JP2021188579A - Vehicle control device - Google Patents

Abstract

To curb negative effects at high altitude while appropriately securing negative intake pressure to be supplied to a brake booster taking into consideration an influence of the magnitude of atmospheric pressure.SOLUTION: In executing correction control to increase an air intake amount and a fuel injection amount by delaying an ignition timing of mixed gas in a cylinder and increasing a throttle valve opening immediately after a cold start of an internal combustion engine mounted on a vehicle, a vehicle control device advances the ignition timing and reduces the opening of the throttle valve when atmospheric pressure is low compared to when the atmospheric pressure is high. Also, in stopping operation of a coolant compressor under a condition that negative pressure accumulated in a brake booster is lower than a threshold, the vehicle control device lowers the threshold when the atmospheric pressure is low compared to when the atmospheric pressure is high.SELECTED DRAWING: Figure 3

Description

The present invention relates to a control device for controlling a vehicle equipped with an internal combustion engine as a power source.

Conventionally, a vacuum that doubles the pedaling force by using the intake negative pressure generated downstream of the throttle valve in the intake passage of the internal combustion engine for the purpose of reducing the operating force required when braking the vehicle, that is, the pedaling force of the brake pedal. A booster type (vacuum type) brake booster is widely used (see, for example, Patent Document 1 below). This type of brake booster has a constant pressure chamber for storing the intake negative pressure and a transformer chamber for introducing the atmospheric pressure. When the driver does not step on the brake pedal, the constant pressure chamber and the transformer chamber communicate with each other, and the introduction of atmospheric pressure into the transformer chamber is blocked. When the brake pedal is stepped on by the driver, the constant pressure chamber and the transformer chamber are cut off, and atmospheric pressure is introduced into the transformer chamber, and a boosting action is performed by the pressure difference between the constant pressure chamber and the transformer chamber.

A three-way catalyst that oxidizes / reduces harmful substances HC, CO, and NO _{x contained in the exhaust to purify the exhaust passage of the internal combustion engine is mounted.} In order to sufficiently increase the purification efficiency of harmful substances by the catalyst, it is necessary to activate the catalyst at a high temperature of a certain level or higher. In the period immediately after the cold start of the internal combustion engine when the temperature of the catalyst is low, the timing of spark ignition to the air-fuel mixture filled in the cylinder is intentionally delayed to raise the temperature of the exhaust gas discharged from the cylinder and the catalyst rises. A correction control for promoting temperature is performed (see, for example, Patent Document 2 below). However, the retarding of the ignition timing leads to a decrease in the thermomechanical conversion efficiency of the internal combustion engine. Therefore, during the correction control, the opening degree of the throttle valve is further expanded to compensate for the decrease in the engine torque, and the intake amount and the fuel injection amount are increased.

The compressor of the air conditioner for vehicle interior air conditioning mounted on the vehicle operates by receiving the engine torque supplied from the internal combustion engine and compresses the refrigerant. This compressor is a mechanical load when viewed from the internal combustion engine. When operating the compressor, the opening degree of the throttle valve is expanded to increase the intake amount and the fuel injection amount (see, for example, Patent Document 3 below).

Japanese Unexamined Patent Publication No. 2016-043916 Japanese Unexamined Patent Publication No. 2019-07828 Japanese Unexamined Patent Publication No. 2018-189063

The negative pressure stored in the brake booster is consumed when the driver of the vehicle depresses the brake pedal. Therefore, it is necessary to replenish the brake booster with the intake negative pressure from the intake passage of the internal combustion engine in a timely manner.

The amount of air taken into the cylinder of an internal combustion engine, in other words, the amount of oxygen supplied to the combustion chamber, is affected by the atmospheric pressure at the location where the vehicle is currently located. When located in the highlands, the same amount of oxygen as when located in the flat ground cannot be taken into the combustion chamber unless the opening of the throttle valve is increased by the amount that the atmospheric pressure becomes smaller. During idle operation of the internal combustion engine, the intake amount and the fuel injection amount are adjusted to reduce the deviation between the two in order to converge the engine rotation speed to the target idle rotation speed. At that time, the opening degree of the throttle valve is larger in the highlands than in the lowlands.

Then, when the throttle valve is expanded, the negative intake pressure downstream of the throttle valve in the intake passage is reduced. Therefore, if the control on the flat ground is applied to the high ground as it is, there is a concern that it may cause a problem.

Specifically, in the correction control of the period immediately after the cold start of the internal combustion engine, if the ignition timing is corrected in the same way at high altitudes and lowlands, the throttle valve is remarkably wide open at high altitudes and supplied to the brake booster. There is a possibility that it will not be possible to secure sufficient intake negative pressure.

Further, on condition that the magnitude of the negative pressure stored in the brake booster is below the threshold value (the constant pressure chamber pressure of the brake booster is higher than the threshold value and approaches the atmospheric pressure), the refrigerant of the air conditioner is compressed. If the threshold value is set to the same value on both high and flat ground to stop the operation of the compressor, the compressor will stop frequently on high ground, and the air conditioning performance will decrease, and the vibration and noise of the vehicle will increase. There is a risk of

The present invention, which was made by paying attention to the above points for the first time, takes into consideration the influence of the magnitude of the atmospheric pressure, appropriately secures the intake negative pressure to be supplied to the brake booster, and suppresses the occurrence of harmful effects in the highlands. That is the intended purpose.

In order to solve the above-mentioned problems, in the present invention, an internal combustion engine is mounted, and the intake negative pressure generated downstream of the throttle valve in the intake passage of the internal combustion engine is stored and the negative pressure is used to boost the brake pedal force. It is a control device that controls a vehicle equipped with a brake booster. Immediately after the internal combustion engine is cold-started, the ignition timing of the air-fuel mixture in the cylinder is further retarded and the throttle valve opening is adjusted. A correction control for increasing the intake air amount and the fuel injection amount is performed by expanding the correction control. In the correction control, when the atmospheric pressure at the place where the vehicle is located is low, it is compared with the case where the atmospheric pressure is higher. Then, a vehicle control device for advancing the ignition timing and reducing the opening degree of the throttle valve was configured.

Further, in the present invention, an internal combustion engine is mounted, and a brake booster is attached to store the negative intake pressure generated downstream of the throttle valve in the intake passage of the internal combustion engine and use the negative pressure to boost the brake pedal effort. In addition, it is a control device that controls the vehicle that operates the compressor by supplying at least a part of the engine torque output by the internal combustion engine to the refrigerant compression compressor of the air conditioner, and the magnitude of the negative pressure stored in the brake booster. The operation of the compressor is stopped on condition that the pressure is lower than the threshold value, and the vehicle that lowers the threshold value when the atmospheric pressure at the place where the vehicle is located is low or higher than when the atmospheric pressure is higher. The control device of was configured.

According to the present invention, it is possible to appropriately secure the intake negative pressure to be supplied to the brake booster in consideration of the influence of the magnitude of the atmospheric pressure, and to suppress the occurrence of harmful effects in the highlands.

The figure which shows the structure of the internal combustion engine for a vehicle and the control device in one Embodiment of this invention. The figure which shows the structure of the air conditioner for a vehicle in the same embodiment. The flow diagram which shows the procedure example of the process which the control device of the same embodiment executes according to a program. The flow diagram which shows the procedure example of the process which the control device of the same embodiment executes according to a program.

An embodiment of the present invention will be described with reference to the drawings. FIG. 1 shows an outline of the internal combustion engine 100 for a vehicle according to the present embodiment. The internal combustion engine 100 supplies a driving force for traveling to the axle 103 and the drive wheels via the drive system of the vehicle. The internal combustion engine 100 is, for example, a spark-ignition 4-stroke gasoline engine, comprising a plurality of cylinders 1 (typically three or four cylinders, one of which is illustrated in FIG. 1). .. An injector 11 for injecting fuel toward the intake port is provided upstream of the intake valve of each cylinder 1 and in the vicinity of the intake port connected to each cylinder 1. Further, a spark plug 12 is attached to the ceiling of the combustion chamber of each cylinder 1. The spark plug 12 induces a spark discharge between the center electrode and the ground electrode in response to the application of the induced voltage generated by the ignition coil. The ignition coil is integrally built in the coil case together with the igniter which is a semiconductor switching element.

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

The exhaust passage 4 for exhausting the exhaust guides the exhaust generated by burning the fuel in the cylinder 1 to the outside from the exhaust port of each cylinder 1. An exhaust manifold 42 and a three-way catalyst 41 for purifying exhaust gas are arranged on the exhaust passage 4.

The exhaust gas recirculation device 2 opens and closes the external EGR passage 21 that connects the exhaust passage 4 and the intake passage 3, the EGR cooler 22 provided on the EGR passage 21, and the EGR passage 21 to open and close the EGR passage 21. The element is an EGR valve 23 that controls the flow rate of EGR gas flowing through the passage 21. The inlet of the EGR passage 21 is connected to a predetermined position downstream of the catalyst 41 in the exhaust passage 4. The outlet of the EGR passage 21 is connected to a predetermined position downstream of the throttle valve 32 in the intake passage 3, specifically, a surge tank 33.

The vehicle of the present embodiment is provided with a brake booster 8 for reducing the operating force required for braking by the foot brake, that is, the pedaling force of the brake pedal. The brake booster 8 draws in intake negative pressure from a portion (or surge tank 33) on the downstream side of the throttle valve 32 in the intake passage 3 of the internal combustion engine 100, and uses the negative pressure to boost the pedaling force of the brake pedal. , Is widely known in this field. The brake booster 8 has a constant pressure chamber for storing negative pressure and a transformer chamber to which atmospheric pressure is applied, and the constant pressure chamber is connected to the intake passage 3 via a negative pressure pipeline 81. The negative pressure pipeline 81 guides the intake negative pressure on the downstream side of the throttle valve 32 to the constant pressure chamber. A check valve 82 is provided on the negative pressure pipeline 81 to keep the negative pressure in the constant pressure chamber and prevent the positive pressure from being applied to the constant pressure chamber.

When the brake pedal is not operated by the driver, the constant pressure chamber and the transformer chamber communicate with each other, and the transformer chamber is isolated from the atmospheric pressure. When the brake pedal is operated, the space between the constant pressure chamber and the transformer chamber is cut off, and the atmosphere is introduced into the transformer chamber. As a result, the pressure difference between the constant pressure chamber and the transformer chamber becomes the control pressure that doubles the pedaling force of the brake pedal. The brake pedal force amplified by the brake booster is converted into hydraulic pressure in the master cylinder. The master cylinder pressure output by the master cylinder, that is, the pressure of the brake fluid discharged by the master cylinder is transmitted to a brake device such as a brake caliper or a wheel cylinder via a hydraulic pressure circuit, and is used for braking the vehicle by the brake device. ..

FIG. 2 shows the configuration of an air conditioner 5 that air-conditions the interior of a vehicle. The air conditioner 5 includes a compressor 51 that compresses and increases the pressure of the refrigerant, a condenser 52 that dissipates and liquefies the compressed high-pressure refrigerant, and a condenser fan 53 for forcibly air-cooling the condenser 52, and does not liquefy. A receiver 54 that separates the liquefied refrigerant from the liquefied refrigerant, an expansion valve 55 that ejects the liquefied refrigerant, an evaporator 56 that receives the ejected and vaporized refrigerant and exchanges heat with the air in the room, and a heated internal combustion engine. A heater core 59 that receives 100 cooling water and exchanges heat with the air in the room, a blower fan 57 that sucks the air in the room and discharges it toward the evaporator 56 and sends the air back into the room, and an evaporator discharged from the blower fan 57. The element includes an air mix damper 50 that adjusts how much air that has passed through 56 is blown to the heater core 59. The compressor 51, the condenser 52, the receiver 54, the expansion valve 55 and the evaporator 56 are connected by a looping refrigerant flow path.

The compressor 51 is a kind of auxiliary machine attached to the internal combustion engine 100, and is rotationally driven by receiving engine torque transmitted from a crankshaft which is an output shaft of the internal combustion engine 100 to compress a refrigerant. A magnet clutch 6 capable of disconnecting and connecting the connection between the crankshaft of the internal combustion engine 100 and the compressor 51 is interposed. 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 portion of the engine room of the vehicle where the running wind hits, and is cooled by the running wind blown into the engine room while the vehicle is running, regardless of whether the condenser fan 53 is rotated or not. Behind the condenser 52 is a radiator 7 that dissipates heat from the cooling water of the internal combustion engine 100. The radiator 7 is also cooled by the running wind.

The condenser fan 53 also serves as a radiator fan for forcibly air-cooling the radiator 7 that dissipates 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 to the rear.

When the air discharged from the blower fan 57 passes through the evaporator 56, it obtains cold heat from the refrigerant (heat is taken away by the refrigerant) and the temperature is lowered. 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 that lowers the temperature in the room in summer, but also for lowering the humidity in the room in winter to reduce fogging of the window glass of the vehicle.

The air mix damper 50 adjusts the ratio of the amount of air that has passed through the evaporator 56 to the room through the heater core 59 and the amount of air that bypasses the heater core 59 and heads into the room. With this air mix damper 50, it is possible to adjust the temperature of the wind blown into the room.

The ECU (Electronic Control Unit) 0, which is a control device for a vehicle of the present embodiment, is a microcomputer system having a processor, a memory, an input interface, an output interface, and the like. The ECU 0 may be a plurality of ECUs or controllers connected to each other so as to be communicable with each other via a telecommunication line such as CAN (Control Area Network).

The input interface of ECU 0 has a vehicle speed signal a output from a vehicle speed sensor that detects the actual vehicle speed of the vehicle, a crank angle signal output from a crank angle sensor that detects the rotation angle of the crank shaft of the internal combustion engine 100 and the engine rotation speed. b. Accelerator opening signal c, which is output from a sensor that detects the amount of depression of the accelerator pedal operated by the driver or the opening of the throttle valve 32 as the accelerator opening (so to speak, the required engine torque or engine load factor). The temperature / pressure sensor that detects the intake air temperature and intake pressure in the surge tank 33 or intake manifold 34 of the intake passage 3 detects the intake air temperature / intake pressure signal d, and the cooling water temperature that suggests the temperature of the internal combustion engine 100. The cooling water temperature signal e output from the water temperature sensor, the atmospheric pressure signal f output from the atmospheric pressure sensor that detects the atmospheric pressure, and the negative pressure sensor that detects the negative pressure stored in the constant pressure chamber of the brake booster 8 are output. A negative pressure signal g, an evaporator temperature signal h output from a temperature sensor that detects the temperature of the evaporator 56 or its vicinity (may be downstream of the evaporator 56), and the like are input.

From the output interface of ECU 0, the ignition signal i for the igniter of the spark plug 12, the fuel injection signal j for the injector 11, the opening operation signal k for the throttle valve 32, and the opening operation for the EGR valve 23. The signal l, the clutch engagement signal m, and the like are output to the switch on the electric circuit that energizes the magnet clutch 6.

The processor of the ECU 0 interprets and executes a program stored in the memory in advance, calculates an operation parameter, and controls the operation of the internal combustion engine 100. The ECU 0 acquires various information a, b, c, d, e, f, g, and h necessary for the operation control of the internal combustion engine 100 via the input interface, and is required to match the amount of air sucked into the cylinder 1. Various operating parameters such as fuel injection amount, fuel injection timing, spark ignition timing, required EGR rate (or EGR gas amount), ON / OFF of operation of the compressor 51 of the air conditioner 5 are determined. The ECU 0 applies various control signals i, j, k, l, and m corresponding to the operation parameters via the output interface.

When the amount of depression of the accelerator pedal by the driver becomes 0 or less than a predetermined value close to 0 and the internal combustion engine 100 is idle-operated, the deviation between the two is reduced in order to converge the actually measured engine speed to the target idle speed. The feedback control for adjusting the intake amount and the fuel injection amount by operating the opening degree of the throttle valve 32 is performed.

As shown in FIG. 3, the ECU 0 of the present embodiment is a period immediately after the ignition switch (ignition key or power switch) is operated from OFF to ON by the driver to cold start the internal combustion engine 100 (step S1). , Perform correction control to further retard the spark ignition timing to the air-fuel mixture as compared with other times (steps S2 and S3). This correction control is performed for the purpose of raising the temperature of the exhaust gas discharged from the cylinder 1 and flowing into the catalyst 41 via the exhaust passage 4 and raising the temperature of the catalyst 41 as quickly as possible. Further, during the correction control, the opening degree of the throttle valve 32 is further expanded and the amount of air sucked into the cylinder 1 and the amount of fuel injection are further increased as compared with other times. This is intended to supplement the engine torque output by the internal combustion engine 100 in response to the decrease in the thermomechanical conversion efficiency of the internal combustion engine 100 due to the retard correction of the ignition timing.

The ECU 0 determines the ignition timing during the correction control according to the current temperature of the catalyst 41 at that time, that is, a parameter suggesting an active state, and the magnitude of the atmospheric pressure (step S2). As a general rule, the ignition timing during the correction control is retarded as the temperature of the catalyst 41 is lower, and advanced as the temperature of the catalyst 41 is increased. The ECU 0 has, for example, the length of time elapsed since the internal combustion engine 100 was cold-started, the cumulative number of ignition combustions of the air-fuel mixture since the cold start, the cumulative intake air amount, or the cumulative fuel injection amount. Etc. are counted as parameters suggesting the current temperature of the catalyst 41, and the smaller the parameter is, the more the ignition timing is retarded (assuming that the current temperature of the catalyst 41 is low), and the more the parameter is increased (catalyst 41). The ignition timing is advanced (assuming that the current temperature is high). Of course, if a temperature sensor for detecting the temperature of the catalyst 41 is provided, the ignition timing during the correction control can be adjusted according to the current temperature of the catalyst 41 actually measured through the temperature sensor.

Then, in step S2, under the same conditions as the current temperature of the catalyst 41, the higher the atmospheric pressure is, the more the ignition timing is retarded, and the lower the atmospheric pressure is, the more the ignition timing is advanced (retard angle). Reduce the amount of correction).

As a result of the retard correction of the ignition timing, the opening degree of the throttle valve 32 during the correction control increases as the ignition timing retards and decreases as the ignition timing advances (step S3). As already described, during idle operation of the internal combustion engine 100, the opening degree of the throttle valve 32 is operated according to the deviation between the actually measured engine rotation speed and the target idle rotation speed, but if the deviations are the same, it is large. The lower the pressure, the smaller the opening degree of the throttle valve 32 by the amount that the ignition timing advances.

In short, in step S2, the lower the atmospheric pressure at that time, the more the ignition timing is advanced by reducing the opening degree of the throttle valve 32 and reducing the intake negative pressure generated downstream of the throttle valve 32 in the intake passage 3. This is to increase the pressure so that the necessary negative pressure can be supplied to the brake booster 8.

As shown in FIG. 4, in the ECU 0 of the present embodiment, a command to operate the air conditioner 5 is given by a passenger including the driver of the vehicle (step S4), and the compressor 51 is operated to compress the refrigerant. (Step S5), the magnet clutch 6 is engaged, and the crankshaft of the internal combustion engine 100 and the compressor 51 are connected (step S8). As a result, the engine torque output by the internal combustion engine 100 is supplied to the compressor 51, the compressor 51 rotates, and the amount and pressure of the refrigerant discharged by the compressor 51 increase. The command to operate the air conditioner 5 is given, for example, by the passenger operating the air conditioner switch provided in the cockpit to ON by hand. The situation in which the compressor 51 should be operated is typically when the temperature at or near the evaporator 56 rises above the required operating condition temperature.

Then, in a situation where the operation of the compressor 51 should be stopped, the engagement of the magnet clutch 6 is released, and the crankshaft of the internal combustion engine 100 and the compressor 51 are disconnected (step S10). As a result, the engine torque output by the internal combustion engine 100 is not supplied to the compressor 51, the rotation of the compressor 51 is stopped, and the refrigerant is not compressed. That is, the output of the compressor 51 is cut, that is, the discharge amount and the discharge pressure of the refrigerant by the compressor 51 are reduced as compared with the state in which the magnet clutch 6 is engaged. The situation in which the operation of the compressor 51 should be stopped is typically when the temperature of the evaporator 56 or its vicinity drops below the required cut condition temperature. If the temperature of the evaporator 56 or its vicinity is already sufficiently low, the cooling performance of the air conditioner 5 is sufficiently ensured even if the output of the compressor 51 is cut. Normally, the cut condition temperature is a lower value than the operating condition temperature.

Incidentally, when the compressor 51 is operated (step S8), the ECU 0 opens the throttle valve 32 for the same accelerator pedal depression amount than when the compressor 51 is not operated (unless the fuel is currently being cut or idle stop is being performed). The degree is further expanded to increase the amount of air sucked into the cylinder 1 and the amount of fuel injection (step S9). As a result, the engine torque output by the internal combustion engine 100 is increased to supplement the engine torque consumed by the compressor 51.

However, the compressor 51 should be operated to perform the compression of the refrigerant (step S5). For example, even if the temperature of the evaporator 56 or its vicinity is equal to or higher than the operating condition temperature, the negative pressure currently stored in the brake booster 8 is negative. If the magnitude of the pressure is below the threshold value (step S7), the compressor 51 is stopped without being operated (step S10). When the magnitude of the negative pressure stored in the brake booster 8 is below the threshold value in step S7, it means that the constant pressure chamber pressure of the brake booster 8 is higher than the threshold value and is close to the atmospheric pressure. If the compressor 51 is stopped, step S9 is not executed, the opening degree of the throttle valve 32 is reduced, the intake negative pressure generated downstream of the throttle valve 32 in the intake passage 3 is increased, and the pressure is supplied to the brake booster 8. The negative pressure to be done can be secured.

Therefore, the ECU 0 sets a threshold value to be compared with the negative pressure in the brake booster 8 in step S7 (step S6), and the lower the atmospheric pressure at that time, the lower the threshold value. Reducing the threshold value in step S6 means that the threshold value to be compared with the constant pressure chamber pressure of the brake booster 8 is brought closer to the atmospheric pressure.

In the highlands where the atmospheric pressure is lower than the standard atmospheric pressure, the throttle valve 32 tends to be opened wider than in the lowlands in order to take in a necessary and sufficient amount of oxygen into the combustion chamber of the cylinder 1 during the operation of the internal combustion engine 100. .. When the threshold value to be compared with the negative pressure in the brake booster 8 is set to a value equivalent to that on flat ground even in highlands, the difference between the negative pressure in the brake booster 8 and the threshold value is constantly reduced, and in step S7. It becomes easier for the conditions to be met. As a result, the compressor 51 is frequently stopped in the highlands, the air conditioning performance in the vehicle interior by the air conditioner 5 deteriorates, the vehicle behavior vibrates in a jerky manner, and the magnet clutch 6 is engaged / disconnected. There is a risk of repeated noise.

Therefore, in the present embodiment, in step S6, the threshold value is adjusted according to the magnitude of the current atmospheric pressure to suppress the frequency of stopping the operation of the compressor 51 in the highlands.

In the present embodiment, the internal combustion engine 100 is mounted, and the brake booster 8 that stores the intake negative pressure generated downstream of the throttle valve 32 in the intake passage 3 of the internal combustion engine 100 and uses the negative pressure to boost the brake pedal effort. Is a control device 0 for controlling the vehicle to which the vehicle is attached, and immediately after the internal combustion engine 100 mounted on the vehicle is cold-started, the ignition timing of the air-fuel mixture in the cylinder 1 is further retarded. Moreover, the correction control for increasing the intake air amount and the fuel injection amount by further expanding the opening degree of the throttle valve 32 is performed, and in the correction control, when the atmospheric pressure at the place where the vehicle is located is low. The vehicle control device 0 is configured to advance the ignition timing and reduce the opening degree of the throttle valve as compared with the case where the atmospheric pressure is higher.

According to the present embodiment, in a high place where the atmospheric pressure is low, the opening degree of the throttle valve 32 immediately after the cold start of the internal combustion engine 100 is appropriately reduced, and the intake negative pressure to be supplied to the brake booster 8 is sufficiently reduced. Can be secured. Then, it is possible to maintain high drivability of the vehicle and warm up the catalyst 41 as quickly as possible to reduce the amount of harmful substances emitted.

Further, in the present embodiment, the internal combustion engine 100 is mounted, and a brake that stores the intake negative pressure generated downstream of the throttle valve 32 in the intake passage 3 of the internal combustion engine 100 and uses the negative pressure to boost the brake pedal force. A control device 0 to which a booster 8 is attached and which controls a vehicle that operates the compressor 51 by supplying at least a part of the engine torque output by the internal combustion engine 100 to the refrigerant compression compressor 51 of the air conditioner 5. The operation of the compressor 51 is stopped on condition that the magnitude of the negative pressure stored in the brake booster 8 is below the threshold value. The vehicle control device 0 that lowers the threshold value is configured as compared with the case where the pressure is high.

According to the present embodiment, it is possible to avoid the problem that the compressor 51 frequently stops while ensuring the intake negative pressure to be supplied to the brake booster 8 in the highlands where the atmospheric pressure is low, and the air conditioning performance is deteriorated and the vehicle vibrations. Alternatively, the increase in noise can be appropriately suppressed.

The present invention is not limited to the embodiments described in detail above. The specific configuration of each part, the processing procedure, and the like can be variously modified without departing from the spirit of the present invention.

0 ... Control unit (ECU)
100 ... Internal combustion engine 3 ... Intake passage 32 ... Throttle valve 5 ... Air conditioner 51 ... Compressor 6 ... Magnet clutch 8 ... Brake booster f ... Atmospheric pressure signal g ... Negative pressure signal h ... Evaporator temperature signal i ... Ignition signal j ... Fuel Injection signal k ... Opening operation signal m ... Clutch engagement signal

Claims (2)

Control to control a vehicle equipped with an internal combustion engine and equipped with a brake booster that stores the intake negative pressure generated downstream of the throttle valve in the intake passage of the internal combustion engine and uses the negative pressure to boost the brake pedal force. It ’s a device,
Immediately after the internal combustion engine is cold-started, correction control is performed to further retard the ignition timing of the air-fuel mixture in the cylinder and further expand the opening of the throttle valve to increase the intake air amount and fuel injection amount. It is to be carried out
In the correction control, when the atmospheric pressure at the place where the vehicle is located is low, the ignition timing is advanced and the throttle valve opening is reduced as compared with the case where the atmospheric pressure is higher. .. An internal combustion engine is installed, and a brake booster is installed that stores the intake negative pressure generated downstream of the throttle valve in the intake passage of the internal combustion engine and uses the negative pressure to boost the brake pedal effort, and also outputs the internal combustion engine. A control device that controls a vehicle that operates a compressor by supplying at least a part of engine torque to a compressor for compressing refrigerant in an air conditioner.
The operation of the compressor is stopped on condition that the magnitude of the negative pressure stored in the brake booster falls below the threshold value.
A vehicle control device that lowers the threshold when the atmospheric pressure at the place where the vehicle is located is low, as compared with the case where the atmospheric pressure is higher.

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