JP3659037B2 - Control device for vehicle air conditioner - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a control device for a vehicle air conditioner for heating or cooling a room in a vehicle, and more particularly to a control device for a vehicle air conditioner equipped with an internal combustion engine as a power source.
[0002]
[Prior art]
As is well known, most vehicles currently traveling use an internal combustion engine as a power source, and most of them are internal combustion engines of a type that burns fossil fuels such as gasoline engines and diesel engines. A general requirement for this type of vehicle is low fuel consumption, that is, good fuel economy. Recently, an internal combustion engine has been installed from the perspective of global fuel depletion and environmental conservation. There is a strong demand to improve the fuel efficiency of vehicles running.
[0003]
Conventionally, various technologies for meeting such demands have been developed. As an example, attempts have been made to improve fuel efficiency by simultaneously controlling not only an internal combustion engine but also a transmission connected thereto. ing. For example, the invention described in Japanese Examined Patent Publication No. 3-72867 is a control device for an engine and a continuously variable transmission connected to the engine, and obtains a target drive force from an accelerator pedal depression amount and a vehicle speed, and the target drive A target engine output, a target throttle opening, and a target engine speed corresponding to the force are respectively obtained, and a target speed ratio is obtained based on the target engine speed and the vehicle speed. In the device described in this publication, the target engine output and the target gear ratio are determined based on an optimum fuel consumption curve.
[0004]
[Problems to be solved by the invention]
Incidentally, the internal combustion engine mounted on the vehicle is not only a power source for running, but also a heat source for heating the interior of the vehicle, and a power source for cooling. It is also a power source for obtaining. Therefore, the load on the internal combustion engine is not only applied by traveling, but is also applied to the internal combustion engine by driving these so-called auxiliary machines.
[0005]
The device described in the above-mentioned publication controls the driving state of the engine so as to change along the optimum fuel consumption curve based on the so-called traveling state such as the throttle opening and the vehicle speed. Depending on the driving state, the fuel consumption deteriorates, or conversely, although the fuel consumption is good, there is a possibility that inconvenience may occur in the driving state of the accessories. In particular, in an air conditioner that cools and cools the passenger compartment, heating is performed by the heat generated by the internal combustion engine, specifically, the heat of the cooling water of the internal combustion engine, and the compressor is driven by the internal combustion engine for cooling. Therefore, if the internal combustion engine is operated only along the optimal fuel consumption curve based on the driving conditions such as the accelerator opening and the vehicle speed, heating or cooling required due to insufficient heat generation or compressor drive amount is required. May not be possible.
[0006]
In order to eliminate such inconvenience, if the output of the internal combustion engine is constantly increased, it is possible to perform air conditioning that meets the demand even when the degree of demand for heating and cooling is large. However, such control not only increases the amount of fuel consumed in the internal combustion engine, but also heat and cold generated for heating or cooling when the required degree of cooling and heating is small to the outside of the passenger compartment. In other words, there is a disadvantage that fuel efficiency is deteriorated.
[0007]
This invention was made against the background of the above circumstances, and an object thereof is to provide a control device for a vehicle air conditioner that can perform heating or cooling as necessary without deteriorating fuel consumption. To do.
[0008]
[Means for Solving the Problem and Action]
  In order to achieve the above object, the invention of claim 1In a control apparatus for a vehicle air conditioner having a cooler that cools air sent to a passenger compartment by being driven at a predetermined lower limit temperature or higher, the inertial deceleration of the vehicle that travels at a reduced speed by closing a throttle valve in an internal combustion engine Deceleration detecting means for detecting a running state, and a cooler for setting the lower limit temperature lower than that when the inertia decelerating running state of the vehicle is not detected when the inertia decelerating running state of the vehicle is detected by the deceleration detecting means And a control unit for a vehicle air conditioner.
According to a second aspect of the present invention, the inertial deceleration traveling state of the vehicle is further determined on condition that fuel supply to the internal combustion engine is stopped. It is a control apparatus of a vehicle air conditioner.
[0009]
  Therefore billingItem 1 or 2According to the inventionWhen the vehicle travels with inertial force and decelerates, the lower operating temperature of the cooler becomes lower, and accordingly, the operating time of the cooler becomes longer, that is, the amount of recovered traveling inertia energy of the vehicle is increased. Become more. At the same time, the lower operating temperature of the cooler lowers, resulting in a part having a lower temperature than during normal operation. As a result, heat storage is performed as so-called cold heat, which can be used for the next cooling. Therefore, the amount of heat required for cooling at least in the initial stage of cooling again is reduced, and effective use of energy is achieved.Fuel consumption is improved.
[0010]
  Also billedItem 3InventionThe control device for a vehicle air conditioner is connected to a continuously variable transmission capable of continuously changing a gear ratio on the output side of the internal combustion engine, and performs heating by heat generated in the internal combustion engine, Heating amount determination means for determining whether the required amount of heat for heating is excessive or insufficient, and when the heating amount determination means determines that the amount of heat is insufficient, the non-existing unit is configured to increase the rotational speed of the internal combustion engine. 3. The vehicle air conditioner control device according to claim 1, further comprising a gear ratio control means for controlling a gear ratio of the step transmission.
[0011]
  Therefore billingItem 3According to the inventionAs the rotation speed control of the internal combustion engine, when it is determined that the amount of heating heat is insufficient, the rotation speed increase control based on the determination result is executed. In this case, since the operation of the internal combustion engine is promoted, the amount of heat generated in the internal combustion engine increases, and the required amount of heating heat is ensured. Since this control is limited to a case where the determination that the amount of heating heat is insufficient is satisfied, situations such as unnecessarily consuming fuel or excessively generating heat to dissipate heat are avoided, thereby improving fuel efficiency.
[0012]
  In addition, billingItem 4InventionThe control device for a vehicle air conditioner is provided with a cooling compressor connected to a continuously variable transmission capable of continuously changing a gear ratio on the output side of the internal combustion engine and driven by the internal combustion engine. When the cooling degree determination means for determining the required cooling degree with respect to the cooling request and the relatively low cooling degree are determined by the cooling degree determination means, the operation range of the compressor is determined to be high. The continuously variable operation region setting means that becomes narrower on the high-rotation side than the case where the cooling is performed, and the steplessly so as to increase the rotational speed of the internal combustion engine when a relatively large cooling degree is determined by the cooling degree determination means. The vehicle-use vehicle according to any one of claims 1 to 3, further comprising a gear ratio setting means for controlling a gear ratio of the transmission. As the control device for the conditioner.
[0013]
  Therefore, billingItem 4According to the inventionWhen the required degree of cooling is small, the operating range of the compressor at a high rotational speed is narrowed. As a result, the operating period of the compressor is shortened, and at the same time, the operating period on the high rotational speed side having poor operating efficiency is shortened, so that excessive operation or inefficient driving of the compressor is avoided and fuel efficiency is improved. On the other hand, when the degree of request for cooling is high, the number of revolutions of the internal combustion engine is increased only at that time, so that quick cooling according to the request can be performed without particularly deteriorating the fuel consumption.
[0014]
DETAILED DESCRIPTION OF THE INVENTION
Next, the present invention will be described based on a specific example shown in the drawings. First, an example of a vehicle drive system and control system targeted by the present invention will be described with reference to FIG. 10. A torque converter (T / T) is connected to the output side of an internal combustion engine (engine) 1 such as a gasoline engine or a diesel engine. C) A continuously variable transmission 4 is connected via 2 and a forward / reverse switching mechanism 3. The engine 1 is configured to be able to electrically control a throttle opening, a fuel supply amount, an air-fuel ratio, and the like with respect to a depression amount of an accelerator pedal (not shown). The engine 1 is a water-cooled engine, and is configured to be maintained at a predetermined temperature or less by circulating cooling water.
[0015]
The torque converter 2 supplies a spiral flow of oil generated by the rotation of the pump impeller to the turbine runner and rotates the turbine runner by the spiral flow of oil, thereby generating torque between the pump impeller and the turbine runner. The reaction force torque is generated by changing the flow direction of oil flowing back from the turbine runner to the pump impeller by a stator supported via a one-way clutch, thereby amplifying the transmission torque. It is a thing of the well-known structure comprised. The pump impeller is connected to the engine 1, and the turbine runner is connected to the forward / reverse switching mechanism 3. In addition, the torque converter 2 provided with the lockup clutch which transmits a torque directly between the pump impeller and a turbine runner can also be used.
[0016]
The forward / reverse switching mechanism 3 is provided because the continuously variable transmission 4 does not have a torque reversing function, and a mechanism mainly composed of a planetary gear mechanism can be employed as an example.
[0017]
The continuously variable transmission 4 is a transmission that can continuously change the gear ratio. In the example shown in FIG. 10, a belt-type continuously variable transmission 4 is employed. The belt-type continuously variable transmission 4 includes a driving pulley 5 and a driven pulley 6 which are constituted by a pair of fixed sheave and movable sheave that can be moved toward and away from each other by hydraulic pressure, and are belts wound around these pulleys 5 and 6. 7 is a known transmission configured to continuously change the gear ratio by changing the winding radius of 7 by changing the groove width of the pulleys 5 and 6. In the continuously variable transmission 4, for example, the movable sheave of the driven pulley 6 is given a hydraulic pressure according to the input torque to apply a tension suitable for the input torque to the belt 7, and in this state, the drive pulley 5 can be moved. This is executed by setting the predetermined gear ratio by controlling the groove width, that is, the winding radius, by setting the oil pressure to the sheave to a pressure corresponding to the gear change command. A hydraulic control circuit 8 is provided to perform such hydraulic control.
[0018]
  A reduction gear 9 is provided on the output side of the continuously variable transmission 4. That is, since the continuously variable transmission 4 transmits torque by the frictional force between the pulleys 5 and 6 and the belt 7, there is a limit to the torque that can be transmitted, and therefore the power output from the continuously variable transmission 4 is limited. By decelerating with the reduction gear 9, it is comprised so that the drive torque required for driving | running | working may be obtained. And this reducer 9Dynamic gearIt is connected to left and right drive wheels 11 via a device (differential) 10.
[0019]
  An air conditioner 12 using the engine 1 as a heat source and a power source is provided. That is, the compressor 13 is connected to a rotating shaft such as a crankshaft of the engine 1 through clutches (not shown). The compressor 13 forms a part of a cooling cycle using a refrigerant, and a condenser 14 that is pressurized and dissipates heat from the refrigerant whose temperature has been increased is connected to the discharge side of the compressor 13. Further, an evaporator 15 is connected to the discharge side of the condenser 14 so that the adiabatic and expanded refrigerant absorbs heat from the outside and evaporates. The evaporator 15 communicates with the suction side of the compressor 13. In addition, a heater core that heats the outside air by circulating the cooling water of the engine 1.A33The engine 1 is provided in communication with the cooling water system.
[0020]
The engine 1, the continuously variable transmission 4, and the air conditioner 12 are configured to be electrically controlled, and electronic control units (ECUs) 16, 17, and 18 are provided for that purpose. These electronic control units 16, 17, and 18 are mainly composed of so-called microcomputers, and perform operations according to input data, prestored data, and prestored programs. A command signal corresponding to the calculation result is output. These electronic control units 16, 17, and 18 are connected to each other so that data can be transmitted.
[0021]
  That is, the engine electronic control unit (E / G-ECU) 16 receives data such as the vehicle speed V, the accelerator opening degree Acc, the engine speed NE, the engine water temperature Tw, and the like, and the engine electronic control unit (E / G-). ECU) 16 is configured to output a command signal for controlling the opening degree, fuel injection amount, ignition timing, etc. of a throttle valve (not shown) by performing calculations based on these input data. . The transmission electronic control unit (CVT-ECU) 17 performs a calculation based on input data such as the vehicle speed V, the accelerator opening Acc, the engine speed NE, the engine water temperature Tw, and the like. A signal for setting the tension of the belt 7 is output. Further, an air conditioning electronic control unit (A / C-ECU) 18 includes a solar radiation sensor 19, an outside air temperature sensor 20, an inside air temperature sensor 21, and a downstream side of the evaporator 15.(Back)The air temperature sensor 22 arranged in the is connected. The air-conditioning electronic control unit 18 is configured to perform a calculation based on data input from the sensors 19, 20, 21, and 22 and output a drive control signal for the compressor 13.
[0022]
  FIG. 11 is a configuration diagram of an example of an air conditioner targeted by the present invention, and the intake air is arranged on the upstream side and the passenger compartment side upstream of the blower 30 where the air flow is switched stepwise or continuously by manual operation. An inside / outside air damper 31 for switching to is arranged. The inside / outside air damper 31 operates by operating a lever (not shown), and is configured to switch the intake air between outside air and vehicle interior air stepwise or continuously in a range of 0% to 100%. . Further, the evaporator 15 described above is arranged on the downstream side of the blower 30, and the heater core 33 is arranged on the downstream side of the evaporator 15 via the air mix damper 32. This heater core33 isA heat exchanger for circulating the cooling water of the engine 1 and heating the air by the heat, and the air mix damper 32 is disposed between the heater core 33 and the evaporator 15. That is, the air mix damper 32 is a damper for switching between the amount of air passing through the heater core 33 and the amount of air bypassing the heater core 33, and is linked to a temperature adjusting lever (not shown) provided in the vehicle interior. Is configured to do.
[0023]
Further, on the downstream side of the heater core 33, there are a face damper 34 for blowing air toward the upper body of the passenger sitting on the driver and passenger seat, a foot damper 35 for blowing air toward the feet, and a windshield. A defroster damper 36 for preventing fogging is provided. These dampers 34, 35, and 36 are configured to be interlocked with a select lever (not shown) provided in the vehicle interior.
[0024]
The blower 30 is connected to a speed sensor 37 for detecting the operating state, more specifically, the amount of blown air, and its output signal is input to a central processing unit (CPU) 38. In addition, a damper opening sensor 39 that detects the operating state of the air mix damper 32 and outputs a signal is provided, and this damper opening sensor 39 is connected to the CPU 38. Further, a mode sensor 40 for detecting a blowing mode from the open / closed states of the face damper 34, the foot damper 35 and the defroster damper 36 is provided, and the mode sensor 40 is connected to the CPU 38. A signal is output from the CPU 38 to the electronic control unit 18 for air conditioning.
[0025]
As described above, the vehicle interior is heated using the heat generated by the engine 1. However, there are cases where the engine 1 has not been sufficiently warmed up, the degree of heating requirement is low, or on the contrary, the control device according to the present invention does not deteriorate fuel consumption. In order to satisfy the request quickly, the following control is performed.
[0026]
FIG. 1 shows an example. First, in step S1, it is determined whether or not a mode in which the heating temperature is relatively high is set. Specifically, it is determined whether any one of the foot (FOOT) mode, the face defroster (F / D) mode, and the defroster (DEF) mode is selected. The output signal can be determined.
[0027]
If an affirmative determination is made in step S1 because a relatively high heating temperature is required, whether or not the air flow rate of the blower (blower) 30 is relatively large, specifically, the air flow rate is high. It is determined whether (Hi) or medium 2 (M2) is selected (step S2). This can be determined based on the driving state of the blower 30 detected by the speed sensor 37.
[0028]
If an affirmative determination is made in step S2, the required degree of heating is a state in which the temperature is high and the air flow rate is large. In this case, it is determined whether or not the engine water temperature Tw is equal to or higher than a predetermined reference temperature α ( Step S3). Here, the reference temperature α is a temperature after the warm-up of the engine 1 is completed, and is about 85 ° C. as an example. If an affirmative determination is made in step S3 because the warm-up of the engine 1 has been completed, the gear ratio of the continuously variable transmission 4 is set to a rotational speed at which the engine rotational speed NE is the best fuel economy at room temperature ( Step S4).
[0029]
The output (power) of the engine 1 is represented by the product of the rotational speed and the torque. The fuel consumption for obtaining a constant output varies depending on the engine rotational speed NE, and the driving state at the best fuel consumption is unambiguous. It is decided. An example of this is shown in FIG. 2, and the closed curve and the curve that is gradually widened around the closed curve are the fuel consumption (iso fuel consumption line) for each throttle opening, and the thick solid line is Represents the best fuel consumption line in consideration of vehicle vibration and noise. In step S4, the rotational speeds of the continuously variable transmission 4 and the engine 1 are controlled in accordance with the best fuel consumption line indicated by the thick solid line in FIG. In other words, driving with an emphasis on fuel efficiency is performed.
[0030]
The degree of heating requirement in this case is a high degree of demand for heating with a high temperature and a large amount of air flow. However, since the engine water temperature Tw is already high and there is a sufficient amount of heat for the required heating, the requirement Heating according to can be performed. That is, it is possible to perform heating that has good fuel efficiency and can quickly respond to demands.
[0031]
On the other hand, if the engine 1 is not warmed up sufficiently and the engine coolant temperature Tw has not reached the reference temperature α, and a negative determination is made in step S3, the engine coolant temperature Tw becomes the second reference temperature β. It is determined whether or not this is the case (step S5). The second reference temperature β is lower than the first reference temperature α described above, and is about 75 ° C. as an example. If an affirmative determination is made in step S5, the engine water temperature Tw has not risen to the warm-up completion temperature, but the warm-up has progressed to some extent. However, in order to perform heating according to the heating request level determined in step S1 and step S2, the engine water temperature, that is, the heater temperature is low, and the amount of heat is insufficient for the required heating. Therefore, if an affirmative determination is made in step S5, the continuously variable transmission is such that the engine speed becomes a speed obtained by adding a predetermined correction value ΔN1 to the CVT minimum control speed at normal temperature after the warm-up is completed. 4 is controlled (step S6). This is shown in broken lines in FIG.
[0032]
Therefore, since the engine speed increases, the engine water temperature Tw rises quickly, and heating according to the degree of heating requirement at that time becomes possible. In this case, the operating state of the engine 1 is an operating state that deviates from the best fuel consumption line. Therefore, while the engine speed increase control in step S6 is being executed, the fuel consumption decreases, but the engine warms up quickly. Accordingly, the determination in step S3 is switched to a positive determination, and at the same time, the engine speed increase control is terminated. That is, since the execution period of the control for increasing the engine speed is short, it is possible to avoid a significant reduction in fuel consumption. Therefore, the correction value ΔN1 for increasing the engine speed (room temperature CVT minimum control speed) is experimentally determined to a value that does not cause a delay in heating and does not deteriorate the fuel consumption as much as possible.
[0033]
Further, when a negative determination is made in step S5, that is, when the engine water temperature Tw is lower than the second reference temperature β, the engine water temperature Tw, that is, the heater temperature is considerably low with respect to the degree of heating required. Since the amount of heat is insufficient for heating, the process proceeds to step S7, where the engine speed is further increased. Specifically, the gear ratio of the continuously variable transmission 4 is controlled so that the engine speed becomes a speed obtained by adding a predetermined correction value ΔN2 (> ΔN1) to the CVT minimum control speed at normal temperature.
[0034]
Therefore, since the engine speed becomes higher than that at the end of warm-up, the engine water temperature Tw rises more quickly, and heating according to the degree of heating demand at that time becomes possible. In this case, since the operating state of the engine 1 is an operating state that deviates from the best fuel consumption line, the fuel consumption decreases while the engine speed increase control in step S7 is being executed, but the warm-up is performed quickly. In step S5 and step S3, an affirmative determination is made sequentially. At the same time, the engine speed is decreased by the correction values .DELTA.N1 and .DELTA.N2, and finally, at room temperature indicated by a thick solid line in FIG. The CVT control rotation speed, that is, the rotation speed conforming to the best fuel consumption curve. That is, since the execution period of the control for increasing the engine speed is short, it is possible to avoid a significant reduction in fuel consumption. Accordingly, even in this case, the correction value ΔN2 for increasing the engine speed is experimentally determined to a value that does not cause a delay in heating and that does not deteriorate the fuel consumption as much as possible.
[0035]
Furthermore, if a negative determination is made in step S2, a relatively small amount is selected as the blowing amount. In this case, the process proceeds to step S8, and it is determined whether or not the engine water temperature Tw is equal to or higher than the second reference value β. That is, since the required air flow rate is relatively small, the degree of required heating becomes medium if the above example is large. Therefore, in this case, the engine water temperature Tw should be equal to or higher than the second reference temperature β. In step S4, the engine speed is controlled to the CVT control speed at normal temperature. Even if the engine water temperature Tw is somewhat low and the engine speed is low, the heating requirement is moderate, so that heating that meets the heating requirement is possible. In other words, the engine 1 does not generate excessive heat for heating, and the fuel efficiency is improved.
[0036]
On the other hand, if a negative determination is made in step S8, the engine water temperature Tw is relatively low even if the degree of required heating is moderate, so the routine proceeds to step 6 where the engine speed ( The normal temperature CVT minimum control rotation number) is increased by the above-described first correction value ΔN1. This is because the required degree of heating is medium, so that it is not necessary to extremely increase the engine speed, and the operation is performed while suppressing the deterioration of the fuel consumption of the engine 1 that meets the required degree of heating.
[0037]
If a negative determination is made in step S1, the process immediately proceeds to step S4 to control the engine speed to the CVT control speed at normal temperature. That is, the engine speed increase control is not executed regardless of the engine water temperature Tw. It has been empirically known that the air temperature can be relatively low in the heating mode other than the foot mode, the foot / defroster mode, and the defroster mode. Therefore, the engine speed is controlled to the CVT control speed at normal temperature, and it is possible to avoid excessive fuel consumption and heat generation in the engine 1.
[0038]
As described above, in the control example shown in FIG. 1, the engine speed is increased and corrected in accordance with the air blowing or heating mode or the required degree of heating including this. Therefore, even if the engine water temperature Tw is low, the engine 1 is not excessively operated only by that, and unnecessary fuel consumption and unnecessary heat dissipation from the engine 1 are avoided. As a result, fuel consumption is improved. Moreover, since the increase control of engine speed is performed according to the request | requirement degree of a heating, the heating according to a request | requirement is possible.
[0039]
Therefore, step S1 and step S2 in the control example shown in FIG. 1 are functional means for determining the degree of heating request, and steps S3, S5, and S8 are functional means for determining whether the amount of heat is excessive or insufficient with respect to the degree of heating request. This corresponds to the heating heat quantity determination means of Item 1. Steps S4, S6, and S7 correspond to functional means for increasing the engine speed according to the excess or deficiency of the amount of heat for heating, that is, the shift control means of claim 1.
[0040]
In step S1 described above, the air blowing mode is determined. However, since the temperature required for each air blowing mode is different, in the end, the air blowing temperature is determined in step S1. Therefore, instead of judging the air blowing mode, the air blowing temperature may be judged directly, and an example thereof is as shown in FIG.
[0041]
The example shown in FIG. 3 is obtained by replacing the determination of the blowing mode in step S1 in FIG. 1 with step S1A for determining whether or not the highest temperature (MAX HOT) is selected as the blowing temperature. Other control processes are the same as the control example shown in FIG. That is, when the highest temperature is selected as the air blowing temperature and an affirmative determination is made in step S1A, the process proceeds to step S2 to determine the air blowing amount. On the other hand, if the determination in step S1A is negative, the requested air blowing temperature is relatively low, so the process proceeds to step S4, where the engine speed is CVT controlled rotation at normal temperature after the warm-up is completed. The transmission ratio of the continuously variable transmission 4 is controlled so as to be a number.
[0042]
Even when the control shown in FIG. 3 is performed, the degree of required heating can be determined from the air temperature and the amount of air supplied. Therefore, as in the control example shown in FIG. Thus, it is possible to reliably prevent the engine speed from being increased unnecessarily and the fuel consumption from being deteriorated accordingly.
[0043]
Further, it is known that the degree of required heating of the passenger compartment varies depending on the outside air temperature. That is, the lower the outside air temperature, the higher the degree of request for heating. Therefore, the degree of request for heating may be determined based on the outside air temperature instead of the air blowing mode or the air blowing temperature and the air blowing amount described above. An example is shown in FIG.
[0044]
The control example shown in FIG. 4 is a control example executed when a heater for heating is used. First, the outside air temperature is determined in step S11. This can be determined based on the detection signal from the outside air temperature sensor 20 described above. If it is determined in step S11 that the outside air temperature Tout is equal to or higher than a predetermined reference temperature τ1 (for example, 0 ° C.), the engine speed NE is continuously variable so as to be the best annual fuel economy speed at normal temperature. The gear ratio of the transmission 4 is set (step S12). This is the same control as step S4 shown in FIGS. That is, since the engine 1 generates a sufficient amount of heat with respect to the required degree of heating, control with an emphasis on fuel efficiency is performed without particularly performing increase control of the engine speed.
[0045]
  On the other hand, outside temperature ToutIs the aboveIf it is determined in step S11 that the temperature is lower than the first reference temperature τ1 and equal to or higher than the second reference temperature τ2 (as an example, −10 ° C.), is the engine water temperature Tw higher than the second reference temperature β? It is determined whether or not (step S13). If the determination in step S13 is affirmative, the continuously variable transmission 4 is set so that the engine speed becomes a speed obtained by adding a predetermined correction value ΔN1 to the CVT minimum control speed at the normal temperature after the warm-up ends. Is controlled (step S14). The control in step S14 is the same as the control in step S6 shown in FIGS. 1 and 2, and therefore the engine speed is increased by a predetermined correction value ΔN1 as indicated by a broken line in FIG.
[0046]
That is, if the outside air temperature Tout is less than the first reference temperature τ1 and the second reference temperature τ2 or more, the heating requirement is relatively high. In this case, the engine water temperature Tw is the second reference temperature β or more. Even so, since the amount of heat is somewhat insufficient with respect to the degree of heating requirement, the engine speed is increased to increase the amount of heat generated in the engine 1. As a result, the engine water temperature Tw rises and heating according to the request is performed.
[0047]
On the other hand, if a negative determination is made in step S13 because the engine coolant temperature Tw is lower than the second reference temperature β, a correction value for increasing the engine speed is set to ΔN2 (step S15). The control in step S15 is the same as the control in step S7 shown in FIGS. 1 and 2, and the amount of increase in the engine speed in the normal temperature state after the warm-up is large. The engine water temperature rises rapidly. As a result, even when the outside air temperature Tout is low and the degree of demand for heating is high, heating according to the demand can be performed quickly. If the engine water temperature Tw rises as the engine speed is increased, an affirmative determination is made in step S13, and thereafter, the increase range of the engine speed is lowered to ΔN1. As a result, excessive increase control of the engine speed is avoided, so that deterioration of fuel consumption is prevented.
[0048]
Further, if it is determined in step S11 that the outside air temperature Tout is lower than the second reference temperature τ2, the process immediately proceeds to step S15, where the engine speed is the second relative to the CVT minimum control speed at normal temperature. The speed ratio of the continuously variable transmission 4 is controlled so that the rotational speed is increased by the correction value ΔN2. That is, since the outside air temperature Tout is considerably low, the degree of demand for heating is severe, and the increase range of the engine speed is increased accordingly. As a result, the amount of heat generated by the engine 1 increases and the engine water temperature rises rapidly. As a result, even when the outside air temperature Tout is low and the degree of demand for heating is high, heating according to the demand can be performed quickly.
[0049]
  The functions of steps S11 and S13 in FIG. 4 correspond to the heating heat quantity determination means of claim 1, andS12, S14, S15 functionsIsThis corresponds to the gear ratio control means of Claim 1. In the control example shown in FIG. 4 as well, since the speed ratio control for increasing the engine speed is executed according to the degree of heating requirement based on the outside air temperature Tout, the engine speed is increased unnecessarily. In addition to this, unnecessary heat dissipation is prevented and fuel efficiency is improved. In addition, since the amount of heat generation is increased by increasing the engine speed in accordance with the degree of heating request, it is possible to perform quick heating according to the request.
[0050]
Although the example mentioned above is an example for the heating apparatus which sets ventilation temperature and ventilation volume by manual operation, this invention is applicable also to the auto air conditioner which controls ventilation temperature and ventilation volume automatically. . The auto air conditioner obtains the required blowing temperature based on the temperature set by the passenger, the internal and external temperatures, the amount of solar radiation, and the like, and controls the air mix damper 32 and the blower 30 described above based on the necessary blowing temperature. It is configured. The required blowing temperature (TAO) is calculated | required by the following formula as an example.
TAO = K1 * Tset-K2 * Tout-K3 * Tin-K4 * Ts + K5
Here, Tset is the set temperature, Tout is the outside temperature, Tin is the inside temperature, Ts is the amount of solar radiation, and K1 to K5 are coefficients. Therefore, the required blowing temperature (TAO) becomes larger as the set temperature is higher, the lower the inside air temperature and the outside air temperature, and the smaller the amount of solar radiation, the higher the required temperature for heating. On the contrary, the smaller the value, the higher the cooling requirement (the lower the heating requirement).
[0051]
Therefore, in the case of an automatic air conditioner, instead of steps S1, S1A, S2 and S11 in FIG. 1, FIG. 3 or FIG. it can. Specifically, as shown in FIG. 5, it is determined in step S21 whether the required blowing temperature (TOA) is equal to or higher than a predetermined reference value Ta (50 ° C. as an example). If an affirmative determination is made in step S21 because the required blowing temperature is greater than the reference value Ta, the degree of heating requirement is high. In this case, whether or not the engine water temperature Tw is equal to or higher than the first reference temperature α. Determination is made (step S22).
[0052]
This step S22 is the same determination process as step 3 shown in FIG. 1 and FIG. 3 described above, and if an affirmative determination is made in this step S22, the engine water temperature Tw, that is, the heater temperature becomes high with a high degree of required heating. This is a state in which the amount of heat is not insufficient for the heating requirement, so the gear ratio is controlled so that the engine speed becomes the CVT minimum control speed at normal temperature after the warm-up is completed. (Step S23).
[0053]
On the other hand, if a negative determination is made in step S22, the process proceeds to step S24 to determine whether or not the engine water temperature Tw is equal to or higher than the second reference temperature β. This step S24 is the same determination process as step S5 shown in FIG. 1 and FIG. 3, and if an affirmative determination is made in step S24, the engine speed is increased by the first correction value ΔN1 from the CVT minimum control speed at normal temperature. The gear ratio of the continuously variable transmission 4 is controlled so as to increase (step S25). On the other hand, if a negative determination is made in step S24, the gear ratio of the continuously variable transmission 4 is controlled so that the engine speed becomes higher by the second correction value ΔN1 than the CVT minimum control speed at normal temperature (step S26). ). That is, the control of step S25 is the same control as step S6 shown in FIGS. 1 and 3 and step S14 shown in FIG. 4, and the control of step S26 is the step S7 shown in FIGS. 1 and 3 and the step shown in FIG. When the engine water temperature Tw is low with respect to the required degree of heating and the amount of heat is insufficient with the same control as S15, the continuously variable transmission so as to increase the engine speed according to the degree of the lack. 4 is controlled.
[0054]
Therefore, when the amount of heat is insufficient with respect to the required degree of heating, the engine speed is increased according to the degree of the shortage, and the amount of heat generation increases, so the engine water temperature Tw, that is, the heater temperature becomes high. Heating according to demand can be performed quickly. Further, when the engine water temperature Tw becomes higher, an affirmative determination is made in step S24 or step S22 and the engine speed is lowered, so that it is possible to avoid unnecessarily increasing the engine speed and consuming fuel, improving fuel efficiency. To do.
[0055]
If a negative determination is made in step S21, that is, if the required blowing temperature (TOA) is smaller (lower) than the predetermined reference value Ta, the process proceeds to step S24 to determine the engine water temperature Tw, and according to the determination result. Then, control of the gear ratio in the continuously variable transmission 4 for increasing the engine speed is executed (steps S25 and S26). In that case, since the negative determination is made in step S21 and the required degree of heating is low, when the engine water temperature Tw is equal to or higher than the second reference temperature β, the process proceeds to step S23 and control at room temperature is performed. Good. Similarly, if a negative determination is made in step S24, the process may proceed to step S25 to execute control for setting the correction range of the engine speed to ΔN1.
[0056]
In the control example shown in FIG. 5, the function of step S21 corresponds to a function means for determining the degree of required heating, and the functions of steps S22 and S24 for determining the engine water temperature Tw according to the determination result are as follows. This corresponds to the heating heat quantity determination means in the invention, and the functions of steps S23, S25, and S26 correspond to the transmission ratio control means in the invention of claim 1.
[0057]
Next, an example of control when cooling is performed by an automatic air conditioner will be described. In the air conditioner (cooler) configured as shown in FIGS. 10 and 11, the compressor 13 is engaged (ON) with a clutch (not shown) to drive the compressor 13 by the engine 1 and the blower 30 to drive the evaporator. This is executed by cooling 15 and lowering the blowing temperature. Since the efficiency of the compressor 13 is increased on the low speed side, in order to improve fuel efficiency, the operating area of the compressor 13 is set according to the rotational speed, and the operating area is selected according to the degree of cooling demand.
[0058]
FIG. 6 shows an example of such control. First, it is determined whether or not the absolute value of the difference between the required blowing temperature (TOA) and the temperature Te behind the evaporator 15, that is, the downstream side, is equal to or higher than a predetermined determination reference temperature Tx. (Step S31). The evaporator rear temperature Te is a temperature detected by the air temperature sensor 22 described above.
[0059]
As described above, the required blowing temperature (TOA) indicates that the smaller the value, the stronger the degree of required cooling. Further, the evaporator rear temperature Te indicates the temperature of the evaporator 15, so that the smaller the value, the higher the cooling capacity. Therefore, if the absolute value calculated in step S31 is large, the difference between the required blow-out temperature (TOA) and the evaporator rear temperature Te is large, and the cooling capacity (cooling temperature) is insufficient with respect to the required cooling level. become. On the other hand, if the absolute value is small, the difference between the required blowing temperature (TOA) and the evaporator rear temperature Te is small, and the cooling capacity (cooling temperature) is sufficient with respect to the required cooling level (in the cooling capacity). It is possible to afford.
[0060]
Therefore, if the absolute value of the difference is smaller than the determination reference value Tx and a negative determination is made in step S31, that is, if there is a margin in the cooling capacity, the engine speed becomes the speed corresponding to the best fuel consumption line. Thus, the gear ratio of the continuously variable transmission 4 is controlled, and the ON-OFF temperature (operating region) I of the compressor 13 is set (step S32).
[0061]
  This engine speed control is a control for setting the engine speed along the thick solid line shown in FIG. 2, whereas the ON-OFF temperature (operating region) I of the compressor 13 is the upper part of FIG. Shown in half map. Specifically, when the engine speed is NE1 (for example, 1000 rpm) or less, the predetermined temperature T1 (for example, 3 ° C.) is the lower limit temperature of the ON state and the predetermined temperature T2 (for example, higher than that).4When the engine speed is equal to or higher than NE2 (for example, 2000 rpm), a relatively high predetermined temperature T3 (for example, 5 ° C) is the lower limit temperature for the ON state, and a predetermined temperature T4 higher than that. (An example and6° C) is the upper limit temperature of the OFF state, and the engine speed is between these speeds, the compressor 13 is controlled so as to be turned on and off at intermediate temperatures between the above temperatures. The operating area is set.
[0062]
Therefore, in a state where the cooling capacity of the cooler or the evaporator 15 has a relative margin with respect to the degree of cooling requirement, the ON-OFF line is set to the high temperature side with the engine speed being high, and the operation region is correspondingly increased. It ’s getting less. For this reason, the opportunity or period for operating the compressor 13 at an inefficient rotational speed is reduced, and the compressor 13 is actively operated in an efficient state, thereby improving fuel efficiency.
[0063]
On the other hand, if an affirmative determination is made in step S31, the evaporator rear temperature Te is relatively high and the cooling capacity is insufficient or there is no room. In this case, the CVT minimum control rotation speed is corrected to be increased, and the ON-OFF temperature (operation region) II of the compressor 13 is set (step S33).
[0064]
The increase correction of the CVT minimum control rotational speed is control for setting the transmission ratio of the continuously variable transmission 4 so that the engine rotational speed is increased by ΔN1 or ΔN2, as indicated by a broken line in FIG. Further, as shown in the lower half of FIG. 7, the ON / OFF temperature (operating region) II of the compressor 13 is set to a predetermined constant value T 1, regardless of the engine speed. This is the operation region (map) set in T2.
[0065]
Therefore, in the control in step S33, the compressor 13 is driven regardless of the engine speed until the compressor rear temperature Te becomes low. Therefore, the evaporator rear temperature Te decreases rapidly, and cooling according to the demand is performed. Is done. In that case, the compressor 13 is operated at a high engine speed with a high engine speed, and the fuel efficiency is deteriorated in the operating state, but the cooling is promoted and the required blowing temperature (TOA) and the rear of the evaporator are increased. Since the absolute value of the difference from the temperature Te becomes small, a negative determination is made in step S31, and a shift to a driving state with good fuel consumption is made. That is, since rapid cooling according to demand is limited to a short time, the fuel consumption does not continuously deteriorate, and the fuel consumption is improved by passing the transient state.
[0066]
In this way, in the control shown in FIG. 6, the engine speed and the operating range of the compressor 13 are set according to the degree of cooling request, so that it is possible to perform rapid cooling according to the request and at the same time excessively the compressor 13 is not driven and the engine speed is not increased unnecessarily, and fuel efficiency is improved in that respect.
[0067]
Therefore, the function of step S31 shown in FIG. 6 corresponds to the cooling degree determination means in claim 2, and the functions of steps S32 and S33 correspond to the operation region setting means and gear ratio setting means in claim 2.
[0068]
Another example of operation control of the compressor 13 for improving fuel efficiency will be described next. As described above, the compressor 13 for cooling is driven by the engine 1, but the engine 1 has its inertial force when the vehicle is traveling in an inertia other than the so-called autonomously rotating state due to the combustion of fuel. Rotated by. When the vehicle decelerates, the inertial energy is consumed in some form, so that the energy can be effectively recovered by storing the inertial energy as so-called cold heat. Therefore, in the control example shown in FIG. 8, a deceleration state during inertial traveling is detected, and in the deceleration state, the operating range of the compressor 13 is expanded to a low temperature side, and the compressor 13 performs cold heat storage.
[0069]
Specifically, in FIG. 8, a state where an air conditioner (air conditioner) is used and a lockup clutch (not shown) in the torque converter 2 is engaged, or a clutch (see FIG. A deceleration state in inertial running is determined in a state in which (not shown) is engaged (step S41). The determination is made, for example, that the vehicle speed is reduced and the fuel supply to the engine 1 is stopped (fuel cut during deceleration), or that the fuel injection amount to the engine 1 is not more than a predetermined reference amount, It may be determined that the throttle valve (not shown) in the engine 1 is fully closed and the vehicle speed is a predetermined reference vehicle speed (for example, 20 km / h or less).
[0070]
If an affirmative determination is made in step S41, the operating range of the compressor 13 is expanded to the low temperature side (step S42). For example, the evaporator rear temperature Te for switching the compressor 13 from ON to OFF is set to T10 (for example, 0 ° C.) lower than normal, and the switching temperature from OFF to ON is set to T11 (for example, 1 ° C.). On the other hand, if a negative determination is made in step S41 because the vehicle is not decelerating during inertial running, a normal region is set as the operating region of the compressor 13 (step S43). For example, the compressor 13 is switched from ON to OFF, the evaporator rear temperature Te is set to T12 (3 ° C. as an example), and the temperature at which the compressor 13 is switched from OFF to ON is set to T13 (4 ° C. as an example). This normal temperature is a temperature at which freezing does not occur in the evaporator 15 or the like.
[0071]
The function of step S41 corresponds to the deceleration detection means in claim 3, and the functions of steps S42 and S43 correspond to the cooler control means in claim 3.
[0072]
Therefore, when the inertial traveling is decelerated, the operating range of the compressor 13 is expanded to the low temperature side, so that the operating time of the compressor 13 is lengthened and more inertia energy of the vehicle is recovered, resulting in improved fuel efficiency. Further, since the compressor 13 is operated to a low temperature, the temperature of the evaporator 15 becomes lower than normal or icing occurs. That is, cold heat is stored as sensible heat of the evaporator 15, or cold heat is stored as latent heat due to freezing. These cooling heats are used for cooling the air passing through the evaporator 15 in the next cooling, and the operation of the compressor 13 for the cooling and the accompanying fuel consumption are reduced, so that the fuel efficiency is improved. .
[0073]
  This will be described with reference to the figure. FIG. 9A shows a conventional example in which the control in step S42 is not performed, and the throttle valve is closed at time t1 when the vehicle is traveling at a predetermined vehicle speed. When the vehicle shifts to deceleration, the fuel cut signal isNThe fuel injection stops. Further, when the evaporator rear temperature Te at that time decreases from the ON to OFF switching temperature T12, an OFF signal of the compressor 13 is output and the compressor 13 is stopped. After that, when the evaporator rear temperature Te reaches the OFF-ON switching temperature T13 of the compressor 13 at time t2, a fuel cut return signal is output and fuel injection is resumed. At the same time, the accelerator pedal is depressed to accelerate the operation. Then, the fuel injection amount corresponding to that is set. That is, an amount of fuel that is the sum of the amount of fuel that drives the compressor 13 and the amount of fuel for acceleration is injected for cooling. Further, when the accelerator pedal is returned at the subsequent time t3 and the vehicle shifts to deceleration, a fuel cut signal is output and fuel injection is stopped. If the evaporator rear temperature Te at that time does not drop to the OFF-> ON switching temperature T12 of the compressor 13, the compressor 13 is maintained in the driving state.
[0074]
On the other hand, FIG. 9B shows an example of the case where the control according to the present invention is performed. Even when the evaporator rear temperature Te is lowered to the above T12 at the time t1 when the fuel cut is started, Since the ON / OFF switching temperature of the compressor 13 is T10 which is lower than that, the compressor 13 continues to be driven by the inertia energy of the vehicle during deceleration. Thereafter, the compressor 13 is stopped when the evaporator rear temperature Te decreases to an OFF-> ON switching temperature T10 of the compressor 13 during deceleration. In that case, when the accelerator pedal is depressed for acceleration, the engine is not in a decelerating state, so the temperature at which the compressor 13 is switched from OFF to ON is set to T13. Therefore, since the compressor 13 is maintained in a stopped state, the fuel injection amount is limited to an amount necessary for acceleration. The difference between the conventional example indicated by the broken line in FIG. 9B and the example of the present invention indicated by the solid line is the amount of fuel consumption reduction.
[0075]
  The present invention has been described above based on the specific examples shown in the drawings. However, the present invention is not limited to the above specific examples, and the continuously variable transmission is not limited to the belt type described above, but may be of other types such as a toroidal type. The power source may be a combination of not only an internal combustion engine but also an electric motor. For further heating or coolingMachineThe structure is not limited to the structure described above, and various structures can be adopted as necessary. And claimItem 1The invention can also be applied to a vehicle equipped with a manual transmission.
[0076]
【The invention's effect】
  As explained above, according to the invention of claim 1When the vehicle travels with inertial force and decelerates, the lower operating temperature of the cooler becomes lower, and accordingly, the operating time of the cooler becomes longer, that is, the recovered amount of traveling inertia energy of the vehicle is increased. At the same time, the lower operating temperature of the cooler lowers, resulting in a part where the temperature is lower than that during normal operation.As a result, heat storage is performed as so-called cold heat, which is stored in the next cooling operation. Therefore, the amount of heat required for cooling at least in the initial stage at the time of re-cooling is reduced, and the effective use of energy is achieved.Fuel consumption can be improved.
[0077]
  According to the invention of claim 2,When it is determined that the amount of heating heat is insufficient, control for increasing the number of revolutions of the internal combustion engine is executed, and when the degree of heating required is low even if the amount of heat generated by the internal combustion engine is small Since the control for increasing the rotational speed of the internal combustion engine is not executed, the required heating can be performed quickly, and the rotational speed of the internal combustion engine is unnecessarily increased or the amount of heat for heating is increased. As a result, fuel consumption can be improved.
[0078]
  According to the invention of claim 3,When the required degree of cooling is small, the operating range of the compressor at a high rotational speed is narrowed to shorten the operating period of the compressor and at the same time the operating period on the high rotational speed side where the operating efficiency is poor Therefore, excessive compressor operation and inefficient operation can be avoided and fuel efficiency can be improved, and the operating state of such a compressor is limited to the case where the required cooling level is small. Therefore, the lack of cooling is prevented.
[Brief description of the drawings]
FIG. 1 is a flowchart for explaining a control example according to the present invention.
FIG. 2 is a diagram showing an example of an engine speed control pattern by a continuously variable transmission.
FIG. 3 is a flowchart for explaining another control example according to the present invention.
FIG. 4 is a flowchart for explaining still another control example according to the present invention.
FIG. 5 is a flowchart for explaining an example in which the present invention is used for heating control in an automatic air conditioner.
FIG. 6 is a flowchart for explaining an example in which the present invention is used for cooling control in an automatic air conditioner.
FIG. 7 is a diagram showing, in the form of a map, an operating region of a compressor used in the control shown in FIG.
FIG. 8 is a flow chart for explaining an example of compressor control during deceleration according to the present invention.
FIG. 9 is a time chart for explaining the difference between the fuel injection amount in the control according to FIG. 8 and the fuel injection amount in the conventional control;
FIG. 10 is a schematic diagram showing an example of a vehicle drive system targeted by the present invention.
FIG. 11 is a diagram schematically showing an example of an air conditioner targeted by the present invention.
[Explanation of symbols]
DESCRIPTION OF SYMBOLS 1 ... Engine, 4 ... Continuously variable transmission, 12 ... Air conditioner, 13 ... Compressor, 15 ... Evaporator, 16 ... Electronic controller for engine, 17 ... Electronic controller for continuously variable transmission, 18 ... Electronic control for air conditioner Device, 30 ... Blower, 33 ... Heater.

Claims (4)

In a control apparatus for a vehicle air conditioner having a cooler that cools air that is driven at a predetermined lower limit temperature or higher and that is sent to the passenger compartment,
Deceleration detecting means for detecting an inertial deceleration traveling state of the vehicle traveling at a reduced speed with a throttle valve closed in an internal combustion engine;
Cooler control means for setting the lower limit temperature to be lower than when the inertial deceleration traveling state of the vehicle is not detected when the inertial deceleration traveling state of the vehicle is detected by the deceleration detection means. A control device for a vehicle air conditioner. Inertial deceleration state of the vehicle further control device of the vehicle dual air conditioner according to claim 1, the supply of fuel to the internal combustion engine is characterized in that it is determined on condition that it is stopped. The control device for the vehicle air conditioner is connected to a continuously variable transmission capable of continuously changing a gear ratio on the output side of the internal combustion engine, and performs heating by heat generated in the internal combustion engine,
A heating calorific value judging means for judging an excess or deficiency of the calorific value for the required heating;
Gear ratio control means for controlling the gear ratio of the continuously variable transmission so as to increase the rotational speed of the internal combustion engine when it is determined by the heating heat quantity determination means that the heat quantity is insufficient.
Controller car dual air conditioner according to claim 1 or 2, characterized in that it further comprises a.   The vehicle air conditioner control device is provided with a cooling compressor connected to a continuously variable transmission capable of continuously changing a gear ratio on the output side of the internal combustion engine and driven by the internal combustion engine. With
  A cooling degree determination means for determining a necessary cooling degree with respect to a cooling request;
  When the cooling degree determination means determines a relatively small cooling degree, the operation area setting means for narrowing the operation area of the compressor on the high rotation side than when the cooling degree is determined to be large;
  Gear ratio setting means for controlling the gear ratio of the continuously variable transmission so that the rotational speed of the internal combustion engine is increased when a relatively large cooling degree is determined by the cooling degree determination means;
The control device for a vehicle air conditioner according to any one of claims 1 to 3, further comprising:

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