JP2020037874A - Control device of vehicle - Google Patents

Abstract

To improve practical fuel economy by improving control at the traveling of a vehicle accompanied by an operation of an air conditioner.SOLUTION: A control device performs a fuel cut on condition that a pedal-in amount of an accelerator pedal is zero or near zero during traveling, fastens a clutch interposed between an internal combustion engine and a refrigerant compression compressor when an evaporator temperature is raised to an operation condition temperature or higher, and disconnects the clutch when the evaporator temperature is dropped to a cut condition temperature or lower. The control device performs the fuel cut during traveling, sets a difference between the operation condition temperature in the case that a cool storage mode condition that a vehicle speed or an engine rotation number is equal to a prescribed value or higher, and a prescribed time elapses from a time point at which the compressor has been most recently stopped is satisfied, and the cut condition temperature smaller than a difference not in that case, and adjusts the difference in the case that the cool storage mode condition is satisfied according to a variation cycle or a variation speed of a temperature of the evaporator or in the vicinity thereof.SELECTED DRAWING: Figure 5

Description

  The present invention relates to an internal combustion engine mounted on a vehicle as a prime mover, and a control device for controlling an air conditioner for air-conditioning a vehicle interior.

  An air conditioner that works to control the temperature inside the vehicle compartment compresses a gaseous refrigerant by a compressor that rotates by receiving the transmission of engine torque from the internal combustion engine, radiates the compressed refrigerant in a condenser, and liquefies it. It is guided to an evaporator to evaporate 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 (see Patent Document 1 below).

  When the driver is requesting deceleration of the vehicle without stepping on the accelerator pedal during traveling of the vehicle, it is conceivable to improve the efficiency and fuel efficiency by collecting the kinetic energy of the vehicle. For example, the compressor for refrigerant compression is of a variable capacity type, and a regenerator is attached to the evaporator, and when the vehicle decelerates, the discharge capacity of the refrigerant by the compressor is intentionally increased, and the generated cold heat is stored in the regenerator. Attempts have been made to use it for later air conditioning (see Patent Document 2 below). However, it cannot be denied that the cost increases due to the use of the variable displacement compressor and the addition of the regenerator to the evaporator.

  When attempting to regenerate the vehicle at the time of deceleration only by switching the connection and disconnection of the clutch that connects the internal combustion engine and the compressor without using a regenerator, if the time to continue operating the compressor with the clutch engaged becomes longer, The temperature of the evaporator becomes extremely low, and it becomes difficult to keep the temperature of the air blown into the vehicle interior at an appropriate temperature.

JP 2017-172423 A JP-A-2005-033994

  SUMMARY OF THE INVENTION An object of the present invention is to improve practical fuel economy by improving control during running of a vehicle involving operation of an air conditioner.

  According to the present invention, a fuel cut that temporarily suspends the supply of fuel to the cylinder of the internal combustion engine is executed on the condition that the amount of depression of the accelerator pedal by the driver during driving of the vehicle is equal to or less than a threshold value close to 0. Further, when the temperature of the evaporator of the air conditioner for air-conditioning the vehicle interior or the temperature in the vicinity of the evaporator rises above the operating condition temperature, the clutch interposed between the internal combustion engine and the refrigerant compression compressor is engaged to output the output of the internal combustion engine. When at least a part of the engine torque to be supplied is supplied to the compressor to operate the compressor, and when the temperature of the evaporator or the vicinity thereof falls below the cut condition temperature lower than the operating condition temperature, the clutch is disengaged and the engine torque is reduced. Is not supplied to the compressor and the operation of the compressor is stopped. During the fuel cut, the vehicle speed or the engine speed is higher than a predetermined value, and the cold storage mode condition is satisfied that a predetermined time has elapsed since the compressor was stopped immediately. The difference between the operating condition temperature and the cutting condition temperature is set to be equal to or less than the difference in the other case, and is measured or estimated, and according to a fluctuation cycle or a changing speed of the temperature of the evaporator or the vicinity thereof, A control device for a vehicle configured to adjust a difference between the operating condition temperature and the cut condition temperature when the cool storage mode condition is satisfied is configured.

  In addition, according to the present invention, the fuel cut to temporarily suspend the fuel supply to the cylinder of the internal combustion engine is required on condition that the accelerator pedal depression amount by the driver during driving of the vehicle is equal to or less than a threshold value close to 0. When the temperature of the evaporator of the air conditioner or the vicinity thereof rises above the operating condition temperature, the clutch interposed between the internal combustion engine and the refrigerant compression compressor is engaged to engage the internal combustion engine. While supplying at least a part of the engine torque output from the engine to the compressor and operating the compressor, when the temperature of the evaporator or the vicinity thereof falls below the cutting condition temperature lower than the operating condition temperature, the clutch is disengaged. To stop the operation of the compressor without supplying engine torque to the compressor. The fuel-cut mode is executed during both runs, and the cold storage mode condition that the vehicle speed or the engine speed is higher than the predetermined value and the predetermined time has elapsed since the compressor stopped operating immediately is satisfied. The difference between the operating condition temperature and the cutting condition temperature in the case where it is set to be equal to or less than the difference in the other case, and the operating condition temperature and the cutting condition temperature are temporarily set immediately after the cold storage mode condition is satisfied. Is set to 0 or a minimum value close to 0, and after operating the compressor at least once, the difference is reset to a value larger than the minimum value close to 0 or 0.

  Further, according to the present invention, when the temperature of the evaporator of the air conditioner or the vicinity thereof rises above the operating condition temperature, the clutch interposed between the internal combustion engine and the refrigerant compression compressor is engaged to engage the internal combustion engine. While supplying at least a part of the engine torque output from the engine to the compressor and operating the compressor, when the temperature of the evaporator or the vicinity thereof falls below the cutting condition temperature lower than the operating condition temperature, the clutch is disengaged. The operation of the compressor is stopped without supplying the engine torque to the compressor, and the operation is performed in a region where the fuel consumption rate of the internal combustion engine is less than a predetermined value while the vehicle is running, and the vehicle speed or the engine speed is reduced. Higher than the specified value and from the point when compressor operation was stopped immediately The difference between the operating condition temperature and the cutting condition temperature when the cold-storing mode condition that the time has passed is satisfied, to constitute a control device for a vehicle that sets the difference or less when not.

  Further, in the present invention, the fuel cut to temporarily suspend the fuel supply to the cylinder of the internal combustion engine is performed on the condition that the amount of depression of the accelerator pedal by the driver during driving of the vehicle is equal to or less than a threshold value close to 0. When the temperature of the evaporator of the air conditioner or the vicinity thereof rises above the operating condition temperature, the clutch interposed between the internal combustion engine and the refrigerant compression compressor is engaged to engage the internal combustion engine. The compressor is operated by supplying at least a part of the output engine torque to the compressor and operating the compressor.When the temperature of the evaporator or the vicinity thereof decreases to a cutting condition temperature lower than the operating condition temperature, the clutch is disengaged. The operation of the compressor is stopped without supplying engine torque to the compressor, The fuel-cut mode is executed during both runs, and the cold storage mode condition that the vehicle speed or the engine speed is higher than the predetermined value and the predetermined time has elapsed since the compressor stopped operating immediately is satisfied. The difference between the operating condition temperature and the cutting condition temperature in the case where it is set to be equal to or less than the difference in the case where the operating condition temperature and the cutting condition temperature are different, and the operating condition temperature and the cutting A control device for a vehicle is provided which adjusts a difference from a condition temperature or a predetermined value to be compared with a vehicle speed or an engine speed which forms a part of the cold storage mode condition.

  ADVANTAGE OF THE INVENTION According to this invention, the improvement in the control at the time of driving | running | working of the vehicle accompanying operation | movement of an air conditioner can be improved and practical fuel consumption can be improved.

FIG. 1 is a diagram illustrating an outline of a vehicle internal combustion engine and a control device according to a first 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. The figure which shows the electric circuit of the air conditioner for vehicles 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. FIG. 4 is a timing chart for explaining the contents of control performed by the control device of the embodiment. FIG. 9 is a flowchart showing an example of a procedure of processing executed by the control device according to the second embodiment of the present invention in accordance with a program. FIG. 4 is a timing chart for explaining the contents of control performed by the control device of the embodiment. FIG. 13 is a flowchart illustrating an example of a procedure of a process executed by a control device according to a third embodiment of the present invention in accordance with a program. The figure which illustrates the relationship between the fuel consumption rate of an internal combustion engine, engine speed, engine torque, and engine output. FIG. 13 is a flowchart illustrating an example of a procedure of a process executed by a control device according to a fourth embodiment of the present invention in accordance with a program. FIG. 13 is a flowchart illustrating an example of a procedure of a process executed by a control device according to a fourth embodiment of the present invention in accordance with a program. FIG. 13 is a flowchart illustrating an example of a procedure of a process executed by a control device according to a fourth embodiment of the present invention in accordance with a program.

  <First Embodiment> An embodiment of the present invention will be described with reference to the drawings. First, an outline of an internal combustion engine 100 mounted on a vehicle as a prime mover will be described. As shown in FIG. 1, 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.

  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. As components of the automatic transmissions 8 and 9, for example, a forward / reverse switching device 8 using a known planetary gear mechanism, and a belt-type continuously variable transmission mechanism (Continuously Variable Transmission) 9 which is a kind of a continuously variable transmission are exemplified. Can be 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.

  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 liquefied refrigerant from the liquefied refrigerant, an expansion valve 55 for ejecting the liquefied refrigerant, an evaporator 56 for exchanging the ejected vaporized refrigerant with air in the receiving chamber, and a high-temperature 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, discharges the air toward the evaporator 56, and sends the air into the room, and passes through the evaporator 56 discharged from the blower fan 57. Airmic to adjust how much air hits heater core 59 And a 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. 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.

  FIG. 3 shows an electric circuit of the air conditioner 5. The generator 104, which is a main power supply source, is an accessory that accompanies the internal combustion engine 100 together with the compressor 51. The generator 104 is driven to rotate by receiving engine torque from the crankshaft of the internal combustion engine 100 to generate electric power. The crankshaft of the internal combustion engine 100 and the input shaft of the generator 104 are connected via a winding transmission mechanism. The power generated by the generator 104 is stored in a vehicle-mounted power storage device (battery and / or capacitor) 105 and supplied to various electric loads to operate them.

  As shown in FIG. 3, the energization of the magnet clutch 6, the electric motor 531 that rotationally drives the condenser fan 53, and the electric motor 571 that rotationally drives the blower fan 57 and the cutoff thereof are performed by turning ON / OFF the relay switches 106 and 107. Or by firing / extinguishing the semiconductor switching element 108. In particular, by controlling the magnitude of the voltage or current applied to the electric motor 571 by PWM (Pulse Width Modulation), it is possible to increase or decrease the amount of air that the blower fan 57 discharges indoors.

  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. The water temperature signal e, a sensor that detects the amount of depression of the brake pedal by the driver, or the driver is depressing the brake pedal Signal e, output from a temperature sensor for detecting the temperature of the evaporator 56 or its vicinity (which may be downstream of the evaporator 56), and a brake signal f output from a switch for detecting the temperature of the air conditioner 5. A refrigerant pressure signal h output from a refrigerant pressure sensor that detects the pressure of the refrigerant flowing down from the condenser 52 (downstream of the condenser 52 and upstream of the expansion valve 55), acceleration that detects the gradient of the road surface where the vehicle is currently located A signal m output from a sensor or a gradient sensor, a temperature signal n output from a temperature sensor for detecting the temperature of the air in the vehicle compartment or the outside air sucked by the blower fan 57 to blow against the evaporator 56, and the like are 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, and an opening operation for the EGR valve of the EGR device 2. A signal l, a clutch engagement signal o for a switch 106 on an electric circuit that energizes the magnet clutch 6, a switch ON signal p for a switch 107 on an electric circuit that energizes an electric motor 531 that drives the condenser fan 53, and a blower fan An ignition signal q for a switch 108 on an electric circuit that energizes an electric motor 571 for driving the motor 57, an opening operation signal t for a lock-up solenoid valve for switching connection / disconnection of a lock-up clutch 73, a forward / reverse switching device 8 is a connection / disconnection switching mechanism for connection / disconnection switching of the forward brake or the reverse clutch. And outputs the transmission ratio control signal v such relative degree adjustment signal u, CVT9 against Idobarubu.

  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, h, m, and n necessary for operation control of the internal combustion engine 100 via an input interface, and obtains engine speed, intake pressure, and the like. The required fuel injection amount, the fuel injection timing (including the number of times of fuel injection for one combustion), the fuel injection pressure, and the air-fuel mixture that are known and that match the amount of intake air (or the amount of fresh air) charged into the cylinder 1 Ignition timing, required EGR rate (or EGR amount), ON / OFF of the operation of the compressor 51 of the air conditioner 5, ON / OFF of the condenser fan 53, the discharge air volume of the blower fan 57 (or application to the electric motor 571) Various operations such as the magnitude of the voltage or applied current, or the duty ratio of the PWM control), whether or not to lock up the torque converter 7 and the speed ratio of the CVT 9 To determine the parameters. The ECU 0 applies various control signals i, j, k, l, o, p, q, t, u, and v corresponding to the operation parameters via an output interface.

  The ECU 0 executes a fuel cut in which the supply of fuel to the cylinder 1 is temporarily stopped 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. The ECU 0 has at least the amount of depression of the accelerator pedal by the driver being 0 or less than a threshold value close to 0, the temperature of the internal combustion engine 100 (cooling water temperature) is higher than a predetermined value, the torque converter 7 is locked up, and the vehicle speed is higher. Alternatively, it is determined that the fuel cut condition is satisfied based on the fact that the engine speed is higher than the fuel cut permission speed.

  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. The ECU 0 determines whether or not the accelerator pedal depression amount exceeds a threshold, the lockup of the torque converter 7 has been released, the vehicle speed or the engine speed has decreased to the fuel cut return speed, and the like. Is determined to have been established.

  Further, the ECU 0 can execute an idle stop that stops the idle rotation of the internal combustion engine 100 when a predetermined idle stop condition is satisfied. The ECU 0 determines that the depression amount of the brake pedal or the master cylinder pressure is equal to or more than the threshold value (the brake pedal is depressed), the temperature of the internal combustion engine 100 is higher than a predetermined value, and the charge amount or terminal voltage of the vehicle-mounted battery is higher than a predetermined value. High, the shift range is the driving range, the absolute value of the gradient of the road surface where the vehicle is located is equal to or less than a predetermined value, the magnitude of the negative pressure stored in the brake booster is equal to or greater than the threshold, and the previous idle stop is completed. The idle stop condition is established when various conditions such as a history of acceleration to a certain vehicle speed (for example, 10 km / h) or more and a current vehicle speed of not more than a certain vehicle speed (for example, 9 km / h) are satisfied. Is determined to have been established.

  After the idle stop condition is satisfied, when the predetermined idle stop end condition is satisfied, the internal combustion engine 100 is restarted. The ECU 0 determines that the amount of depression of the brake pedal or the master cylinder pressure is 0 or less than a threshold value close to 0 (the brake pedal is no longer depressed), and on the contrary, the amount of depression of the brake pedal or the master cylinder pressure further increases (brake). The accelerator pedal is more strongly depressed), the accelerator opening is increased (the accelerator pedal is depressed), the magnitude of the negative pressure stored in the brake booster is reduced below a threshold, or a predetermined time (for example, in the idle stop state). It is determined that the idle stop end condition has been satisfied, for example, when one of three minutes has elapsed.

  When starting the stopped internal combustion engine 100 (including not only recovery from idling stop but also cold start), the ECU 0 rotates the crankshaft by an electric motor (starter or ISG (Integrated Starter Generator), not shown). Perform cranking. The cranking is terminated when the internal combustion engine 100 reaches the continuous explosion from the initial explosion and the engine speed exceeds the complete explosion determination value, assuming that the internal combustion has been completed. The complete explosion determination value serving as the cranking termination condition may fluctuate depending on the temperature of the internal combustion engine 100 and the like. Specifically, the higher the cooling water temperature of the internal combustion engine 100, the higher the setting.

  The ECU 0 of the present embodiment sets the magnet clutch 6 in a state in which 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 execute the compression of the refrigerant. Then, the crankshaft of the internal combustion 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 to a required operating condition temperature or higher.

  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 falls below the required 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. Usually, the cutting condition temperature is a lower value than the operating condition temperature.

  Incidentally, when operating the compressor 51, the ECU 0 increases the opening degree of the throttle valve 32 with respect to the same depression amount of the accelerator pedal as compared to when the compressor 51 is not operated unless the fuel is currently cut or during idle stop. The amount of intake and the amount of fuel injected into the cylinder 1 are greatly increased. Thus, the engine torque output from the internal combustion engine 100 is increased to supplement the engine torque consumed by the compressor 51.

  Thus, as shown in FIG. 5, the ECU 0 of the present embodiment is currently executing the fuel cut (Step S2) when the vehicle is not depressing the accelerator pedal and the vehicle is running at a reduced speed (Step S1). If the cold storage mode condition that the vehicle speed or the engine speed is higher than a predetermined value (step S3) and a predetermined time has elapsed since the operation of the compressor 51 was stopped immediately (step S4) is satisfied, The difference between the above operating condition temperature and the cutting condition temperature (hysteresis or dead zone) is set smaller than the difference between the operating condition temperature and the cutting condition temperature when the cold storage mode condition is not satisfied (step S5).

  Specifically, if any of the above-mentioned conditions of steps S1 to S4 is not satisfied, the operating condition temperature is set to a value that is higher than the cutting condition temperature by, for example, 3 ° C. (step S6), whereas steps S1 to S4 are set. If all the conditions of S4 are satisfied, the operating condition temperature is set to a value higher than the cutting condition temperature by, for example, 1 ° C. (step S5). In other words, when the conditions of steps S1 to S4 are satisfied, the operating condition temperature is lowered from the operating condition temperature when the conditions are not satisfied. However, as described later in detail, the value of “+ 1 ° C.” in step S5 is not a constant constant but a variable value.

  FIG. 6 shows changes in the operation / stop of the compressor 51 (switching of engagement / disengagement of the clutch 6) and changes in the temperature of the evaporator 56 during execution of fuel cut during deceleration running of the vehicle. It is a representation. In FIG. 6, a rectangular wave-like solid line MA is a pattern of switching the operation / stop of the compressor 51 when the operating condition temperature is set to a value 3 ° C. higher than the cutting condition temperature F, and is a rectangular wave-like broken line MB. Shows a pattern of switching of the operation / stop of the compressor 51 when the operating condition temperature is set to a value higher by 1 ° C. than the cutting condition temperature F. The sine wave-like solid line TA indicates the temperature of the evaporator 56 when the operating condition temperature is set to a value 3 ° C. higher than the cutting condition temperature F, and the sine wave-like broken line TB indicates the operating condition temperature as the cutting condition temperature F This is the temperature of the evaporator 56 when set to a value higher by 1 ° C.

  When the operating condition temperature is changed from a value 3 ° C. higher than the cutting condition temperature F to a value higher by 1 ° C. and the difference between the operating condition temperature and the cutting condition temperature is reduced, the frequency of switching between operation and stop of the compressor 51 increases. And the period becomes shorter. At the same time, the amplitude of the temperature of the evaporator 56 decreases, and the average temperature of the evaporator 56 decreases.

  In FIG. 6, a solid line E like a square wave indicates that the operating time of the compressor 51 during the fuel cut can be prolonged by changing the operating condition temperature to a value higher by 1 ° C. than the cutting condition temperature F. Indicates whether it can be done. For example, assuming that the fuel cut condition is satisfied at time 0 shown in FIG. 6 and the fuel cut end condition is satisfied at time t1, that is, the fuel cut is executed from time 0 to time t1, the fuel cut period The ratio of the operating time of the compressor 51 occupied in the case where the operating condition temperature is 1 ° C. higher than the cutting condition temperature F is when the operating condition temperature is 3 ° C. higher than the cutting condition temperature F. Larger than. That is, when the vehicle is running at a reduced speed, it is possible to operate the compressor 51 for a longer time without consuming fuel by using the kinetic energy of the vehicle, and to store cold heat in the evaporator 56. The reason why the rectangular wave-like solid line E swings to the “advantageous” side means that setting the operating condition temperature to a value 1 ° C. higher than the cutting condition temperature F works more efficiently in terms of efficiency. I have.

  Conversely, assuming that the fuel cut end condition is satisfied at time t2 shown in FIG. 6, that is, that the fuel cut is performed from time 0 to time t2, the operating time of the compressor 51 during the fuel cut period is reduced. The ratio is higher when the operating condition temperature is 3 ° C. higher than the cutting condition temperature F than when the operating condition temperature is 1 ° C. higher than the cutting condition temperature F. The fact that the rectangular wave-like solid line E swings to the “disadvantaged” side means that setting the operating condition temperature to a value 1 ° C. higher than the cutting condition temperature F works more disadvantageously in terms of efficiency. I have.

  Of course, if the fuel cut end condition is satisfied by the time t0 shown in FIG. 5, that is, if the fuel cut is performed for an extremely short time but the compressor 51 is not operated during that time, it depends on how the operating condition temperature is set. No "advantage" or "disadvantage" can occur, it is a "draw".

  As described above, the advantage / disadvantage due to the change in the setting of the operating condition temperature changes depending on the time point at which the fuel cut ends, but as a whole, the solid line E like a square wave swings to “advantageous”. The former is longer in the section where it is running and the section where it is swinging at the disadvantage. Therefore, there is a high probability that the end point of the fuel cut falls within the “advantageous” section. Further, it is basically "advantageous" from the start of the fuel cut to the time t3. Then, in actual driving on an urban area, most of the deceleration ends within the time point t3, and the fuel cut often does not continue beyond the time point t3. Therefore, by setting the operating condition temperature to a value 1 ° C. higher than the cutting condition temperature F, the compressor 51 is operated for a longer time during the fuel cut, and the kinetic energy of the vehicle is efficiently recovered in the form of cold heat. You can do it.

  In addition, as described above, when the operating condition temperature is set to a value higher by 1 ° C. than the cutting condition temperature F, compared with the case where the operating condition temperature is set to a value higher by 3 ° C. than the cutting condition temperature F, The average temperature of the evaporator 56 during the fuel cut decreases. When the vehicle is running at a reduced speed, after the fuel cut end condition is satisfied and the fuel cut is ended, the vehicle speed is usually reduced to zero to stop. While the vehicle is stopped, idle stop of the internal combustion engine 100 is often executed. If the compressor 51 is operated during fuel cut during deceleration driving to store cold heat in the evaporator 56 in advance, even if the internal combustion engine 100 and the compressor 51 remain stopped due to idle stop, necessary and sufficient air conditioning (particularly, (Cooling) performance can be ensured, and the idle stop period can be extended without deteriorating the livability in the vehicle interior. If the idle stop period can be extended, it naturally contributes to improving fuel efficiency.

  Note that the condition that the current vehicle speed or the engine speed is higher than a predetermined value in step S3 is a condition for avoiding a fear that a shock (surge) occurs in the vehicle body due to the engagement or disconnection of the clutch 6. And the noise generated by the engagement or disengagement of the clutch 6 (the clicking sound generated from the clutch 6 itself or from the relay switch 106 on the electric circuit that energizes the magnet clutch 6) is masked by the running sound of the vehicle. is there.

  The reason that the predetermined time has already passed since the last stop of the operation of the compressor 51 in step S4 is that the frequency of engagement and disengagement of the clutch 6 is appropriately suppressed. . If the engagement and disengagement of the clutch 6 are repeated at an excessively high frequency, the clutch 6 may be worn and its life may be shortened, and a decrease in NV (Noise and Vibration) performance due to generation of noise cannot be ignored. .

  It is set when the cool storage mode condition (steps S1 to S4) is satisfied (step S5). It is not always optimal that the difference between the operating condition temperature and the cutting condition temperature F is always + 1 ° C. In the first place, the difference between the operating condition temperature and the cutting condition temperature F is provided because the operation / stop of the compressor 51 is frequently switched, in other words, the clutch 6 repeatedly engages and disconnects frequently. This is to prevent adverse effects. Therefore, the cycle of fluctuation of the evaporator 56 temperature is long or the speed of the change is slow, especially under the situation where the temperature of the evaporator 56 temperature rises slowly while the compressor 51 is stopped, the difference is made smaller than + 1 ° C. There is no problem even if the operating condition temperature is brought closer to the cutting condition temperature F. Rather, it can be said that it is appropriate to bring the operating condition temperature closer to the cutting condition temperature F in order to increase the operating rate of the compressor 51. In addition, the fact that the speed at which the temperature of the evaporator 56 rises is slow means that the temperature of the air or the outside air in the passenger compartment that hits the evaporator 56 is relatively low, the work of the compressor 51 is reduced, and the load on the internal combustion engine 100 by the compressor 51 is reduced. Means small.

  Conversely, in a situation where the cycle of fluctuation of the temperature of the evaporator 56 is short or the rate of increase in the temperature of the evaporator 56 while the compressor 51 is stopped is high, the difference is made larger than + 1 ° C., and the operating condition temperature is changed from the cut condition temperature F to There may be a need to move further away.

  Therefore, the ECU 0 according to the present embodiment determines the operating condition temperature and the cut condition when the cold storage mode condition is satisfied in accordance with the actually measured or estimated temperature fluctuation cycle and / or change speed of the evaporator 56 or the vicinity thereof. The difference from the temperature F is adjusted. However, the difference is set to a value smaller than + 3 ° C., which is the operating condition temperature (step S6) and the cutting condition temperature F when the cool storage mode condition is not satisfied.

  If a temperature sensor for detecting the temperature of the evaporator 56 or the vicinity thereof is mounted, by referring to the evaporator temperature signal g output from the temperature sensor, the temperature change rate of the evaporator 56 or the vicinity thereof can be easily determined. That is, the amount of change in the temperature per unit time can be grasped, and the fluctuation cycle of the temperature can be grasped.

  The rate of change or cycle of temperature change of the evaporator 56 or its vicinity is determined by the air volume of the blower fan 57 and the temperature of the air sucked by the blower fan 57 and discharged toward the evaporator 56 (or the temperature of the air and the target indoor temperature). Or, the difference from the target temperature of the air blown into the room after passing through the evaporator 56. The target temperature is determined in advance or is input by the occupant operating a switch provided in the cockpit with his / her finger. It is also possible to guess at the base. The air volume of the blower fan 57 increases as the magnitude of the applied voltage or applied current of the electric motor 571 driving the blower fan 57 or the duty ratio of the PWM control increases. As a result, the temperature of the evaporator 56 during the stop of the compressor 51 rises faster, and the fluctuation cycle becomes shorter. The temperature of the air sucked and discharged by the blower fan 57 can be obtained by referring to the temperature signal n output from the temperature sensor. Naturally, the higher the temperature of the air sucked and discharged by the blower fan 57 (or the larger the difference between the temperature of the air and the target temperature), the faster the temperature of the evaporator 56 while the compressor 51 is stopped increases. The fluctuation cycle becomes shorter.

  Further, the switching cycle of the operation / stop of the compressor 51, in particular, the period from when the engaged clutch 6 is disconnected to stop the operation of the compressor 51 to when the clutch 6 is re-engaged and the compressor 51 is restarted. The length of time indicates the rate of change of the evaporator 56 temperature and the cycle of the change. Therefore, the shorter the cycle of switching the operation / stop of the compressor 51 or the shorter the elapsed time from the stop to the restart, the faster the temperature of the evaporator 56 or the vicinity thereof during the stop of the compressor 51 increases, and the shorter the cycle of the temperature fluctuation. It can be inferred.

  In setting the operating condition temperature under the condition of the cold storage mode (step S5), the ECU 0 determines whether the temperature of the evaporator 56 or the temperature in the vicinity of the evaporator 56 during the stop of the compressor 51 is higher or lower. In comparison, the difference between the operating condition temperature and the cutting condition temperature F is made larger. The temperature rise rate referred to here may be measured or estimated during a period in which the cool storage mode condition is not satisfied, or may be measured or estimated during a period in which the cool storage mode condition is satisfied. . If the temperature rise rate of the evaporator 56 or the vicinity thereof is remarkably fast, the difference between the operating condition temperature under the cold storage mode condition is set to, for example, 2 ° C. higher than the cutting condition temperature F is set to + 1 ° C. Also increase. If the temperature rise rate of the evaporator 56 or the vicinity thereof is remarkably slow, the difference is set to +1 such that the operating condition temperature under the cold storage mode condition is set to, for example, 0.5 ° C. higher than the cutting condition temperature F. Lower than ° C.

  The temperature decreasing speed of the evaporator 56 or the vicinity thereof during the operation of the compressor 51 may be considered together with, or instead of, the evaporator 56 while the compressor 51 is stopped. That is, when the temperature of the evaporator 56 or the temperature in the vicinity of the evaporator 56 during the operation of the compressor 51 is slower, the operating condition temperature and the cut condition temperature F under the cold storage mode condition are satisfied, as compared with the case where the cooling speed is faster. It is conceivable to increase the difference from the above. The temperature decreasing speed referred to here may be measured or estimated during a period in which the cool storage mode condition is not satisfied, or may be measured or estimated during a period in which the cool storage mode condition is satisfied. .

  Alternatively, when the fluctuation cycle of the temperature of the evaporator 56 or the vicinity thereof is shorter, the difference between the operating condition temperature and the cutting condition temperature F under the cold storage mode condition is larger than when the fluctuation cycle is longer. It does not matter. The temperature fluctuation cycle referred to here may be measured or estimated during a period in which the cool storage mode condition is not satisfied, or may be measured or estimated during a period during which the cool storage mode condition is satisfied. Good. If the fluctuation cycle of the evaporator 56 or its vicinity is significantly short, the difference is larger than + 1 ° C., for example, the operating condition temperature under the cold storage mode condition is set to a value higher by 2 ° C. than the cut condition temperature F. I do. If the fluctuation cycle of the temperature of the evaporator 56 or the vicinity thereof is remarkably long, the difference is set to +1 such that the operating condition temperature under the cold storage mode condition is set to a value 0.5 ° C. higher than the cutting condition temperature F, for example. Lower than ° C.

  In the present embodiment, the fuel cut to temporarily suspend the fuel supply to the cylinder 1 of the internal combustion engine 100 is performed on the condition that the amount of depression of the accelerator pedal by the driver during driving of the vehicle is equal to or less than a threshold value close to 0. When the temperature at or near the evaporator 56 of the air conditioner 5 for air-conditioning the vehicle interior rises above the operating condition temperature, the clutch 6 interposed between the internal combustion engine 100 and the refrigerant compression compressor 51 is operated. And at least a part of the engine torque output from the internal combustion engine 100 is supplied to the compressor 51 to operate the compressor 51, and the temperature of the evaporator 56 or the vicinity thereof is reduced to a cut condition temperature lower than the operation condition temperature. When the engine torque drops, the clutch 6 is disconnected and engine torque is not supplied to the compressor 51. The operation of the compressor 51 is stopped, a fuel cut is performed during running of the vehicle, the vehicle speed or the engine speed is higher than a predetermined value, and a predetermined time is determined from the time when the operation of the compressor 51 was stopped most recently. The vehicle control device 0 is configured to set a difference between the operating condition temperature and the cut condition temperature when the cold storage mode condition that the time has elapsed is satisfied is smaller than the difference when the cool storage mode condition is not satisfied. The difference between the operating condition temperature and the cutting condition temperature when the cold storage mode condition is satisfied is adjusted according to the actually measured or estimated fluctuation cycle or change speed of the temperature of the evaporator 56 or the vicinity thereof.

  According to the present embodiment, during deceleration running without the driver depressing the accelerator pedal, the compressor 51 is operated for a longer time without consuming fuel by using the kinetic energy of the vehicle, and cool heat is stored in the evaporator 56. be able to. The stored cold heat can be used for air conditioning in the vehicle interior later. As a result, the amount of fuel consumed for operating the compressor 51 can be reduced, which can contribute to improving practical fuel efficiency.

  In a situation where the temperature of the air blown from the blower fan 57 to the evaporator 56 is low or the amount of air discharged from the blower fan 57 is small, and the temperature rise of the evaporator 56 while the compressor 51 is stopped is relatively slow, the cold storage mode condition is not satisfied. If the difference between the operating condition temperature and the cutting condition temperature is unnecessarily large, the cycle of the fluctuation of the evaporator 56 becomes longer, and at the same time, the cycle of switching the operation / stop of the compressor 51 becomes longer, resulting in a fuel cut. The operating time of the compressor 51 during the deceleration running is shortened, so that much cold heat cannot be stored in the evaporator 56, and the efficiency is not improved. In addition, in such a situation, the work of the compressor 51 for compressing the refrigerant is small, and the load on the internal combustion engine 100 by the compressor 51 is small.

  Therefore, by reducing the difference between the operating condition temperature and the cutting condition temperature under the condition of the cold storage mode, the operating rate of the compressor 51 during deceleration is increased, and more kinetic energy is recovered in the form of cold heat. It is effective to be able to do so. If the operating condition temperature under the cold storage mode condition is made closer to the cut condition temperature, the average temperature of the evaporator 56 is reduced by that amount, so that even if the vehicle stops and the internal combustion engine 100 idle-stops, the necessary and sufficient air conditioning performance , The comfort of the passenger compartment is not degraded, and the period of the idle stop can be extended. Further, even if the difference between the operating condition temperature and the cutting condition temperature under the condition of the cold storage mode is reduced and the cycle of switching between operation and stop of the compressor 51 during deceleration traveling is shortened, the load on the compressor 51 is originally small. Therefore, no shock occurs in the vehicle body, and the drivability of the vehicle does not deteriorate.

  On the other hand, in a situation where the temperature of the air blown from the blower fan 57 to the evaporator 56 is high or the discharge air volume of the blower fan 57 is large and the speed of the temperature rise of the evaporator 56 while the compressor 51 is stopped is relatively high, the cold storage If the difference between the operating condition temperature and the cutting condition temperature under the satisfaction of the mode condition is unduly small, the cycle of the fluctuation of the temperature of the evaporator 56 is significantly shortened, and at the same time, the cycle of switching the operation / stop of the compressor 51 is significantly shortened. Become. Moreover, in such a situation, the compressor 51 that compresses the refrigerant has much work, and the load on the internal combustion engine 100 by the compressor 51 is large. Therefore, the vehicle body may be shocked due to frequent switching of the operation / stop of the compressor 51 during deceleration traveling. Otherwise, noise may be generated due to the frequent operation of the magnet clutch 6 and the life of the magnet clutch 6 may be shortened. It can lead to a shorter life.

  Therefore, by increasing the difference between the operating condition temperature and the cutting condition temperature under the condition of the cold storage mode, the frequency of switching between the operation and the stop of the compressor 51 is reduced, and the deterioration of the drivability of the vehicle is avoided. At the same time, it is preferable to suppress the generation of noise due to the operation of the magnet clutch 6 and prevent the life of the magnet clutch 6 from being shortened.

  <Second Embodiment> In a second embodiment described below, the clutch 6 is engaged even when a short fuel cut of several seconds or less is executed during deceleration traveling of a vehicle in which the driver does not depress the accelerator pedal. Thus, the compressor 51 can be operated. Hereinafter, the differences from the first embodiment will be mainly described. Elements common to the first embodiment may be configured in the same manner as in the first embodiment, and description thereof is omitted here.

  As shown in FIGS. 7 and 8, when the cool storage mode condition including the execution of the fuel cut is satisfied (steps S1 to S4), the ECU 0 of the present embodiment firstly sets the operating condition temperature and the cut condition temperature F to once. The difference is set to 0 or a minimum value close to 0 (step S8). Specifically, as indicated by a thin solid line AL in FIG. 8, the operating condition temperature under the condition of the cold storage mode is reduced to a value equal to or substantially equal to the cutting condition temperature F. By setting the operating condition temperature equal to the cut condition temperature F, the clutch 6 is engaged at the time t4 immediately after the start of the fuel cut during the deceleration running of the vehicle in which the driver does not depress the accelerator pedal. The compressor 51 can be operated.

  Then, during the same fuel cut, in other words, after the cool storage mode condition is satisfied and the state is continued, the compressor 51 is operated at least once and the compressor 51 is stopped (step S7). ), The difference between the operating condition temperature and the cutting condition temperature F is reset to an original value, that is, a value smaller than the difference when the cold storage mode condition is not satisfied, but larger than 0 or a minimum value close to 0. (Step S5). For example, as indicated by a thin solid line AL in FIG. 8, the clutch 6 is engaged for the first time after the execution of the fuel cut, the compressor 51 is operated, and the temperature of the evaporator 56 is reduced to the cut condition temperature F. After the time point t5 when the first operation of the compressor 51 is stopped by cutting the cutting condition 6, the operating condition temperature under the condition of the cold storage mode is changed to a value higher by 1 ° C. than the cutting condition temperature F. The reason why the operating condition temperature is raised from the cut condition temperature F is to prevent the operation / stop of the compressor 51 from being frequently switched.

  The difference between the operating condition temperature and the cutting condition temperature under the cold storage mode condition that is reset in step S5 is not always limited to + 1 ° C., and may be a variable value. For example, as in the first embodiment, it is allowed to adjust the difference in accordance with the fluctuation period or the change speed of the temperature of the evaporator 56 or the vicinity thereof, which is measured or estimated.

  In the present embodiment, the fuel cut to temporarily suspend the fuel supply to the cylinder 1 of the internal combustion engine 100 is performed on the condition that the amount of depression of the accelerator pedal by the driver during driving of the vehicle is equal to or less than a threshold value close to 0. When the temperature at or near the evaporator 56 of the air conditioner 5 for air-conditioning the vehicle interior rises above the operating condition temperature, the clutch 6 interposed between the internal combustion engine 100 and the refrigerant compression compressor 51 is operated. And at least a part of the engine torque output from the internal combustion engine 100 is supplied to the compressor 51 to operate the compressor 51, and the temperature of the evaporator 56 or the vicinity thereof is reduced to a cut condition temperature lower than the operation condition temperature. When the engine torque drops, the clutch 6 is disconnected and engine torque is not supplied to the compressor 51. The operation of the compressor 51 is stopped, a fuel cut is performed during running of the vehicle, the vehicle speed or the engine speed is higher than a predetermined value, and a predetermined time is determined from the time when the operation of the compressor 51 was stopped most recently. The difference between the operating condition temperature and the cut condition temperature when the cold storage mode condition that the time has elapsed is satisfied is set to be smaller than the difference when the cold storage mode condition is not satisfied, and the cold storage mode condition is satisfied. Immediately after that, the difference between the operating condition temperature and the cutting condition temperature is once set to 0 or a minimum value close to 0, and after operating the compressor 51 at least once during the same fuel cut, the same fuel cut is continued. The control device 0 of the vehicle is configured to reset the difference to 0 or a value larger than the minimum value close to 0 during the operation.

  According to the present embodiment, when the driver is decelerating without depressing the accelerator pedal, the compressor 51 is operated for a longer time without consuming fuel by using the kinetic energy of the vehicle, and cold heat is stored in the evaporator 56. Can be. Furthermore, even if the fuel cut period executed during deceleration traveling is short, the compressor 51 can be operated during the fuel cut to efficiently recover kinetic energy in the form of cold heat. The stored cold heat can be used for air conditioning in the passenger compartment later. As a result, the amount of fuel consumed for operating the compressor 51 can be reduced, which can contribute to improving practical fuel efficiency. When the vehicle is traveling in an urban area, the time during which the fuel cut is continued is often relatively short even if there is an opportunity to execute the fuel cut. This embodiment is considered to be particularly effective for vehicles operated in an urban area.

  In addition, it goes without saying that the effects described in the first embodiment can also be obtained.

  <Third Embodiment> In the third embodiment described below, the vehicle is driven while the internal combustion engine 100 burns fuel to generate engine torque, not at the time of deceleration running of the vehicle in which the fuel cut is executed. This is an improvement in the control of the compressor 51 when it is on. In short, the compressor 51 is actively operated in an efficient operating region where the fuel consumption rate of the internal combustion engine 100 is small and the opportunity for the compressor 51 to operate in an inefficient operating region where the fuel consumption rate is large is reduced. It is assumed that. Hereinafter, differences from the first embodiment and the second embodiment will be mainly described. Elements common to the first embodiment and the second embodiment may be configured in the same manner as the first embodiment or the second embodiment, and the description is omitted here.

  As shown in FIG. 9, the ECU 0 of the present embodiment determines that the fuel consumption rate of the internal combustion engine 100 when the vehicle is running by burning fuel in the cylinder 1 of the internal combustion engine 100 is less than a predetermined value (step S9) The cold storage mode condition that the vehicle speed or the engine speed is higher than a predetermined value (step S3) and a predetermined time has elapsed since the operation of the compressor 51 was stopped most recently (step S4) is satisfied. If so, the difference between the operating condition temperature and the cut condition temperature is set smaller than the difference between the operating condition temperature and the cut condition temperature when the cool storage mode condition is not satisfied (step S5).

  Specifically, if any one of the above-described steps S9, S3, and S4 is not satisfied, the operating condition temperature is set to, for example, 3 ° C. higher than the cutting condition temperature (step S6). If the conditions of steps S9, S3 and S4 are all satisfied, the operating condition temperature is set to a value higher than the cutting condition temperature by, for example, 1 ° C. (step S5). In other words, when the conditions of steps S9, S3, and S4 are satisfied, the operating condition temperature is lowered from the operating condition temperature when the conditions are not satisfied. As described in the first and second embodiments, the value of “+ 1 ° C.” in step S5 does not need to be a constant constant.

  FIG. 10 illustrates the relationship between the fuel consumption rate of the internal combustion engine 100, that is, the amount of fuel consumed by the internal combustion engine 100 to output a unit amount of mechanical energy, and the engine speed, engine torque, and engine output. In FIG. 10, a thin broken line represents an equal output line at which the engine output is constant. When the engine speed is plotted on the horizontal axis and the engine torque is plotted on the vertical axis, an equal output line where the engine output, which is the product of the engine speed and the engine torque, is constant is drawn in a hyperbolic form. A thin dashed line indicates an equal fuel consumption rate line (a contour line of the fuel consumption rate) which is a set of the engine speed and the engine torque at which the fuel consumption rate of the internal combustion engine 100 is constant. By combining these equal output lines and equal fuel consumption rate lines, a set of the engine speed and the engine torque that maximizes (decreases) the fuel consumption rate when a certain required output is achieved is plotted for various outputs. be able to. That is the optimal fuel consumption line represented by the thick solid line and the broken line.

  The ECU 0 controls the output of the internal combustion engine 100 along the optimal fuel consumption line and operates the speed ratio of the CVT 9 according to the increase or decrease of the required load factor, that is, the required output based on the driver's command. At this time, the ECU 0 receives supply of engine torque from the internal combustion engine 100 such as the current accelerator opening and vehicle speed, the compressor 51 and the generator 104 mounted on the vehicle, a cooling water pump, a lubricating oil pump, a hydraulic fluid pump, and the like. The engine output and the engine torque required for the internal combustion engine 100 are estimated in accordance with the loads of various auxiliary machines that operate in operation and the friction loss of the internal combustion engine 100 and the drive system of the vehicle. The required engine torque tends to increase as the accelerator opening increases, as the vehicle speed decreases, as the loads on various accessories increase, and as the temperatures of cooling water, lubricating oil, and hydraulic fluid decrease. Then, the amount of intake air (fresh air) and the amount of fuel injected into the cylinder 1 are controlled so that the estimated required engine torque can be achieved. The intake air amount can be controlled through the respective opening degrees of the throttle valve 32 and the EGR valve 23. The fuel injection amount can be controlled through the operation of the valve opening time and the number of times of opening of the injector 11.

  Further, the ECU 0 operates the speed ratio of the CVT 9 to a value on the optimal fuel efficiency line corresponding to the required engine torque at that time. As a result, the engine output and the gear ratio of the CVT 9 fluctuate along the optimal fuel consumption line shown by the thick solid line and the broken line in FIG. The solid line portion of the optimal fuel consumption line is a region where the fuel consumption rate of the internal combustion engine 100 is improved by further increasing the engine output. On the other hand, a broken line portion of the optimum fuel consumption line is a region where the fuel consumption rate of the internal combustion engine 100 is deteriorated by further increasing the engine output.

  In step S9, the ECU 0 of the present embodiment estimates the current fuel consumption rate of the internal combustion engine 100 from the current engine speed (or vehicle speed) and engine torque. The engine torque can be estimated based on the current operating region of the internal combustion engine 100 [engine speed (or vehicle speed), engine load factor (or intake amount or fuel injection amount charged into the cylinder 1)]. For example, map data defining the relationship between the operating area of the internal combustion engine 100 and the fuel consumption rate is stored in advance in the memory of the ECU 0, and the map is searched using the current operating area as a key to obtain the current internal combustion engine 100 Know the fuel consumption rate of 100. If the fuel consumption rate is equal to or less than the predetermined value, it is determined that the condition of step S9 is true, and if the fuel consumption rate is larger than the predetermined value, it is determined that the condition of step S9 is false.

  However, when the magnet clutch 6 is engaged and the compressor 51 is operated, the amount of intake air and the amount of fuel injected into the cylinder 1 are increased compared to when the magnet clutch 6 is disengaged and the compressor 51 is not operated. 51 supplements the engine torque consumed. Therefore, when making the determination in step S9 when the clutch 6 is not engaged, the fuel consumption rate of the internal combustion engine 100 in a state where the intake amount and the fuel injection amount are increased with the engagement of the clutch 6 is estimated. It is preferable to compare the fuel consumption rate with a predetermined value.

  As described in the first embodiment and the second embodiment, by lowering the operating condition temperature in the case where the cool storage mode condition is satisfied and approaching the cut condition temperature in the case where the cool storage mode condition is satisfied, Many compressors 51 will operate. That is, when the fuel consumption rate of the internal combustion engine 100 is low, cold heat can be stored in the evaporator 56, and the operation of the compressor 51 when the fuel consumption rate of the internal combustion engine 100 is high can be reduced, so that the fuel efficiency of the vehicle can be improved as a whole. Is expected.

  However, it is a fact that the fuel is consumed and directed to the operation of the compressor 51, even though the operation range is a low fuel consumption rate. In order to further improve the practical fuel economy, it is ideal to operate the compressor 51 more during deceleration travel. Therefore, after the cold storage mode conditions in steps S9, S3, and S4 are satisfied, the state continues for more than a predetermined time (typically, the vehicle is cruising on an expressway or a motorway). When the cumulative time during which the operating condition temperature is lowered is long, such as when the ratio of the time during which the cold storage mode condition is satisfied in the latest past certain period is equal to or more than a predetermined time, In step S10, it is preferable to raise the operating condition temperature to a value when the cold storage mode condition is not satisfied (step S6).

  The difference between the operating condition temperature and the cutting condition temperature under the cold storage mode condition set in step S5 is not always limited to + 1 ° C., and may be a variable value. For example, as in the first embodiment, it is allowed to adjust the difference in accordance with the fluctuation period or the change speed of the temperature of the evaporator 56 or the vicinity thereof, which is measured or estimated.

  In the present embodiment, when the temperature of the evaporator 56 of the air conditioner 5 or the vicinity thereof rises above the operating condition temperature, the clutch 6 interposed between the internal combustion engine 100 and the refrigerant compression compressor 51 is activated. At the time of engagement, at least a part of the engine torque output from the internal combustion engine 100 is supplied to the compressor 51 to operate the compressor 51, and the temperature of the evaporator 56 or the vicinity thereof decreases to a cut condition temperature lower than the operation condition temperature. Then, the clutch 6 is disengaged to stop the operation of the compressor 51 without supplying the engine torque to the compressor 51, and the fuel consumption rate of the internal combustion engine 100 is less than a predetermined value during running of the vehicle. The vehicle speed or engine speed is higher than a predetermined value, The difference between the operating condition temperature and the cut condition temperature when the cool storage mode condition that a predetermined time has elapsed since the most recent stop of the operation of the compressor 51 is calculated from the difference when not. The control device 0 of the vehicle is also configured so as to be smaller.

  According to the present embodiment, when the fuel consumption rate of the internal combustion engine 100 is low and the efficiency is high, the compressor 51 can be operated for a longer period of time, and cold heat can be stored in the evaporator 56. The stored cold heat can be used for air conditioning in the passenger compartment later. In addition, when the fuel consumption rate of the internal combustion engine 100 is high and the efficiency is low, the operation opportunity and the operation time of the compressor 51 can be reduced. Therefore, the amount of fuel consumed for operating the compressor 51 can be reduced, which can contribute to improving practical fuel efficiency.

  Naturally, the present embodiment may be combined with the first embodiment and / or the second embodiment.

  <Fourth Embodiment> In the fourth embodiment, the difference between the operating condition temperature and the cut condition temperature, the vehicle speed or the engine speed forming a part of the cold storage mode condition is determined according to the condition related to the acceleration or deceleration of the vehicle speed of the vehicle. Is to adjust a predetermined value to be compared with. Hereinafter, differences from the first, second, and third embodiments will be mainly described. Elements common to the first, second, and third embodiments may be configured in the same manner as those embodiments, and description thereof will be omitted.

The feature of this embodiment is that the driving tendency of the driver of the vehicle, the current location of the vehicle, the inclination of the road surface, and the like are taken into consideration. Specific examples are listed below:
(I) Changing the operating condition temperature according to the tendency of coasting (coasting); Some drivers prefer to coast the vehicle as long as possible without stepping on the accelerator pedal or the brake pedal. While the vehicle is coasting, the fuel cut condition is likely to be satisfied, and the fuel cut period is likely to continue for a long time, which is effective in reducing fuel consumption. When the driver having such a tendency or interest coasts the vehicle, if the difference between the operating condition temperature and the cut condition temperature is reduced, the clutch 6 is engaged during coasting to operate the compressor 51, The operation time of the compressor 51 becomes longer. However, as a contradiction, the load on the compressor 51 increases the engine speed and the deceleration of the vehicle speed, so that the fuel cut end condition is easily satisfied and the fuel cut period is shortened. In addition, the driving feeling required by the driver may not be obtained. Furthermore, the driver may need to step on the accelerator pedal again to request re-acceleration, which may lead to a decrease in fuel efficiency. Therefore, it is not always preferable to reduce the difference between the operating condition temperature and the cutting condition temperature.

  On the other hand, when a driver having a tendency to depress the brake pedal from a relatively early stage during deceleration driving drives, the kinetic energy of the vehicle is discarded as frictional heat in the brake device, so that the kinetic energy is dissipated in the form of cold heat. It is better to be able to collect in the evaporator 56 with Therefore, it is effective to reduce the difference between the operating condition temperature and the cutting condition temperature.

  ECU0 of the present embodiment, for example, the brake pedal has been depressed within a predetermined time after the amount of depression of the accelerator pedal that has been depressed by the driver is 0 or less than a threshold value close to 0, that is, after the accelerator pedal is no longer depressed Count the number of steps. Then, a ratio of the number of times the brake pedal is depressed within a predetermined period of time to the number of times the depressed accelerator pedal is no longer depressed is calculated. Is determined to be a person who tends to step on the brake pedal a lot during deceleration driving. Otherwise, it is determined that the driver has a tendency to coast the vehicle for a long time.

  Alternatively, the ECU 0 counts the length of the coasting time until the brake pedal or the accelerator pedal is depressed after the driver stops depressing the accelerator pedal. Then, the ratio of the cumulative value of the coasting time to the number of times the depressed accelerator pedal is no longer depressed is calculated, and when the ratio is shorter than a predetermined value, the driver of the vehicle depresses the brake pedal during deceleration driving. It is determined that the person has a tendency to step many times. Otherwise, it is determined that the driver has a tendency to coast the vehicle for a long time.

  Thus, as shown in FIG. 11, if the ECU 0 of the present embodiment determines that the driver has a tendency to depress the brake pedal frequently during deceleration traveling (step S11), the cold storage mode condition (step S1) Under the conditions from S4 to S4), the difference between the operating condition temperature and the cutting condition temperature is set smaller regardless of whether or not the brake pedal is currently depressed (step S5). For example, the operating condition temperature is set to a value higher by 1 ° C. than the cutting condition temperature. Thus, the compressor 51 can be operated more when the vehicle is decelerated, and the kinetic energy of the vehicle can be recovered as cold heat. In addition, the compressor 51 enhances the engine braking effect, and the frequency with which the driver depresses the brake pedal and performs braking by the brake device decreases.

  On the other hand, if it is determined that the driver has a tendency to coast the vehicle for a long time, the operating condition temperature is set only when the brake pedal is currently depressed (step S12) under the condition of the cold storage mode. The difference between the temperature and the cutting condition temperature is set smaller (step S5). If the brake pedal is not currently depressed and the vehicle is coasting, the difference between the operating condition temperature and the cutting condition temperature is set to be larger than that (step S6). For example, the operating condition temperature is set to a value 2 ° C. to 3 ° C. higher than the cutting condition temperature. Thereby, the possibility that the compressor 51 operates during coasting of the vehicle can be reduced, and increase in the engine speed and the deceleration of the vehicle speed during coasting can be suppressed. At this time, the difference between the operating condition temperature and the cut condition temperature is set to + 3 ° C., which is equal to the difference when the cool storage mode condition is not satisfied, even though the cool storage mode conditions of steps S1 to S4 are satisfied. May be.

  In such a case, a driver who tends to coast for a long time without stepping on the brake pedal, while avoiding a decrease in fuel efficiency and drivability of the vehicle being driven, has a tendency to step on the brake pedal more often. The fuel efficiency of the vehicle driven by the driver can be improved.

  (II) Changing the cutting condition temperature according to the current position of the vehicle; vehicles running in a relatively congested city area have more opportunities to decelerate. In other words, the opportunity to store the cold heat in the evaporator 56 by operating the compressor 51 in accordance with the deceleration traveling increases. Accordingly, it is possible to reduce the operation of the compressor 51 when the driver depresses the accelerator pedal and the internal combustion engine 100 burns fuel to run the vehicle.

  The ECU 0 of the present embodiment, for example, based on at least one of the operation history of the accelerator pedal, the operation history of the brake pedal, and the history of acceleration and deceleration of the vehicle speed within a certain period in the last past, Determine the degree of congestion. When the vehicle is traveling in an urban area or other relatively congested area, the number of times the vehicle is repeatedly accelerated and decelerated naturally increases. Therefore, the ECU 0 determines the number of times the accelerator pedal has been depressed again, the number of times the brake pedal has been depressed again, the number of times the vehicle speed has re-accelerated, and / or the low speed at which the vehicle speed is equal to or less than a predetermined value within a certain period in the last past The number of times of deceleration is counted, and when the number of times of deceleration is higher than a predetermined value, it is determined that the vehicle is in an urban area or other congested area. Otherwise, it is determined that the vehicle is not in an urban area or other congested area.

  Thus, as shown in FIG. 12, if the ECU 0 of the present embodiment determines that the vehicle is currently in an urban area or another congested area (step S13), the driver depresses the accelerator pedal to run the vehicle. (Step S1), the cutting condition temperature is raised higher than the normal cutting condition temperature otherwise (step S14), and the difference between the two is reduced by bringing the cutting condition temperature closer to the operating condition temperature. For example, the cutting condition temperature is raised by 1 ° C. to 2 ° C. higher than the normal one. Thus, the operation of the compressor 51 while the internal combustion engine 100 is burning the fuel and running the vehicle is reduced.

  On the other hand, if it is determined that the vehicle is not currently located in an urban area or other congested area, the cut condition temperature when the driver steps on the accelerator pedal to drive the vehicle is set to the normal cut condition temperature ( Step S15).

  In such a case, the frequency and time during which the internal combustion engine 100 operates the compressor 51 while consuming fuel is reduced, so that the fuel efficiency of the vehicle can be improved. In addition, since the load on the internal combustion engine 100 by the compressor 51 is reduced when the driver demands acceleration by depressing the accelerator pedal, the acceleration performance desired by the driver can be realized.

  (III) Change of a predetermined value to be compared with the vehicle speed or the engine speed in accordance with the downward slope of the road surface or the operation of the brake pedal by the driver; one of the cold storage mode conditions is that the current vehicle speed or the engine speed is predetermined. It may be higher than the value (step S3). Such conditions are provided because if the magnet clutch 6 is frequently engaged or disconnected when the vehicle speed or the engine speed is low, a shock is generated in the vehicle body due to an increase or decrease in the load applied from the compressor 51 to the internal combustion engine 100. This is because there is concern. In other words, if there is little concern about such a torque shock, the frequency of operation of the compressor 51 can be increased even if the vehicle speed or the engine speed is not high.

  While the vehicle is traveling on a downhill, a torque may be applied to the crankshaft of the internal combustion engine 100 from the axle 103 and the drive wheels via the drive system to rotate the crankshaft in the forward direction. In other words, the load on the internal combustion engine 100 is reduced and the deceleration of the vehicle speed and the engine speed is also reduced as compared with the case where the vehicle travels on a flat road or an uphill road. Therefore, the rotation of the crankshaft of the internal combustion engine 100 is easily maintained without consuming a large amount of fuel, and there is little concern that the vehicle body will be shocked by the engagement or disconnection of the clutch 6.

  In addition, when the driver depresses the brake pedal and brakes the vehicle by the brake device, the deceleration of the vehicle increases in the first place, which is perceived by the passenger including the driver, so that the torque shock does not become apparent. .

  As shown in FIG. 13, the ECU 0 of the present embodiment determines that the vehicle is currently traveling on a downhill road having a gradient greater than or equal to a certain size, or that the driver is currently depressing the brake pedal (step S16). ), The predetermined value to be compared with the vehicle speed or the engine speed as one of the cold storage mode conditions is reduced from the normal predetermined value in the case where it is not (step S17). Then, the predetermined value is compared with the current vehicle speed or the engine speed (step S3). The gradient of the road surface can be obtained by referring to the signal m output from the acceleration sensor or the gradient sensor.

  On the other hand, if the vehicle is not traveling on a downhill and the driver has not depressed the brake pedal, the predetermined value to be compared with the vehicle speed or the engine speed is set to a normal value (step S18). The predetermined value is compared with the current vehicle speed or the engine speed (step S3).

  In such a case, the possibility of the cold storage mode conditions of steps S1 to S4 being satisfied on a downhill road or when the driver is stepping on the brake pedal increases the frequency of operation of the compressor 51. Thus, the cold heat can be efficiently stored in the evaporator 56. As a result, the amount of fuel consumed for operating the compressor 51 can be reduced, which can contribute to improving practical fuel efficiency.

  The above (I) to (III) can be carried out by combining a plurality or all of them.

  Further, it is needless to say that this embodiment may be combined with the first embodiment, the second embodiment, and / or the second embodiment. For example, the difference between the operating condition temperature and the cutting condition temperature set in step S5 need not always be + 1 ° C., and may be a variable value. That is, as in the first embodiment, the difference is allowed to be adjusted according to the fluctuation period or the change speed of the temperature of the evaporator 56 or the vicinity thereof, which is measured or estimated. Further, as in the second embodiment, when the cold storage mode condition including the execution of the fuel cut is satisfied, first, the difference between the operating condition temperature and the cut condition temperature is set to 0 or a minimum value close to 0, After the compressor 51 is operated at least once during the same fuel cut, the difference between the operating condition temperature and the cut condition temperature is reset to the original value (+ 1 ° C. or a value in the vicinity thereof) under the condition of the cold storage mode. Can also.

  Note that the present invention is not limited to the embodiment described in detail above. For example, the clutch 6 connecting the internal combustion engine 100 and the refrigerant compression compressor 51 is not limited to a magnet 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.

  In the case where the cool storage mode condition is satisfied and the difference between the operating condition temperature and the cutting condition temperature is further reduced, the operating condition temperature is reduced in the above embodiment without changing the cutting condition temperature. However, it is also conceivable to reduce both the operating condition temperature and the cutting condition temperature by changing both the operating condition temperature and the cutting condition temperature, or raising only the cutting condition temperature. In any case, the frequency of switching between operation and stop of the compressor 51 increases, and the cycle becomes shorter. However, since it is desirable to further reduce the average temperature of the evaporator 56 during fuel cut during deceleration, it is best to increase only the cut condition temperature and reduce the difference between the operating condition temperature and the cut condition temperature. Absent.

  When the cold storage mode condition is satisfied during decelerating traveling of the vehicle and the difference between the operating condition temperature and the cut condition temperature is further reduced, the difference is returned to the original size (according to the above embodiment, the operating condition temperature The temperature may be returned from a value 1 ° C. higher than the cut condition temperature F to a value 3 ° C. higher than the cut condition temperature F). For example, the difference between the operating condition temperature and the cut condition temperature is returned to the original size when the vehicle speed or the engine speed decreases to a set speed slightly higher than the fuel cut return speed. Can be.

  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 and an air conditioner mounted on a vehicle.

0 ... Control device (ECU)
DESCRIPTION OF SYMBOLS 11 ... Injector 5 ... Air conditioner 51 ... Compressor 6 ... Magnet clutch 100 ... Internal combustion engine 103 ... Axle a ... Vehicle speed signal b ... Crank angle signal c ... Accelerator opening signal g ... Evaporator temperature signal j ... Fuel injection signal o ... Clutch Fastening signal

Claims (4)

A fuel cut that temporarily suspends fuel supply to the cylinder of the internal combustion engine is performed on the condition that the amount of depression of the accelerator pedal by the driver during driving of the vehicle is equal to or less than a threshold value close to 0,
Further, when the temperature of the evaporator of the air conditioner for air-conditioning the vehicle interior or the temperature near the evaporator rises above the operating condition temperature, the clutch interposed between the internal combustion engine and the refrigerant compression compressor is engaged to output the internal combustion engine. When at least a part of the engine torque is supplied to the compressor to operate the compressor, and when the temperature of the evaporator or the vicinity thereof falls to a cut condition temperature lower than the operating condition temperature, the clutch is disconnected to reduce the engine torque. It stops the operation of the compressor without supplying it to the compressor,
The cold storage mode condition that the fuel cut is being performed while the vehicle is running, the vehicle speed or the engine speed is higher than a predetermined value, and a predetermined time has elapsed since the compressor was stopped most recently is satisfied. The difference between the operating condition temperature and the cutting condition temperature in the case where it is set to be equal to or less than the difference in the case where it is not,
A vehicle that adjusts the difference between the operating condition temperature and the cut condition temperature when the cold storage mode condition is satisfied, in accordance with the fluctuation period or the changing speed of the temperature of the evaporator or its vicinity, which is measured or estimated. Control device. A fuel cut that temporarily suspends fuel supply to the cylinder of the internal combustion engine is performed on the condition that the amount of depression of the accelerator pedal by the driver during driving of the vehicle is equal to or less than a threshold value close to 0,
Further, when the temperature of the evaporator of the air conditioner or the vicinity thereof rises above the operating condition temperature, the clutch interposed between the internal combustion engine and the refrigerant compression compressor is engaged to output the internal combustion engine. When at least a part of the engine torque is supplied to the compressor to operate the compressor, and when the temperature of the evaporator or the vicinity thereof falls to a cut condition temperature lower than the operating condition temperature, the clutch is disconnected to reduce the engine torque. It stops the operation of the compressor without supplying it to the compressor,
The cold storage mode condition that the fuel cut is being performed while the vehicle is running, the vehicle speed or the engine speed is higher than the predetermined value, and the predetermined time has elapsed since the compressor was stopped last time is satisfied. The difference between the operating condition temperature and the cutting condition temperature in the case where it is set to be equal to or less than the difference in the case where it is not,
Immediately after the cold storage mode condition is satisfied, the difference between the operating condition temperature and the cut condition temperature is once set to a minimum value close to 0 or 0, and after operating the compressor at least once, the difference is close to 0 or 0. A control device for a vehicle that resets the value to a value larger than the minimum value. When the temperature of the evaporator of the air conditioner or the vicinity thereof rises above the operating condition temperature, the clutch interposed between the internal combustion engine and the refrigerant compression compressor is engaged to output the engine torque output from the internal combustion engine. Is supplied to the compressor and the compressor is operated, and when the temperature of the evaporator or the vicinity thereof falls below the cutting condition temperature lower than the operating condition temperature, the clutch is disconnected to reduce the engine torque to the compressor. To stop the operation of the compressor without supplying
While the vehicle is running, the internal combustion engine is operating in a region where the fuel consumption rate is less than a predetermined value, the vehicle speed or the engine speed is higher than a predetermined value, and a predetermined time has elapsed since the compressor was stopped most recently. A vehicle control device that sets a difference between the operating condition temperature and the cut condition temperature when the cold storage mode condition that the elapsed time is satisfied is equal to or smaller than the difference when the cold storage mode condition is not satisfied. A fuel cut that temporarily suspends fuel supply to the cylinder of the internal combustion engine is performed on the condition that the amount of depression of the accelerator pedal by the driver during driving of the vehicle is equal to or less than a threshold value close to 0,
Further, when the temperature of the evaporator of the air conditioner for air-conditioning the vehicle interior or the temperature near the evaporator rises above the operating condition temperature, the clutch interposed between the internal combustion engine and the refrigerant compression compressor is engaged to output the internal combustion engine. When at least a part of the engine torque is supplied to the compressor to operate the compressor, and when the temperature of the evaporator or the vicinity thereof falls to a cut condition temperature lower than the operating condition temperature, the clutch is disconnected to reduce the engine torque. It stops the operation of the compressor without supplying it to the compressor,
The cold storage mode condition that the fuel cut is being performed while the vehicle is running, the vehicle speed or the engine speed is higher than a predetermined value, and a predetermined time has elapsed since the compressor was stopped most recently is satisfied. The difference between the operating condition temperature and the cutting condition temperature in the case where it is set to be equal to or less than the difference in the case where it is not,
A predetermined value to be compared with a difference between the operating condition temperature and the cut condition temperature, or a vehicle speed or an engine speed that forms a part of the cold storage mode condition, is adjusted according to a condition related to acceleration or deceleration of the vehicle speed of the vehicle. Vehicle control device.

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