JP5125985B2 - Air conditioning control device for vehicles - Google Patents

Description

  The present invention relates to a vehicle air-conditioning control device, and more particularly to a vehicle air-conditioning control device that controls a vehicle air-conditioning device mounted on a vehicle such as a hybrid vehicle that runs with a motor or an automobile that stops an engine when the vehicle is stopped.

  There is known a technique for stopping an engine in order to suppress unnecessary exhaust gas emission and fuel consumption due to idling when a vehicle stops.

  In such a technique, when a vehicle air conditioner is used, the temperature of the heater core decreases due to the engine being stopped and the heating capacity is reduced, or the evaporator is cooled by the compressor being stopped. The temperature of the cold air rises and the cooling capacity is lowered, which gives the passenger discomfort.

Therefore, in the technique described in Patent Document 1, a value related to the air blowing or heating capability of the heat medium is detected, and the temperature of the engine cooling water is predetermined when the vehicle is stopped and the air conditioning control device is operating. It has been proposed to automatically stop the engine for a predetermined period when it is above the temperature. In setting the engine stop time, the technique described in Patent Document 1 sets the engine stop time to be shorter as the outside air temperature is lower.
JP-A-2005-247107

  By the way, in the vehicle air conditioner applied to the technology for stopping the engine as described above, when the compressor is turned off and the compression circulation of the air conditioning refrigerant is not performed, moist air on the evaporator surface blows out to the windshield glass or the like. As a result, cloudiness occurs and odor occurs.

  Then, like the technique described in Patent Document 1, it is possible to prevent the occurrence of glass fogging and odor by setting the engine stop time so that the engine stop time becomes shorter as the outside air temperature is lower.

  However, the generation condition of glass fogging and odor changes because humidity changes occur in the passenger compartment even for the number of passengers. In addition, the generation condition also changes depending on the weather (sunny or rainy). Therefore, there is room for improvement in order to increase the fuel consumption by extending the engine stop time while preventing glass fogging and odor generation.

  The present invention has been made in consideration of the above facts, and an object thereof is to control the start and stop of an engine by accurately determining the necessity of air conditioning while taking into account the number of passengers.

The invention according to claim 1 in order to achieve the above object, the outside air temperature detection means for detecting an outside air temperature, number of passengers detector for detecting a riding car number, and the detection results of the weather detection means for detecting a weather The engine stop time from when the engine is stopped to when the odor is generated when the vehicle interior is air-conditioned by the acquisition means to acquire and the air conditioning means that operates with the engine as a drive source and compresses the refrigerant, The storage means stores a predetermined map so as to be shorter as the number of passengers is shorter , longer as the number of passengers is larger , and longer when the weather is raining than when clear, and the acquisition from the map stored in the storage means Calculation means for calculating the engine stop time corresponding to the acquisition result of the means, and when the vehicle interior is air-conditioned by the air-conditioning means, the engine according to the driving state of the vehicle Control means for controlling the engine control means to start the engine when the engine is stopped by the engine control means for controlling start and stop of the engine and the engine stop time calculated by the calculation means has elapsed. It is characterized by providing.

According to the first aspect of the present invention, the acquiring means acquires the outside air temperature detected by the outside air temperature detecting means and the number of passengers detected by the number of passengers detecting means.

  The storage means includes an engine stop time from when the engine is stopped to when an odor is generated when the vehicle interior is air-conditioned by an air-conditioning means that operates with the engine as a drive source and compresses the refrigerant. A predetermined map is stored such that the lower the map is, the shorter the map is and the longer the number of passengers is, the longer the map is.

  In the calculation means, the acquisition result of the acquisition means, that is, the engine stop time corresponding to the outside air temperature and the number of passengers is calculated from the map stored in the storage means. In the control means, the vehicle interior is air-conditioned by the air conditioning means. In addition, the engine control means for starting the engine when the engine is stopped by the engine control means for controlling the start and stop of the engine according to the driving state of the vehicle and the engine stop time calculated by the calculation means has elapsed. Is controlled.

  Thus, since the engine stop time until the smell is generated is calculated and the engine is controlled to start when the engine stop time has elapsed, the smell is not generated.

  In addition, by calculating the engine stop time using a map in which the engine stop time is predetermined so that the outside air temperature is low and the number of passengers is large, the engine stop time in consideration of the number of passengers can be obtained. As a result, the engine stop time can be extended according to the number of passengers. Therefore, it is possible to control the start and stop of the engine by accurately determining the necessity of air conditioning while taking into account the number of passengers.

Further, the acquisition means further acquires the detection result of the weather detection means for detecting the weather, and the storage means is shorter as the outside air temperature is lower, longer as the number of passengers is larger, and when the weather is rainy than when it is sunny By storing a map in which the engine stop time is determined in advance so as to be longer, the engine stop time can be calculated in consideration of the weather, so that the engine stop time can be increased according to the weather.

  As described above, according to the present invention, there is an effect that the start and stop of the engine can be controlled by accurately determining the necessity of air conditioning while considering the number of passengers.

  Hereinafter, an example of an embodiment of the present invention will be described in detail with reference to the drawings. FIG. 1 is a block diagram showing a schematic configuration of a vehicle air conditioner according to an embodiment of the present invention. The vehicle air conditioner 10 according to the embodiment of the present invention is applied to a vehicle air conditioner mounted on a vehicle that travels by the power of an internal combustion engine such as an engine, a hybrid vehicle that includes an engine and a motor, or the like. be able to.

  In the vehicle air conditioner 10, a refrigerant cycle including a compressor 14, a condenser 16, an expansion valve 18, and an evaporator 20 constitutes a refrigeration cycle.

  The evaporator 20 cools the air passing through the evaporator 20 (hereinafter referred to as air after the evaporator) by vaporizing the compressed and liquefied refrigerant. At this time, the evaporator 20 cools the passing air so as to condense moisture in the air, thereby dehumidifying the air after the evaporator 20.

  The expansion valve 18 provided on the upstream side of the evaporator 20 supplies the refrigerant to the evaporator in a mist state by rapidly depressurizing the liquefied refrigerant. The vaporization efficiency of the refrigerant is improved.

  In the present embodiment, the compressor 14 of the vehicle air conditioner 10 compresses the refrigerant by a compressor that is mechanically driven using the power of the vehicle and circulates the refrigerant cycle.

  The evaporator 20 of the vehicle air conditioner 10 is provided inside the air conditioning duct 38. The air conditioning duct 38 is open at both ends, and air intake ports 40 and 42 are formed at one opening end. Further, a plurality of air outlets 44 (44A, 44B, and 44C are shown as an example in the present embodiment) that are opened toward the vehicle interior are formed at the other opening end.

  The air inlet 42 communicates with the outside of the vehicle and can introduce outside air into the air conditioning duct 38. Further, the air intake port 40 communicates with the passenger compartment so that air (inside air) in the passenger compartment can be introduced into the air conditioning duct 38. The air outlet 44 is, for example, a defroster outlet 44A that blows out air toward the windshield glass, a side and center register outlet 44B, and a foot outlet 44C.

  A blower fan 46 is provided in the air conditioning duct 38 between the evaporator 20 and the air intake ports 40 and 42. A mode switching damper 48 is provided in the vicinity of the air intake ports 40 and 42. The mode switching damper 48 opens and closes the air intake ports 40 and 42 by the operation of an actuator such as the mode switching damper motor 24.

  The blower fan 46 is rotated by driving the blower motor 22, sucked into the air conditioning duct 38 from the air intake port 40 to the air intake port 42, and further sends this air toward the evaporator 20. At this time, outside air or inside air is introduced into the air conditioning duct 38 in accordance with the open / close state of the air intake ports 40 and 42 by the mode switching damper 48. That is, the mode switching damper 48 switches between the inside air circulation mode and the outside air introduction mode.

  An air mix damper 50 and a heater core 52 are provided downstream of the evaporator 20. The air mix damper 50 is rotated by driving the air mix damper motor 36 to adjust the amount of air after the evaporator 20 that passes through the heater core 52 and the amount that bypasses the heater core 52. The heater core 52 circulates engine coolant and heats the air guided by the air mix damper 50 with the engine coolant.

  The air after the evaporator 20 is guided to the heater core 52 according to the opening degree of the air mix damper 50 and heated, and further mixed with the air not heated by the heater core 52 and then sent to the air outlet 44. Is done. In the vehicle air conditioner 10, the air mix damper 50 is controlled to adjust the amount of air heated by the heater core 52, thereby adjusting the temperature of the air blown out from the air blowing port 44 toward the vehicle interior.

  In the vicinity of each air outlet 44, an outlet switching damper 54 is provided correspondingly. In the vehicle air conditioner 10, the air outlets 44 </ b> A, 44 </ b> B, and 44 </ b> C are opened and closed by the outlet switching damper 54, so that the temperature-adjusted air can be blown from a desired position into the vehicle interior.

  The vehicle air conditioner 10 also includes an air conditioner ECU (Electronic Control Unit) 11 for performing various controls of the vehicle air conditioner 10. The air conditioner ECU 11 includes the blower motor 22, the mode switching damper motor 24, the air mix damper motor 36, the outlet switching damper motor 34, the compressor 14, the outside air temperature sensor 32, the inside air temperature sensor 30, and the solar radiation sensor 28. In addition to being connected, an operation unit 15 for performing various operations of the vehicle air conditioner 10 such as temperature setting of the vehicle air conditioner 10 and selection of the outlet is connected. 30 and the detected value of the solar radiation sensor 28 are input to the air conditioner ECU 11, and air conditioning control of the vehicle interior is performed according to the setting of the operation unit 15 based on the detection result of each sensor.

  Furthermore, an engine ECU 12 is connected to the air conditioner ECU 11 via an eco-run ECU (Electronic Control Unit) 17. An engine start request, a stop request, or the like can be made from the air conditioner ECU 11 to the engine ECU 12 via the eco-run ECU 17. It is possible. Although the present embodiment is described as a configuration including the eco-run ECU 17, the eco-run ECU 17 may be omitted and the engine ECU may be directly connected to the air conditioner ECU 11.

  The eco-run ECU 17 performs control for suppressing unnecessary exhaust gas and fuel consumption by making an engine stop request, an engine start request, and the like to the engine ECU 12 in accordance with the running state of the vehicle. For example, when the vehicle stops and the side brake or the like is operated, an engine stop request is sent to the engine ECU 12 to stop idling, and when the side brake is released thereafter, the engine start request is sent to the engine ECU 12. The control such as automatically starting the engine is performed. Further, in the present embodiment, a request such as an engine stop request or a start request according to a request from the air conditioner ECU 11 can be output to the engine ECU 12.

  As an example of various controls performed by the air conditioner ECU 11, for example, air conditioning control is performed so that the target blowing temperature is calculated based on the detection result of each sensor and the setting content of the operation unit 15 to be the target blowing temperature. In addition, when the air conditioner ECU 11 performs air conditioning control, on / off control of the compressor 14, drive control of the air mix damper motor 36, switching control of the air outlet 44, and air intake 40 according to the target outlet temperature and the like. , 42 control (mode switching control in the inside air circulation mode and outside air introduction mode) and the like are also performed. The switching control of the air intake ports 40 and 42 may be performed manually by the occupant operating the operation unit 15.

  By the way, in this embodiment, when the compressor 14 is turned on and the vehicle interior is air-conditioned, if the engine stop request is made by the eco-run ECU 17 and the engine is stopped (hereinafter referred to as eco-run), the compressor 14 performs. The compression circulation of the refrigerant stops, and the temperature of the evaporator 20 increases. As a result, the dew point temperature of the air blown out from the air outlet 44 may exceed the dew point temperature of the glass, and the glass may be clouded.

  Therefore, in this embodiment, the air conditioner ECU 11 estimates the glass temperature from the detection result of the outside air temperature sensor 32 and calculates the time during which the glass does not fog even when the engine is stopped (hereinafter also referred to as eco-run possible time). The eco-run ECU 17 is requested to start the eco-run so that the engine does not stop for a longer time than the eco-run possible time.

  Specifically, the air conditioner ECU 11 stores a correlation map (eco-run map) that predetermines the eco-runable time during which the glass does not fog even when the engine is stopped with respect to the outside air temperature, and is determined according to the outside air temperature. The eco-run possible time is set as a timer, and an engine start request is made after the eco-run possible time elapses, that is, before clouding occurs.

  In addition, since the time during which the glass is not fogged varies depending on the number of passengers and the weather, in this embodiment, a correlation map considering the number of passengers and the weather is stored in the air conditioner ECU 11 and seated for detecting the number of passengers. A sensor 56 and a rain sensor 58 are connected to the air conditioner ECU 11 to detect the weather. For example, a pressure sensor that detects the pressure applied to the seat cushion can be applied to the seating sensor 56, and the rain sensor 58 operates, for example, a raindrop sensor that detects raindrops or a wiper that is used in the rain. A wiper switch can be applied. Further, since the number of passengers can be detected by a switch for detecting the wearing of the seat belt, a switch or the like for detecting the wearing of the seat belt may be used instead of the appropriate seating sensor 56.

  Here, an example of the eco-run map in consideration of the number of passengers and the weather will be described. FIG. 2 is a diagram illustrating an example of an eco-run map for preventing glass fogging stored in advance in the air conditioner ECU 11 of the vehicle air conditioner 10 according to the embodiment of the present invention.

  In the eco-run map applied in the present embodiment, the eco-run possible time corresponding to the outside air temperature is determined in advance as the engine start request threshold for each number of passengers and weather. Specifically, when the number of passengers is one and four, the air volume is a predetermined air volume (the air volume that is likely to cause glass fogging, such as the minimum air volume) and the internal air circulation mode when the weather is rainy and when the weather is clear An experiment or the like is performed in (a mode in which the inside air is taken in from the air intake 40 and the air is circulated in the vehicle interior), and a time during which the glass does not fog is determined in advance as the engine start request threshold value. As an example of the eco-run map, as shown in FIG. 2, engine-on request thresholds are predetermined for each of four passengers in rainy weather, one passenger in rainy weather, four passengers in fine weather, and one passenger in fine weather. Specifically, at the same outside temperature, the engine stop time becomes longer in the order of 4 passengers in rainy weather, 1 passenger in rainy weather, 4 passengers in sunny weather, and 1 passenger in sunny weather. In addition, the area on the left side of FIG. 2 of the engine-on request threshold value for each condition (4 passengers in rainy weather, 1 passenger in rainy weather, 4 passengers in fine weather, and 1 passenger in fine weather) is an eco-run prohibited area, This area is the eco-run permission area. Further, as shown in FIG. 2, the engine-on request threshold for each condition gradually increases the eco-run possible time when the outside air temperature is equal to or higher than a predetermined value t, but this portion may be curved. The eco-run possible time may be approximated by a straight line having a predetermined time interval (for example, 5 seconds) and fixed linearly. The number of passengers is not limited to one or four, but the eco-run possible time may be determined for each person who can board.

  Next, processing performed by the air conditioner ECU 11 of the vehicle air conditioner 10 according to the embodiment of the present invention configured as described above will be described. FIG. 3 is a flowchart showing an example of a flow of processing related to an eco-run performed by the air conditioner ECU 11 of the vehicle air conditioner 10 according to the embodiment of the present invention.

  First, in step 100, it is determined by the air conditioner ECU 11 whether or not the A / C switch is on. In this determination, it is determined by acquiring the state of the operation unit 15 whether or not the A / C switch for turning on the compressor 14 is turned on. If the determination is affirmative, the process proceeds to step 102. If the result is negative, the processing related to the eco-run is terminated, and the processing is resumed when the A / C switch is turned on.

  In step 102, it is determined by the air conditioner ECU 11 whether the blower fan is on. This determination is made by acquiring the state of the operation unit 15. If the determination is affirmative, the process proceeds to step 104. If the determination is negative, the process returns to step 100 and the above-described processing is repeated.

  In step 104, it is determined by the air conditioner ECU 11 whether or not the eco-run is in progress. In this determination, the eco-run ECU 17 determines whether or not the engine stop request is output to the engine ECU 12 and the engine is stopped. When the determination is affirmed, the process proceeds to step 106, and when the determination is negative. The process returns to step 100 and the above processing is repeated.

  In step 106, the drive amount of the blower motor 22 is controlled by the air conditioner ECU 11, so that the air flow level is reduced and the routine proceeds to step 108. The air volume level may be controlled to decrease by a predetermined amount, for example, or may be controlled to be the minimum air volume. Here, when the predetermined amount is reduced, when the eco-run map is determined, it is determined by using the result of the experiment with the air volume at which the glass is most likely to be clouded. When the minimum air volume is set, the experiment is performed with the minimum air volume when the eco-run map is determined. By determining using the result, it is possible to determine the eco-run possible time without causing fogging of the glass.

  In step 108, the outside air temperature detection result is acquired from the outside air temperature sensor 32, and the process proceeds to step 1110.

  In step 110, the detection results of the seating sensor 56 and the rain sensor 58 are acquired by the air conditioner ECU 11, and the process proceeds to step 112.

  In step 112, the eco-run possible time T1 is calculated by the air conditioner ECU 11 from the outside air temperature, the number of passengers, and the weather, and the routine proceeds to step 114. That is, the eco-run ECU 17 obtains the number of passengers from the detection result of the seating sensor 56, determines whether the weather is rainy or sunny from the detection result of the rain sensor 58, and detects the number of passengers, the weather, and the outside air temperature sensor 32. The eco-run possible time T1 corresponding to the result is calculated from the eco-run map of FIG. In the present embodiment, when the number of passengers is two or three, the eco-run possible time is calculated for four people, but an eco-run map may be predetermined for each number of passengers.

  In step 114, the air conditioner ECU 11 determines whether or not the eco-run possible time T1 calculated in step 112 has elapsed from the start of the eco-run. If the determination is affirmative, the process proceeds to step 116. Returning to 100, the above-described processing is repeated.

  In step 116, the engine-on request is output to the eco-run ECU 17, and the routine proceeds to step 118. That is, there is a possibility that the glass may be fogged after the calculated eco-run possible time has elapsed, so that the air conditioner ECU 11 outputs an engine-on request to the engine ECU 12 via the eco-run ECU 17 to start the engine and to generate refrigerant by the compressor 14. Start circulation. This allows the compressor 14 to operate before the glass is fogged.

  In step 118, the air conditioner ECU 11 determines whether or not an ignition switch (not shown) is turned off, that is, it is no longer necessary to perform the process related to the eco-run. If the determination is negative, the process returns to step 100 and the above processes are repeated. When the determination in step 118 is affirmed, the series of processing ends.

  That is, in the vehicle air conditioner 10 according to the present embodiment, the number of passengers and the weather are detected, and the eco-run possible time corresponding to the number of passengers, the weather, and the outside temperature is set in advance. Since it is possible to improve the fuel efficiency by extending the eco-run time under low-humidity conditions (for example, when one person rides in fine weather), the need for air conditioning is taken into account. It is possible to control the start and stop of the engine with appropriate judgment.

  Further, in the present embodiment, since the air volume is lowered during the eco-run, the cool air accumulated in the evaporator 20 is maintained, and this can also extend the eco-run possible time.

  In the above embodiment, the time when the glass is not fogged is calculated as the eco-run possible time. However, the present invention is not limited to this. For example, the time when no odor is generated may be used as the eco-run possible time. In this case as well, the eco-run possible time corresponding to the outside temperature for each number of passengers and the weather (the time when no odor is generated even if the engine is stopped) is determined in advance and stored in the air conditioner ECU 11, so that Similarly, the fuel economy can be improved by extending the eco-run possible time.

  As an example of the eco-run map in which no odor is generated, for example, a map as shown in FIG. 3 can be applied. The eco-run map shown in Fig. 3 shows that when the number of passengers is one and four, the experiment is performed in a predetermined air volume and inside air circulation mode for each of the cases where the weather is rainy and sunny, Accordingly, a time during which no odor is generated is determined in advance. Specifically, at the same outside air temperature, the engine stop time becomes longer in the order of one passenger in clear weather, four passengers in fine weather, one passenger in rainy weather, and four passengers in rainy weather. In addition, the area above the engine-on request threshold value in FIG. 4 for each condition (4 passengers in rainy weather, 1 passenger in rainy weather, 4 passengers in fine weather, and 1 passenger in fine weather) is an eco-run prohibited area. The area on the side is the eco-run permission area. Further, the number of passengers is not limited to one or four, but the eco-runable time may be determined for each person who can board.

  Moreover, you may make it use combining eco-run possible time (FIG. 2) in which glass does not fog, and eco-run possible time (FIG. 3) in which an odor does not generate | occur | produce. In this case, each eco-run possible time is calculated, the shorter one of the calculated eco-run possible times is selected, and when the selected eco-run possible time has elapsed since the engine was stopped, the engine start request is sent to the eco-run ECU 17. If it is output to, it is possible to calculate the eco-run possible time in which both the occurrence of fogging and odor of the glass are prevented.

  In the above-described embodiment, the eco-run possible time is lengthened by lowering the air volume during the eco-run, but the air volume may not be lowered. In this case, an eco-run map obtained by conducting an experiment with an air volume at which glass fogging is most likely to occur is used.

It is a block diagram which shows schematic structure of the vehicle air conditioner concerning embodiment of this invention. It is a figure showing an example of the eco-run map of glass fog prevention memorize | stored beforehand by air-conditioner ECU of the vehicle air conditioner concerning embodiment of this invention. It is a flowchart which shows an example of the flow of the process regarding the eco-run performed by air-conditioner ECU of the vehicle air conditioner concerning embodiment of this invention. It is a figure showing an example of the eco-run map of odor generation prevention.

Explanation of symbols

10 Vehicle Air Conditioner 11 Air Conditioner ECU
12 Engine ECU
16 Compressor 17 Eco-run ECU
32 Outside air temperature sensor 56 Seating sensor 58 Rain sensor

Claims (1)

Outside air temperature detecting means for detecting an outside air temperature, number of passengers detector for detecting a riding car number, and an acquisition unit configured to acquire the detection result of the weather detection means for detecting the weather,
Engine stop time from the engine stop to smell occurs when the vehicle interior is conditioned by the air conditioning unit having a compressor for compressing a refrigerant by operating the engine as a driving source, the more the outside air temperature is low short ride Corresponding to the acquisition result of the acquisition unit from the map stored in the storage unit and a storage unit that stores a predetermined map so that it is longer as the number of people is longer and the weather is raining than in the case of sunny Calculating means for calculating the engine stop time;
When the vehicle interior is air-conditioned by the air-conditioning means, the engine is stopped by an engine control means for controlling start and stop of the engine according to the driving state of the vehicle, and the engine stop time calculated by the calculation means is Control means for controlling the engine control means to start the engine when elapsed;
A vehicle air-conditioning control device.

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