JP2020015371A - Control device - Google Patents

Abstract

To provide a control device capable of improving fuel economy of a vehicle.SOLUTION: A control device is applied to a vehicle including a refrigeration cycle having a compressor driven by rotation of an engine output shaft and a cold accumulator provided in a refrigerant passage, operates the compressor, when cold storage amount of the cold accumulator is lowered to a first threshold value, to store rotational energy of the engine output shaft as the cold storage amount, and stops the operation of the compressor when the cold storage amount is increased to a second threshold value larger than the first threshold value. The control device includes: a determination section S18 for determining whether acceleration and deceleration of the vehicle are repeated; and change sections S26, S28, S30 for making at least one of a reduction change for changing to the side of reducing the first threshold value and an increase change for changing to the side of increasing the second threshold value when the determination section determines that the acceleration and deceleration of the vehicle are repeated.SELECTED DRAWING: Figure 2

Description

  The present invention relates to a control device for controlling an engine.

  An auxiliary device driven by the vehicle engine includes a compressor that compresses and discharges a refrigerant in a refrigeration cycle. In Patent Literature 1, a regenerator is provided in a refrigeration cycle, and air blown into a vehicle compartment is used during cooling down of an engine, such as during coasting or when the vehicle is stopped, using cold storage stored in the regenerator. A cooling system is disclosed.

  In the technology described in Patent Document 1, when cooling the air blown into the passenger compartment while the engine is stopped, the driving stop condition of the compressor is set based on the difference in the duration between the coasting and the vehicle stop. I do. Specifically, when the vehicle is coasting for a short time, the compressor is controlled to stop while the temperature of the air cooled by the regenerator is equal to or lower than the first temperature, and when the vehicle is stopped for a long time, Control is performed so that the compressor is stopped while the temperature of the air cooled by the regenerator is equal to or lower than a second temperature higher than the first temperature. According to this, the compressor can be stopped for a long period of time while the vehicle is stopped while suppressing the temperature inside the vehicle from rising during coasting for a short period of time, and the comfort inside the vehicle is maintained. Thus, the fuel efficiency of the vehicle can be improved.

JP-A-2006-203927

  It is desirable to improve the fuel efficiency of the vehicle during the operation of the engine by using the cold storage stored in the regenerator. For example, when the vehicle decelerates, the air blown into the passenger compartment is cooled by using cold storage to perform a fuel cut, and the compressor is stopped, thereby improving the fuel efficiency of the vehicle. .

  However, when the cold storage is insufficient, the compressor cannot be stopped when the vehicle decelerates, and the fuel efficiency of the vehicle cannot be improved. In particular, when the vehicle is repeatedly accelerated and decelerated, the period during which the cold storage is stored is short, while the period during which the cold storage is used is long, so that the compressor cannot be stopped and the fuel efficiency of the vehicle is improved. Can not do. There is a demand for a technology that can improve the fuel efficiency of a vehicle even when the vehicle is repeatedly accelerated and decelerated.

  The present invention has been made to solve the above problems, and an object of the present invention is to provide a control device capable of improving the fuel efficiency of a vehicle.

  The present invention is applied to a vehicle provided with a refrigeration cycle including a compressor driven by rotation of an engine output shaft and a regenerator provided in a refrigerant path, wherein the regenerator has a regenerator amount of up to a first threshold. When the temperature decreases, the compressor is operated to store the rotational energy of the engine output shaft as the cold storage amount, and when the cold storage amount rises to a second threshold larger than the first threshold, the operation of the compressor is performed. A determination unit that determines whether acceleration / deceleration of the vehicle is repeatedly performed, and the first threshold value when the determination unit determines that acceleration / deceleration of the vehicle is repeatedly performed. And a change unit that performs at least one of a decrease change that changes the second threshold value to a larger value and an increase change that changes the second threshold value to a larger value.

  At the time of deceleration of the vehicle, the air blown into the vehicle interior is cooled by using cold storage, so that the fuel can be cut and the compressor can be stopped, so that the fuel efficiency of the vehicle can be improved. However, if the amount of cold storage falls to the first threshold, the compressor cannot be stopped when the vehicle decelerates, and the fuel efficiency of the vehicle cannot be improved. In particular, when the vehicle is repeatedly accelerated and decelerated, since the period for storing cold storage is short while the period for using cold storage is long, the amount of cold storage drops to the first threshold value and the stop of the compressor is continued. Can not be done. As a result, the fuel efficiency of the vehicle cannot be improved.

  In the control device of the present invention, when it is determined that acceleration and deceleration of the vehicle are repeatedly performed, a decrease change in which the first threshold value is changed to a smaller value and an increase change in which the second threshold value is changed to a larger value are increased. Do at least one. That is, control is performed to expand the range of the cold storage amount in which the compressor can be stopped. Thereby, the stop of the compressor can be continued. As a result, the fuel efficiency of the vehicle can be improved.

FIG. 1 is a configuration diagram illustrating an outline of an engine control system. 5 is a flowchart illustrating a cold storage amount control process. 9 is a flowchart illustrating a correction process. The figure which shows a map. The figure which shows the relationship between the acceleration / deceleration period ratio, the acceleration / deceleration frequency, the decrease change amount, and the increase change amount. 4 is a time chart illustrating an example of a cold storage amount control process. The figure which shows the negative torque in the case where a fuel cut state is an ON state and the case of an OFF state.

  Hereinafter, an engine control system of the vehicle 100 to which the control device of one embodiment is applied will be described with reference to the drawings. As shown in FIG. 1, a vehicle 100 includes an engine 10 as an internal combustion engine and an ECU 40 as a control device.

  The engine 10 is a direct injection 4-cycle gasoline engine mounted on the vehicle 100. Specifically, the engine 10 is a four-cylinder engine including four cylinders. Each cylinder of the engine 10 mounted on the vehicle 100 is provided with a fuel injection valve 11 for supplying fuel to a combustion chamber of the engine 10.

  Energy generated by combustion of the fuel is taken out as rotational power of the crankshaft 13 of the engine 10. This rotational power is transmitted to drive wheels (not shown) of the vehicle 100 via the transmission 14. In the present embodiment, the crankshaft 13 corresponds to an “engine output shaft”.

  A starter 20 is connected to the crankshaft 13. The starter 20 is started by being supplied with power from a battery 21 when an ignition switch (not shown) is turned on, and gives an initial rotation to the crankshaft 13 to start the engine 10.

  The alternator 22 is a generator that generates electric power by being driven by the rotational energy of the crankshaft 13. That is, the alternator 22 is a recovery device that recovers rotational energy of the engine 10 as electric energy. A pulley 24 mechanically connected to a drive shaft 23 of the alternator 22 is mechanically connected to the crankshaft 13 via a belt 15 and a crank pulley 16. The alternator 22 can adjust the amount of power generation by adjusting the exciting current flowing through the rotor coil of the alternator 22. The battery 21 is a storage battery that stores the electric power generated by the alternator 22. The alternator 22 and the battery 21 form a power storage system 29. The ECU 40 obtains the charged amount Qe of the battery 21 from the battery 21 and controls the amount of power generated by the alternator 22 so that the charged amount Qe falls within an appropriate range.

  The vehicle 100 is equipped with a cooling system that cools the cabin. The cooling system includes a compressor 30 that sucks and discharges the refrigerant to circulate the refrigerant to a refrigeration cycle 39, a condenser 31, a receiver 32, an expansion valve 33, and an evaporator 34 provided in a refrigerant path 31a. It is configured.

  The compressor 30 is driven by the rotational energy of the crankshaft 13, and the discharge capacity of the refrigerant can be continuously variably set by an energizing operation of an electromagnetically driven control valve (CV) 30 a provided in the compressor 30. It is a capacity compressor. The pulley 38 mechanically connected to the drive shaft 37 of the compressor 30 is mechanically connected to the crankshaft 13 via the belt 15 and the crank pulley 16. In a situation where the rotational power of the crankshaft 13 is transmitted to the compressor 30, the discharge capacity is adjusted by the operation of supplying electricity to the CV 30a. In the compressor 30, the state where the discharge capacity is larger than 0 is a state where the compressor 30 is driven, and the state where the discharge capacity is 0 is a state where the compressor 30 is stopped.

  The condenser 31 is a member that exchanges heat between air (outside air) blown from a fan (not shown) driven by a DC motor or the like and a refrigerant discharged and supplied from the compressor 30. The receiver 32 is provided for separating the refrigerant flowing from the condenser 31 into gas and liquid, temporarily storing the separated liquid refrigerant, and supplying only the liquid refrigerant to the downstream side. The liquid refrigerant stored in the receiver 32 is rapidly expanded by the expansion valve 33 into a mist. The atomized refrigerant is supplied to an evaporator 34 for cooling the air blown into the vehicle interior.

  In the evaporator 34, part or all of the refrigerant is vaporized by heat exchange between the air blown from a fan (evaporator fan) 35 driven by a DC motor or the like and the mist-like refrigerant. Thus, the air blown from the evaporator fan 35 is cooled, and the cooled air is blown into the vehicle interior, whereby the vehicle interior can be cooled. In addition, a refrigerant temperature sensor 34a that detects the refrigerant temperature is provided immediately near the outlet of the evaporator 34. The refrigerant flowing out of the evaporator 34 is sucked into the suction port of the compressor 30.

  In the refrigeration cycle 39 of the present embodiment, the regenerator 36 is attached to the evaporator 34. The regenerator 36 is configured by enclosing a regenerator such as paraffin for storing heat of the refrigerant. For example, in a so-called idle stop control that automatically stops the engine 10 when a predetermined stop condition is satisfied during the idling operation, the compressor 30 is automatically stopped by the automatic stop of the engine 10. When the regenerator 36 is installed, the air blown from the evaporator fan 35 and the regenerator 36 exchange heat under the condition that the compressor 30 is stopped, so that the blown air is cooled and cooled. The cooled air is sent to the passenger compartment, thereby cooling the passenger compartment. The cold storage in the cool storage 36 is performed, for example, by operating the compressor 30 excessively for a predetermined cooling demand. That is, the compressor 30 is a recovery device that recovers rotational energy of the engine 10 as heat energy.

  The ECU 40 receives an operation signal of an A / C switch operated by a vehicle occupant, such as a signal for driving the compressor 30 to cool the passenger compartment or an operation signal of a target temperature setting switch operated by the vehicle occupant. In addition, a signal for setting a target temperature in the vehicle interior, detection signals from a vehicle interior temperature sensor for detecting the vehicle interior temperature, a refrigerant temperature sensor 34a, and the like are input. The ECU 40 operates various devices such as the evaporator 35 and the CV 30a by executing various control programs stored in the ROM according to these inputs. By operating these various devices, drive control of the compressor 30 and cooling control of the vehicle interior are performed.

  In the drive control of the compressor 30, the amount of cold storage Qc of the regenerator 36 can be adjusted by adjusting the amount of power supplied to the CV 30 a of the compressor 30. The ECU 40 calculates the amount of cold storage Qc of the regenerator 36 based on the surplus operation amount obtained by operating the compressor 30 excessively with respect to the required cooling amount. The ECU 40 controls the energization amount of the CV 30a such that the cold storage amount Qc falls within an appropriate range. Specifically, when the cold storage amount Qc decreases to the first threshold value Qs1 (see FIG. 6) during the operation of the engine, the ECU 40 energizes the CV 30a to operate the compressor 30 to reduce the rotational energy of the crankshaft 13. It is stored as the cold storage amount Qc. When the cold storage amount Qc has increased to the second threshold value Qs2 (see FIG. 6) that is larger than the first threshold value Qs1, the ECU 40 stops energizing the CV 30a and stops the operation of the compressor 30.

  The vehicle 100 includes a hydraulically driven brake actuator 80. The brake actuator 80 generates a brake torque Tb according to the amount of brake operation by the driver, and stops the rotation of the crankshaft 13.

  As is well known, the ECU 40 is mainly configured by a microcomputer including a CPU, a ROM, a RAM, and the like. The ECU 40 receives detection signals from various sensors and the like. FIG. 1 shows an imaging device 26, a radar device 27, and a navigation device 28 that detect an object existing around the vehicle, in addition to the sensors described above. The ECU 40 executes various control programs stored in the ROM in response to the input, thereby performing combustion control of the engine 10 such as fuel injection control by the fuel injection valve 11. In the present embodiment, the ECU 40 corresponds to a “control device”.

  The imaging device 26, the radar device 27, and the navigation device 28 will be described. The imaging device 26 is a vehicle-mounted camera, and is configured using a CCD camera, a CMOS image sensor, a near-infrared camera, or the like. The imaging device 26 captures an image of the surrounding environment including the road on which the vehicle is running, generates image data representing the captured image, and sequentially outputs the image data to the ECU 40. The imaging device 26 is installed, for example, near the upper end of the windshield of the host vehicle, and captures an image of a region extending in a predetermined angle range around the imaging axis toward the front of the vehicle. Note that the imaging device 26 may be a monocular camera or a stereo camera.

  The radar device 27 is a detection device that transmits an electromagnetic wave as a transmission wave and detects an object by receiving a reflected wave thereof, and is configured using a millimeter wave radar or the like. The radar device 27 is attached to, for example, a front portion of the own vehicle, and scans a region extending over a range of a predetermined angle toward the front of the vehicle with a radar signal. Then, reception data is created based on a period from transmission of the electromagnetic wave toward the front of the vehicle until reception of the reflected wave. The received data includes distance measurement data. The distance measurement data includes information on the direction in which the object exists, the distance to the object, and the relative speed. Information on the reception data created by the radar device 27 is sequentially output to the ECU 40.

  The navigation device 28 obtains map data from a map storage medium that stores road map data and various information, and calculates the current position of the vehicle 100 based on a GPS signal or the like received via a GPS antenna. Further, the navigation device 28 controls to display the current position of the own vehicle, controls to guide the vehicle forward route from the current position to the destination, and notifies the occurrence of traffic congestion and the like in the vehicle forward route. I do.

  Further, the ECU 40 performs recovery control for recovering the rotational energy of the engine 10 when the vehicle 100 is decelerated. That is, when a deceleration request is obtained from the driver, the ECU 40 performs a process of decelerating the vehicle 100 in a state where the fuel injection from the fuel injection valve 11 is cut off. The ECU 40 performs control to generate the negative torque Tn by driving the alternator 22 and the compressor 30 with the rotational driving force of the crankshaft 13 during the deceleration traveling. As a result, the rotational energy of the engine 10 is converted into heat energy and stored in the cool storage 36, and is converted into electric energy and stored in the battery 21.

  Here, the negative torque Tn is a torque that acts in a direction opposite to the rotation direction of the crankshaft 13 of the engine 10, and includes the power generation torque Te, the drive torque Tc, and the loss torque Tl. The power generation torque Te is a torque generated by driving the alternator 22, and the driving torque Tc is a torque generated by driving the compressor 30. Further, the loss torque Tl is a torque generated by vibration, friction, and the like in the engine 10, and includes a pump loss, which is a pressure loss in the intake pipe 51.

  By the way, when the regenerator 36 is provided in the refrigerant path 31a in the refrigeration cycle 39, the fuel efficiency Ef of the vehicle 100 with the engine stopped is determined by using the amount of cold storage Qc stored in the regenerator 36 as in the related art. Can be improved. Further, it is desired to improve the fuel efficiency Ef of the vehicle 100 during the operation of the engine by using the cold storage amount Qc stored in the cool storage 36. For example, when the vehicle 100 is decelerated, the air blown into the vehicle interior is cooled using the cold storage amount Qc, so that the fuel can be cut and the compressor 30 can be stopped. Ef can be improved.

  However, when the cold storage amount Qc is insufficient, that is, when the cold storage amount Qc decreases to the first threshold value Qs1, the compressor 30 cannot be stopped when the vehicle 100 decelerates, and the fuel efficiency Ef of the vehicle 100 cannot be improved. . In particular, when the vehicle 100 is repeatedly accelerated and decelerated, the period for storing the cold storage amount Qc is short while the period for using the cold storage amount Qc is long, so that the cold storage amount Qc decreases to the first threshold value Qs1 and is compressed. The machine 30 cannot continue to be stopped. As a result, the fuel efficiency Ef of the vehicle 100 cannot be improved.

  The ECU 40 of the present embodiment performs a cold storage amount control process to solve the above problem. In the cold storage amount control process, it is determined whether acceleration / deceleration of the vehicle 100 is repeatedly performed. If it is determined that the acceleration / deceleration is repeatedly performed, the first threshold value Qs1 for operating the compressor 30 is changed to a smaller side. At least one of a decrease change and an increase change in which the second threshold value Qs2 for stopping the compressor 30 is changed to a larger value is performed. Thereby, the range of the cold storage amount Qc in which the compressor 30 can be stopped is expanded, and the stop of the compressor 30 can be continued. As a result, the fuel efficiency Ef of the vehicle 100 can be improved.

  FIG. 2 shows a flowchart of the cold storage amount control process of the present embodiment. This control process is repeatedly executed at predetermined intervals by the ECU 40 during the operation of the vehicle 100, for example.

  When the cold storage amount control process is started, first, in step S10, it is determined whether the vehicle 100 is operating. Specifically, it is determined whether the ignition switch of vehicle 100 is on.

  If an affirmative determination is made in step S10, in the following step S12, forward course information If is acquired. Here, the forward course information If is information indicating a traffic condition of the front of the vehicle or the front of the vehicle. During traveling of the vehicle, acceleration or deceleration of the vehicle 100 may be forced depending on the traffic condition of the forward course of the vehicle. Further, when the vehicle is traveling, the driver may intend to accelerate or decelerate the vehicle 100 depending on the traffic condition of the forward course of the vehicle. In the present embodiment, the processing in step S12 corresponds to a “traffic information acquisition unit”.

  Specifically, information on a preceding vehicle traveling in front of the vehicle and information on a traffic signal and a level crossing existing in front of the vehicle are acquired from the imaging device 26 and the radar device 27 as the forward route information If. In addition, information on the route of the vehicle front route and traffic congestion is acquired from the navigation device 28 as the front route information If.

  In step S14, the acceleration / deceleration period ratio Pa is calculated based on the forward route information If acquired in step S12. Here, the acceleration / deceleration period ratio Pa indicates the ratio of the acceleration / deceleration period Ys during which the vehicle 100 is accelerated / decelerated within the predetermined period Yt. The acceleration / deceleration period Ys is a total period of an acceleration period Ya in which the acceleration is equal to or higher than the reference acceleration and a deceleration period Yd in which the deceleration is equal to or higher than the reference deceleration. Specifically, the acceleration period Ya is a period during which the driver depresses the accelerator pedal within the predetermined period Yt, and the deceleration period Yd is a period during which the driver depresses the brake pedal within the predetermined period Yt. The acceleration / deceleration period ratio Pa is expressed as (Equation 1).

Pa = Ys / Yt × 100 = (Ya + Yd) / Yt × 100 (Equation 1)
In step S16, the acceleration / deceleration frequency Fa is calculated based on the forward route information If acquired in step S12. Here, the acceleration / deceleration frequency Fa indicates the ratio of the number of times of acceleration / deceleration Ns, which is the number of times the vehicle 100 is accelerated / decelerated, within the predetermined period Yt. The number of times of acceleration / deceleration Ns is the total number of times of acceleration Na in which the acceleration is equal to or higher than the reference acceleration and number of times of deceleration Nd in which the deceleration is equal to or more than the reference deceleration. Specifically, the number of accelerations Na is the number of times the driver depresses the accelerator pedal within the predetermined period Yt, and the deceleration period Yd is the number of times the driver depresses the brake pedal within the predetermined period Yt. The acceleration / deceleration frequency Fa is expressed as (Equation 2).

Fa = Ns / Yt × 100 = (Na + Nd) / Yt × 100 (Equation 2)
In the following step S18, it is determined whether the acceleration / deceleration of the vehicle 100 is repeatedly performed based on the acceleration / deceleration period ratio Pa and the acceleration / deceleration frequency Fa calculated in steps S14 and S16. The acceleration / deceleration period ratio Pa and the acceleration / deceleration frequency Fa are calculated based on the forward course information If. Therefore, in step S18, it can be said that it is determined whether the acceleration and deceleration of the vehicle 100 is repeatedly performed based on the forward route information If. Specifically, it is determined whether the acceleration / deceleration period ratio Pa is higher than the reference ratio Pk and whether the acceleration / deceleration frequency Fa is higher than the reference frequency Fk. In the present embodiment, the process in step S18 corresponds to a “determination unit”.

  If the acceleration / deceleration period ratio Pa is a low ratio lower than the reference ratio Pk and the acceleration / deceleration frequency Fa is lower than the reference frequency Fk, a negative determination is made in step S18. In this case, since it is determined that acceleration / deceleration of the vehicle 100 is not performed repeatedly, the normal control is performed in step S40, and the cold storage amount control process ends. In the normal control, the first threshold value Qs1 and the second threshold value Qs2 are controlled based on the operation state of the engine 10. Note that the first threshold value Qs1 and the second threshold value Qs2 based on the operation state of the engine 10 can be calculated using the engine speed Ne and the engine load such as the amount of intake air to the engine 10 and the negative pressure of intake air. .

  On the other hand, when the acceleration / deceleration period ratio Pa is a high ratio higher than the reference ratio Pk, or when the acceleration / deceleration frequency Fa is higher than the reference frequency Fk, an affirmative determination is made in step S18. In this case, since it is determined that the acceleration / deceleration of the vehicle 100 is repeatedly performed, at least one of a decrease change in which the first threshold value Qs1 is changed to a smaller value and an increase change in which the second threshold value Qs2 is changed to a larger value. Is performed (S20 to S30).

  In the enlargement control, first, in step S20, the day of the week information Iw and the time zone information It in the current driving cycle are acquired. Here, the day of the week information Iw is information of a day of the week including the timing at which the ignition switch of the vehicle 100 is turned on in the current driving cycle, and the time zone information It is information of a time zone including the above timing. Note that the timing at which the ignition switch is turned off may be replaced with the timing at which the ignition switch is turned off. In the present embodiment, the process in step S20 corresponds to a “time information acquisition unit”.

  In the following step S22, the decrease change amount Qg and the increase change amount Qz are set by referring to the map MP stored in the storage unit 42 of the ECU 40 in advance. Here, the decrease change amount Qg is a change amount that changes the first threshold value Qs1 to a smaller side, and is an amount that increases to the negative side. The increase change amount Qz is a change amount that changes the second threshold value Qs2 to a larger value, and is a value that increases to the positive side. The storage unit 42 is, for example, a non-transitional substantial recording medium other than the ROM (for example, a non-volatile memory other than the ROM).

  The map MP is map information in which a decrease change amount Qg and an increase change amount Qz are defined in advance corresponding to the day of the week information Iw and the time zone information It. As shown in FIG. 4, in the map MP, the decrease change amount Qg and the increase change amount Qz are defined in advance for each time zone of each day of the week. In step S22, the amount of decrease change Qg and the amount of increase change Qz associated with the day of the week information Iw and the time zone information It acquired in step S20 are specified in the map MP. In the present embodiment, the map MP corresponds to “correspondence information”.

  In the map MP, the decrease change amount Qg and the increase change amount Qz are defined as fluctuation amounts that fluctuate according to the acceleration / deceleration period ratio Pa and the acceleration / deceleration frequency Fa. For example, as shown in FIG. 5, the decrease change amount Qg and the increase change amount Qz have a relationship that the larger the acceleration / deceleration period ratio Pa or the higher the acceleration / deceleration frequency Fa, the larger the change. In step S22, a decrease change amount Qg and an increase change amount Qz corresponding to the acceleration / deceleration period ratio Pa and the acceleration / deceleration frequency Fa calculated in steps S12 and S14 are specified, and set to the decrease change amount Qg and the increase change amount Qz. I do. Note that the slopes of the decrease change amount Qg and the increase change amount Qz with respect to the acceleration / deceleration period ratio Pa and the acceleration / deceleration frequency Fa may be the same as long as the day of the week information Iw and the time zone information It may be different.

  In step S24, it is determined whether the change permission mode has been selected. In the vehicle 100, any one of a change permission mode and a change prohibition mode can be selected by the driver. Here, the change permission mode is a mode in which the decrease of the first threshold value Qs1 is permitted to stop the compressor 30 when the vehicle 100 is decelerated. By permitting the first threshold value Qs1 to decrease, the range of the cold storage amount Qc in which the compressor 30 can be stopped when the vehicle 100 is decelerated is expanded, and the stop of the compressor 30 is continued when the vehicle 100 is decelerated. .

  In addition, the change prohibition mode is a mode in which the reduction of the first threshold value Qs1 is prohibited in order to continue stopping the compressor 30 while the engine of the vehicle 100 is stopped. By prohibiting the first threshold Qs1 from being decreased, the cold storage amount Qc at the start of the engine stop of the vehicle 100 is suppressed from being excessively reduced, and the stop of the compressor 30 continues while the engine of the vehicle 100 is stopped. Is done. In the present embodiment, the process in step S24 corresponds to a “selection unit”.

  Therefore, the change permission mode can be said to be a mode in which the improvement of the fuel efficiency Ef of the vehicle 100 when the vehicle 100 is decelerated has a higher priority than the improvement of the fuel efficiency Ef of the vehicle 100 when the engine of the vehicle 100 is stopped. The change prohibition mode can be said to be a mode in which the improvement of the fuel efficiency Ef of the vehicle 100 when the engine of the vehicle 100 is stopped is prioritized over the improvement of the fuel efficiency Ef of the vehicle 100 when the vehicle 100 is decelerated.

  If a positive determination is made in step S24, that is, on the condition that the change permission mode is selected, both the decrease change and the increase change are performed. Specifically, in step S26, the first threshold value Qs1 is changed to a value that decreases the first threshold value Qs1 by the decrease change amount Qg set in step S22. In the following step S28, the second threshold value Qs2 is changed to the side that increases the second threshold value Qs2 by the increase change amount Qz set in step S22.

  In step S32, the compressor 30 is stopped when the vehicle 100 is decelerated, and the cold storage amount control process ends. In the present embodiment, the process in step S32 corresponds to a “stop control unit”.

  On the other hand, if a negative determination is made in step S24, only the increase process is performed, and the decrease process is not performed. Specifically, in step S30, the second threshold value Qs2 is changed to a value that is increased by the increase change amount Qz set in step S22, and the process proceeds to step S32. In the present embodiment, the processing in steps S26, S28, and S30 corresponds to a "change unit".

  On the other hand, if a negative determination is made in step S10, in step S50, a correction process is performed during a specified period after the ignition switch of the vehicle 100 is switched from on to off, and the cold storage amount control process ends. In the specified period, power supply to the ECU 40 is continued for a certain period of time even after the ignition switch is turned off as so-called main relay control. Here, the correction process is a process of correcting the decrease change amount Qg and the increase change amount Qz associated with the day of the week information Iw and the time zone information It in the map MP.

  FIG. 3 shows a flowchart of the correction processing of the present embodiment. When the correction process is started, first, in step S60, it is determined whether a correction condition is satisfied. For example, it is determined whether the traveling distance in a driving cycle (hereinafter, referred to as a target cycle) completed immediately before the correction processing is longer than a specified distance.

  If a negative determination is made in step S60, the correction process ends. On the other hand, if an affirmative determination is made in step S60, the fuel consumption Ef of the vehicle 100 in the target cycle is calculated in the subsequent step S62. The fuel efficiency Ef can be calculated from the fuel injection amount and the travel distance of the fuel injection valve 11 in the target cycle. Note that, in the present embodiment, the process of step S62 corresponds to a “fuel efficiency calculation unit”.

  In step S64, it is determined whether the decrease change amount Qg and the increase change amount Qz are to be corrected based on the fuel efficiency Ef calculated in step S62. Specifically, it is determined whether the fuel efficiency Ef calculated in step S62 is larger than the reference fuel efficiency Ek. Here, the reference fuel consumption Ek is a fuel consumption Ef calculated in a driving cycle in which the day of the week information Iw and the time zone information It are equal to the target cycle and is performed immediately before the target cycle (hereinafter, referred to as the previous cycle). Is shown.

  If an affirmative determination is made in step S64, it is determined that the fuel efficiency Ef of the vehicle 100 has improved. In this case, without correcting the decrease change amount Qg and the increase change amount Qz, in the subsequent step S72, the reference fuel consumption Ek is updated using the fuel consumption Ef calculated in step S62, and the correction processing ends.

  On the other hand, if a negative determination is made in step S64, it is determined that the fuel efficiency Ef of the vehicle 100 has deteriorated. In this case, the decrease change amount Qg and the increase change amount Qz are corrected. Specifically, in step S66, it is determined whether the decrease change amount Qg and the increase change amount Qz have been increased and corrected in the previous cycle. Whether the decrease change amount Qg and the increase change amount Qz have been increased and corrected can be determined, for example, from the correction history of the decrease change amount Qg and the increase change amount Qz.

  If a negative determination is made in step S66, in step S68, the decrease change amount Qg and the increase change amount Qz are corrected to increase, and the process proceeds to step S72. That is, when the fuel efficiency Ef of the vehicle 100 increases in the previous cycle and the fuel efficiency Ef of the vehicle 100 deteriorates in the target cycle, the decrease change amount Qg and the increase change amount Qz are increased and corrected. In the increase correction, the correction amounts of the decrease change amount Qg and the increase change amount Qz are determined based on the difference between the fuel efficiency Ef and the reference fuel efficiency Ek.

  On the other hand, if an affirmative determination is made in step S66, in step S70, the decrease change amount Qg and the increase change amount Qz are corrected to decrease, and the process proceeds to step S72. That is, if the fuel efficiency Ef of the vehicle 100 deteriorates in the previous cycle and the fuel efficiency Ef of the vehicle 100 further deteriorates even after the increase correction, the decrease change amount Qg and the increase change amount Qz cannot be appropriately corrected by the increase correction. Therefore, the decrease change amount Qg and the increase change amount Qz are corrected to the opposite sides, that is, decrease correction is performed. In the decrease correction, the correction amounts of the decrease change amount Qg and the increase change amount Qz are determined based on the difference between the fuel efficiency Ef and the reference fuel efficiency Ek. In the present embodiment, the processing of steps S68 and S70 corresponds to a “correction unit”.

  Next, FIG. 6 shows an example of the cold storage amount control process. FIG. 6A shows the transition of the fuel cut state F / C in the normal control, and FIG. 6B shows the transition of the fuel cut state F / C in the expansion control. 6, (a) shows the transition of the cold storage amount Qc, (b) shows the transition of the operating state of the vehicle 100, (c) shows the transition of the driving state of the compressor 30, and (d) shows the fuel. The transition of the cut state F / C is shown, and (e) shows the energy loss El generated by switching the fuel cut state F / C.

  FIG. 7 shows the negative torque Tn when the vehicle 100 is in the decelerating state. FIG. 7A shows the negative torque Tn when the fuel cut is not performed, that is, when the fuel cut state F / C is off. FIG. 7B shows the negative torque when the fuel cut is performed, that is, the fuel cut state F / C. The negative torque Tn when C is ON is shown. In FIG. 7, the negative torque Tn is described as an amount that increases to the negative side because the negative torque Tn acts in a direction opposite to the rotation direction of the crankshaft 13 of the engine 10.

  As shown in FIG. 6A, in the present embodiment, acceleration and deceleration are repeatedly performed in the running state of the vehicle 100, and the cold storage amount Qc decreases from the second threshold value Qs2 according to the switching between the acceleration and deceleration. The lowering operation and the raising operation to increase to the second threshold value Qs2 are repeated.

  At time t1, when the operation state of vehicle 100 is switched from the running state to the deceleration state, compressor 30 is switched to the off state. In the present embodiment, it is assumed that the cold storage amount Qc has risen to the second threshold value Qs2 at time t1, but the timing at which the operation state of the vehicle 100 switches does not necessarily mean that the cold storage amount Qc rises to the second threshold value Qs2. The timing does not have to be.

  As shown in FIG. 7A, at the time of deceleration of vehicle 100, if compressor 30 is maintained in the ON state, drive torque Tc is generated. Thus, when the negative torque Tn increases and the degree of deceleration of the vehicle 100 becomes excessively large, the driver depresses the accelerator pedal to loosen the degree of deceleration. That is, the excess of the negative torque Tn is compensated for by the accelerator torque Ta caused by depressing the accelerator pedal. As a result, the fuel cut state F / C cannot be turned on when the vehicle 100 decelerates, and the fuel efficiency Ef of the vehicle 100 deteriorates.

  In the present embodiment, when the vehicle 100 is decelerated, the compressor 30 is switched to the off state. Thus, as shown in FIG. 7B, the negative torque Tn decreases. As a result, the driver is prevented from depressing the accelerator pedal when the vehicle 100 decelerates, and the fuel cut state F / C is turned on when the vehicle 100 decelerates (see FIG. 6D), so that the fuel efficiency of the vehicle 100 is reduced. Ef can be improved.

  Specifically, during a period in which the cold storage amount Qc decreases from the second threshold value Qs2 to the first threshold value Qs1, the compressor 30 can be switched to the off state, and the fuel efficiency Ef of the vehicle 100 can be improved. That is, the range of the cold storage amount Qc from the second threshold value Qs2 to the first threshold value Qs1 can be referred to as a compression stop range Hg in which the compressor 30 can be stopped.

  In the normal control, the compression stop range Hg is set narrow so that the compressor 30 continues to be stopped while the engine of the vehicle 100 is stopped. For example, when the cold storage amount Qc decreases to a third threshold value Qs3 smaller than the first threshold value Qs1 while the engine is stopped, the ECU 40 restarts the engine 10 to store the cold storage amount Qc. In order to extend the period until the engine 10 is restarted while the engine is stopped, it is necessary to increase the range Hs from the third threshold value Qs3 to the first threshold value Qs1. As a result, the first threshold value Qs1 is set to a relatively large value, and the compression stop range Hg is set to be narrow.

  Therefore, in the normal control, the fuel cut period Yf in which the fuel cut state F / C is turned on is reduced. As shown in FIG. 6A, in the normal control, the cold storage amount Qc starts decreasing from the second threshold value Qs2 at time t1, and the cool storage amount Qc decreases to the first threshold value Qs1 at time t2. The fuel cut period Yf from time t1 to time t2 is reduced according to the compression stop range Hg set narrow. As a result, the effect of improving the fuel efficiency of the vehicle 100 due to the fuel cut state F / C is reduced.

  In the present embodiment, when it is determined that the acceleration and deceleration of the vehicle 100 are repeatedly performed, the enlargement control is performed. Specifically, as shown in FIG. 6B, the first threshold value Qs1 is decreased by the decrease change amount Qg, and the second threshold value Qs2 is increased by the increase change amount Qz. As a result, the compression stop range Hg is expanded, and the fuel cut period Yf is extended to time t3 after time t2. As a result, the fuel efficiency improvement effect of the vehicle 100 due to the fuel cut state F / C increases, and the fuel efficiency Ef of the vehicle 100 can be improved.

  Note that the period Yr required for the cold storage amount Qc to rise to the second threshold value Qs2 after the cold storage amount Qc has dropped to the first threshold value Qs1 is shorter when the compression stop range Hg is narrower than when it is wider. Therefore, as shown in FIG. 6, when the deceleration period of the vehicle 100 is relatively long and the fuel cut period Yf is repeated a plurality of times, if the compression stop range Hg is narrow, the fuel cut period Yf per one time becomes short. On the other hand, the number of repetitions increases. In addition, when the compression stop range Hg is wide, the fuel cut period Yf per cycle becomes longer, while the number of repetitions becomes smaller. As a result, it is considered that the ratio of the total period of the fuel cut period Yf to the deceleration period of the vehicle 100 is constant regardless of the compression stop range Hg.

  However, as shown in FIG. 6, when the fuel cut state F / C is switched from on to off and when the fuel cut state F / C is switched from off to on, the energy is reduced due to overshoot of the compressor 30, for example. Loss El occurs. When the compression stop range Hg is wider than when it is narrow, the number of times of switching the fuel cut state F / C is smaller, and the number of times of occurrence of the energy loss El is smaller. Therefore, even when the deceleration period of the vehicle 100 is relatively long, the fuel consumption Ef of the vehicle 100 is improved by decreasing the first threshold value Qs1 by the decrease change amount Qg and increasing the second threshold value Qs2 by the increase change amount Qz. Can be done.

  According to the embodiment described above, the following effects can be obtained.

  When the vehicle 100 is decelerated, by cooling the air blown into the passenger compartment using the cold storage amount Qc, the fuel can be cut and the compressor 30 can be stopped, and the fuel efficiency Ef of the vehicle 100 can be reduced. Can be improved. However, when the cold storage amount Qc decreases to the first threshold value Qs1, the compressor 30 cannot be stopped when the vehicle 100 decelerates, and the fuel efficiency Ef of the vehicle 100 cannot be improved. In particular, when the vehicle 100 is repeatedly accelerated and decelerated, the period for storing the cold storage amount Qc is short while the period for using the cold storage amount Qc is long, so that the cold storage amount Qc decreases to the first threshold value Qs1 and is compressed. The machine 30 cannot continue to be stopped. As a result, the fuel efficiency Ef of the vehicle 100 cannot be improved.

  In the present embodiment, when it is determined that the acceleration and deceleration of the vehicle 100 are repeatedly performed, a decrease change that changes the first threshold value Qs1 to a smaller value and an increase change that changes the second threshold value Qs2 to a larger value. And at least one of That is, control for expanding the compression stop range Hg in which the compressor 30 can be stopped is performed. Thereby, the stop of the compressor 30 can be continued. As a result, the fuel efficiency Ef of the vehicle 100 can be improved.

  In particular, in the present embodiment, as a result of expanding the compression stop range Hg, the stop of the compressor 30 can be continued when the vehicle 100 is decelerated. Thus, the negative torque Tn when the vehicle 100 is decelerated can be reduced, and the driver can be prevented from depressing the accelerator pedal when the vehicle 100 is decelerated. As a result, the fuel efficiency Ef of the vehicle 100 can be improved.

  In the present embodiment, it is determined whether the acceleration / deceleration of the vehicle 100 is repeatedly performed based on the forward route information If. For example, when information indicating that traffic congestion has occurred on the forward course of the vehicle 100 is acquired as the forward course information If, it is expected that acceleration and deceleration of the vehicle 100 will be repeatedly performed. Thus, the forward course information If is correlated with the repeated acceleration / deceleration. Therefore, it is possible to appropriately determine that the acceleration / deceleration is repeatedly performed based on the forward route information If.

  -For example, when traffic congestion occurs on the forward course of the vehicle 100, it is expected that the vehicle 100 will repeat the stop state and the low-speed running state due to the traffic congestion. That is, it is expected that the acceleration / deceleration period ratio Pa of the vehicle 100 is high or the acceleration / deceleration frequency Fa of the vehicle 100 is high. In the present embodiment, when the acceleration / deceleration period ratio Pa is a high ratio higher than the reference ratio Pk, or when the acceleration / deceleration frequency Fa is higher than the reference frequency Fk, the acceleration / deceleration of the vehicle 100 is repeatedly performed. Is determined to be Therefore, it can be appropriately determined that the acceleration and deceleration of the vehicle 100 are repeatedly performed due to traffic congestion or the like.

  In the present embodiment, as the acceleration / deceleration period ratio Pa of the vehicle 100 is higher or the acceleration / deceleration frequency Fa of the vehicle 100 is higher, the first threshold value Qs1 is changed to a smaller value, and the second threshold value Qs2 is decreased. The increase change amount Qz for changing to the side where is increased is set large. If the acceleration / deceleration period ratio Pa of the vehicle 100 is high or the acceleration / deceleration frequency Fa of the vehicle 100 is high, the period for storing the cold storage amount Qc is short, and the period for using the cold storage amount Qc is long. It is difficult to continue. Therefore, as the acceleration / deceleration period ratio Pa of the vehicle 100 is higher or the acceleration / deceleration frequency Fa of the vehicle 100 is higher, the decrease change amount Qg and the increase change amount Qz are set to be larger, so that the decrease amount according to the traveling state of the vehicle 100 is reduced. The change amount Qg and the increase change amount Qz can be set appropriately. Thereby, the stop of the compressor 30 can be continued, and the fuel efficiency Ef of the vehicle 100 can be improved.

  In the present embodiment, a map MP in which the decrease change amount Qg and the increase change amount Qz are defined in advance corresponding to the day information Iw and the time zone information It is stored, and the day information Iw and the time zone information It are stored. A decrease change amount Qg and an increase change amount Qz are set based on the map MP. For example, the frequency of occurrence of congestion differs between weekdays and holidays, and between commuting hours and other hours. That is, whether the acceleration and deceleration of the vehicle 100 is repeatedly performed varies depending on the day of the week information Iw and the time zone information It. Therefore, by setting the decrease change amount Qg and the increase change amount Qz based on the day information Iw and the time zone information It, the variation due to the day information Iw and the time zone information It is suppressed, and the decrease change amount Qg and the increase change The quantity Qz can be set appropriately.

  In the present embodiment, the fuel efficiency Ef of the vehicle 100 is calculated for each driving cycle, and the decrease change amount Qg and the increase change amount Qz defined in the map MP are corrected based on the calculated fuel efficiency Ef. As a result, the decrease change amount Qg and the increase change amount Qz can be appropriately corrected so that the fuel efficiency Ef of the vehicle 100 is improved.

  In the decrease change, since the first threshold value Qs1 is changed to a smaller side, the cold storage amount Qc at the time of starting the engine stop of the vehicle 100 may be excessively reduced. Therefore, while the engine is stopped, the cold storage amount Qc may drop to the third threshold value Qs3 and the stop of the compressor 30 may be interrupted. If the cold storage amount Qc drops to the third threshold value Qs3, the compressor 30 is stopped. In order to start, the engine 10 must be started, and as a result, the fuel efficiency Ef of the vehicle 100 is deteriorated. In the control device of the present application, the first threshold value Qs1 is decreased and changed on condition that the change permission mode is selected. Therefore, when the change prohibition mode is selected, the decrease change can be prevented from being performed. Thereby, the stop of the compressor 30 can be continued when the engine of the vehicle 100 is stopped, and the deterioration of the fuel efficiency Ef of the vehicle 100 can be suppressed.

  The present invention is not limited to the description of the above embodiment, and may be implemented as follows.

  In the embodiment, the example in which both the decrease change and the increase change are performed when the change permission mode is selected has been described, but only the decrease change may be performed.

  In the embodiment, the example in which the repetition of acceleration / deceleration of the vehicle 100 is determined based on the acceleration / deceleration period ratio Pa and the acceleration / deceleration frequency Fa has been described, but the invention is not limited thereto. For example, it may be determined that the stop and restart of the engine 10 are repeatedly performed.

  In the embodiment, the information in which the traffic congestion occurs in the forward course of the vehicle 100 is illustrated as the forward course information If, but the present invention is not limited to this. For example, the information may be information on the destination or the planned traveling route in the current driving cycle. Is also good.

  In the embodiment, the example in which the decrease change amount Qg is larger than the increase change amount Qz has been described. However, the present invention is not limited to this. For example, the decrease change amount Qg may be the same as the increase change amount Qz. Qg may be smaller than the increase change amount Qz.

  In the embodiment, the example in which the increase rate of the decrease change amount Qg corresponding to the acceleration / deceleration period ratio Pa and the acceleration / deceleration frequency Fa is larger than the increase rate of the increase change amount Qz has been described. For example, if the increase rate of the decrease change amount Qg may be the same as the increase rate of the increase change amount Qz, the increase rate of the decrease change amount Qg may be smaller than the increase rate of the increase change amount Qz.

  The time zone information It is not limited to the one shown in FIG.

  In the embodiment, the example in which the reference fuel efficiency Ek is the fuel efficiency Ef calculated in the previous cycle has been described, but the present invention is not limited to this. For example, the maximum fuel efficiency Ef among the plurality of fuel efficiency Ef corresponding to the plurality of driving cycles in which the day of the week information Iw and the time zone information It are equal may be set as the reference fuel efficiency Ek.

  In the embodiment, the regenerator 36 is provided in the evaporator 34, but the arrangement of the regenerator 36 is not limited to this. For example, the regenerator 36 is provided between the refrigerant suction port of the compressor 30 and the evaporator 34. If connection is possible, the evaporator 34 and the regenerator 36 may be connected in parallel.

  13 ... crankshaft, 30 ... compressor, 36 ... regenerator, 39 ... refrigerating cycle, 40 ... ECU, 100 ... vehicle, Qc ... cold storage amount, Qs1 ... first threshold, Qs2 ... second threshold.

Claims (8)

Applied to a vehicle (100) provided with a refrigeration cycle (39) including a compressor (30) driven by rotation of an engine output shaft (13) and a regenerator (36) provided in a refrigerant path, When the cool storage amount (Qc) of the cool storage unit has decreased to a first threshold value (Qs1), the compressor is operated to store the rotational energy of the engine output shaft as the cool storage amount, and the cool storage amount is equal to the first cool amount. A control device (40) for stopping the operation of the compressor when rising to a second threshold value (Qs2) larger than the threshold value,
A determining unit (S18) for determining whether the vehicle is repeatedly accelerated or decelerated;
When the determination unit determines that the acceleration and deceleration of the vehicle are repeatedly performed, a decrease change that changes the first threshold value to a smaller value and an increase change that changes the second threshold value to a larger value. A change unit (S26, S28, S30) that performs at least one of the above.   The control device according to claim 1, further comprising a stop control unit (S32) that stops the compressor when the vehicle decelerates. A route information acquiring unit (S12) for acquiring forward route information (If) as information indicating a traffic condition of a forward route of the vehicle;
The control device according to claim 1, wherein the determination unit determines whether acceleration or deceleration of the vehicle is repeatedly performed based on the forward path information.   The determination unit determines that a rate (Pa) of a period during which the vehicle is accelerated or decelerated within a predetermined period is higher than a predetermined reference rate (Pk), or that the frequency of acceleration / deceleration (Fa) of the vehicle is a predetermined reference rate. The control device according to any one of claims 1 to 3, wherein when the frequency is higher than the frequency (Fk), it is determined that the vehicle is repeatedly accelerated and decelerated.   The changing unit (Qg) decreases the first threshold value to a smaller value as the ratio of the period during which the vehicle is accelerated or decelerated is higher or the frequency of the acceleration or deceleration of the vehicle is higher. The control device according to claim 4, wherein the increase change amount (Qz) for changing the second threshold value to a larger value is set to be larger. A time information acquisition unit (S20) for acquiring day of the week information (Iw) and time zone information (It);
A storage unit (42) for storing correspondence information (MP) in which the day of the week information and the time zone information are associated with the decrease change amount and the increase change amount,
The control device according to claim 5, wherein the change unit sets the decrease change amount and the increase change amount based on the acquired day-of-the-week information, the time zone information, and the correspondence information. A fuel efficiency calculator (S62) for calculating a fuel efficiency (Ef) of the vehicle for each driving cycle of the vehicle;
7. The control device according to claim 5, further comprising: a correction unit configured to correct the decrease change amount and the increase change amount based on a fuel consumption of the vehicle. 8. A selection section (S24) for selecting any one of a change permission mode for permitting the decrease change of the first threshold and a change prohibition mode for inhibiting the decrease change of the first threshold;
The control device according to any one of claims 1 to 7, wherein the change unit performs the decrease change on condition that the change permission mode is selected.

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