JP2017008793A - Control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To properly suppress the generation of a shock at an operation of a refrigerant compression compressor of an air conditioner.SOLUTION: In a control device, when operating a compressor by fastening a clutch which is interposed between an internal combustion engine and a refrigerant compression compressor, a preparation period is arranged for increasingly correcting an intake amount which should be filled into a cylinder of the internal combustion engine, and retardancy-correcting ignition timing, the clutch is fastened after a lapse of the preparation period, the ignition timing which is retardancy-corrected is advanced, and an increase correction amount of intake air at the preparation period and a retardancy correction amount of the ignition timing are set large as refrigerant pressure at an operation of the compressor is high.SELECTED DRAWING: Figure 3

Description

  The present invention relates to a control device for a vehicle equipped with an internal combustion engine and an air conditioner for air conditioning in a vehicle interior.

  An air conditioner that works to adjust the temperature in the vehicle interior compresses a gaseous refrigerant with a compressor that rotates by receiving a driving force transmitted from an internal combustion engine, radiates the compressed refrigerant in a condenser, and liquefies it. It is led to an evaporator and vaporized to exchange heat with indoor air. A magnet clutch is provided between the internal combustion engine and the compressor for compressing the refrigerant so as to connect and disconnect the both. An electronic control unit that controls operation of the internal combustion engine and the auxiliary machine engages the clutch and operates the compressor when the air conditioner is activated. Then, when the air conditioner is not in operation, the clutch is released to stop the operation of the compressor (see, for example, the following patent document).

JP 2013-174221 A

  When the compressor is operated with the magnet clutch engaged, the mechanical load on the internal combustion engine increases rapidly. For this reason, there is a concern that the engine speed is lowered due to the operation of the compressor, and the vehicle is shocked.

  An object of the present invention is to suppress as much as possible the occurrence of shock when operating a compressor for refrigerant compression.

  In order to solve the above-described problems, the present invention provides a control device for a vehicle in which an internal combustion engine and an air conditioner for air conditioning in a vehicle interior are mounted, between the internal combustion engine and the compressor for refrigerant compression of the air conditioner. When operating the compressor with the intervening clutch engaged, a preparation period is provided to increase the intake air amount to be charged into the cylinder of the internal combustion engine and to retard the ignition timing. After that preparation period, the clutch is engaged. Further, the ignition tying which has been retarded is advanced, and the intake air increase correction amount and the ignition timing retardation correction amount during the preparation period are set larger as the refrigerant pressure when the compressor is operated is higher. Configured the device.

  ADVANTAGE OF THE INVENTION According to this invention, generation | occurrence | production of the shock at the time of operating the compressor for refrigerant | coolant compression can be suppressed appropriately.

The figure which shows schematic structure of the internal combustion engine and control apparatus in one Embodiment of this invention. The figure which shows the structure of the vehicle air conditioner in the embodiment. The timing diagram which shows the pattern of the control which the control apparatus of the embodiment performs.

  An embodiment of the present invention will be described with reference to the drawings. FIG. 1 shows an outline of an internal combustion engine for a vehicle in the present embodiment. The internal combustion engine in the present embodiment is a spark ignition type four-stroke engine and includes a plurality of cylinders 1 (one of which is shown in FIG. 1). In the vicinity of the intake port of each cylinder 1, an injector 11 for injecting fuel is provided. A spark plug 12 is attached to the ceiling of the combustion chamber of each cylinder 1. The spark plug 12 receives spark voltage generated by the ignition coil and causes spark discharge between the center electrode and the ground electrode. The ignition coil is integrally incorporated in a coil case together with an igniter that is a semiconductor switching element.

  The intake passage 3 for supplying intake air takes in air from the outside and guides it to the intake port of each cylinder 1. On the intake passage 3, an air cleaner 31, an electronic throttle valve 32, a surge tank 33, and an intake manifold 34 are arranged in this order from the upstream.

  The exhaust passage 4 for discharging the exhaust guides the exhaust generated as a result of burning the fuel in the cylinder 1 from the exhaust port of each cylinder 1 to the outside. An exhaust manifold 42 and an exhaust purification three-way catalyst 41 are disposed on the exhaust passage 4.

  An external EGR (Exhaust Gas Recirculation) device 2 realizes a so-called high-pressure loop EGR. The EGR device 2 includes an external EGR passage 21 that communicates the upstream side of the catalyst 41 in the exhaust passage 4 and the downstream side of the throttle valve 32 in the intake passage 3, an EGR cooler 22 provided on the EGR passage 21, and an EGR passage 21. And an EGR valve 23 that controls the flow rate of the EGR gas flowing through the EGR passage 21. The inlet of the EGR passage 21 is connected to the exhaust manifold 42 in the exhaust passage 4 or a predetermined location downstream thereof. The outlet of the EGR passage 21 is connected to a predetermined location downstream of the throttle valve 32 in the intake passage 3, specifically to a surge tank 33.

  FIG. 2 shows a configuration of an air conditioner 5 that performs air conditioning in a vehicle interior. The air conditioner 5 includes a compressor 51 for compressing and increasing the pressure of the refrigerant, a capacitor 52 for dissipating and liquefying the compressed high-pressure refrigerant, a capacitor fan 53 for forcibly cooling the capacitor 52, and no liquefaction. Receiver 54 that separates the gaseous refrigerant from the liquefied refrigerant, an expansion valve 55 that ejects the liquefied refrigerant, an evaporator 56 that receives the vaporized and vaporized refrigerant and exchanges heat with the indoor air, and a high-temperature internal combustion engine The heater core 59 that receives the cooling water from the interior and exchanges heat with the indoor air, the blower fan 57 that sucks the indoor air, discharges it toward the evaporator 56, and sends the air into the room again, and the evaporator 56 discharged from the blower fan 57 To adjust how much air passed through the heater core 59 is blown And a mix damper 50 to the element. The compressor 51, the condenser 52, the receiver 54, the expansion valve 55, and the evaporator 56 are connected by a refrigerant flow path that loops.

  The compressor 51 is a kind of auxiliary equipment that accompanies the internal combustion engine. The compressor 51 is rotated by receiving a rotational driving force from a crankshaft that is an output shaft of the internal combustion engine, and compresses the refrigerant. In the present embodiment, a scroll compressor is assumed as the compressor 51. Between the crankshaft of the internal combustion engine and the compressor 51, there is a magnet clutch 6 capable of switching the connection between the two.

  The condenser 52 is disposed at a portion where the traveling wind hits in the engine room of the vehicle, and is cooled by the traveling wind blown into the engine room during traveling of the vehicle regardless of whether the condenser fan 53 is rotated. Behind the condenser 52 is a radiator 7 for radiating the cooling water of the internal combustion engine. The radiator 7 is also cooled by the traveling wind.

  The condenser fan 53 also serves as a radiator fan for forcibly cooling the radiator 7 for radiating the cooling water of the internal combustion engine. The condenser fan / radiator fan 53 is located behind the radiator 7 and cools both the condenser 52 and the radiator 7 by sucking air from the front and discharging it to the rear.

  When the air discharged from the blower fan 57 passes through the evaporator 56, it obtains cold heat from the refrigerant (heat is taken away by the refrigerant) and decreases in temperature. At the same time, the water vapor contained in the air condenses and adheres to the evaporator 56, and the humidity decreases. The evaporator 56 plays a role not only for cooling the room temperature in the summer but also for reducing the fog on the window glass of the vehicle by reducing the room humidity in the winter.

  The air mix damper 50 adjusts the ratio of the amount of air that passes through the heater core 59 and goes into the room, and the amount of air that goes around the heater core 59 and goes into the room among the air that has passed through the evaporator 56. The air mix damper 50 can adjust the temperature of the air blown into the room.

  The ECU 0 as the control device of the present embodiment is a microcomputer system having a processor, a memory, an input interface, an output interface, and the like.

  The input interface of the ECU 0 has an engine speed output from an engine rotation sensor (crank angle sensor) that detects a vehicle speed signal a output from a vehicle speed sensor that detects the actual vehicle speed, a rotation angle of the crankshaft, and an engine speed. A signal b, an accelerator opening signal c output from a sensor that detects the amount of depression of the accelerator pedal by the driver as an accelerator opening (so-called required load), an intake air temperature in the intake passage 3 (particularly, the surge tank 33), and An intake air temperature / intake pressure signal d output from a temperature / pressure sensor that detects intake pressure, a water temperature signal e output from a water temperature sensor that detects a cooling water temperature suggesting the temperature of the internal combustion engine, and an outside air temperature that detects an outside air temperature The outside air temperature signal f output from the sensor flows down from the condenser 52 of the air conditioner 5 (the downstream 52 and the condenser 52). A refrigerant pressure signal g output from a refrigerant pressure sensor that detects the pressure of the refrigerant (upstream of the expansion valve 55), an evaporator temperature signal h output from a temperature sensor that detects the temperature at or near the evaporator 56, or downstream thereof, An indoor temperature signal t output from an indoor temperature sensor that detects the temperature in the passenger compartment is input.

  From the output interface of the ECU 0, an ignition signal i for the igniter of the spark plug 12, a fuel injection signal j for the injector 11, an opening operation signal k for the throttle valve 32, and an opening operation for the EGR valve 23. The clutch engagement signal o and the like are output to the signal l and the switch on the electric circuit for energizing the magnet clutch 6.

  The processor of the ECU 0 interprets and executes a program stored in the memory in advance, calculates operation parameters, and controls the operation of the internal combustion engine. The ECU 0 obtains various information a, b, c, d, e, f, g, h, and t necessary for operation control of the internal combustion engine via the input interface, knows the engine speed, and fills the cylinder 1 Estimate the amount of intake air. Based on the engine speed and the intake air amount, the required fuel injection amount corresponding to the intake air amount, the fuel injection timing (including the number of times of fuel injection for one combustion), the fuel injection pressure, the ignition timing, the required EGR rate, the air conditioner Various operation parameters such as ON / OFF of the operation of the compressor 51 of the conditioner 5 are determined. The ECU 0 applies various control signals i, j, k, l, and o corresponding to the operation parameters via the output interface.

  The ECU 0 of the present embodiment engages the magnet clutch 6 in a situation where a command to activate the air conditioner 5 is given by the passenger and the compressor 51 is to be operated to compress the refrigerant, and the internal combustion engine The crankshaft and the compressor 51 are connected. The situation in which the compressor 51 should be operated is, for example, when the evaporator temperature obtained by referring to the evaporator temperature signal h is higher than a predetermined operating condition temperature. The instruction to activate the air conditioner 5 is made, for example, when the passenger operates an air conditioner switch provided in the cockpit to be turned on with a finger.

  In turn, in a situation where the compressor 51 should be stopped, the engagement of the magnet clutch 6 is released and the crankshaft of the internal combustion engine and the compressor 51 are disconnected. The situation where the compressor 51 should be stopped is, for example, when the evaporator temperature is higher than a predetermined stop condition temperature. The value of the stop condition temperature is slightly lower (for example, about 1 ° C. to 2 ° C.) than the value of the operating condition temperature.

FIG. 3 shows the contents of the control executed when the ECU 0 of the present embodiment operates or stops the compressor 51. In the preparation period from time t ₁ when it is determined that the compressor 51 should be operated to time t ₂ when the magnet clutch 6 is engaged, the ECU 0 corresponds the opening of the throttle valve 32 to the amount of depression of the accelerator pedal. An operation for enlarging the size is performed, and the ignition timing is retarded from the timing corresponding to the engine speed and the required load at that time. This increases the intake amount and fuel injection amount charged in the cylinder 1 and suppresses the increase in engine torque by retarding the ignition timing, that is, stores reserve torque that is consumed to operate the compressor 51 in advance. Process. As is well known, the engine torque output from the internal combustion engine is maximized when the ignition timing is set to the MBT (Minimum Advance for Best Torque) point, and decreases as the ignition timing is retarded (or advanced) from the MBT point. To do. Due to the ignition timing retardation correction, the engine torque supplied for running the vehicle and operating the auxiliary equipment other than the compressor 51 does not vary greatly during the preparation period.

The expansion correction amount ΔT ₁ of the opening degree of the throttle valve 32 during the preparation period, in other words, the increase correction amount of the intake air charged in the cylinder 1 is maximized at the initial time t ₁ of the preparation period, and then gradually decreased. In addition, the ignition timing retardation correction amount ΔA ₁ in the preparation period is increased. The reason why the ignition timing is gradually retarded during the preparation period while the opening of the throttle valve 32 is maximized at the initial time t ₁ of the preparation period is instantaneous even if the throttle valve 32 is opened. This is because the amount of intake air charged in the cylinder 1 does not increase and the engine torque does not increase.

In this embodiment, the enlargement correction amount ΔT ₁ (maximum value thereof) and the retardation correction amount ΔA ₁ (maximum value thereof) in the preparation period are set as the refrigerant pressure in the preparation period (particularly, the initial time point t ₁ ). It is decided to set according to. Specifically, the enlargement correction amount ΔT ₁ and the retardation correction amount ΔA ₁ are set larger as the refrigerant pressure is higher. That is, when the refrigerant pressure is high, that is, when the torque consumed for operating the compressor 51 is large, more reserve torque is secured, while when the refrigerant pressure is low, that is, when the torque consumed for operating the compressor 51 is small, the reserve torque is secured. Is made smaller. In FIG. 3, the broken line represents the transition of the throttle valve 32 opening, the engine speed and the ignition timing when the refrigerant pressure is relatively high, and the solid line represents the throttle valve 32 opening, the engine when the refrigerant pressure is relatively low. It shows the transition of the rotation speed and ignition timing.

Furthermore, the enlargement correction amount ΔT ₁ and the retardation correction amount ΔA ₁ are calculated based on the operating region of the internal combustion engine [engine speed, accelerator opening (or engine torque, intake pressure in the surge tank 33, intake air amount filled in the cylinder 1). Alternatively, it may be adjusted according to the fuel injection amount)]. When the engine speed is relatively high, or in a medium to high load operation region where the engine torque is already relatively large, there is a possibility that the engine speed may drop or a shock may occur in the vehicle even when the magnet clutch 6 is engaged. small. Therefore, it is not necessary to increase the reserve torque. On the other hand, in the low-rotation or medium-rotation operation region or the low-load operation region, there is a concern that the engine speed drops or a vehicle shock occurs at the moment when the magnet clutch 6 is engaged. Therefore, under the condition that the refrigerant pressure in the preparation period is the same, the enlargement correction amount ΔT ₁ and the retardation correction amount ΔA ₁ when the engine speed during the preparation period is low are the same as those when the engine speed is high. Increase the comparison and / or increase the expansion correction amount ΔT ₁ and the retardation correction amount ΔA ₁ when the accelerator opening during the preparation period is small compared to those when the accelerator opening is large. It is preferable.

In the memory of the ECU 0, map data or a function formula that prescribes the relationship between the refrigerant pressure, the engine speed and / or the accelerator opening, and the expansion correction amount ΔT ₁ and the retardation correction amount ΔA ₁ is stored. The ECU 0 refers to the refrigerant pressure signal g, the engine rotation signal b, and the accelerator opening signal c to detect the refrigerant pressure, the engine rotation speed, and the accelerator opening during the preparation period, and the refrigerant pressure and the engine rotation speed and / or The map is searched using the accelerator opening as a key, or these are substituted into the function formula to obtain the enlargement correction amount ΔT ₁ and the retardation correction amount ΔA ₁ to be set.

Thus, ECU0, at time t ₂ after a lapse of preparation period, as well as fastening it by energizing the magnetic clutch 6, the ignition timing was retarded during the preparation period, the engine speed at that time In addition, the angle is quickly advanced to the original timing corresponding to the required load or the like, or a timing close thereto. As a result, the reserve torque secured during the preparation period (which was not actually output) is output and transmitted from the crankshaft of the internal combustion engine to the compressor 51 via the magnet clutch 6, and the compressor 51 is operated. It becomes like this.

Since the necessary and sufficient reserve torque secured during the preparation period can be supplied to the compressor 51, the engine torque to be supplied to the axles (driving wheels) and auxiliary equipment other than the compressor 51 by fastening the magnet clutch 6 is increased. It is possible to appropriately avoid the problem of sudden reduction and shock to the vehicle or a sudden drop in engine speed. In addition, the reserve torque is reduced when the refrigerant pressure is relatively low and the mechanical load applied to the internal combustion engine by the compressor 51 that compresses the refrigerant is relatively small. ₂ That is, it is possible to prevent an event in which the engine torque becomes excessive when the ignition timing is advanced and the vehicle is shocked with an overshoot of the engine speed.

Thereafter, when t ₃ when it is determined to be in the situation to stop the compressor 51, ECU0 blocks the energization of the magnetic clutch 6, releasing the magnetic clutch 6 has been concluded. At this time, the ECU 00 performs an operation for reducing the opening of the throttle valve 32 to a size corresponding to or close to the amount of depression of the accelerator pedal, and increases the engine torque that has been increased for the operation of the compressor 51 to the vehicle. To a size necessary for the operation of the auxiliary machine other than the compressor 51 and the compressor 51.

Then, the ECU 0 retards the ignition timing from the timing corresponding to the engine speed and the required load at that time after the time point t ₃ when the engagement of the magnet clutch 6 is released. The ignition timing retardation correction amount ΔA ₂ is maximized at the time point t ₃ when the magnet clutch 6 is disengaged, and then decreased. The reason why the ignition timing is retarded once and then gradually advanced is that even if an operation for closing the throttle valve 32 is performed, the amount of intake air charged into the cylinder 1 does not decrease instantaneously and the engine torque decreases. By not doing. If the ignition timing retardation correction is not performed, the engine torque output from the internal combustion engine exceeds the mechanical load on the internal combustion engine at the moment when the magnet clutch 6 is disconnected, and the engine speed is increased. Will blow up.

The ignition timing retardation correction amount ΔA ₂ (the maximum value thereof) is determined by the opening of the throttle valve 32 while the magnet clutch 6 is engaged (the compressor 51 is operating) and when the magnet clutch 6 is disconnected (when the compressor 51 is stopped). ) The larger the difference ΔT ₂ (maximum value) from the opening of the throttle valve 32 after t _{3, the} larger the setting. The reduction amount ΔT ₂ of the opening degree of the throttle valve 32 means an amount by which the intake air amount and the fuel injection amount charged in the cylinder 1 decrease before and after the engagement of the magnet clutch 6 is released, that is, a reduction amount of the engine torque. The reduction amount ΔT ₂ increases as the enlargement correction amount ΔT ₁ (or the retardation correction amount ΔA ₁ ) of the opening degree of the throttle valve 32 during the preparation period before the magnet clutch 6 is engaged increases. That is, the reduction amount ΔT ₂ increases as the refrigerant pressure during the preparation period or during engagement of the magnet clutch 6, that is, the mechanical load applied to the internal combustion engine by the compressor 51 that compresses the refrigerant increases. The retardation correction amount ΔA ₂ also increases as the refrigerant pressure increases during the preparation period or when the magnet clutch 6 is engaged.

In the present embodiment, a control device 0 for a vehicle equipped with an internal combustion engine and an air conditioner 5 for air conditioning the vehicle interior, the clutch interposed between the internal combustion engine and the refrigerant compression compressor 51 of the air conditioner 5. 6 is engaged and the compressor 51 is operated, a preparation period is provided for increasing the amount of intake air to be charged into the cylinder 1 of the internal combustion engine and correcting the ignition timing to be retarded. After that preparation period, the clutch 6 is engaged. Further, the ignition tying that has been retarded is advanced, and the intake pressure increase correction amount ΔT ₁ and the ignition timing retardation correction amount ΔA ₁ during the preparation period are set to the refrigerant pressure when the compressor 51 is operated. The control device 0 is configured so that the higher the value, the larger the setting.

According to the present embodiment, it is possible to suitably suppress the occurrence of a shock when operating the refrigerant compression compressor 51. That is, in the preparation period before the clutch 6 is engaged and the compressor 51 is operated, the intake air increase correction amount ΔT ₁ and the ignition timing retardation correction amount are determined in accordance with the magnitude of the load on the compressor 51 that is expected from the refrigerant pressure. Since both of ΔA ₁ are adjusted to ensure a necessary and sufficient reserve torque, when the clutch 6 is engaged, a load on the internal combustion engine at t ₂ increases and the engine speed decreases, causing a shock to the vehicle. and, alternatively, it can be suppressed shock occurs in the vehicle up racing the engine speed by advancing the ignition timing at the time of engagement t ₂ of the clutch 6.

Moreover, it is possible to suitably suppress the occurrence of a shock when the compressor 51 that has been operating is stopped. That is, both the intake air amount reduction correction amount ΔT ₂ and the ignition timing retardation correction amount ΔA ₂ at the time t ₃ when the clutch 6 is disengaged are determined according to the magnitude of the load during operation of the compressor 51 estimated from the refrigerant pressure. adjusted, due to so as to reduce adequately the engine torque in accordance with the disengagement of the clutch 6, the shock generated in the vehicle up racing the engine speed by reducing the load on the internal combustion engine during cutting t ₃ of the clutch 6 Can be suppressed.

  The present invention is not limited to the embodiment described in detail above. For example, the clutch 6 interposed between the internal combustion engine and the compressor 51 is not limited to a magnet clutch, and may be a clutch in a mode in which hydraulic pressure (hydraulic pressure) is controlled.

  Other specific configurations of each part can be variously modified without departing from the spirit of the present invention.

  The present invention can be applied to control of an internal combustion engine and an air conditioner mounted on a vehicle.

0 ... Control unit (ECU)
DESCRIPTION OF SYMBOLS 11 ... Injector 12 ... Spark plug 32 ... Throttle valve 5 ... Air conditioner 51 ... Compressor for refrigerant compression 6 ... Clutch b ... Engine rotation signal c ... Accelerator opening signal g ... Refrigerant pressure signal i ... Ignition signal j ... Fuel injection signal k: Opening operation signal o: Clutch engagement signal

Claims (1)

A control device for a vehicle equipped with an internal combustion engine and an air conditioner for vehicle interior air conditioning,
When the compressor is operated by fastening a clutch interposed between the internal combustion engine and the compressor for refrigerant compression of the air conditioner, the intake amount to be charged in the cylinder of the internal combustion engine is corrected to increase and the ignition timing is corrected to retard A preparatory period is provided, and after the preparatory period, the clutch tie is engaged and the ignition tying that has been retarded is advanced.
A control device that sets an intake air increase correction amount and an ignition timing retardation correction amount to be larger as the refrigerant pressure at the time of operating the compressor is higher during the preparation period.

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