like of the battery.

  The PCM controls various devices 41 to 47 as described below in connection with the automatic engine stop (idle stop) and automatic restart control. That is, 41 is an actuator that drives the throttle valve, and is fully closed when the engine is automatically stopped. A drive motor 42 in the electric variable valve timing device delays the opening / closing timing of the intake valve in preparation for automatic restart when the engine is automatically stopped. 43 is a fuel injection valve, and the fuel injection is cut when the engine is automatically stopped. 44 is an ignition coil. When the engine is automatically stopped, energization is stopped and ignition is prohibited. A starter motor 45 is driven when the engine is automatically restarted. An alternator 46 reduces the engine speed by increasing the load of the alternator when the engine is automatically stopped. Reference numeral 47 denotes a DC / DC converter, which is controlled to compensate for a reduction in battery power when cranking for automatic engine restart.

  An idle stop is performed in which the engine is automatically stopped when the vehicle is stopped. This is executed on condition that one of the idle stop prohibiting conditions described later is not satisfied. More specifically, the idle stop execution condition is set, for example, when the vehicle speed is 0 and the brake pedal is depressed, and this execution condition is satisfied, and the prohibition condition described later is satisfied. When it is not, the engine will be automatically stopped by idle stop).

Automatic stop prohibition condition (idle stop prohibition condition)
(1) When the vehicle speed is not zero.
(2) When the brake operation by the passenger is not performed.
(3) When the accelerator pedal is depressed.
(4) In relation to the battery, when the voltage is a low voltage equal to or lower than a predetermined voltage, when the charge amount is equal to or lower than a predetermined charge amount, when the current consumption is equal to or higher than a predetermined current, or battery control When the system is abnormal (when an abnormal signal occurs).
(5) When the steering angle is not within a predetermined small steering angle range from the neutral position.
(6) In relation to the transmission, a transmission abnormality signal is generated when the transmission is not in the D range position, the oil temperature is not within the predetermined temperature range, or the hydraulic pressure is not within the predetermined pressure range. When there is an abnormality in the clutch (including the lock-up clutch).
(7) In relation to the engine, when the cooling water temperature is not in the predetermined temperature range, when the intake air temperature is too high, or when the atmospheric pressure is low.
(8) When the brake negative pressure in the brake device including the negative pressure booster is insufficient, or when an abnormal signal of the engine system is generated.
(9) When the ignition key is taken out of the vehicle (in the case of a smart keyless entry system), when the seat belt is removed, when any door is open, When the hood is open.
(10) When the inclination angle of the road surface is large.
(11) When an automatic stop prohibition signal is output from the air conditioning controller UK. This will be described in detail later.

  The automatic stop prohibition condition described above is merely an example, and other prohibition conditions may be added. For example, when an IS switch (not shown) that cancels (prohibits) the automatic engine stop by the driver's intention is turned on, the engine speed is much higher than the preset engine speed (the idling engine speed when stable). When the rotation speed is higher than (high rotation speed), the above condition may be further added. On the contrary, it is also possible to set such that a part of the prohibition condition is deleted.

  The automatic restart start condition for automatically restarting the engine from the idle stop state in which the engine is automatically stopped can be set as when any one of the above automatic stop prohibition conditions is canceled. It is preferable to set the automatic restart condition when the brake operation by the occupant is released.

  Next, automatic stop prohibiting conditions related to the air conditioning system K (which is basically the same for KR) will be described. First, the automatic control of air conditioning is controlled so that the actual room temperature detected by the inside air temperature sensor S2 approaches the target room temperature set based on the temperature adjustment dials 22 and 26 selected by the occupant. In this air conditioning automatic control, the temperature of the conditioned air, the selection of the outlet, the amount of the conditioned air blowout, etc. are automatically controlled.

  In the following cases, the air conditioning controller UK outputs a prohibition signal for prohibiting automatic engine stop when the vehicle is stopped in order to prioritize air conditioning. The air conditioning controller UK outputs an automatic stop permission signal when it does not output the automatic stop prohibition signal.

Automatic stop prohibition condition from the air conditioning system side (1) When abnormality of various sensors in the air conditioning system K occurs.
(2) When the outside air temperature is extremely high (for example, 40 ° C. or more) or extremely low (for example, −10 ° C. or less).
(3) When a defroster is used (priority is given to ensuring visibility).
(4) When the room temperature selected by the occupant is the upper limit on the high temperature side (when the heating request is extremely strong).
(5) The room temperature selected by the occupant is the lower limit value on the low temperature side and the air conditioner is operating (when the cooling request is extremely strong).
(6) When the deviation between the target room temperature and the actual room temperature is larger than a predetermined value.

  The air conditioning controller UK performs air conditioning control even when the engine is automatically stopped when the automatic stop prohibition condition is not satisfied. The same applies to the rear seat air conditioning controller UKR.

  Here, during the automatic engine stop by the idle stop, basically, the operation of both the front seat air conditioner K and the rear seat air conditioner KR is continuously performed. However, in the embodiment, when the temperature of any one of the front and rear evaporators 5 and 5R becomes higher than a predetermined upper limit temperature (limit temperature) during the above-described operation during cooling, Since the cold air generation function cannot be expected, an automatic stop prohibition signal is output to automatically restart the engine. Similarly, when the temperature of the front and rear heater cores 10 and 10R becomes a low temperature exceeding a predetermined lower limit temperature (limit temperature) during the above-described operation during heating, the hot air generation function cannot be expected. For this reason, an automatic stop prohibition signal is output to automatically restart the engine.

  Next, the point of air-conditioning control during engine automatic stop by idle stop will be described. First, air conditioning control during cooling will be described with reference to the time chart of FIG. 11. In FIG. 11, “Rec” represents the inside air circulation rate.

  First, before the time t1 in FIG. 11, the air conditioning is performed in the state of the inside air circulation (the inside air introduction rate is 100% and the outside air introduction rate is 0%), and the front and rear air conditioning controllers UK. Although the idle stop permission determination is made on the UKR side, the engine is not automatically stopped, for example, assuming that the vehicle speed is not zero. At time t1, the engine is automatically stopped because the idle stop execution condition is satisfied and the prohibition condition is not satisfied because the vehicle speed becomes zero.

  When the engine is automatically stopped, the operation of the front and rear blowers 4 and 4R is continued and the air volume is reduced from the air volume immediately before the engine is automatically stopped. By continuing the operation of each of the blowers 4 and 4R, cool air is supplied into the passenger compartment, which is preferable for ensuring the comfort of the passenger. Further, the reduction in the blower air volume prevents or suppresses noise due to the blower operation and also reduces power consumption.

  At time t2 when the first predetermined time (Timer · IS) has elapsed from time t1, the front seat air conditioner K is switched to the outside air introduction state. In this outside air introduction state, for example, the inside air introduction rate is set to 70% (the outside air introduction rate is 30%) so that the cold temperature state in the vehicle interior is maintained as much as possible.

  The first predetermined time is preferably changed according to the outside air temperature, for example, as shown in FIG. That is, the first predetermined time is set shorter when the outside air temperature is high than when it is low. More specifically, for example, the first predetermined time is linearly shortened (set pressures of the upper limit value and the lower limit value) as the outside air temperature increases.

  At time t3 after time t2, for example, the front seat evaporator 5 becomes equal to or higher than a predetermined upper limit temperature (for example, 12 ° C.). At this time t3, the engine is automatically restarted, assuming that it is not possible to generate a sufficiently cold air. Note that the engine is also automatically restarted when the rear-seat evaporator 5R reaches a predetermined upper limit temperature (for example, 12 ° C.) or higher.

  Next, a control example for performing the control as shown in FIG. 11 will be described with reference to the flowchart of FIG. In the following description, Q indicates a step.

  First, after data is input in Q1, it is determined in Q2 whether cooling control is currently being performed (when cold air is being generated). If the determination in Q2 is YES, it is determined in Q3 whether or not the engine is currently automatically stopped due to idle stop. If YES in Q3, it is determined in Q4 whether the number of occupants seated in the third row seat is 1 or more (confirmation of presence or absence of occupants in the third row seat). ). If YES in Q4, it is determined in Q5 whether or not the outside air temperature is equal to or lower than a predetermined temperature (for example, 35 ° C.).

  If YES in Q5, it is determined in Q6 whether or not a first predetermined time ((Timer · IS) has elapsed since the engine was automatically stopped. If YES in Q6, In Q7, the inside air circulation rate is set to 70%, for example, and outside air is introduced for the remaining 30%.

  When the determination in Q2 is NO, it means that warm air is being generated (during heating). In this case, in Q8, the internal air circulation rate is set to 0% (external air introduction rate 100%).

  When the determination in Q3 is NO, the determination in Q4 is NO, the determination in Q5 is NO, or the determination in Q6 is NO, the internal air circulation rate is set to 100% in Q9 ( Outside air introduction rate 0%). The process through Q9 is a normal mode at the time of cooling, and control is performed so as not to introduce high-temperature outside air in order to maintain the interior of the vehicle interior at a low temperature. On the other hand, the process of Q7 is a process peculiar to the present invention, and is a process of sufficiently circulating the conditioned air to the rear of the passenger compartment through the third row seat.

  After Q7, after Q8 or after Q9, in Q10, a process for determining whether to execute (or continue) automatic engine stop based on air conditioning control or to automatically restart the engine is performed.

  FIG. 14 shows another example of control according to the present invention, and is based on the premise that the engine is operating. First, after data is input in Q21, it is determined in Q22 whether cooling control is currently being performed (when cold air is being generated). If YES in Q22, it is determined in Q23 whether or not the number of passengers seated on the third row seat is 1 or more (confirmation of presence or absence of passengers in the third row seat). ). If YES in Q23, it is determined in Q24 whether the outside air temperature is equal to or lower than a predetermined temperature (for example, 35 ° C.).

  If the determination in Q24 is YES, it is determined whether or not the time during which air conditioning is performed by the internal air circulation has continued for a predetermined time (second predetermined time) or longer. The predetermined time at Q24 can be changed to be shorter when the outside air temperature is high, for example, compared to when it is low, and in this case, for example, the characteristics shown in FIG. 12 can be obtained. However, the predetermined time corresponding to the outside air temperature is preferably set longer than that in the case of FIG. 12 (for example, when the outside air temperature is 25 ° C., the predetermined time is set to 20 seconds).

  If YES in Q25, it is determined in Q26 whether the blower air volume is smaller than a predetermined value set in advance. The determination at Q26 is, for example, when the blower air volume is changed in 7 stages, for example, when the air volume that is the second or lower stage from the smaller air volume is selected, for example, the air volume is less than the predetermined value. It can be judged that it is small. When the determination in Q26 is YES, in Q27, the internal air circulation rate of the suction port is set to 70%, for example (introduction of outside air by 30%). In addition, the time during which the control of Q27 is executed (duration) can be limited to a predetermined duration set in advance in consideration of the time during which the conditioned air does not stay in the rear of the passenger compartment. In this case, the predetermined duration can be changed so as to increase as the blower air volume decreases or the outside air temperature increases.

  When the determination in Q22 is NO, it means that warm air is being generated (during heating). In this case, in Q28, the inside air circulation rate is set to 0% (outside air introduction rate 100%).

  When the determination in Q23 is NO, the determination in Q24 is NO, the determination in Q25 is NO, or the determination in Q26 is NO, the internal air circulation rate is set to 100% in Q29, respectively ( Outside air introduction rate 0%). The process through Q29 is a normal mode at the time of cooling, and control is performed so as not to introduce high-temperature outside air in order to maintain the vehicle interior at a low temperature. On the other hand, the process of Q27 is a process peculiar to the present invention, and is a process of sufficiently circulating the conditioned air to the rear of the passenger compartment through the third row seat.

  Although the embodiment has been described above, the present invention is not limited to the embodiment, and can be appropriately changed within the scope described in the scope of claims. For example, the invention includes the following cases. . For example, the number of seatable persons on the second row seat ST2 may be two, and the number of seatable persons on the third row seat ST3 may be three. The rear seat air conditioner KR may have a blower outlet (particularly a cold air blower outlet) provided at a high place near the roof. Of course, the object of the present invention is not limited to what is explicitly stated, but also implicitly includes providing what is substantially preferred or expressed as an advantage.

  The present invention is suitable for a vehicle in which the number of passengers that can be seated in the rear seat is large.

UK: Controller UKR: Controller (for rear seats)
EG: Engine ETR: Extractor K: Air conditioning system KR: Air conditioning system (for rear seats)
JS: Occupant sensor S0: Temperature sensor (for detecting the heater core temperature for the front seat)
S0R: Temperature sensor (for detecting the rear seat heater core temperature)
S4: Temperature sensor (for detecting the evaporator temperature for the front seat)
S4R: Temperature sensor (for detecting the evaporator temperature for the rear seat)
4: Blower fan 4R: Blower fan (for rear seats)
5: Evaporator 5R: Evaporator (for rear seats)
10: Heater core 10R: Heater core (for rear seats)
50: Compressor 55: Condenser 60: Water pump

Claims (8)

A control device for a vehicle having a front seat air conditioner and a rear seat air conditioner independent of the front seat air conditioner and automatically stopping the engine based on a preset stop condition. ,
As a seat on which an occupant is seated, there is a first row seat, a second row seat, a third row seat including a driver's seat sequentially from the front to the rear,
An extractor is provided behind the third row seat to release the passenger compartment pressure to the outside air when the passenger compartment pressure increases.
When the engine is automatically stopped during air-conditioning with internal air circulation, the front-seat blower in the front-seat air conditioner and the rear-seat blower in the rear-seat air conditioner are continuously reduced in air volume. While being operated, the front seat air conditioner is switched to a state of introducing outside air,
A control apparatus for a vehicle. In claim 1,
A vehicle control device, wherein the front seat air conditioner is switched to a state of introducing outside air on condition that at least a first predetermined time has elapsed since the automatic engine stop. In claim 2,
The vehicle control apparatus according to claim 1, wherein the first predetermined time is set to a shorter time when the outside air temperature is high than when the outside air temperature is low. A control device for a vehicle having a front seat air conditioner and a rear seat air conditioner independent of the front seat air conditioner,
As a seat on which an occupant is seated, there is a first row seat, a second row seat, a third row seat including a driver's seat sequentially from the front to the rear,
An extractor is provided behind the third row seat to release the passenger compartment pressure to the outside air when the passenger compartment pressure increases.
When the blower air volume of each air conditioner is small below a predetermined value and when the inside air circulation state continues for the second predetermined time or more as the air conditioning state in the front seat air conditioner, the front seat air conditioner Can be switched to the state to introduce,
A control apparatus for a vehicle. In claim 4,
The vehicle control apparatus according to claim 1, wherein the second predetermined time is set to a shorter time when the outside air temperature is high than when the outside air temperature is low. In any one of Claims 1 thru | or 5,
A cold air outlet of the front seat air conditioner is positioned in front of the first row seat;
A cold air outlet of the rear seat air conditioner is positioned near the rear of the first row seat and in front of the second row seat;
Switching to the state where the air conditioner for the front seat introduces outside air is executed on the condition of cooling.
A control apparatus for a vehicle. In any one of Claims 1 thru | or 6,
The vehicle control device according to claim 1, wherein the air-conditioning air inlet of the rear seat air conditioner is configured to suck only the inside air. In any one of Claims 1 thru | or 7,
The front seat heat exchanger and the front seat blower in the front seat air conditioner are each disposed in the instrument panel,
Each of the rear seat heat exchanger and the rear seat blower in the rear seat air conditioner is disposed in a center console located between the driver seat and the passenger seat,
The heat capacity of the rear seat heat exchanger is smaller than the heat capacity of the front seat heat exchanger,
A control apparatus for a vehicle.

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