JP3475612B2 - Vehicle accessory control device - Google Patents

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle auxiliary equipment control device, and more particularly to an auxiliary equipment control technique for reducing the brake pedal depression force when the engine is cold.

[0002]

2. Description of the Related Art Generally, in a vehicle equipped with an air conditioner, the startability and acceleration of the engine are emphasized, and the control for temporarily stopping the air conditioner compressor is performed at the time of starting or acceleration. . Further, in the braking device, in order to reduce the brake pedal depressing force when the driver brakes, for example, a braking vacuum booster (negative pressure booster) that uses an intake negative pressure of the engine as a drive source, That is, doubling the braking force is generally performed.

[0003]

By the way, when the engine is cold, such as immediately after the engine is started, the lubricating oil temperature of the engine is low and the rotational resistance of the engine itself is large, so that the engine output at the time of idling should be increased. The intake air flow rate is controlled to increase. On the other hand, even when the load of auxiliary machinery (air conditioner, torque converter, power steering, etc.) that uses engine power as a drive source is applied to the engine during idling, the intake air flow rate should be increased to increase the engine output commensurate with the load drive. The amount is increased.

Therefore, when the engine is cold and the auxiliary machinery is driven in an idle state as described above, the increase in the two intake air flow rates overlaps each other, so that the throttle valve (in the case where the idle control valve is provided, the idle valve is idle). The control valve will be controlled to be opened considerably wide. When the brake pedal is depressed to perform braking in such a state, the intake negative pressure does not increase because the throttle valve (idle control valve) is considerably wide open as described above, and the required pedal force of the brake pedal increases. There was a problem to do.

In view of the above conventional problems, therefore, the present invention controls the operation of an auxiliary machine using an engine output as a drive source so that a large suction negative pressure can be obtained during engine cooling and deceleration. By doing so, it is an object of the present invention to provide a technique for reducing the brake pedal depression force.

[0006]

Therefore, according to the invention described in claim 1, as shown in FIG. 1 (a), a brake vacuum booster A using a suction negative pressure of the engine as a drive source, and an engine output. And an intake air flow rate control means C for increasing the intake air flow rate to the engine when the auxiliary machine is in an operating state and stopping the increase of the intake air flow rate when the auxiliary machine is in a non-operating state.
And a deceleration detection unit E that detects that the vehicle is in a deceleration state, and a cooling machine detection unit D that detects that the engine is in a deceleration state. The auxiliary machine stopping means F temporarily stops the operation of the auxiliary machine when it is detected that the vehicle is in the cold state and the vehicle is in the decelerating state.

With this arrangement, when the engine is cold and the engine is decelerating, the auxiliary machine is temporarily stopped, so that the intake air flow rate increase for the drive of the auxiliary machine is stopped, so that the suction negative pressure can be increased. Therefore, the pedal effort of the brake pedal can be reduced. The invention according to claim 2 is shown in FIG.
As shown in FIG. 5, a brake vacuum booster G that uses the suction negative pressure of the engine as a drive source, an auxiliary machine H that uses the engine output as a drive source,
In a vehicle provided with an intake air flow rate control means I for increasing the intake air flow rate to the engine in the operating state of the auxiliary machine and stopping the increase of the intake air flow rate in the non-operating state of the auxiliary machine, the engine is cooled. The cold machine detecting means J for detecting the state, the deceleration detecting means K for detecting that the vehicle is in the decelerating state, and the rotational speed detecting means L for detecting the engine rotational speed.
When the engine is in a cold state by the cold machine detecting means and the deceleration detecting means, and the vehicle is in a decelerating state, and the rotation speed detected by the rotation speed detecting means is less than a predetermined value. Auxiliary machine stopping means M for temporarily stopping the operation of the auxiliary machine.

With this configuration, the throttle valve (or idle control valve) is operated when the engine speed is equal to or higher than the predetermined value.
Since the suction negative pressure is large even if is open a little, it is possible to prevent unnecessary temporary stop of the auxiliary equipment. According to a third aspect of the present invention, the cold machine detecting means includes temperature detecting means for detecting an engine temperature, and cold machine determining means for determining that the engine is in a cold state when the detected engine temperature is equal to or lower than a predetermined value. It is configured to include.

In this way, based on the engine temperature,
It can be determined whether the engine is cold.
According to a fourth aspect of the present invention, the deceleration detecting means includes idle detecting means for detecting an idle state of the engine, vehicle speed detecting means for detecting a vehicle speed, and an idle state is detected, and
Deceleration determining means for determining that the vehicle is in a decelerating state when the detected vehicle speed is equal to or higher than a predetermined value.

In this way, the accelerator pedal is released at a vehicle speed above a certain level during deceleration, so it is possible to judge whether the vehicle is in the decelerated state or not based on the idle state of the engine and the vehicle speed. According to a fifth aspect of the present invention, the accessory is at least one of the accessories having an engine output other than the torque converter of the automatic transmission as a drive source.

With this arrangement, the operability of the vehicle will not be impaired even if the operation of the auxiliary machine using the engine output as the drive source is temporarily stopped. In the invention according to claim 6, the vehicle is
The engine is provided with an idle rotation speed control device that feedback-controls the intake air flow rate so as to achieve a target rotation speed during idle operation of the engine, and when a predetermined time has elapsed after the feedback control of the intake air flow rate by the idle rotation speed control device, The auxiliary machine stop release means for canceling the temporary stop of the auxiliary machine is included.

With this configuration, the temporary stop of the auxiliary machine is released when a predetermined time has elapsed since the feedback control of the intake air flow rate was started. Therefore, if the intake air flow rate that has decreased due to the temporary stop of the auxiliary machine may increase again due to the feedback control and the negative suction pressure may decrease, the temporary stop of the auxiliary machine is stopped.

[0013]

BEST MODE FOR CARRYING OUT THE INVENTION Hereinafter, the present invention will be described in detail with reference to the accompanying drawings. FIG. 2 shows a system configuration as an embodiment of a vehicle accessory control device according to the present invention. The air from the air cleaner 1 passes through the intake duct 2, and is interposed in a throttle valve 3 that is interposed in the intake duct 2 and that interlocks with an accelerator pedal not shown, and an auxiliary air passage 4 that bypasses the throttle valve 3. The electromagnetic idle control valve 5 is sucked into the internal combustion engine 6. On the other hand, fuel is intermittently injected from a fuel injection valve 8 installed in the intake manifold 7 in synchronization with engine rotation, mixed with the intake air, and sucked into the cylinder.

The idle control valve 5 is controlled by a drive signal from a control unit 9 containing a microcomputer, and the engine intake air flow rate during idle operation is controlled via the opening of the idle control valve 5. There is. Signals from various sensors for determining the operation of the auxiliary machine are input to the control unit 9.
As various sensors, an air conditioner switch 10 that is turned on when an air conditioner is used, an idle switch 11 attached to the throttle valve 3 and turned on at an idle position (fully closed position) of the throttle valve 3 (idle detection means) ,
A vehicle speed sensor 12 for detecting the vehicle speed V (vehicle speed detecting means), is provided, such as a water temperature sensor 13 for detecting the cooling water temperature T _W representing the provided engine temperature to the water jacket of the internal combustion engine 6 (temperature detecting means) There is.

Further, the negative pressure booster 14 (brake vacuum booster) for doubling the braking force at the time of braking to reduce the brake pedal depression force is supplied with suction negative pressure from the intake manifold 7 as a drive source thereof. It is supplied by a vacuum pipe 16 with a check valve 15 interposed. The check valve 15 reduces negative pressure fluctuations in the negative pressure booster 14, maintains a high degree of vacuum, and, in an engine that injects fuel into the intake system, the negative pressure booster 14 of the fuel.
To prevent inflow. The negative pressure booster 14 is supplied with a suction negative pressure by a check valve 15 and a vacuum pipe 16 functioning as a negative pressure chamber to form a negative pressure accumulator.

Further, the air conditioner relay 17 and the air conditioner switch 10 for turning on / off a typical air conditioner compressor (not shown), which is a typical auxiliary machine, are drive-controlled by a drive signal from the control unit 9. The intake air flow rate during idle operation is controlled to increase or decrease in conjunction with the turning on / off of the air conditioner switch 10.

The control unit 9 has a function as an intake air flow rate control means, a cooling machine determining means, a deceleration determining means, an auxiliary machine stopping means, and an auxiliary machine stop releasing means.
By the way, as described above, when the engine is idling in the cold state, the rotational resistance of the engine is large. Therefore, it is necessary to increase the intake air flow rate (auxiliary air flow rate) in order for the engine to rotate stably. Moreover, when the auxiliary equipment such as the air conditioner is driven, it is necessary to further increase the intake air flow rate, so that the opening degree of the idle control valve 5 is controlled to a considerably large degree. In such a case, since the suction negative pressure is low (specifically, about -300 to -250 mmHg), the pedal effort of the brake pedal cannot be sufficiently reduced.

Therefore, the control unit 9 judges the deceleration state when the engine is cold based on the signals from the air conditioner switch 10, the idle switch 11, the vehicle speed sensor 12 and the water temperature sensor 13, and when it judges that the engine is in the deceleration state. In order to prepare for braking, the air conditioner compressor as one of the auxiliary machines is temporarily stopped (hereinafter referred to as air conditioner cut control) in order to secure a negative pressure capable of sufficiently reducing the brake pedal depression force by the negative pressure booster 14. With
The opening degree of the idle control valve 5 is decreased to stop increasing the intake air flow rate.

In this way, the opening degree of the idle control valve 5 decreases, and the suction negative pressure increases accordingly.
Next, the air conditioner cut control will be described (including the intake air flow rate reduction control for stopping or reducing the increase of the intake air flow rate corresponding to the air conditioner load corresponding to the air conditioner cut control). First, the conditions for performing the air conditioner cut control and the conditions for canceling the air conditioner cut control will be described.

The conditions for performing the air conditioner cut control are:
Based on the signals from the idle switch 11, the vehicle speed sensor 12, and the water temperature sensor 13, (1) the idle switch 11 is turned on (that is, when the throttle valve 3 is fully closed). (2) The vehicle speed V is a predetermined value (for example, 30 km / h). ) Or more (3) When all three conditions of the cooling water temperature T _W being a predetermined value (for example, 60 ° C.) or less are satisfied, that is, (1) and
This is when the vehicle is decelerated in (2) and the cold state is in (3).

On the other hand, the conditions for canceling the air conditioner cut control are as follows: (4) When one or more of the above three conditions are no longer satisfied (5) When a predetermined time has elapsed since the idle rotation speed control was started (6 ) When any one of the predetermined times has elapsed since the start of the air conditioner cut control, that is, (4) or
It is when (5) or (6) is reached.

As another control, the control for prohibiting the air conditioner cut control is performed for a predetermined time after the end of the air conditioner cut control to prevent the air conditioner cut control from being frequently performed. The contents of such air-conditioner cut control will be described with reference to the flowchart of FIG. This control is executed every fixed time (for example, every 100 msec).

In step 1 (abbreviated as S1 in the drawing; the same applies hereinafter), it is determined whether the air conditioner switch 10 is on, that is, whether the air conditioner is being used. Then, when the air conditioner is being used, the routine proceeds to step 2, and when the air conditioner is not being used, there is no need to perform the air conditioner cut control, so this routine is ended. In step 2, the transmission of the vehicle equipped with the air conditioner cut control device is operated by an automatic transmission (hereinafter referred to as A
/ T)), and if A / T, proceed to step 3, and if manual transmission (hereinafter abbreviated as M / T), end this routine. A / C does not perform air-conditioner cut control in M / T
This is because a torque converter having a large engine load such as T is not provided, so that the operating negative pressure of the negative pressure booster 14 can be secured without performing the air conditioner cut control. Whether or not this is A / T can be determined, for example, by providing a flag indicating the type of transmission in the ROM table constituting the control unit 9. By making such a determination, the A / T and M / T air conditioner cut control can be performed by the same program.

In step 3, conditions for performing air-conditioner cut control (refer to the above-mentioned air-conditioner cut control conditions (1) to (3))
If the condition is satisfied, the process proceeds to step 4, and if the condition is not satisfied, the process proceeds to step 9. In step 4, after the air conditioner cut control is performed (after the end of the air conditioner cut control), a predetermined time BRK
A timer determines whether or not CUT # (for example, 2 seconds) has elapsed. If it has elapsed, the process proceeds to step 5. If it has not elapsed, this routine ends.

In step 5, the constant BRK2TM # representing the air conditioner cut control duration is FFH, that is, 1
It is determined whether or not the hexadecimal FF is set. If it is set, the process proceeds to step 7, and if it is not set, the process proceeds to step 6. This process enables the same program to be used even when the air conditioner cut control duration is not based on the constant BRK2TM # due to the specifications of the vehicle type, etc., but only the elapsed time after the start of ISC control, which will be described later, is performed. is there.

At step 6, it is judged whether or not a predetermined time BRK2TM # has passed after the start of the air conditioner cut control (see the condition for canceling the air conditioner cut control (6)), and if so, the air conditioner cut control should be ended. Proceed to step 9, and if not completed, proceed to step 7. In step 7, the idle switch 11 is turned on, and it is determined whether or not a predetermined time BRKTM # has elapsed since the idle speed control (hereinafter abbreviated as ISC control) was started (the air conditioner cut release condition (5) above). If the time has elapsed, the process proceeds to step 9 to end the air conditioner cut control, and if not, the process proceeds to step 8.

Here, the reason why the control shown in step 7 is performed is that the air conditioner cut control, which is a typical auxiliary machine, is performed.
Although the intake air flow rate decreases by the amount corresponding to the air conditioner load, but if the intake air flow rate then automatically increases again by ISC control, the intake negative pressure may become small (close to atmospheric pressure). Yes, in that case, since the negative pressure can no longer be supplied to the negative pressure accumulator (consisting of the check valve 15 and the vacuum pipe 16 (negative pressure chamber)), in this case, the air conditioner cut control is attempted to be released. is there.

In step 8, since the air conditioner cut control condition is satisfied and the air conditioner cut control release condition is not satisfied, the air conditioner switch 10 and the air conditioner relay 17 are turned off to maintain the air conditioner cut control state.
Then, this routine ends. In step 9, since the air conditioner cut control condition is not satisfied or the air conditioner cut control cancellation condition is satisfied, it is determined whether the air conditioner cut control is being performed. If the air-conditioner cut control is not in progress, the routine ends.

In step 10, it can be determined that the air conditioner cut control release condition (see the above air conditioner cut control release conditions (4) to (6)) is satisfied during the air conditioner cut control. The timer for the control that prohibits the control (processing of step 4) is reset to zero. In step 11, the air conditioner switch 10 is turned on to increase the intake air flow rate corresponding to the air conditioner load, and the predetermined delay time TACDLY #
After (for example, 700 msec), the air conditioner relay 17 is turned on, and then this routine ends.

The timing of turning on / off the air conditioner switch 10 and the air conditioner relay 17 by the air conditioner cut control described above is summarized in the diagram as shown in the timing chart of FIG. Moreover, when such control is performed,
During engine cooling and deceleration, the air conditioner compressor, which is one of the auxiliary devices that use the engine output as a drive source, temporarily stops, so the intake air flow rate decreases by the amount corresponding to the load of the air conditioner compressor, and the throttle The opening degree of the valve (or the idle control valve) is reduced, so that it is possible to secure a negative pressure that can sufficiently reduce the brake pedal depression force.

The effects of the air-conditioner cut control and the intake air flow rate reduction control will be described with reference to the experimental data diagram of FIG. Immediately after starting the engine, the suction negative pressure is about 300 mmHg, and the negative pressure supplied to the negative pressure booster is about 375 mmHg by the maximum negative pressure accumulator having a check valve and a negative pressure chamber. Negative suction pressure is about 350 mm
Hg, supply negative pressure becomes about 440 mmHg. That is, as for the operating negative pressure of the negative pressure booster, the negative pressure increases by about 65 mmHg (Δ1 in the figure), and the brake pedal depressing force can be reduced accordingly. When applied to an actual vehicle, the pedal effort could be reduced by about 15 to 17%. Also, A
The same is true during the travel of the / T D range, as indicated by the difference Δ2 in the suction negative pressure caused by the ON / OFF of the air conditioner.

In this embodiment, the air conditioner compressor is used as an auxiliary machine, but it is also possible to apply it to other auxiliary machines such as an oil pump for power steering and an alternator. In addition, the engine speed N
Is detected, and this rotation speed is a predetermined value (for example, 3000 rp
In the case of m) or more, the auxiliary machinery may not be temporarily stopped even during deceleration. In other words, the control for temporarily stopping the auxiliary machine may be performed only when the engine speed N is less than the predetermined value. The reason for this is that when the rotation speed N is high, a sufficient suction negative pressure can be obtained even if the throttle valve (or the idle control valve) is slightly open.

Further, as the deceleration detecting means for detecting the deceleration state, the acceleration sensor or the vehicle speed V may be differentiated to obtain the acceleration G of the vehicle, and the deceleration state may be determined based on the acceleration G. is there. In addition to this, the condition that the auxiliary machine temporarily stops is based on the pressure in the intake passage directly detected by the pressure sensor or the like, or the opening control value of the throttle valve (or the idle control valve),
It is also possible to specify.

[0034]

As described above, according to the first aspect of the invention, when the engine is cold and the engine is decelerating, an auxiliary machine using the engine output as a drive source, for example, an air conditioner compressor is temporarily stopped. As a result, the intake air increase corresponding to the load of the auxiliary machine is stopped, so that the suction negative pressure increases, and thus the negative pressure that can sufficiently reduce the brake pedal depression force can be secured.

According to the second aspect of the present invention, when the engine speed is equal to or higher than the predetermined value, the suction negative pressure is large even if the throttle valve (or the idle control valve) is opened to some extent by the operation of the auxiliary machine. It is possible to prevent unnecessary temporary stop of auxiliary equipment. According to the third aspect of the invention, since the cold state of the engine is judged based on the engine temperature, the existing sensor can be used, and the cold detecting means can be configured without increasing the cost.

According to the fourth aspect of the invention, since the accelerator pedal is released at a vehicle speed above a certain level during deceleration, the deceleration state can be judged based on the idle state and the vehicle speed. Similarly, the existing sensor can be used, and the deceleration detection means can be configured without increasing the cost. According to the fifth aspect of the present invention, the suction negative pressure can be increased without impairing the operability of the vehicle by temporarily stopping the auxiliary devices of the automatic transmission except the torque converter.

According to the sixth aspect of the invention, since the temporary stop of the auxiliary machine is released when a predetermined time has elapsed since the feedback control of the intake air flow rate was started, the auxiliary machine is reduced by the temporary stop of the auxiliary machine. When the intake air flow rate may increase again due to the feedback control and the intake negative pressure may decrease, it is possible to prevent the auxiliary machine from being temporarily stopped.

[Brief description of drawings]

FIG. 1 is a block diagram of an accessory control device according to the present invention,
(A) shows the invention according to claim 1, and (b) shows the invention according to claim 2.

FIG. 2 System configuration diagram of the above

FIG. 3 is a flowchart of air conditioner cut control according to the present invention.

FIG. 4 (a) is an IS in the timing chart of the above.
When the air conditioner cut control is released after a predetermined time has elapsed after the start of the C control, (b) is when the air conditioner cut control is released when the predetermined time has elapsed after the start of the air conditioner cut control, and the idle switch is turned off in (c). When the air conditioner cut control is canceled due to

FIG. 5 is an experimental data diagram showing the effect of the above.

[Explanation of symbols]

5 Idle control valve 9 Control unit 10 Air conditioner switch 11 Idle switch 12 vehicle speed sensor 13 Water temperature sensor 14 Negative pressure booster 17 Air conditioner relay

Continuation of front page (58) Fields surveyed (Int.Cl. ⁷ , DB name) F02D 29/00-29/06 B60T 13/52 F02D 41/00-45/00

Claims (6)

(57) [Claims] Claim: What is claimed is: 1. A brake vacuum booster using a suction negative pressure of an engine as a driving source, an auxiliary machine using an engine output as a driving source, and an intake air flow rate to the engine is increased while the auxiliary machine is operating. ,
In a vehicle equipped with an intake air flow rate control means for stopping the increase of the intake air flow rate when the auxiliary machine is not operating, a cold machine detection means for detecting that the engine is in a cold state,
Deceleration detection means for detecting that the vehicle is in a deceleration state,
An auxiliary machine stopping means for temporarily stopping the operation of the auxiliary machine when the engine is in the cold state and the vehicle is in the decelerating state by the cold machine detecting means and the deceleration detecting means. An accessory control device for a vehicle, which is configured. 2. A brake vacuum booster using a suction negative pressure of an engine as a drive source, an auxiliary machine using an engine output as a drive source, and increasing the intake air flow rate to the engine in the operating state of the auxiliary machine. ,
In a vehicle equipped with an intake air flow rate control means for stopping the increase of the intake air flow rate when the auxiliary machine is not operating, a cold machine detection means for detecting that the engine is in a cold state,
Deceleration detection means for detecting that the vehicle is in a deceleration state,
Rotation speed detection means for detecting the engine rotation speed, the cold machine detection means and the deceleration detection means detects that the engine is in a cold state, and the vehicle is in a deceleration state, and is detected by the rotation speed detection means. An auxiliary machine control device for a vehicle, comprising: an auxiliary machine stop means for temporarily stopping the operation of the auxiliary machine when the rotation speed is less than a predetermined value. 3. The cold machine detecting means includes temperature detecting means for detecting an engine temperature, and cold machine determining means for judging that the engine is in a cold state when the detected engine temperature is equal to or lower than a predetermined value.
The auxiliary device control device for a vehicle according to claim 1 or 2, wherein the auxiliary device control device is configured to include the following. 4. The deceleration detecting means, an idle detecting means for detecting an idle state of the engine, a vehicle speed detecting means for detecting a vehicle speed, an idle state is detected, and the detected vehicle speed is a predetermined value or more. The deceleration determination means for determining that the vehicle is in a decelerating state at times, and the auxiliary device control device for the vehicle according to any one of claims 1 to 3. 5. The auxiliary machine according to claim 1, wherein the auxiliary machine is at least one of the auxiliary machines having an engine output other than a torque converter of an automatic transmission as a drive source.
The accessory control device for a vehicle according to any one of the above. 6. The vehicle includes an idle rotation speed control device that feedback-controls an intake air flow rate so as to achieve a target rotation speed when the engine is idle, and the idle rotation speed control device starts feedback control of the intake air flow rate. The vehicle according to any one of claims 1 to 5, characterized in that the vehicle is configured to include auxiliary device stop releasing means for releasing a temporary stop of the auxiliary device when a predetermined time has elapsed. Accessory control device.