JP2020037287A - Control device of vehicle - Google Patents

Abstract

To enhance fuel consumption performance by adding improvement to control at deceleration travel during which a driver does not depress an accelerator pedal.SOLUTION: A control device of a vehicle controls a vehicle in which a torque converter equipped with a lock-up clutch intervenes to a drive system coupling an internal combustion engine to a drive wheel and which works a compressor for refrigerant compression of an air conditioner by supplying a part of engine torque output by the internal combustion engine, and is configured so as to execute control for maintaining lock-up of the torque converter while increasing amount of fuel supplying to the internal combustion engine in comparison with idle operation if pedaling amount of the accelerator pedal by a driver amounts to 0 or a threshold near to 0 or less while the vehicle travels at prescribed vehicle speed or less and if working the compressor for the refrigerant compression by the internal combustion engine.SELECTED DRAWING: Figure 4

Description

  The present invention relates to a control device that controls an internal combustion engine mounted on a vehicle, a torque converter of a drive system, an air conditioner, and the like.

  2. Description of the Related Art As an automatic transmission mounted on a drive system of a vehicle, a continuously variable transmission including a torque converter and a continuously variable transmission mechanism is known. Usually, a torque converter is provided with a lock-up clutch for fastening an input side and an output side of the torque converter so that they cannot rotate relative to each other. By locking up the torque converter, the transmission efficiency of the rotational driving force can be increased and the practical fuel efficiency can be improved (for example, see Patent Document 1 below).

  In addition, an air conditioner that works to control the temperature inside the vehicle cabin compresses a gaseous refrigerant by a compressor that rotates by receiving engine torque from the internal combustion engine, and radiates the compressed refrigerant to a condenser to radiate liquid. After that, it is guided to an evaporator to be vaporized and exchange heat with indoor air. Between the internal combustion engine and the compressor for compressing the refrigerant, there is provided a magnet clutch for connecting and disconnecting the two. When the air conditioner operates, the clutch is engaged to operate the compressor. When the air conditioner is not operating, the clutch is released and the operation of the compressor is stopped (for example, see Patent Document 2 below).

JP, 2018-071662, A JP 2017-172423 A

  Conventionally, when a vehicle is not running at a high speed or running at a relatively low vehicle speed, when the amount of depression of an accelerator pedal by a driver becomes 0 or less than a threshold value close to 0 and the compressor of the air conditioner is operated, the lockup of the torque converter is conventionally performed. And the fuel cut for temporarily stopping the supply of fuel to the cylinders of the internal combustion engine is prohibited, and the internal combustion engine is operated at idle. This is because if the lock-up of the torque converter is maintained while the compressor is driven by the internal combustion engine, fluctuations in the engine torque during idling cause hiccups in the vehicle body, that is, vibrations that oscillate in the front-rear direction occur. This is because there are times. In addition, there is a concern that a shock (surge) may occur when returning from the fuel cut and restarting the fuel supply with the load on the compressor being applied. Therefore, the fuel cut is eventually abandoned and the lock-up is released. I was doing it.

  When the lock-up of the torque converter is released, more fuel is consumed when the driver again depresses the accelerator pedal to request acceleration, leading to a reduction in fuel efficiency. Further, by releasing the lockup, even if the clutch is disconnected and the operation of the compressor is stopped, the fuel cut cannot be executed, resulting in a disadvantage in fuel efficiency.

  The present invention has been made for the first time by focusing on the above-described problem, and has as an intended object to improve the fuel consumption performance by improving the control at the time of deceleration running without the driver depressing the accelerator pedal. I have.

  According to the present invention, a torque converter provided with a lock-up clutch is interposed in a drive system connecting the internal combustion engine and drive wheels, and a part of the engine torque output from the internal combustion engine is supplied to compress the refrigerant of the air conditioner. Control the vehicle to operate the compressor for operating the vehicle, and when the vehicle is running at a predetermined speed or less, the amount of depression of the accelerator pedal by the driver is 0 or less than a threshold value close to 0, and the compressor for refrigerant compression is operated by the internal combustion engine. In this case, the control device for the vehicle is configured to execute the control for maintaining the lock-up of the torque converter while increasing the amount of fuel supplied to the internal combustion engine as compared with the time of the idling operation.

  ADVANTAGE OF THE INVENTION According to this invention, the improvement in the control at the time of the deceleration driving | running | working in which a driver does not press the accelerator pedal can improve fuel efficiency performance.

FIG. 1 is a diagram illustrating an outline of a vehicle internal combustion engine and a control device according to an embodiment of the present invention. The figure which shows typically the drive system of the vehicle in the embodiment. The figure which shows typically the structure of the vehicle air conditioner in the embodiment. FIG. 4 is an exemplary flowchart illustrating an example of a procedure of processing executed by the control device according to the program according to the embodiment.

  An embodiment of the present invention will be described with reference to the drawings. FIG. 1 shows an outline of an internal combustion engine 100 mounted on a vehicle as a prime mover. The vehicle internal combustion engine 100 is, for example, a spark ignition type four-stroke engine, and includes a plurality of cylinders 1 (one of which is shown in FIG. 1). An injector 11 for injecting fuel is provided near an intake port of each cylinder 1. An ignition plug 12 is attached to the ceiling of the combustion chamber of each cylinder 1. The spark plug 12 is adapted to generate a spark discharge between the center electrode and the ground electrode by receiving the induction voltage generated by the ignition coil. The ignition coil is built in the coil case together with the igniter having the semiconductor switching element.

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

  An exhaust passage 4 for discharging exhaust gas guides exhaust gas generated as a result of burning fuel in the cylinder 1 from the exhaust port of each cylinder 1 to the outside. On the exhaust passage 4, an exhaust manifold 42 and a three-way catalyst 41 for purifying exhaust gas are arranged.

  The exhaust gas recirculation (Exhaust Gas Recirculation) device 2 realizes a so-called high-pressure loop EGR in which part of the exhaust gas flowing through the exhaust passage 4 is returned to the intake passage 3 and mixed with the intake air. The EGR device 2 includes an external EGR passage 21 that connects the upstream side of the catalyst 41 in the exhaust passage 4 and the downstream side of the throttle valve 32 in the intake passage 3, an EGR cooler 22 provided on the EGR passage 21, and an EGR passage 21. And an EGR valve 23 for controlling the flow rate of the EGR gas flowing through the EGR passage 21 by opening and closing the EGR valve. The inlet of the EGR passage 21 is connected to the exhaust manifold 42 in the exhaust passage 4 or a predetermined location downstream thereof. The outlet of the EGR passage 21 is connected to a predetermined portion of the intake passage 3 downstream of the throttle valve 32, particularly to a surge tank 33.

  FIG. 2 shows an example of a transmission of a drive system provided in a vehicle. This transmission includes a torque converter 7 and automatic transmissions 8 and 9. Particularly, in the present embodiment, as the components of the automatic transmissions 8 and 9, a forward / reverse switching device 8 using a planetary gear mechanism and a belt-type CVT 9 that is a type of a continuously variable transmission are adopted.

  Engine torque output from the internal combustion engine 100 is input from a crankshaft, which is an output shaft of the internal combustion engine 100, to a pump impeller 71 on the input side of the torque converter 7 and transmitted to a turbine runner 72 on the output side. The rotation of the turbine runner 72 is transmitted to the drive shaft 94 of the CVT 9 via the forward / reverse switching device 8, and rotates the driven shaft 95 through the speed change in the CVT 9. The rotation of the driven shaft 95 is transmitted to the output gear 101. The output gear 101 meshes with the ring gear 102 of the differential device, and rotates the axle 103 and the driving wheels attached to the axle 103 via the differential device.

  The torque converter 7 includes a lock-up mechanism. The lock-up mechanism is known in the art, and includes a lock-up clutch 73 for fastening the input side and the output side of the torque converter 7 so as to be unable to rotate relative to each other, and a hydraulic fluid for driving the connection and disconnection of the lock-up clutch 73. A lock-up solenoid valve (not shown) for controlling pressure (oil pressure) is used as an element. The lock-up solenoid valve is a flow control valve that receives a control signal t and changes its opening.

  In a vehicle equipped with the CVT 9, when the vehicle speed is a certain speed or more (for example, the vehicle speed is 10 km / h or more, or the engine speed is 1200 rpm or more), the torque converter 7 is almost always locked up. When the vehicle speed is lower than that (for example, 5 km / h to 8 km / h or less), the lock-up of the torque converter 7 is released. At the time of lock-up, the speed ratio, which is the ratio of the output rotation speed of the torque converter 7 to the input rotation speed, is 1. At the time of non-lockup, the speed ratio of the torque converter 7 becomes smaller or larger than 1 depending on the driving state.

  The forward / reverse switching device 8 has a sun gear 81 connected to a turbine runner 72 and a ring gear 82 connected to a drive shaft 94. Between the planetary carrier 83 supporting the planetary gear 831 and the transmission case, a forward brake 84 as a hydraulic clutch capable of switching connection and disconnection is provided. A reverse clutch 85, which is a hydraulic clutch capable of switching connection and disconnection, is provided between the planetary carrier 83 and the sun gear 81 (or the output side of the torque converter 7).

  In the D range of the travel range, the forward brake 84 is engaged and the reverse clutch 85 is disengaged. As a result, the rotation of the output shaft of the torque converter 7 is reversed and decelerated and transmitted to the drive shaft 94, whereby the vehicle travels forward. On the other hand, in the R range, the reverse clutch 85 is engaged and the forward brake 84 is disconnected. As a result, the sun gear 81 and the planetary carrier 83 rotate integrally, and the output shaft of the torque converter 7 and the drive shaft 94 are directly connected, and the vehicle travels backward. A solenoid valve (not shown) that controls the hydraulic pressure for driving the forward brake 84 or the reverse clutch 85 to switch the connection / disconnection is a flow control valve that changes its opening in response to a control signal u.

  In the N range of the non-traveling range, both the forward brake 84 and the reverse clutch 85 are disengaged. In the P range, the axle 103 is mechanically locked so as not to move.

  The CVT 9 includes a driving pulley 91 and a driven pulley 92, and a belt 93 wound around the pulleys 91 and 92 as elements. The drive pulley 91 is disposed on a fixed sheave 911 fixed to the drive shaft 94, a movable sheave 912 supported on the drive shaft 91 via a roller spline so as to be displaceable in the axial direction, and a rear surface of the movable sheave 912. And a hydraulic servo 913. Further, the driven pulley 92 is disposed on a fixed sheave 921 fixedly mounted on the driven shaft 95, a movable sheave 922 supported on the driven shaft 95 via a roller spline so as to be displaceable in the axial direction, and a rear sheave of the movable sheave 922. And a hydraulic servo 923 provided. By operating the hydraulic servos 913 and 923 to displace the movable sheaves 912 and 922, the diameters of the pulleys 91 and 92 around which the belt 93 is wound are changed, thereby changing the speed ratio realized by the CVT 9 steplessly. can do.

  FIG. 3 shows a configuration of an air conditioner 5 for air-conditioning the cabin of the vehicle. The air conditioner 5 includes a compressor 51 for compressing and increasing the pressure of the refrigerant, a condenser 52 for radiating and compressing the compressed high-pressure refrigerant, a condenser fan 53 for forcibly cooling the condenser 52 with air, and a non-liquefier. , A receiver 54 for separating the gaseous refrigerant from the liquefied refrigerant, an expansion valve 55 for jetting the liquefied refrigerant, an evaporator 56 for heat-exchanging the jetted and vaporized refrigerant with air in the receiving chamber, and a hot internal combustion engine. A heater core 59 that receives the cooling water of 100 and exchanges heat with the air in the room, a blower fan 57 that sucks the air in the room, discharges the air toward the evaporator 56, and sends the air back into the room, and an evaporator discharged from the blower fan 57. Adjust how much air passing through 56 is blown to heater core 59 That includes an air mix damper 50 to the element. The compressor 51, the condenser 52, the receiver 54, the expansion valve 55, and the evaporator 56 are connected by a looped refrigerant flow path.

  The compressor 51 is a type of auxiliary equipment attached to the internal combustion engine 100, and is driven to rotate by receiving engine torque from a crankshaft, which is an output shaft of the internal combustion engine 100, and compresses the refrigerant. The compressor 51 is, for example, a scroll compressor. Between the crankshaft of the internal combustion engine 100 and the compressor 51, there is provided a magnet clutch 6 that can switch the connection between the two. The rotation speed of the compressor 51 driven by the internal combustion engine 100 is proportional to the engine rotation speed.

  The condenser 52 is arranged at a position where the traveling wind in the engine room of the vehicle hits, and is cooled by the traveling wind blown into the engine room during traveling of the vehicle regardless of whether or not the condenser fan 53 is rotating. Behind the condenser 52, a radiator 7 for radiating cooling water of the internal combustion engine 100 is provided. The radiator 7 is also cooled by the traveling wind.

  The condenser fan 53 also serves as a radiator fan for forcibly air-cooling the radiator 7 that radiates the cooling water of the internal combustion engine 100. The condenser fan / radiator fan 53 is located behind the radiator 7 and cools both the condenser 52 and the radiator 7 by sucking air from the front and discharging the air rearward.

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

  The air mix damper 50 adjusts the ratio of the amount of air passing through the heater core 59 to the room and the amount of air bypassing the heater core 59 to the room among the air passing through the evaporator 56. With this air mix damper 50, it is possible to adjust the temperature of the air blown into the room.

  An electronic control unit (Electronic Control Unit) 0 which is a control device of the vehicle according to the present embodiment is a microcomputer system having a processor, a memory, an input interface, an output interface, and the like. Note that the ECU 0 may be configured such that a plurality of ECUs or controllers are communicably connected to each other via an electric communication line such as a CAN (Controller Area Network).

  The input interface of the ECU 0 includes a vehicle speed signal a output from a vehicle speed sensor that detects an actual vehicle speed of the vehicle, a crank angle signal output from a crank angle sensor that detects a rotation angle of a crankshaft of the internal combustion engine 100 and an engine speed. b, an accelerator opening signal c output from a sensor that detects the amount of depression of the accelerator pedal by the driver as an accelerator opening (in other words, an engine load factor required for the internal combustion engine 100), the intake passage 3 (particularly, An intake air temperature / intake pressure signal d output from a temperature / pressure sensor for detecting the intake air temperature and intake pressure in the surge tank 33), and a cooling output from a water temperature sensor for detecting a cooling water temperature indicating the temperature of the internal combustion engine 100. A water temperature signal e, an air-fuel ratio signal f output from an air-fuel ratio sensor for detecting an air-fuel ratio of exhaust gas flowing through the exhaust passage 4, The evaporator temperature signal g output from the temperature sensor for detecting the temperature of the heater 56 or its vicinity (which may be downstream of the evaporator 56) flows down from the condenser 52 of the air conditioner 5 (downstream of the condenser 52 and expansion) A refrigerant pressure signal h or the like output from a refrigerant pressure sensor that detects the pressure of the refrigerant (upstream of the valve 55) is input.

  From the output interface of the ECU 0, an ignition signal i for the igniter 13, a fuel injection signal j for the injector 11, an opening operation signal k for the throttle valve 32, an opening operation signal l for the EGR valve 23, A clutch engagement signal o for a switch on an electric circuit that energizes the magnet clutch 6, an opening operation signal t for a lock-up solenoid valve for switching connection / disconnection of the lock-up clutch 73, an opening operation signal t for a forward brake 84 or a reverse clutch 85. An opening degree operation signal u is output to a solenoid valve for switching connection / disconnection, and a speed ratio control signal v is output to CVT9.

  The processor of the ECU 0 interprets and executes the program stored in the memory, calculates the operating parameters, and controls the operation of the internal combustion engine 100. The ECU 0 acquires various information a, b, c, d, e, f, g, and h necessary for operation control of the internal combustion engine 100 via an input interface, and obtains an engine speed, an intake pressure, and the like. A required fuel injection amount corresponding to an intake amount (or a fresh air amount) charged into the cylinder 1, a fuel injection timing (including the number of fuel injections for one combustion), a fuel injection pressure, an ignition timing for an air-fuel mixture, Various operating parameters such as the required EGR rate (or EGR amount), ON / OFF of the operation of the compressor 51 of the air conditioner 5, whether or not to lock up the torque converter 7, and the speed ratio of the CVT 9 are determined. The ECU 0 applies various control signals i, j, k, l, o, t, u, and v corresponding to the operation parameters via an output interface.

  The ECU 0 engages the magnet clutch 6 in a situation where a command to operate the air conditioner 5 is given by a passenger including a driver of the vehicle, and the compressor 51 is to be operated to compress the refrigerant. The crankshaft of the engine 100 and the compressor 51 are connected. As a result, the engine torque output from the internal combustion engine 100 is supplied to the compressor 51, and the compressor 51 rotates to increase the discharge amount and the discharge pressure of the refrigerant by the compressor 51. The command to operate the air conditioner 5 is issued, for example, by the passenger operating the air conditioner switch provided in the cockpit to ON with his / her finger. The situation in which the compressor 51 should be operated is typically when the temperature of the evaporator 56 or the vicinity thereof rises above a predetermined operating condition temperature.

  Then, when the operation of the compressor 51 is to be stopped, the engagement of the magnetic clutch 6 is released to disconnect the crankshaft of the internal combustion engine 100 from the compressor 51. As a result, the engine torque output from the internal combustion engine 100 is not supplied to the compressor 51, and the rotation of the compressor 51 is stopped and the refrigerant is not compressed. That is, the output of the compressor 51 is cut as compared with the state in which the magnet clutch 6 is engaged, that is, the discharge amount and discharge pressure of the refrigerant by the compressor 51 decrease. The situation in which the operation of the compressor 51 should be stopped is typically when the temperature of the evaporator 56 or the vicinity thereof has dropped below a predetermined cutting condition temperature. If the temperature of the evaporator 56 or its vicinity is already sufficiently low, even if the output of the compressor 51 is cut off, the cooling performance of the air conditioner 5 is sufficiently and sufficiently secured.

  The ECU 0 increases the opening of the throttle valve 32 with respect to the same depression amount of the accelerator pedal when the compressor 51 is operated, compared to when the compressor 51 is not operated (or when the output of the compressor 51 is cut). The intake amount and the fuel injection amount charged to the cylinder 1 are increased. Thus, the engine torque output from the internal combustion engine 100 is increased to supplement the engine torque consumed by the compressor 51.

  The ECU 0 of the present embodiment executes a fuel cut in which the supply of fuel to the cylinder 1 is temporarily interrupted according to the driving condition of the vehicle. That is, the ECU 0 stops the fuel injection from the injector 11 when a predetermined fuel cut condition is satisfied. For example, the ECU 0 locks the torque converter 7 at least when the amount of depression of the accelerator pedal by the driver is 0 or less than a threshold value close to 0, and the engine speed is equal to or more than the fuel cut permission speed (or the vehicle speed). Is higher than the fuel cut permission vehicle speed), it is determined that the fuel cut condition is satisfied.

  Thereafter, when a predetermined fuel cut end condition is satisfied, the ECU 0 resumes fuel injection from the injector 11 by returning from the fuel cut. ECU0, for example, the depression amount of the accelerator pedal exceeds the threshold value, the lockup of the torque converter 7 is released, the engine speed decreases to the fuel cut return speed (or the vehicle speed decreases to the fuel cut return speed). ), It is determined that the fuel cut end condition is satisfied.

  Thus, the ECU 0 of the present embodiment maintains the lock-up of the torque converter 7 by the lock-up clutch 73 as much as possible during deceleration traveling of the vehicle in which the driver does not depress the accelerator pedal, and aims to improve practical fuel economy.

  FIG. 4 shows an example of a procedure of processing executed by the ECU 0. While the vehicle is traveling at a speed not higher than a relatively high or relatively low vehicle speed, the ECU 0 determines that the depression amount of the accelerator pedal is 0 or less than a threshold value close to 0 (step S1) and the driver has not requested acceleration, and The converter 7 is locked up (Step S2), the refrigerant compression compressor 51 of the air conditioner 5 is operating (Step S3), the deceleration of the vehicle speed or the engine speed is not large (Step S4), and The throttle valve 32 is opened without depending on the accelerator pedal depression amount (0 or close to 0), on the condition that it is predicted from the past history that the possibility of a request for re-acceleration is higher than a certain degree (step S5). And the amount of intake air charged into the cylinder 1 and the amount of fuel injected from the injector 11 are increased in comparison with the idling operation (step S6), and enhance the engine torque than idling. As a result, the engine speed can be stabilized, and even if the torque converter 7 is kept locked up while the compressor 51 is operating, the vehicle does not hiccup. In step S6, air-fuel ratio feedback for increasing or decreasing the fuel injection amount in a direction to reduce the deviation between the measured air-fuel ratio and the target air-fuel ratio so that the air-fuel ratio of the exhaust gas flowing through the exhaust passage 4 converges to the required target air-fuel ratio. Perform control.

  In step S4, when the amount of decrease in vehicle speed or engine speed per unit time is smaller than a predetermined value, it is determined that the deceleration is not large. In step S5, for example, when the number of times the accelerator pedal is depressed is equal to or more than a predetermined value within a predetermined period in the latest past (after the vehicle speed or the engine speed is once decelerated), or in a predetermined period in the latest past If the cumulative length of time the accelerator pedal is depressed (after the vehicle speed or the engine speed is once decelerated) is equal to or greater than a predetermined value, it is determined that the possibility that a reacceleration request is made is higher than a certain level.

  However, even during deceleration running in which steps S1 to S3 are true, if the deceleration of the vehicle speed or the engine speed is large (step S4), or the possibility that a request for re-acceleration is made from the past history is low. If predicted (step S5), the fuel injection amount is not increased (step S6). Then, when the condition for releasing the lock-up of the torque converter 7 is satisfied (step S7), for example, when the vehicle speed falls to 5 km / h to 8 km / h or less, the lock-up of the torque converter 7 is released ( Step S8) Transition to idle operation (Step S9). This is because when the deceleration is large, the time during which the fuel cut can be performed is short, and the effect of improving fuel efficiency cannot be obtained (instead, fuel efficiency may be deteriorated by increasing the fuel injection amount while continuing lock-up. That is, when it is unlikely that a request for re-acceleration is made, it is not necessary to maintain lock-up in preparation for re-acceleration (lock-up will be released because the vehicle will eventually stop). In step S9, the opening of the throttle valve 32, ie, the opening degree of the throttle valve 32, is reduced in order to reduce the deviation between the actually measured engine speed and the target air-fuel ratio so that the engine speed converges to the target idle speed which is set low as long as the engine does not stall. An idle rotation feedback control for increasing or decreasing the amount of intake air and the amount of fuel injected into the cylinder 1 is performed. The target idle speed is set higher when the magnet clutch 6 is engaged and the compressor 51 is operating, than when the magnet clutch 6 is disconnected and the compressor 51 is not operating.

  If none of the above applies, the throttle valve 32 is operated to an opening corresponding to the amount of depression of the accelerator pedal by the driver to inject an amount of fuel corresponding to the amount of intake air charged into the cylinder 1 as usual. Or a fuel cut is performed to stop the fuel injection from the injector 11 when the fuel cut condition is satisfied (step S10).

  When performing fuel injection and ignition combustion in step S10, if it is not an idling operation, the air-fuel ratio is feedback-controlled as in step S6. Before the driver depresses the accelerator pedal, if steps S1 to S5 are all true and the torque converter 7 has been locked up through step S6, the torque converter 7 is locked in the process of transitioning to step S10. The state that has been up is taken over as it is. That is, when the driver requests re-acceleration during deceleration traveling, the vehicle speed can be quickly increased without incurring the disadvantage of fuel efficiency performance such as transmission loss of engine torque due to unlocking of the torque converter 7. Can be accelerated.

  In step S10, if the torque converter 7 is currently locked up, the magnet clutch 6 is disconnected and the operation of the compressor 51 is stopped even if the vehicle is running at a low or relatively low vehicle speed. Sometimes a fuel cut can be performed. This fuel cut can be executed only because the lock-up of the torque converter 7 is maintained (the rotation of the axle 103 and the drive wheels rotates the crankshaft of the internal combustion engine 100 and does not cause engine stall).

  The ECU 0 repeatedly performs the above-described steps S1 to S10.

  In the present embodiment, a torque converter 7 having a lock-up clutch 73 is interposed in a drive system connecting the internal combustion engine 100 and drive wheels, and a part of the engine torque output from the internal combustion engine 100 is supplied to the air conditioner. A vehicle for driving a refrigerant compression compressor 51 of a conditioner 5 is controlled, and when the vehicle is traveling at a predetermined vehicle speed or less, an accelerator pedal depression amount by a driver is 0 or less than a threshold value close to 0, and the internal combustion engine When the refrigerant compression compressor 51 is operated by the control unit 100, the vehicle control device 0 that performs control for maintaining the lock-up of the torque converter 7 while increasing the amount of fuel supplied to the internal combustion engine 100 as compared with the time of idling operation is provided. Configured.

  According to the present embodiment, the lock-up of the torque converter 7 is maintained while the engine torque is increased during deceleration running when the driver does not depress the accelerator pedal as compared with during idling, in other words, the lock-up occurs during deceleration running. Can be delayed. Since the engine speed is stabilized, even if the lock-up of the torque converter 7 is continued and the compressor 51 for refrigerant compression is operated, the vehicle body does not hiccup.

  When the driver depresses the accelerator pedal to request re-acceleration, the engine torque is efficiently applied to the axle 103 and the drive wheels without causing the slip in the torque converter 7 because the lock-up clutch 73 is already engaged. Can be transmitted and rapid acceleration is realized. Moreover, when the temperature of the evaporator 56 or the vicinity thereof decreases, it is possible to cut off the magnet clutch 6 and stop the operation of the compressor 51, and at the same time, execute the fuel cut to stop the fuel supply to the cylinder 1. Fuel consumption can be reduced. As a whole, it can be effective in improving practical fuel economy.

  Note that the present invention is not limited to the embodiment described in detail above. For example, the transmission of the drive system interposed between the crankshaft of the internal combustion engine 100 and the axle 103 and the drive wheels is not limited to the belt type CVT 9. The present invention can also be applied to a vehicle equipped with a stepped automatic transmission other than CVT9.

  The clutch 6 connecting the internal combustion engine and the refrigerant compression compressor 51 is not limited to the magnetic clutch. The clutch 6 may be configured to be driven by a hydraulic pressure (oil pressure) to switch between the internal combustion engine and the compressor 51.

  Further, in the above-described embodiment, in the cut control for cutting the output of the compressor 51, the compressor 51 is disconnected from the internal combustion engine by releasing the engagement of the clutch 6 interposed between the internal combustion engine as the power source and the compressor 51. Although the operation of the separation compressor 51 has been stopped, the discharge amount of the compressed refrigerant by the compressor may be made lower than normal instead. When the refrigerant compression compressor is a variable displacement compressor, the discharge capacity of the refrigerant can be flexibly controlled.

  In the above embodiment, in steps S8 and S12, the electronic throttle valve 32 is operated to increase or decrease the amount of air (and the fuel injection amount) drawn into the cylinder 1. When an idle speed control valve is provided as a valve, the opening amount of the idle speed control valve is operated in place of the throttle valve 32, so that the amount of air sucked into the cylinder 1 (and the fuel injection amount) ) Can be increased or decreased. As is well known, the idle speed control valve is a flow control valve that opens and closes a bypass that connects the upstream side and the downstream side of the throttle valve 32 in the intake passage 3.

  The internal combustion engine to which the present invention is applied is not limited to the spark ignition type internal combustion engine 100, but may be a compression ignition type. In this case, the throttle valve is not always opened or closed, or the throttle valve does not exist originally.

  In addition, the specific configuration of each unit, the content of processing, and the like can be variously modified without departing from the spirit of the present invention.

  INDUSTRIAL APPLICABILITY The present invention can be applied to control of an internal combustion engine mounted on a vehicle, a drive system torque converter, an air conditioner, and the like.

0 ... Control device (ECU)
DESCRIPTION OF SYMBOLS 11 ... Injector 12 ... Spark plug 32 ... Throttle valve 5 ... Air conditioner 51 ... Compressor 6 ... Magnet clutch 7 ... Torque converter 73 ... Lockup clutch 100 ... Internal combustion engine 103 ... Axle a ... Vehicle speed signal b ... Crank angle signal c ... Accelerator opening signal g: Evaporator temperature signal i: Ignition signal j: Fuel injection signal k: Throttle valve opening operation signal o: Clutch engagement signal t: Lock-up solenoid valve opening operation signal

Claims (1)

A torque converter with a lock-up clutch is interposed in the drive system connecting the internal combustion engine and the drive wheels, and a part of the engine torque output by the internal combustion engine is supplied to operate the compressor for refrigerant compression of the air conditioner. Control the vehicle to be driven,
When the vehicle is running at a predetermined vehicle speed or less and the amount of depression of the accelerator pedal by the driver is 0 or less than a threshold value close to 0 and the refrigerant compression compressor is operated by the internal combustion engine, the amount of fuel supplied to the internal combustion engine is reduced to idle. A control device for a vehicle that performs control to maintain lockup of a torque converter while increasing the amount of torque converter during operation.

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