JP2020132074A - Vehicle speed control device - Google Patents

Abstract

To promote the cooling of a power source of an own vehicle when the own vehicle track-travels following a preceding vehicle.SOLUTION: A vehicle speed control device comprises: a vehicle speed control part for controlling an own vehicle VC2 so that an inter-vehicle distance L between the own vehicle and a preceding vehicle VC1 approximates a preset target inter-vehicle distance; a heating device arranged at the own vehicle, and heating the inside of a cabin of the own vehicle, the heating device having a heater core in which a refrigerant for cooling a power source 1 of the own vehicle flows, and a heater fan for generating a wind which passes the heater core; and a heating control part for controlling the heating device, the heating control part being for increasing an operation amount of the heating device when a temperature of the refrigerant reaches a prescribed threshold or higher during vehicle speed control by the vehicle speed control part.SELECTED DRAWING: Figure 1

Description

The present disclosure relates to a vehicle speed control device, and more particularly to a vehicle speed control device for automatically controlling a vehicle speed in a vehicle cruise control device.

A follow-up cruise control device that controls the vehicle speed of the own vehicle according to the vehicle speed of the preceding vehicle is known so that the distance between the own vehicle and the preceding vehicle traveling in front of the own vehicle becomes constant. This is used, for example, for automatically platooning a plurality of vehicles such as trucks.

Japanese Unexamined Patent Publication No. 2018-131195

Generally, if the distance between the vehicle and the vehicle in front is shortened, the air resistance received by the vehicle is reduced. Therefore, when considering the total of the vehicle and the vehicle in front, the internal combustion engine is a kind of power source. The fuel efficiency of the engine is improved.

However, if the inter-vehicle distance is shortened, the own vehicle is less likely to receive the traveling wind, so that the traveling air volume to the radiator such as the radiator is reduced, the heat radiation amount of the radiator is reduced, and it becomes difficult to cool the internal combustion engine.

Therefore, the present disclosure was devised in view of such circumstances, and the purpose is to provide a vehicle speed control device capable of promoting cooling of the power source of the own vehicle when the own vehicle is following the vehicle in front. To do.

According to one aspect of the present disclosure
A vehicle speed control unit that controls the vehicle speed of the own vehicle so that the inter-vehicle distance between the own vehicle and the vehicle in front approaches a preset target inter-vehicle distance.
A heating device provided in the own vehicle for heating the interior of the own vehicle, the heater core through which the refrigerant that cools the power source of the own vehicle flows, and the wind passing through the heater core. A heating device with a heater fan to generate,
A heating control unit that controls the heating device, and a heating control unit that increases the operating amount of the heating device when the temperature of the refrigerant exceeds a predetermined threshold value during vehicle speed control by the vehicle speed control unit.
The vehicle speed control device is provided.

Preferably, the heating control unit increases the operating amount of the heating device during the unmanned operation of the own vehicle.

Preferably, the vehicle speed control device is further provided in the own vehicle and further includes a power window for opening and closing a window in the passenger compartment of the own vehicle.
When the operating amount of the heating device is increased, the heating control unit operates the power window to increase the opening degree of the window.

Preferably, the heating control unit increases the operating amount of the heating device by at least one of increasing the rotation speed of the heater fan and increasing the flow rate of the refrigerant flowing through the heater core. ..

According to the present disclosure, it is possible to promote cooling of the power source of the own vehicle when the own vehicle is following the vehicle in front of the vehicle.

It is a schematic side view which shows the state of running of a plurality of vehicles. It is a schematic plan view which shows the structure around the internal combustion engine of the own vehicle. It is a flowchart which shows the routine of a heating control. It is a flowchart which shows the routine of the heating control which concerns on 1st modification. It is a schematic plan view which shows the structure around the internal combustion engine of the own vehicle which concerns on 2nd modification.

Hereinafter, embodiments of the present disclosure will be described with reference to the accompanying drawings. It should be noted that the present disclosure is not limited to the following embodiments.

FIG. 1 shows a state in which a plurality of vehicles (two in the present embodiment) are traveling. (A) is a case where the inter-vehicle distance L is short (L = L1), and (B) is a case where the inter-vehicle distance L is long (B). L = L2> L1) is shown. The vehicle is traveling toward the left side in the drawing, and the vehicle traveling in front is the front vehicle VC1 and the vehicle traveling in the rear is the own vehicle VC2. The own vehicle VC2 is a vehicle to which the vehicle speed control device according to the present disclosure is applied. However, in the present embodiment, for convenience, the front vehicle VC1 is the same vehicle as the own vehicle VC2, and the same vehicle speed control device is applied to the front vehicle VC1. In the case of this embodiment, the front vehicle VC1 and the own vehicle VC2 are trucks. However, the type and shape of the vehicle are not limited, and the front vehicle VC1 and the own vehicle VC2 may be different.

In the present embodiment, it is assumed that the own vehicle VC2 follows the preceding vehicle VC1 and travels at a constant inter-vehicle distance. That is, although it is an example in which two vehicles run in a platoon, the number of vehicles may be three or more. If there are three vehicles, another vehicle (rear vehicle) will follow the vehicle VC2, and the relationship between the front vehicle VC1 and the vehicle VC2 will be the same as the relationship between the vehicle VC2 and the rear vehicle. .. Of course, more vehicles may be platooned, and the relationship in this case is the same.

FIG. 2 is a schematic plan view showing a structure around an internal combustion engine (engine) which is a power source of the rear vehicle VC2. The internal combustion engine 1 is a diesel engine. However, the type of internal combustion engine is not limited, and may be, for example, a gasoline engine. The front-rear, left-right, up-down directions of the rear vehicle VC2 are as shown in the figure.

The engine 1 is arranged vertically in the engine room ER formed at the front end of the vehicle and below the cab CB (see FIG. 1). In the front portion 5 of the vehicle V, in a portion located in front of the engine 1, a running wind RW blown toward the vehicle while the vehicle is running is introduced toward the engine 1 in the engine room ER. The opening 6 is formed. A front grill 7 as a grill member is provided in the opening 6.

The engine 1 includes an engine main body 2 and an intake passage and an exhaust passage (not shown) connected to the engine main body 2. The engine body 2 includes structural parts such as a cylinder head, a cylinder block, and a crankcase, and movable parts such as a piston, a crankshaft, and a valve housed therein.

The engine 1 is a water-cooled type that is cooled by the engine cooling water CL as a refrigerant, and the cooling water CL is circulated in a water jacket formed in the engine body 2. The engine 1 includes a radiator 51 for cooling the cooling water CL. The radiator 51 is arranged in front of the engine body 2 and behind the opening 6 and the front grill 7. The radiator 51 functions as a first radiator that dissipates the heat of the engine 1 to the outside air via the cooling water CL.

A fan, that is, a radiator fan 54, which is rotationally driven by the crankshaft of the engine 1, is provided near the rear surface of the radiator 51.

The cooling water CL introduced from the engine body 2 to the radiator 51 through the inlet pipe 52 exchanges heat with the outside air in the radiator 51, is cooled, and then is returned to the engine body 2 through the outlet pipe 53. A mechanical water pump 55 that circulates the cooling water CL is provided at the connection portion between the engine body 2 and the outlet pipe 53. The water pump 55 may be electric. A bypass pipe 56 that bypasses the radiator 51 connects the inlet pipe 52 and the outlet pipe 53. A well-known temperature-sensitive thermostat 57 is provided at the connection portion between the bypass pipe 56 and the outlet pipe 53. Depending on the opening and closing of the thermostat 57, the flow passing through the radiator 51 and the flow passing through the bypass pipe 56 are switched.

The backward traveling wind RW that has passed through the opening 6 directly hits the radiator 51 and passes through the radiator 51. At this time, the cooling water is cooled by the traveling wind RW. The running wind RW after passing through the radiator also hits the engine body 2 to cool it.

The radiator fan 54 can generate a backward suction flow, and can generate a wind passing through the radiator 51 even when the vehicle is stopped, for example, when the traveling wind RW does not exist.

On the other hand, the own vehicle VC2 is provided with a heating device 30 for heating the inside of the own vehicle VC2, that is, the inside of the cab CB. The heating device 30 has a heater core 31 through which the cooling water CL is flowed, and an electric heater fan 32 that generates wind passing through the heater core 31.

Specifically, the heating device 30 has an air passage 33 through which the heated air A, which is an outside air, an inside air, or a mixture thereof, is flowed. In the case of the illustrated example, the air A flows in the air passage 33 from the left side to the right side. The upstream end of the air passage 33 is communicated with the introduction port of the outside air and the inside air, and the downstream end of the air passage 33 is communicated with each outlet such as the defrost outlet, the vent outlet and the foot outlet in the cab CB. A heater fan 32 is arranged on the upstream side in the air passage 33, and a heater core 31 is arranged on the downstream side.

The cooling water inlet of the heater core 31 is connected to the inlet pipe 52 via the core inlet pipe 34. Further, the cooling water outlet of the heater core 31 is connected to the outlet pipe 53 via the core outlet pipe 35. As a result, the cooling water CL is constantly flowed to the heater core 31 during engine operation. The core outlet pipe 35 is connected to the outlet pipe 53 between the thermostat 57 and the water pump 55.

When the heating device 30 is stopped (off), the heater fan 32 is stopped (off). On the other hand, when the heating device 30 is operated (on), the heater fan 32 is operated (on). As a result, the heater fan 32 rotates, and an air flow, that is, a wind, is generated toward the downstream side in the air passage 33. This air is heated by the cooling water CL when passing through the heater core 31, and becomes warm air. This warm air is blown out from each outlet to heat the inside of the cab CB. The heater core 31 functions as a second radiator that dissipates the heat of the engine 1 to the air in the air passage 33 via the cooling water CL.

On the other hand, the own vehicle VC2 is provided with an electronic control unit (called an ECU (Electronic Control Unit)) 100 that controls the entire vehicle and engine. The ECU 100 constitutes a control unit, a circuit element (circuitry), or a controller. The ECU 100 includes a CPU (Central Processing Unit) having a calculation function, ROM (Read Only Memory) and RAM (Random Access Memory) which are storage media, an input / output port, and a storage device other than the ROM and RAM. The ECU 100 is configured and programmed to control the heater fan 32.

As the sensors, a water temperature sensor 43 for detecting the temperature (water temperature) Tw of the cooling water CL is provided. In the case of the present embodiment, the water temperature sensor 43 is provided in the outlet pipe 53 located on the outlet side of the radiator 51, and detects the temperature of the cooling water immediately before entering the water pump 55.

In addition, a vehicle speed sensor 49 for detecting the vehicle speed Vv2 of the own vehicle VC2, a rotation speed sensor 40 for detecting the rotation speed of the engine (specifically, the number of revolutions per minute (rpm)), and a driver. An accelerator opening sensor 41 for detecting the opening degree of the accelerator pedal operated by the above, that is, the accelerator opening degree is provided. The outputs of these sensors are sent to the ECU 100.

Normally, the ECU 100 injects target fuel according to a predetermined fuel injection amount map (may be a function; the same applies hereinafter) based on the engine speed Ne and the accelerator opening Ac detected by the rotation speed sensor 40 and the accelerator opening sensor 41, respectively. Calculate the quantity q. Then, an amount of fuel equal to this target fuel injection amount q is injected from the in-cylinder injection injector (not shown). The accelerator opening degree Ac and the target fuel injection amount q are both parameters representing the engine load.

The own vehicle VC2 is provided with a power window (not shown) that automatically opens and closes a window (indicated by reference numeral 9 in FIG. 1) in the passenger compartment. In this power window, a power window motor (referred to as a P / W motor) 42 as an actuator for driving the window is controlled by the ECU 100. Normally, the ECU 100 operates the P / W motor 42 in response to a signal of a power window switch (not shown) operated by the occupant to change the opening degree of the window.

By the way, the ECU 100 is a component of a vehicle speed control device that controls the vehicle speed of the own vehicle VC2. Hereinafter, this vehicle speed control device will be described.

The vehicle speed control device has a detection unit that detects the inter-vehicle distance L between the own vehicle VC2 and the preceding vehicle VC1 and the inter-vehicle distance L detected by the detection unit so as to approach a preset target inter-vehicle distance Ltrg. It includes a vehicle speed control unit configured to control the vehicle speed Vv2 of the own vehicle VC2. These detection units and vehicle speed control units are generally composed of the ECU 100.

Regarding the detection unit, the ECU 100 detects the inter-vehicle distance L based on the output of the inter-vehicle distance sensor 47 mounted on the own vehicle VC2. As is known, the inter-vehicle distance sensor 47 includes at least one of a millimeter wave radar, a camera, an infrared laser radar, and the like. As described above, the inter-vehicle distance sensor 47 is also a component of the detection unit.

Regarding the vehicle speed control unit, the ECU 100 controls the vehicle speed Vv2 of the own vehicle VC2 so that the detected inter-vehicle distance L approaches the preset target inter-vehicle distance Ltrg. At this time, the ECU 100 controls the vehicle speed Vv2 by increasing / decreasing the target fuel injection amount q regardless of the accelerator opening degree Ac and accelerating / decelerating the engine and the own vehicle VC2. Regarding deceleration, the operation of the brake, the downshift of the transmission, and the like may be used alone or in combination. Hereinafter, such control is referred to as follow-up control.

When the follow-up control is executed and the follow-up run or the platoon run, the vehicle speed Vv2 of the own vehicle VC2 is adjusted and changed according to the change of the vehicle speed Vv1 of the preceding vehicle VC1. The inter-vehicle distance L is controlled so as to be kept constant at the target inter-vehicle distance Ltrg as much as possible.

Here, the own vehicle VC2 of the present embodiment can perform normal manned driving in which the driver rides, and unmanned driving in which the driver and other occupants do not ride. In the case of unmanned operation, the ECU 100 of the own vehicle VC2 and the ECU 100vc1 of the preceding vehicle VC1 wirelessly communicate with each other to exchange information. For example, the front vehicle VC1 is manned by the driver, and the unmanned own vehicle VC2 follows the driver. The driver of the front vehicle VC1 determines whether or not to drive the own vehicle VC2 unmanned, and if the driver decides to drive the own vehicle VC2 unmanned, the driver makes a setting to that effect for the ECUs 100 and 100 vc1 of the front vehicle VC1 and the own vehicle VC2. The driver of the preceding vehicle VC1 also makes various settings such as the target inter-vehicle distance Ltrg of the own vehicle VC2 in the follow-up control. As a matter of course, the ECUs 100 and 100vc1 of the own vehicle VC2 and the preceding vehicle VC1 grasp information such as that the own vehicle VC2 is driving unmanned and that the own vehicle VC2 is following and traveling.

When the own vehicle VC2 is operated unmanned, the ECU 100 controls the steering actuator to control the steering and also controls the brake actuator to control the brake.

On the other hand, when the own vehicle VC2 is manned, the driver of the own vehicle VC2 manually executes (on) / stops (off) the follow-up control by operating the inter-vehicle distance setting switch 48. The target inter-vehicle distance Ltrg is set manually.

By the way, as described above, if the inter-vehicle distance L between the own vehicle VC2 and the preceding vehicle VC1 is shortened, the air resistance received by the own vehicle VC2 is reduced. Therefore, when considering the total of the own vehicle VC2 and the preceding vehicle VC1 The fuel efficiency of the engine is improved.

However, if the inter-vehicle distance L is shortened, the own vehicle VC2 is less likely to receive the traveling wind RW, so that the traveling air volume to the radiator 51 decreases, the heat dissipation amount of the radiator 51 decreases, and it becomes difficult to cool the engine 1. In this case, there is a concern that the fuel injection amount is limited due to the rise in engine temperature and the maximum output is lowered, or the auxiliary drive loss is increased due to the increase in fan speed.

Therefore, in the present embodiment, the temperature of the cooling water CL is lowered by using the heating device 30 described above, and the cooling of the engine 1 is promoted. This point will be described below.

When air A is passed through the heater core 31 of the heating device 30, heat exchange is performed between the air A and the cooling water CL, and the air A is heated by the cooling water CL to raise the temperature, while the cooling water CL is air. It is cooled by A and the temperature drops. Therefore, the cooling of the engine 1 can be promoted by supplying the cooling water CL whose temperature has dropped to the engine body 2 through the core outlet pipe 35 and the outlet pipe 53.

As the rotation speed of the heater fan 32 is increased and the amount of air passing through the heater core 31 is increased, the amount of heat radiated from the heater core 31 per unit time can be increased and the cooling of the engine 1 can be promoted. Therefore, in the present embodiment, a heating control unit for controlling the heating device 30 is provided. When there is a risk of insufficient cooling of the engine, the heating control unit increases the rotation speed of the heater fan 32 to increase the operating amount of the heating device 30 and promote the cooling of the engine 1. Specifically, the heating control unit is configured by the ECU 100. The increase in the operating amount of the heating device 30 means an increase in the amount of heat radiated from the heater core 31 per unit time.

Whether or not there is a risk of insufficient cooling of the engine is determined based on the water temperature. That is, when the water temperature Tw detected by the water temperature sensor 43 becomes equal to or higher than a predetermined threshold value Twth, the ECU 100 determines that there is a risk of insufficient cooling of the engine and increases the operating amount of the heating device 30.

In the present embodiment, the water temperature Tw on the outlet side of the radiator 51 is detected by the water temperature sensor 43. Therefore, when the water temperature Tw is still high even after the cooling by the radiator 51 (when the threshold value is Twth or more), the heating device 30 The operating amount of the heating device 30 can be increased, and the operating amount of the heating device 30 can be increased at a suitable timing.

As described above, according to the present embodiment, when the water temperature Tw becomes equal to or higher than the threshold value Twth during the follow-up control in the own vehicle VC2, the operating amount of the heating device 30 is increased, so that the own vehicle VC2 is behind the front vehicle VC1. It is possible to promote the cooling of the engine 1 of the own vehicle VC2 when the vehicle is following the vehicle.

By the way, if the operating amount of the heating device 30 is increased, the temperature inside the vehicle interior rises, which may cause discomfort to the occupants in the vehicle interior during manned driving. Therefore, it is preferable to increase the operating amount of the heating device 30 during the unmanned operation of the own vehicle VC2. By doing so, it is possible to prevent discomfort to the occupants.

In addition, if the operating amount of the heating device 30 is increased, the temperature inside the vehicle interior rises, which may cause thermal damage to parts in the vehicle interior during unmanned driving. In addition to this, during manned driving, the occupants in the vehicle interior may be affected. It may cause discomfort. Therefore, when increasing the operating amount of the heating device 30, it is preferable to operate the power window to increase the opening degree of the window. By doing so, it is possible to let the hot air in the passenger compartment escape to the outside of the passenger compartment and at the same time take in fresh air into the passenger compartment to promote ventilation in the passenger compartment. Therefore, thermal damage to vehicle interior parts can be suppressed during unmanned driving, and in addition to this, discomfort to occupants can be suppressed during manned driving.

It is considered that the case where the operating amount of the heating device 30 is increased due to insufficient cooling of the engine is often in a high temperature environment such as midsummer when the outside air temperature is high. In such a case, if the temperature inside the vehicle rises during manned driving, there is a risk of causing significant discomfort to the occupants. Therefore, as described above, it is very preferable to increase the operating amount of the heating device 30 only during unmanned operation in order to ensure the comfort of the occupants.

Next, a heating control routine will be described with reference to FIG. The routine shown in the figure is repeatedly executed by the ECU 100 of the own vehicle VC2 every predetermined calculation cycle τ (for example, 10 msec) during the follow-up control of the own vehicle VC2.

First, in step S101, the ECU 100 determines whether or not the own vehicle VC2 is in unmanned operation based on the information it has.

If it is determined that the vehicle is not in unmanned operation, that is, in manned operation, the ECU 100 immediately terminates the routine. As a result, an increase in the operating amount of the heating device 30 is prohibited, and the comfort of the occupant is preferentially ensured.

On the other hand, when it is determined that the unmanned operation is in progress, the ECU 100 proceeds to step S102 and determines whether or not the water temperature Tw detected by the water temperature sensor 43 is equal to or higher than a predetermined threshold value Twth.

When the water temperature Tw is less than the threshold value Twth, there is little risk of insufficient engine cooling, and it is not necessary to increase the operating amount of the heating device 30. Therefore, the ECU 100 proceeds to step S103 to stop (turn off) the heating device 30. Specifically, the heater fan 32 is stopped (off). As a result, the air passing through the heater core is not generated, so that the cooling of the cooling water by the heater core 31 is substantially stopped.

Next, the ECU 100 proceeds to step S104 and controls the P / W motor 42 so as to close (specifically, fully close) the window of the power window. This makes it possible to prohibit unnecessary window opening.

Even when the vehicle interior temperature is low in a low temperature environment, the heating device 30 can be stopped as in step S103 because the vehicle is in unmanned operation. As a result, the consumption of the operating power of the heater fan 32 and the like can be reduced.

On the other hand, when the water temperature Tw is equal to or higher than the threshold value Twth in step S102, there is a risk of insufficient engine cooling, and it is necessary to increase the operating amount of the heating device 30. Therefore, the ECU 100 first proceeds to step S105 and activates a warning device (not shown) to give a warning. At this time, the warning device of the own vehicle VC2, for example, the information display, indicates that the operating amount of the heating device 30 will be increased due to the possibility of insufficient engine cooling, and also communicates with the ECU 100vc1 of the preceding vehicle VC1 to give the warning. A similar display is made on the device to call attention to the driver of the vehicle VC1 in front.

Next, the ECU 100 operates (turns on) the heating device 30 in step S106. Specifically, the heater fan 32 is operated (on). As a result, the operating amount of the heating device 30 is increased as compared with the case where the heating device is stopped in step S103. When the heating device 30 is operated, wind passing through the heater core 31 is generated, and cooling of the cooling water via the heater core 31 and eventually cooling of the engine are executed.

In step S106, it is preferable to maximize the operating amount of the heating device 30, specifically, to maximize the rotation speed of the heater fan 32. As a result, the amount of air passing through the heater core 31 can be maximized, and the engine can be cooled most quickly. In addition, since the vehicle is being driven unmanned, there is no particular problem even if the temperature inside the vehicle suddenly rises. However, it does not necessarily have to be the maximum, and it can be as large as possible, for example, 50% or more and less than 100% when the maximum operating amount is 100%.

Next, the ECU 100 proceeds to step S107 to open the window of the power window. As a result, the opening degree of the window is increased as compared with the case where the window is fully closed in step S104. At this time, the window may be opened to an intermediate opening degree or fully opened. As a result, the interior of the vehicle can be ventilated, the temperature inside the vehicle can be lowered, and thermal damage to parts inside the vehicle can be suppressed.

Next, a modified example of the above basic embodiment will be described.

The first modification described first relates to a modification of heating control, and the routine thereof is shown in FIG. The main difference from the basic embodiment is that the control when the own vehicle VC2 is manned is added.

Steps S201 to S207 of this routine are the same as steps S101 to S107 shown in FIG. If it is determined in step S201 of this routine that the own vehicle VC2 is not in unmanned operation, that is, in manned operation, the ECU 100 proceeds to step S208 and determines whether or not the water temperature Tw detected by the water temperature sensor 43 is equal to or higher than the threshold value Twth. to decide.

When the water temperature Tw is less than the threshold value Twth, there is little risk of insufficient engine cooling, and it is not necessary to forcibly increase the operating amount of the heating device 30 against the will of the occupants (including the driver) of the own vehicle VC2. , The routine ends immediately. As a result, the heating device 30 is operated by the operating amount set by the occupant of the own vehicle VC2. For example, if the occupant has stopped the heating device 30, the stop is continued, and if the heating device 30 is operated at a predetermined operating amount, the operating amount is continued.

On the other hand, when the water temperature Tw is equal to or higher than the threshold value Twth in step S208, the ECU 100 proceeds to step S209 and gives the same warning as described above. At this time, the warning device of the own vehicle VC2 indicates that the operating amount of the heating device 30 will increase, so that the occupants of the own vehicle VC2 are alerted and the temperature inside the vehicle is suddenly increased without the occupants' knowledge. Can be avoided.

Next, the ECU 100 increases the operating amount of the heating device 30 in step S210. Specifically, the rotation speed of the heater fan 32 is increased. As a result, the amount of air passing through the heater core 31 can be increased, and the cooling of the cooling water via the heater core 31 and the cooling of the engine can be promoted.

At this time, the operating amount of the heating device 30 is increased from the operating amount before the increase set by the occupant of the own vehicle VC2. For example, when the occupant has stopped the heating device 30 before the increase (operating amount = zero), the heating device 30 is operated after the increase, and the operating amount of the heating device 30 increases by a predetermined increase range (for example, maximum operation). 20% of the amount) is increased. If the occupant has operated the heating device 30 with a predetermined operating amount before the increase, the operating amount obtained by adding a predetermined increase width to the operating amount is defined as the operating amount after the increase.

In this step S210, it is preferable to reduce the increase in the operating amount of the heating device 30 as compared with the case of step S206. As a result, although the engine cooling effect is reduced, it is possible to prevent the temperature inside the vehicle interior from rising sharply and causing discomfort to the occupants.

Next, the ECU 100 proceeds to step S211 to increase the opening degree of the power window window. At this time, it is preferable to increase the opening by a predetermined increase width (for example, 20% of the maximum opening) with respect to the opening before the increase. This is to prevent the opening set by the occupant from being changed too much.

For example, when the occupant has fully closed the window before the increase (opening = zero), the window is opened after the increase and the opening is increased by a predetermined increase width. If the occupant has opened the window with a predetermined opening before the increase, the opening obtained by adding the predetermined increase width to the opening is defined as the opening after the increase.

Alternatively, this step S211 may be omitted. This is because even if the temperature inside the vehicle rises, the occupant can manually increase the opening of the window according to his / her preference.

Next, a second modification will be described. This second modification relates to a modification of the configuration of the heating device 30.

As shown in FIG. 5, the heating device 30 of the second modification includes a control valve 36 for adjusting the flow rate of the cooling water CL flowing through the heater core 31. The opening degree of the control valve 36 is controlled by the ECU 100 and is continuously or stepwise variable from fully closed (0%) to fully open (100%). The control valve 36 is installed in the core inlet pipe 34 and adjusts the flow rate of the cooling water CL flowing into the heater core 31. Alternatively, the control valve 36 may be installed in the core outlet pipe 35.

The opening degree of the control valve 36 is controlled according to the operation / stop of the heating device 30 and the change of the operation amount. For example, in the heating control of the basic embodiment shown in FIG. 3, when the heating device 30 is stopped in step S103, the heater fan 32 is stopped, the opening degree of the control valve 36 is fully closed, and the heater core 31 is reached. Cooling water supply is stopped. That is, the cooling water flow rate of the heater core 31 is set to zero. On the other hand, when the heating device 30 is operated in step S106, the heater fan 32 is operated and the opening degree of the control valve 36 is set to be larger than the fully closed position, preferably fully opened, and the cooling water is supplied to the heater core 31. Is executed. That is, the cooling water flow rate of the heater core 31 is set to a value larger than zero. Due to this increase in the flow rate of the cooling water, the amount of heat radiated per unit time of the heater core 31 increases as compared with the case where the heating device is stopped in step S103, so that the operating amount of the heating device 30 is increased.

On the other hand, in the heating control of the first modification shown in FIG. 4, when the operating amount of the heating device 30 is increased in step S210, that is, when the rotation speed of the heater fan 32 is increased, the control valve 36 is also opened. The degree can also be increased. As the opening degree of the control valve 36 increases, the flow rate of the cooling water of the heater core 31 increases, and the amount of heat radiated from the heater core 31 per unit time increases, so that the operating amount of the heating device 30 is increased.

The increase in the opening degree of the control valve 36 is executed on the condition that the opening degree before the increase is not fully opened.

Alternatively, the operating amount of the heating device 30 may be increased by increasing the opening degree of the control valve 36 without increasing the rotation speed of the heater fan 32.

Although the embodiments of the present disclosure have been described in detail above, various other embodiments and modifications of the present disclosure can be considered.

(1) For example, in the above embodiment, the example in which the front vehicle VC1 is manned and the own vehicle VC2 following the front vehicle VC2 is unmanned is described, but the front vehicle VC1 may also be unmanned. In this case, for example, the front vehicle VC1 and the own vehicle VC2 travel according to a predetermined travel route and program.

(2) In the above embodiment, an example of platooning of two vehicles has been described, but platooning of three or more vehicles may be used. In this case, only the leading vehicle can be manned and the remaining vehicles can be unmanned.

(3) The power source may include something other than an engine, for example, an electric motor. In this case, the vehicle may be an electric vehicle, a hybrid electric vehicle, or a fuel cell vehicle. Further, the power source may include a component or a heat source (for example, a battery, an inverter, a fuel cell, etc.) that becomes hot accompanying the engine or the electric motor.

The embodiments of the present disclosure are not limited to the above-described embodiments, and all modifications, applications, and equivalents included in the ideas of the present disclosure defined by the scope of claims are included in the present disclosure. Therefore, the present disclosure should not be construed in a limited manner and may be applied to any other technique belonging within the scope of the ideas of the present disclosure.

1 Internal combustion engine (engine)
30 Heating device 31 Heater core 32 Heater fan 42 Power window motor 47 Inter-vehicle distance sensor 100 Electronic control unit (ECU)
VC1 Front car VC2 Own car

Claims (4)

A vehicle speed control unit that controls the vehicle speed of the own vehicle so that the inter-vehicle distance between the own vehicle and the vehicle in front approaches a preset target inter-vehicle distance.
A heating device provided in the own vehicle for heating the interior of the own vehicle, the heater core through which the refrigerant that cools the power source of the own vehicle flows, and the wind passing through the heater core. A heating device with a heater fan to generate,
A heating control unit that controls the heating device, and a heating control unit that increases the operating amount of the heating device when the temperature of the refrigerant exceeds a predetermined threshold value during vehicle speed control by the vehicle speed control unit.
A vehicle speed control device characterized by being provided with. The vehicle speed control device according to claim 1, wherein the heating control unit increases the operating amount of the heating device during unmanned operation of the own vehicle. Further provided with a power window provided in the own vehicle to open and close the window of the passenger compartment of the own vehicle,
The vehicle speed control device according to claim 1 or 2, wherein the heating control unit operates the power window to increase the opening degree of the window when the operating amount of the heating device is increased. The heating control unit increases the operating amount of the heating device by increasing the rotation speed of the heater fan and increasing the flow rate of the refrigerant flowing through the heater core. The vehicle speed control device according to any one of 3 to 3.

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