JP2018083562A - Air-conditioning control device for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an air-conditioning control device for a vehicle capable of securing power performance by considering effects on an occupant and of preventing deterioration of comfort of the occupant.SOLUTION: An air-conditioning control device for a vehicle having an air conditioner with a compressor 25 driven by an engine to compress a refrigerant includes: an air-conditioning operation panel 50 for setting a set temperature of the air conditioner; and a control section 73 for controlling an operating state of the compressor 25. The control section 73 controls the operating state of the compressor 25 in accordance with a satisfied stop condition out of a plurality of stop conditions for stopping the compressor 25 and the set temperature set by the air-conditioning operation panel 50.SELECTED DRAWING: Figure 2

Description

  The present invention relates to a vehicle air conditioning control device.

  Conventionally, Patent Document 1 proposes a technique for improving the acceleration performance of a vehicle by stopping a compressor of an air conditioner driven by an engine according to the acceleration state of the vehicle.

Japanese Patent Laid-Open No. 10-193961

  However, even if the engine load increases due to the driving of the compressor, for example, it is considered that the influence on the occupant is greater when the braking force is reduced than when the acceleration performance is reduced.

  When the braking force is reduced, the compressor must be forcibly stopped in view of the effect on the occupant, but this is especially set when there is a decrease in acceleration performance that does not have a significant effect on the occupant. An occupant whose temperature is set low is considered to be strongly demanding the cooling performance, and thus feels that the impact due to the decrease in comfort is greater than the impact due to the decrease in acceleration performance.

  Accordingly, an object of the present invention is to provide a vehicle air-conditioning control device that can secure power performance in consideration of an influence on an occupant and can prevent a decrease in occupant comfort.

  An air conditioning control device for a vehicle according to the present invention that solves the above-mentioned problems is the air conditioning control device for a vehicle provided with an air conditioning device having a compressor that compresses refrigerant by being driven by an engine. Is set, and a control unit that controls the operating state of the compressor. The control unit is a stop condition that is established among a plurality of stop conditions for stopping the compressor, and the temperature. The operating state of the compressor is controlled according to the set temperature set by the setting unit.

  INDUSTRIAL APPLICABILITY The present invention can provide an air conditioning control device for a vehicle that can secure power performance in consideration of an influence on an occupant and can prevent a decrease in occupant comfort.

FIG. 1 is a configuration diagram showing a main part of a vehicle equipped with an air conditioning control device for a vehicle according to an embodiment of the present invention. FIG. 2 is a functional configuration diagram of the vehicle air-conditioning control apparatus according to the embodiment of the present invention. FIG. 3 is a conceptual diagram showing a stop condition evaluation map referred to by the vehicle air-conditioning control apparatus according to the embodiment of the present invention. FIG. 4 is a conceptual diagram showing a drive request evaluation map referred to by the vehicle air-conditioning control apparatus according to the embodiment of the present invention. FIG. 5 is a flowchart showing an air-conditioning control operation of the vehicle air-conditioning control apparatus according to the embodiment of the present invention.

  An air conditioning control device for a vehicle according to an embodiment of the present invention is an air conditioning control device for a vehicle provided with an air conditioning device having a compressor that compresses a refrigerant by being driven by an engine. A temperature setting unit that is set, and a control unit that controls the operating state of the compressor. The control unit is set by the temperature setting unit and a stop condition that is established among a plurality of stop conditions for stopping the compressor. The operation state of the compressor is controlled according to the set temperature. Accordingly, the air conditioning control device for a vehicle according to the embodiment of the present invention can secure power performance in consideration of the influence on the occupant and can prevent a decrease in the comfort of the occupant.

  Hereinafter, a vehicle equipped with a vehicle air-conditioning control device according to an embodiment of the present invention will be described with reference to the drawings.

  As shown in FIG. 1, a vehicle 1 includes an air conditioner 2, an internal combustion engine 3, and an ECU (Electronic Control Unit) 7.

  The air conditioner 2 includes an outside air introduction port 10a that communicates the inside of the air conditioner 2 to the outside of the vehicle compartment, and an inside air introduction port 10b that communicates the inside of the air conditioner 2 to the interior of the vehicle interior. Is formed.

  The outside air introduction port 10a is an introduction port for introducing outside air, which is air outside the passenger compartment, into the air conditioner 2. The inside air introduction port 10b is an introduction port for introducing the inside air, which is air in the passenger compartment, into the air conditioner 2, that is, an introduction port for circulating the inside air.

  In the air conditioner 2, there is provided an inlet switching door 11 for switching the inlet of the air blown into the passenger compartment between the outside air inlet 10a and the inside air inlet 10b. The introduction port switching door 11 moves between a position where the outside air introduction port 10a is completely closed and the inside air introduction port 10b is completely opened, and a position where the inside air introduction port 10b is completely closed and the outside air introduction port 10a is completely opened. The air conditioner 2 is rotatably mounted so as to be able to do so.

  The introduction port switching door 11 is provided with an actuator 12 for driving the introduction port switching door 11. The actuator 12 controls the position of the introduction port switching door 11 according to control by the ECU 7.

  The air conditioner 2 includes a foot outlet 14a communicating with a foot outlet opening toward the feet of a passenger seated in a driver seat and a passenger seat, and a driver seat as an outlet for air blown into the passenger compartment. And a vent outlet 14b communicating with the vent outlet opening toward the passenger seat, and a defroster outlet 14c communicating with the defroster outlet opening toward the vehicle interior side of the front window glass. ing.

  In the air conditioner 2, an outlet switching door 16a for opening / closing the foot outlet 14a and an outlet switching door 16b for opening / closing the vent outlet 14b and the defroster outlet 14c are provided.

  The air outlet switching door 16a is rotatably mounted in the air conditioner 2 so as to be movable between a position where the foot outlet 14a is completely closed and a position where the foot outlet 14a is completely opened.

  The blower outlet switching door 16a is provided with an actuator 17a for driving the blower outlet switching door 16a. The actuator 17a controls the position of the outlet switching door 16a in accordance with control by the ECU 7.

  The outlet switching door 16b moves between a position where the vent outlet 14b is completely closed and the defroster outlet 14c is fully opened, and a position where the defroster outlet 14c is completely closed and the vent outlet 14b is fully opened. The air conditioner 2 is rotatably mounted so as to be able to do so.

  The blower outlet switching door 16b is provided with an actuator 17b for driving the blower outlet switching door 16b. The actuator 17b is configured to control the position of the outlet switching door 16b in accordance with control by the ECU 7.

  In the air conditioner 2, a blower fan 20, an evaporator core 21 as an evaporator, an air mix door 22, and a heater core 23 are provided from the air inlet to the outlet.

  The blower fan 20 blows air that is blown into the passenger compartment. The blower fan 20 is provided with a blower fan motor 24 that rotates the blower fan 20.

  The blower fan 20 is rotated by a blower fan motor 24 to blow air introduced from the introduction port toward the discharge port. The rotational force of the blower fan motor 24 is changed in accordance with control by the ECU 7 to change the air flow rate of the blower fan 20.

  The evaporator core 21 is connected to a compressor 25 as a compressor driven by the engine 3 and a capacitor 26 that radiates or absorbs the refrigerant. The evaporator core 21, the compressor 25, and the condenser 26 form a flow path for a refrigerant for air conditioning.

  The evaporator core 21 evaporates the refrigerant compressed by the compressor 25 and passes along the evaporator core 21 by causing heat exchange between the evaporated refrigerant and the air passing along the evaporator core 21. The air to be cooled is cooled and dehumidified.

  The air mix door 22 adjusts the flow rate of air passing through the heater core 23. Specifically, the air mix door 22 moves between a position where the air passing through the evaporator core 21 passes along the heater core 23 and a position where the air passing through the evaporator core 21 does not pass along the heater core 23. The air conditioner 2 is rotatably mounted so as to be able to do so.

  The air mix door 22 is provided with an actuator 27 for driving the air mix door 22. The actuator 27 controls the position of the air mix door 22 in accordance with control by the ECU 7. The heater core 23 forms a flow path of cooling water that cools the engine 3 and functions as a heat source that warms air blown into the vehicle interior by the cooling water that has passed through the engine 3.

  When the air conditioner 2 is in the cooling operation state, the compressor 25 is controlled by the ECU 7 so as to compress the refrigerant, and the air mix door 22 passes the air blown into the vehicle compartment by the blower fan 20 along the heater core 23. The position is controlled by the actuator 27 so that it does not.

  When the air conditioner 2 is in the heating operation state, the compressor 25 is controlled by the ECU 7 so as to compress the refrigerant, and the air mix door 22 passes the air blown into the vehicle interior by the blower fan 20 along the heater core 23. Thus, the position is controlled by the actuator 27.

  The engine 3 is formed with a plurality of cylinders. In this embodiment, the engine 3 is configured to perform a series of four strokes including an intake stroke, a compression stroke, an expansion stroke, and an exhaust stroke for each cylinder.

  The ECU 7 is a computer that includes a CPU (Central Processing Unit), a RAM (Random Access Memory), a ROM (Read Only Memory), a flash memory for storing backup data, an input port, and an output port. It is composed of units.

  The ROM of the computer unit stores a program for causing the computer unit to function as the ECU 7 along with various constants and maps. That is, when the CPU executes a program stored in the ROM using the RAM as a work area, the computer unit functions as the ECU 7 in this embodiment.

  Various sensors including an air conditioning operation panel 50 for operating the air conditioner 2, a temperature sensor 51 for detecting the temperature of the evaporator core 21, and an operation mode selection switch 52 for selecting an operation mode are provided at the input port of the ECU 7. And various switches are connected.

  In the present embodiment, the air conditioning operation panel 50 functions as a temperature setting unit in which the set temperature of the air conditioner 2 is set. The driving mode selection switch 52 functions as a mode selection unit that selects one driving mode among a plurality of driving modes including a driving performance priority mode that prioritizes driving performance. In the present embodiment, the driving modes include a driving performance priority mode, a fuel efficiency priority mode that prioritizes fuel efficiency, and a normal mode that achieves both driving performance and fuel efficiency.

  Various control objects including a blower fan motor 24, a compressor 25, and actuators 12, 17a, 17b, and 27 are connected to the output port of the ECU 7. The ECU 7 controls various control objects and various controllers based on information obtained from various sensors, various switches, and various controllers.

  As shown in FIG. 2, various controllers include an engine ECU (hereinafter simply referred to as “EG-ECU”) 60 that controls the engine 3. ECU7 and EG-ECU60 mutually transmit / receive signals, such as a control signal, via in-vehicle LAN (Local Area Network) based on standards, such as CAN (Controller Area Network).

  For example, the EG-ECU 60 has a function of controlling the engine 3 so as to prevent the engine 3 from stalling due to a low engine speed of the engine 3 (hereinafter simply referred to as “engine speed”). When executing this function, the EG-ECU 60 transmits a low engine speed cut signal to the ECU 7.

  The EG-ECU 60 has a function of controlling the engine 3 so as to purify the exhaust gas immediately after the engine 3 is started, and a function of controlling the engine 3 so as to prevent a start failure of the engine 3. When executing these functions, the EG-ECU 60 transmits a start-time cut signal to the ECU 7.

  The EG-ECU 60 has a function of controlling the engine 3 so as to ensure the acceleration of the vehicle 1 when the operation of the accelerator pedal 61 becomes maximum. When this function is executed, the EG-ECU 60 transmits an accelerator fully open cut signal to the ECU 7.

  The EG-ECU 60 has a function of controlling the engine 3 so as to ensure the acceleration of the vehicle 1 when the accelerator pedal 61 is operated. When executing this function, the EG-ECU 60 transmits an acceleration cut signal to the ECU 7.

  The EG-ECU 60 has a function of controlling the engine 3 so as to prevent the engine 3 from overheating. When executing this function, the EG-ECU 60 transmits an overheat cut signal to the ECU 7.

  The EG-ECU 60 has a function of controlling the engine speed of the engine 3 so as to reduce a shock that is generated when a lockup clutch that directly connects a torque converter provided in a transmission (not shown) is engaged. When executing this function, the EG-ECU 60 transmits a lock-up cut signal to the ECU 7.

  The EG-ECU 60 has a function of controlling the engine 3 so that negative pressure supplied from the engine 3 to a brake booster (not shown) does not decrease. When this function is executed, the EG-ECU 60 transmits a brake negative pressure lowering cut signal to the ECU 7.

  The ECU 7 sends an EG signal as one of a low engine speed cut signal, a start cut signal, an accelerator fully open cut signal, an acceleration cut signal, an overheat cut signal, a lockup cut signal, and a brake negative pressure drop cut signal. When it is received from the ECU 60, it is determined that the stop condition for stopping the compressor 25 is satisfied. The signal that establishes the stop condition is not limited to the signal described above, and any signal that affects the drivability of the vehicle 1 may be applied.

  The ECU 7 determines that the acceleration performance condition is established as the stop condition regarding the acceleration performance of the vehicle 1 when the accelerator full open cut signal or the acceleration cut signal is received. When the ECU 7 receives the low engine speed cut signal, the ECU 7 determines that the engine performance condition is established as the stop condition regarding the performance of the engine 3. The ECU 7 determines that the braking performance condition is established as the stop condition related to the braking force of the vehicle 1 when the cut signal at the time of the brake negative pressure drop is received.

  The ROM of the ECU 7 stores a stop condition evaluation map as shown in FIG. In the stop condition evaluation map shown in FIG. 3, each stop condition satisfaction signal that establishes the stop condition is associated with an evaluation value.

  For example, in the stop condition evaluation map shown in FIG. 3, “5” is associated with the evaluation value of the low engine speed cut signal, and “5” is associated with the evaluation value of the brake negative pressure drop cut signal. “4” is associated with the evaluation value of the overheat cut signal, “3” is associated with the evaluation value of the accelerator fully open cut signal, “3” is associated with the evaluation value of the acceleration cut signal, and “2” is associated with the evaluation value of the cut signal, and “1” is associated with the evaluation value of the cut-up cut signal.

  In this embodiment, the ECU 7 weights the evaluation value corresponding to the stop condition establishment signal according to the operation mode selected by the operation mode selection switch 52. For example, if the driving mode is the driving performance priority mode, the ECU 7 gives a predetermined weight greater than 1 to the evaluation value corresponding to the stop condition establishment signal.

  The ECU 7 refers to the stop condition evaluation map shown in FIG. 3, specifies an evaluation value corresponding to the stop condition establishment signal received from the EG-ECU 60, and determines the maximum value of the specified evaluation value as the stop request level α. It has a function as the stop request level determination unit 70.

  A drive request map as shown in FIG. 4 is stored in the ROM of the ECU 7. In the drive request map shown in FIG. 3, the state of the air conditioner 2 and the evaluation value are associated with each other.

  In the present embodiment, the air conditioner 2 is in a defroster drive state, a high drive request state, a quasi-high drive request state, a quasi-low drive request state, a low drive request state, and a target blowout low temperature state. There is. The defroster drive state refers to a state in which the ECU 7 controls the air conditioner 2 so that air is blown into the vehicle interior from the defroster discharge port 14c.

  The state of the air conditioner 2 is not limited to the state described above, and includes, for example, a state that takes into account the outside air temperature detected by a temperature sensor (not shown), the inside air temperature, the pressure of the refrigerant compressed by the compressor 25, and the like. May be.

  The high drive request state is a state where the temperature set on the air conditioning operation panel 50 is low (for example, less than 20 ° C.) and the temperature detected by the temperature sensor 51 is higher than the target temperature of the evaporator core 21. This refers to a state where high capacity is required for the compressor 25. Note that the target temperature of the evaporator core 21 is an adapted value determined experimentally in advance.

  The quasi-high drive request state is a state in which the temperature set on the air conditioning operation panel 50 is low and the temperature detected by the temperature sensor 51 is within an allowable range with respect to the target temperature of the evaporator core 21. This is a state in which the compressor 25 is required to have a capability that is lower than the drive request state and higher than the quasi-low drive request state.

  The semi-low drive request state is a state in which the temperature set on the air conditioning operation panel 50 is medium (for example, 20 ° C. or higher) and the temperature detected by the temperature sensor 51 is higher than the target temperature of the evaporator core 21. In this state, the compressor 25 is required to have a capability that is lower than the quasi-high drive request state and higher than the low drive request state.

  The low drive request state is a state where the temperature set by the air conditioning operation panel 50 is medium and the temperature detected by the temperature sensor 51 is within an allowable range with respect to the target temperature of the evaporator core 21. This is a state where the compressor 25 is required to have a capability lower than the quasi-low driving requirement state.

  The target blowout low temperature state is a state in which the mode in which the set temperature is automatically adjusted is selected on the air conditioning operation panel 50, and the outside air temperature and the inside air temperature detected by a temperature sensor (not shown) and the pressure of the refrigerant compressed by the compressor 25 This is a state in which the target temperature calculated by the ECU 7 based on the above is low and the compressor 25 is required to have a capability corresponding to the difference between the temperature in the passenger compartment and the target temperature.

  For example, in the drive request evaluation map shown in FIG. 4, “5” is associated with the evaluation value of the defroster drive state, “4” is associated with the evaluation value of the high drive request state, and the semi-high drive request state “4” is associated with the evaluation value, “2” is associated with the evaluation value of the semi-low drive request state, “1” is associated with the evaluation value of the low drive request state, and the target blowout low temperature state “1” is associated as an evaluation value.

  In the present embodiment, the ECU 7 weights the evaluation value corresponding to the state of the air conditioner 2 according to the operation mode selected by the operation mode selection switch 52. For example, if the operation mode is the fuel economy priority mode, the ECU 7 gives a predetermined weight smaller than 1 to the evaluation value so as to stop the compressor 25 as much as possible.

  The ECU 7 refers to the drive request evaluation map shown in FIG. 4, specifies an evaluation value corresponding to the state of the air conditioner 2, and determines the maximum value of the specified evaluation value as the drive request level β. The function as 71 is provided.

  The ECU 7 functions as a compressor drive determination unit 72 that drives the compressor 25 if the stop request level α is equal to or higher than the drive request level β, and stops the compressor 25 if the stop request level α is not equal to or higher than the drive request level β. Have

  As described above, the ECU 7 includes functions as a stop request level determination unit 70, a drive request level determination unit 71, and a compressor drive determination unit 72, and also functions as a control unit 73 that controls the operating state of the compressor 25.

  The air-conditioning control operation by the vehicle air-conditioning control apparatus according to the embodiment of the present invention configured as described above will be described with reference to FIG. Note that the air conditioning control operation described below is repeatedly executed while the ECU 7 is operating.

  First, in step S1, the ECU 7 determines whether or not the air conditioner 2 is in a driving state. Specifically, the ECU 7 determines that the air conditioner 2 is in a driving state if the air conditioning switch provided on the air conditioning operation panel 50 is on, and if not, the air conditioner 2 is not in a driving state. Judge.

  When it is determined that the air conditioner 2 is not in the driving state, the ECU 7 ends the air conditioning control operation. When it is determined that the air conditioner 2 is in the driving state, the ECU 7 executes the process of step S2.

  In step S2, the ECU 7 drives the compressor 25 if the compressor 25 is not driven. After executing the process of step S2, the ECU 7 executes the process of step S3.

  In step S3, the ECU 7 determines whether or not a stop condition is satisfied. Specifically, the ECU 7 is one of a low engine speed cut signal, a start cut signal, an accelerator full open cut signal, an acceleration cut signal, an overheat cut signal, a lockup cut signal, and a brake negative pressure drop cut signal. If any signal is received, it is determined that the stop condition is satisfied. If any signal is not received, it is determined that the stop condition is not satisfied.

  If it is determined that the stop condition is not satisfied, the ECU 7 ends the air conditioning control operation. If it is determined that the stop condition is satisfied, the ECU 7 executes the process of step S4.

  In step S4, the ECU 7 determines the outlet. Specifically, the ECU 7 determines whether or not the defroster driving state is controlling the air conditioner 2 so that air is blown into the vehicle interior from the defroster discharge port 14c.

  That is, the ECU 7 determines that the actuator 17b is controlled so as to move the outlet switching door 16b to a position where the defroster discharge port 14c is opened, determines that the defroster is driven, and closes the defroster discharge port 14c. If the actuator 17b is controlled so as to move the outlet switching door 16b, it is determined that the defroster drive state is not set. After executing the process of step S4, the ECU 7 executes the process of step S5.

  In step S5, the ECU 7 detects the set temperature. Specifically, the ECU 7 detects a set temperature set by a set temperature setting switch provided on the air conditioning operation panel 50. The ECU 7 also detects whether or not the set temperature is set to a mode in which the set temperature is automatically adjusted when the set temperature set by the set temperature setting switch is detected. After executing the process of step S5, the ECU 7 executes the process of step S6.

  In step S <b> 6, the ECU 7 detects the temperature of the evaporator core 21 detected by the temperature sensor 51. After executing the process of step S6, the ECU 7 executes the process of step S7.

  In step S7, the ECU 7 determines the drive request level β of the air conditioner 2. Specifically, the ECU 7 refers to the drive request evaluation map shown in FIG. 4, specifies an evaluation value corresponding to the state of the air conditioner 2, and sets the maximum value of the specified evaluation value as the drive request level of the air conditioner 2. Determine as β. After executing the process of step S7, the ECU 7 executes the process of step S8.

  In step S8, the ECU 7 determines the stop condition that has been satisfied. Specifically, the ECU 7 includes a low engine speed cut signal, a start cut signal, an accelerator full open cut signal, an acceleration cut signal, an overheat cut signal, a lockup cut signal, and a brake negative pressure drop cut signal. Which signal is received from the EG-ECU 60 is determined. After executing the process of step S8, the ECU 7 executes the process of step S9.

  In step S9, the ECU 7 determines a stop request level α of the air conditioner 2. Specifically, the ECU 7 refers to the stop condition evaluation map shown in FIG. 3, specifies an evaluation value corresponding to the stop condition establishment signal determined to have been received in step S8, and sets the specified evaluation value to the operation mode. Accordingly, the maximum weighted value is determined as the stop request level α of the air conditioner 2. After executing the process of step S9, the ECU 7 executes the process of step S10.

  In step S10, the ECU 7 determines whether or not the stop request level α of the air conditioner 2 is equal to or higher than the drive request level β. That is, if the stop request level α is equal to or higher than the drive request level β, the ECU 7 determines that the traveling performance of the vehicle 1 is given priority over the comfort in the passenger compartment, and if the stop request level α is not equal to or higher than the drive request level β, It is determined that the comfort in the passenger compartment is prioritized over the running performance of the vehicle 1.

  When it is determined that the stop request level α of the air conditioner 2 is not equal to or higher than the drive request level β, the ECU 7 ends the air conditioning control operation. That is, the ECU 7 gives priority to the comfort in the vehicle compartment over the running performance of the vehicle 1. Therefore, the ECU 7 maintains the operating state of the compressor 25 without stopping the compressor 25 being driven.

  When the ECU 7 determines that the stop request level α of the air conditioner 2 is equal to or higher than the drive request level β, the ECU 7 executes the process of step S11. In step S11, the ECU 7 stops the compressor 25. That is, the ECU 7 gives priority to the traveling performance of the vehicle 1 over the comfort in the passenger compartment. After executing the process of step S11, the ECU 7 ends the air conditioning control operation.

  As described above, the air conditioning control device for a vehicle according to the present embodiment is provided with a compressor according to the stop condition established among the plurality of stop conditions for stopping the compressor 25 and the set temperature set on the air conditioning operation panel 50. Since the driving state of 25 is controlled, it is possible to secure power performance in consideration of the influence on the occupant and to prevent a decrease in the comfort of the occupant.

  Further, the air conditioning control device for a vehicle according to the present embodiment changes the operation state of the compressor 25 even when the acceleration performance condition is satisfied when the set temperature set on the air conditioning operation panel 50 is lower than the predetermined set temperature. Therefore, it is possible to prevent a decrease in passenger comfort.

  Moreover, since the vehicle air-conditioning control apparatus according to the present embodiment controls the operating state of the compressor 25 further according to the temperature of the evaporator core 21, the power performance of the vehicle 1 can be ensured.

  Further, the vehicle air-conditioning control apparatus according to this embodiment can ensure the power performance of the vehicle 1 because the compressor 25 is stopped when either the engine performance condition or the braking performance condition is satisfied. .

  In addition, the vehicle air conditioning control device according to the present embodiment controls the operation state of the compressor 25 further according to the operation mode selected from the plurality of operation modes including the travel performance priority mode that prioritizes the travel performance. The power performance according to the driving mode of the vehicle 1 can be ensured.

  In this embodiment, the ECU 7 drives the compressor 25 if the stop request level α is equal to or higher than the drive request level β, and stops the compressor 25 if the stop request level α is equal to or higher than the drive request level β. As explained.

  In contrast, if the stop request level α is equal to or higher than the drive request level β, the ECU 7 relatively increases the drive time of the compressor 25, and if the stop request level α is not equal to or higher than the drive request level β, the ECU 7 You may make it drive time relatively short.

  In the present embodiment, the ECU 7 is described as weighting the evaluation value corresponding to the stop condition establishment signal according to the operation mode selected by the operation mode selection switch 52.

  In contrast, the ECU 7 may add an offset value corresponding to the operation mode selected by the operation mode selection switch 52 to the evaluation value corresponding to the stop condition establishment signal. Further, the stop condition evaluation map corresponding to the operation mode may be stored in the ROM of the ECU 7, and the ECU 7 may select the stop condition evaluation map to be referred to according to the operation mode.

  In the present embodiment, the ECU 7 has been described as weighting the evaluation value corresponding to the state of the air conditioner 2 according to the operation mode selected by the operation mode selection switch 52.

  On the other hand, the ECU 7 may add an offset value corresponding to the operation mode selected by the operation mode selection switch 52 to the evaluation value corresponding to the state of the air conditioner 2. Further, the drive request evaluation map corresponding to the operation mode is stored in the ROM of the ECU 7, and the ECU 7 may select the drive request evaluation map to be referred to according to the operation mode.

  As mentioned above, although embodiment of this invention was disclosed, it is clear that a change can be added to this embodiment, without deviating from the scope of the present invention. The embodiments of the present invention are disclosed on the assumption that equivalents to which such changes are made are included in the invention described in the claims.

1 Vehicle 2 Air Conditioner 3 Engine 21 Evaporator Core (Evaporator)
25 Compressor
50 Air-conditioning operation panel (temperature setting part)
52 Operation mode selection switch (mode selection part)
73 Control unit

Claims (5)

In an air conditioning control device for a vehicle provided with an air conditioner having a compressor that compresses refrigerant by being driven by an engine,
A temperature setting unit in which a set temperature of the air conditioner is set;
A control unit for controlling the operating state of the compressor,
The control unit controls an operation state of the compressor according to a stop condition that is satisfied among a plurality of stop conditions for stopping the compressor and a set temperature set by the temperature setting unit. A vehicle air conditioning control device. The stop condition includes an acceleration performance condition related to the acceleration performance of the vehicle,
When the set temperature set in the temperature setting unit is lower than a predetermined set temperature, the control unit maintains the operating state of the compressor even if the acceleration performance condition is satisfied. The air conditioning control device for a vehicle according to claim 1. The air conditioner further includes an evaporator for evaporating the refrigerant compressed by the compressor,
The said control part controls the driving | running state of the said compressor further according to the temperature of the said evaporator, The air-conditioning control apparatus of the vehicle of Claim 1 or Claim 2 characterized by the above-mentioned. The stop condition further includes an engine performance condition related to the performance of the engine, and a braking performance condition related to the braking force of the vehicle,
The said control part stops the said compressor, when either one of the said engine performance condition and the said braking performance condition is satisfied, The Claim 1 characterized by the above-mentioned. An air conditioning control device for a vehicle as described in 1. The vehicle further includes a mode selection unit that selects one driving mode among a plurality of driving modes including a driving performance priority mode that prioritizes driving performance,
The said control part controls the operation state of the said compressor further according to the operation mode selected by the said mode selection part, The Claim 1 characterized by the above-mentioned. Vehicle air conditioning control device.

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