JP5164931B2 - Vehicle control device - Google Patents

Description

  The present invention relates to a vehicle control device that stops an engine when a stop condition is satisfied during operation of an engine mounted on the vehicle and starts the engine when a start condition is satisfied while the engine is stopped.

  2. Description of the Related Art Conventionally, there has been known a vehicle control device that suppresses fuel consumption by idling while the vehicle is stopped by temporarily stopping the engine while the vehicle is stopped (for example, Patent Documents). 1).

In the vehicle control device described in Patent Document 1, the engine is stopped when the vehicle speed is zero, the vehicle is stopped, and the clutch switch is turned off (when the stop condition is satisfied). The engine is restarted when a predetermined time (S ₂ ) elapses (when the start condition is satisfied).

JP-A-4-358729

  In the vehicle control apparatus described in Patent Document 1, there is no description on how to set a predetermined time (elapsed time from engine stop to restart) which is an engine start condition.

  When the predetermined time is constant, the dehumidifier is operated by the driving force of the engine when the vehicle that has been naturally ventilated by traveling stops and stops the engine, or until the engine stops. When the engine is stopped and the dehumidifier is stopped, depending on the outside air and the interior of the vehicle interior, the window glass may become cloudy due to the increase in humidity in the vehicle interior before the engine starts. . If the window glass is fogged in this way, the driver has to remove the fog on the window glass when starting the vehicle next time.

  On the other hand, if the time from the stop of the engine to the start is set short so that the window glass is not fogged, the effect of suppressing the fuel consumption by stopping the engine while the vehicle is stopped becomes insufficient. There is.

  Therefore, the present invention provides a vehicle control device that can more appropriately set the time from engine stop to restart when performing control to temporarily stop the engine while the vehicle is stopped. With the goal.

  The present invention has been made to achieve the above object, and predetermined engine stop conditions are established for a vehicle including an engine and a dehumidifier that operates by the driving force of the engine to dehumidify the vehicle interior. And a control device for a vehicle comprising engine control means for starting the engine and starting the dehumidifier when a predetermined engine stop time has elapsed after the engine has been stopped. Humidity detection means for detecting the humidity in the vehicle interior, and when the engine is stopped by the engine control means when the stop condition is satisfied, the humidity increase rate in the vehicle interior of the vehicle during the engine stop, Based on the humidity increase rate calculating means calculated based on the humidity detected by the humidity detecting means, and based on the humidity increase rate calculated by the humidity increase rate calculating means, Characterized in that an engine stop time determination means for determining an engine stop time.

  According to the present invention, when the engine stop condition is satisfied and the engine is stopped by the engine control unit, the higher the humidity increase rate calculated by the humidity increase rate calculating unit, the higher the window of the vehicle. Glass becomes cloudy easily. Therefore, by setting the engine stop time based on the humidity increase rate calculated by the humidity increase rate calculating means based on the engine stop time determination time, the engine stop time is set to be fogged on the window glass of the vehicle. The time can be set according to ease. Therefore, the engine stop time can be set as long as possible while preventing the window glass of the vehicle from being fogged.

  Further, the engine stop time determination time is reduced by reducing a predetermined initial setting time when the humidity increase rate calculated by the humidity increase rate calculating means is higher than a predetermined reference increase rate. When the humidity increase rate calculated by the humidity increase rate calculating means is lower than the reference increase rate, the engine stop time is determined by extending the initial setting time.

  According to the present invention, when the humidity increase rate is higher than the reference increase rate, it is assumed that the window glass of the vehicle is likely to be fogged. Therefore, in this case, the engine stop time is set according to the ease of fogging of the window glass of the vehicle by setting the engine stop time by shortening the initial setting time by the engine stop time determination time. can do. On the other hand, when the humidity increase rate is lower than the reference increase rate, it is assumed that the window glass of the vehicle is hardly fogged. Therefore, in this case, by setting the engine stop time by extending the initial setting time according to the engine stop time determination time, the engine stop time corresponding to the fogging difficulty of the window glass of the vehicle is set. Can be set.

  The engine stop time determination time is calculated by calculating a humidity difference between the detected humidity of the humidity detecting means when the engine is stopped and a predetermined reference vehicle interior humidity, and the humidity increase rate is greater than the reference increase rate. The higher the humidity difference, the smaller the degree of shortening when determining the reference engine stop, and when the humidity increase rate is lower than the reference increase rate, the larger the humidity difference, the more the engine The extent of the extension when determining the stop time is increased.

  According to the present invention, as the humidity difference between the humidity detected by the humidity detecting means when the engine is stopped and the reference vehicle interior humidity is larger, the window glass of the vehicle is fogged when the engine is stopped. Easy situation. Therefore, when the humidity increase rate is higher than the reference increase rate and the window glass of the vehicle is likely to be fogged, the initial setting time is shortened as the humidity difference increases by the engine stop time determination time. A more appropriate engine stop time can be set by increasing the degree and setting the engine stop time. Further, when the humidity increase rate is lower than the reference increase rate and the window glass of the vehicle is hardly fogged, the engine stop time determination time is used to extend the initial setting time as the humidity difference is smaller. By increasing the value, a more appropriate engine stop time can be set. The term “when the engine is stopped” means a timing at which humidity at a level that can be identified with the humidity in the vehicle interior of the vehicle at the time when the engine is stopped can be detected. For example, immediately before the engine is stopped. Or immediately after.

  In addition, the engine control means uses the engine stop time set by the engine stop time determination time, and then the engine until the engine is restarted after the engine is stopped when the engine stop condition is satisfied. It is used as a stop time.

  According to the present invention, the humidity increase rate calculating means can calculate the humidity increase rate while the engine is stopped for the longest time, so that the accuracy of calculating the humidity increase rate can be improved.

The block diagram of the vehicle carrying the vehicle control apparatus of this invention. The flowchart of 1st Embodiment of the process which prevents fogging of a window glass and stops an engine temporarily. The flowchart of an engine stop time setting process. Explanatory drawing of the time setting map for the map for judging the low cloudiness and the difficulty of clouding, and a reference | standard rise rate. Explanatory drawing of the time setting map for low increase rates, and the time setting map for high increase rates. The flowchart of 2nd Embodiment of the process which prevents fogging of a window glass and stops an engine temporarily.

  An embodiment of the present invention will be described with reference to FIGS.

  FIG. 1 is a configuration diagram of a vehicle equipped with a vehicle control device of the present invention. The vehicle of the present embodiment is a hybrid vehicle that uses the engine 2 and the motor / generator G as drive sources, and when the vehicle stops waiting for a signal in order to reduce exhaust gas emissions and suppress fuel consumption, An engine stop / restart function (automatic idle stop function) for stopping the engine 2 when the stop condition is satisfied and restarting the engine 2 when the start condition is satisfied when the vehicle is stopped in a traffic jam is provided.

  The vehicle according to the present embodiment includes an air conditioner 1 that heats and cools the passenger compartment. The air conditioner 1 includes a cooling function and a dehumidifying function of the refrigeration cycle apparatus A (including the function of the dehumidifier of the present invention). And a heating function by the heater core H provided in the coolant circulation passage B of the engine 2.

  The operations of the engine 2, the motor / generator G, and the air conditioner 1 are controlled by a control device 4 (corresponding to a vehicle control device of the present invention) that is an electronic unit composed of a microcomputer or the like. The control device 4 executes a predetermined program to thereby execute vehicle condition detection means 41, fog determination humidity estimation means 42, engine stop time determination means 43, engine control means 44, air conditioning control means 45, and humidity increase rate calculation means. 46 functions.

  The control device 4 includes a humidity sensor 30 for detecting the humidity in the vehicle interior (corresponding to the humidity detecting means of the present invention), a vehicle interior sensor 31 for detecting the temperature in the vehicle interior, and an outside air temperature sensor 32 for detecting the temperature outside the vehicle. Detection signals from a solar radiation sensor 33 that detects the amount of solar radiation, a vehicle speed sensor 34 that detects a vehicle speed, and an evaporator temperature sensor 122 that detects a temperature in the vicinity of the downstream side of the evaporator 12 described later are input. Further, the control device 4 receives operation signals from an air direction switch 35 that sets an air conditioning direction into the vehicle interior and an air conditioning switch 36 that sets air conditioning conditions (temperature, air volume, etc.).

  Further, the operation of the engine 2, the motor / generator G, the air conditioner 1 and the like is controlled by a control signal output from the control device 4.

  The air conditioner 1 includes a compressor 6 driven by the engine 2, a condenser 9, a liquid receiver 10, an expansion valve 11, and an evaporator 12 as a configuration of the refrigeration cycle apparatus A. Further, as a configuration for heating, a heater core H, a water pump P driven by the engine 2, a thermostat Th, and a radiator R that constitute the coolant circulation path B of the engine 2 are provided.

  The engine 2 and the motor / generator G are directly connected to each other by a rotating shaft 21. With this configuration, it is possible to generate a driving force by the engine 2 and the motor / generator G and to generate regenerative power by the motor / generator G during deceleration. The rotation of the engine 2 and the motor / generator G is transmitted to the wheels W through the transmission Tr.

  The motor / generator G has a function of a starter motor for starting the engine 2, and the battery 18 of the power storage device 17 is charged by the regenerative power of the motor / generator G.

  Next, the refrigeration cycle apparatus A includes the compressor 6, the condenser 9, the liquid receiver 10, the expansion valve 11, and the evaporator 12, with the compressor 6 as the upstream side and the evaporator 12 as the downstream side. These are sequentially connected to the refrigerant circulation path 3. The refrigeration cycle evaporates, compresses, condenses, and expands refrigerant (made of chlorofluorocarbon, carbon dioxide, etc.).

  The air conditioning control means 45 of the control device 4 calculates the target evaporator temperature based on the temperature set by the air conditioning switch 36, the outside air temperature, the humidity, the amount of solar radiation, etc., and the target evaporator temperature and the evaporator temperature sensor 122. The compressor 6 is controlled so as to reduce the difference from the detected temperature. The compressor 6 is operated by the driving force of the engine 2, and the pulley 82 provided at the tip of the rotating shaft 81 of the engine 2, the pulley 85 provided on the driving shaft 84 of the compressor 6, and the pulleys 82, 85 are interlocked. The driving force of the engine 2 is transmitted to the compressor 6 by the belt 83 to be driven.

  Further, an electromagnetic clutch 86 is provided on the drive shaft 84 of the compressor 6, and the air conditioning control means 45 switches between transmission and interruption of the driving force of the engine 2 to the compressor 6 by the electromagnetic clutch 86.

  The condenser 9 cools and liquefies the refrigerant that has been compressed by the compressor 6 to a high temperature and high pressure by heat exchange. The liquid receiver 10 is a cylinder that temporarily stores the refrigerant liquefied by the condenser 9, and is connected to the expansion valve 11 via a dryer (not shown). Then, the refrigerant from which moisture has been removed by the dryer is supplied to the expansion valve 11.

  The expansion valve 11 is attached to the inlet side of the evaporator 12, and when the high-temperature and high-pressure liquefied refrigerant passes, the refrigerant is changed from a liquid to a mist-like gas and injected. The expansion valve 11 is provided with a throttle valve (not shown), and the air conditioning control means 45 controls the opening of the throttle valve to adjust the flow rate (refrigerant capacity) of the refrigerant injected into the evaporator 12. .

  The evaporator 12 is a heat exchanger that takes the heat of the air in the passenger compartment and cools it by vaporizing the refrigerant, and is accommodated in the air conditioning case 14. A blower fan 121 is provided on the upstream side of the evaporator 12, and the rotational speed of the blower fan 121 is controlled by the air conditioning control means 45. As the blower fan 121 rotates, the air dehumidified and cooled by the evaporator 12 and the air heated by the heater core H are blown into the vehicle interior, and the air or outside air in the vehicle interior is sucked into the air conditioning case 14. Air is sent into the vehicle compartment via the differential door 143, the vent door 144, and the floor door 145.

  Next, the configuration on the heating side will be described. The coolant of the engine 2 is supplied from the thermostat Th to the radiator R by a mechanical water pump P operated by the driving force of the engine 2 and circulates in the water jacket of the engine 2. Further, the coolant of the engine 2 is diverted to be used as a heat source for heating the passenger compartment, and flows through the circulation passage B that returns from the water pump P to the water pump P through the heater core H.

  The pulley 90 provided on the rotating shaft 81 of the engine 2, the pulley 92 provided on the drive shaft 94 of the water pump P, and the belt 91 that interlocks the pulleys 90, 92, drive the engine to the water pump P. Communicated.

  The heater core H performs heat exchange for heating the surrounding air with the heat of the coolant heated by the engine 2 in the radiator R. On the upstream side of the heater core H, an air mix door 142 for guiding the air that has passed through the evaporator 12 to the heater core H side or bypassing it is installed.

  The air mix door 142 is composed of, for example, a rotary plate door that opens and closes the air inlet of the heater core H, and is opened and closed by an air mix servo motor (not shown) installed on the rotation center side. The air mix door 142 prevents air in the air conditioning case 14 from flowing into the heater core H when in the closed position a, and causes half of the air in the air conditioning case 14 to flow into the heater core H when in the intermediate position b. And the air in the air conditioning case 14 flows to the heater core H when in the release position c. The air conditioning control means 45 operates an air mix servo motor (not shown) to change the position of the air mix door 142, thereby controlling the temperature of air blown into the passenger compartment.

  The air conditioning case 14 is provided with an intake door 141 for switching between an inside air inlet and an outside air inlet on the upstream side, and air dehumidified and cooled by the evaporator 12 on the downstream side, or air heated by the heater core H A differential door 143 for discharging the water to the defroster, a vent door 144 for discharging the air to the ventilator, and a floor door 145 for discharging to the foot are installed. The intake door 141, the differential door 143, the vent door 144, and the floor door 145 may be electrically rotated by a servo motor or manually rotated.

  Next, a first embodiment of the stop / restart process of the engine 2 by the engine control means 44 will be described according to the flowcharts shown in FIGS.

[First Embodiment]
The engine control unit 44 repeatedly executes the flowchart shown in FIG. 2 to execute stop / restart processing of the engine 2. The engine control means 44 determines whether or not an engine stop condition is satisfied in STEP1.

  Here, “the humidity Hs in the passenger compartment detected by the humidity sensor 30 is lower than the fog determination humidity Hd estimated by the fog determination humidity estimation means 42” is set as the engine stop condition.

  The cloudiness determination humidity estimation means 42 is a vehicle interior temperature detected by the vehicle interior temperature sensor 31, an outside air temperature detected by the outside air temperature sensor 32, an amount of solar radiation detected by the solar radiation sensor 33, and immediately before the vehicle detected by the vehicle speed sensor 34 stops. Based on the vehicle speed, the direction of air flow into the vehicle interior by the blower fan 121 set by the wind direction switch 35, the air conditioning conditions set by the air conditioning switch 36, and the like are detected.

  It should be noted that the detection of the situation where the vehicle is placed is not necessarily performed based on all these elements, and may be performed based only on the outside temperature, for example. Further, the situation where the vehicle is placed may be detected in combination with other factors such as the degree of opening and closing of the window of the vehicle.

  Then, the cloudiness determination humidity estimating means 42 applies the detected situation where the vehicle is placed to a map indicating the correlation between the situation where the preset vehicle is placed and the cloudiness judgment humidity Hd. Hd (corresponding to the reference vehicle interior humidity of the present invention) is estimated. This map is determined by experiments, computer simulations, etc., and the map data is stored in advance in a memory (not shown). Further, the cloudiness determination humidity Hd may be estimated by a correlation equation between the situation where the vehicle is placed and the cloudiness determination humidity Hd, instead of the map.

  When the engine stop condition is satisfied in STEP 1 (detected humidity Hs in vehicle interior <cloudiness determination humidity Hd), the process proceeds to STEP 2. STEP2 is a process based on the engine stop time determination time 43. The engine stop time determination time 43 is a humidity difference ΔH () between the detected humidity Hs of the humidity sensor 30 and the cloudiness determination humidity Hd immediately before the engine 2 is stopped in STEP3. = Detection humidity Hs-cloudiness determination humidity Hd).

  In the next STEP 3, the engine control means 44 stops the engine 2. Subsequent STEP 4 and STEP 5 are processes based on the engine stop time determination time 43. In engine stop time determination time 43, the detected humidity Hs1 of the humidity sensor 30 immediately after the engine 2 is stopped in STEP 4 is held in a memory (not shown).

  In STEP 5, the engine stop time determination time 43 sets the timer time of the engine start timer to the initial set time Tb. When the engine 2 is stopped after the next time, the engine stop time determination time 43 sets the timer time of the engine start timer to the engine stop time Ts set in STEP 9 described later at the time of the previous engine stop.

  Here, the engine stop time determination time 43 is determined using the “time setting map for the reference increase rate” shown in FIG. 4A for the initial setting time Tb. The “time setting map for the reference increase rate Rb” shown in FIG. 4A is obtained when the increase rate of the humidity in the passenger compartment when the engine 2 is stopped is the assumed reference increase rate Rb. The correspondence between the humidity difference ΔH between the humidity detected by the humidity sensor 30 and the cloudiness determination humidity Hd immediately before the engine 2 is stopped and the initial setting time Tb is set as the initial setting time Tb and the horizontal axis as the humidity difference ΔH. It is a thing.

  For the engine stop time determination time 43, the humidity difference ΔH calculated in STEP 2 is applied to the “time setting map for the reference increase rate” to obtain the corresponding initial setting time Tb. For example, when the humidity difference ΔH is ΔH_1, Tb_1 is obtained as the initial setting time Tb.

  In the next STEP6, the engine control means 44 starts an engine start timer and waits for the engine start timer to expire in STEP7. Subsequent STEP 8 to STEP 9 are processes based on the engine stop time determination time 43.

  In the engine stop time determination time 43, the detected humidity Hs2 of the humidity sensor 30 immediately before the engine 2 is restarted in STEP 8 is held in the memory. In the next STEP 9, the engine stop time determination time 43 determines the engine stop time Ts according to the flowchart shown in FIG. 3.

  STEP 20 in FIG. 3 is processing by the humidity increase rate calculating means 46. The humidity increase rate calculating means 46 is the humidity Hs1 in the vehicle interior immediately after the engine 2 held in the memory in STEP 4 in FIG. Using the humidity Hs2 in the passenger compartment immediately before the engine 2 held in the memory is restarted, the humidity increase rate Rh is calculated by the following equation.

Rh = (Hs2-Hs1) / Tm (1)
However, Tm: Timer time of the engine start timer (time during which the engine 2 is stopped).

  In subsequent STEP 21, the engine stop time determination time 43 determines whether or not the humidity increase rate Rh is lower than the reference increase rate Rb. If the humidity increase rate Rh is not lower than the reference increase rate Rb, the process branches to STEP 30 to determine whether the humidity increase rate Rh is higher than the reference increase rate Rb.

  Here, FIG. 4B shows a line of the reference increase rate Rb when the engine 2 is stopped, with the vertical axis set to humidity (H) and the horizontal axis set to time (t). When the humidity increase rate Rh is higher than the reference increase rate Rb, that is, when the slope of the humidity increase rate Rh line is larger than the reference increase rate Rb line, it can be assumed that the vehicle window is likely to be cloudy.

  Further, when the humidity increase rate Rh is lower than the reference increase rate Rb, that is, when the slope of the humidity increase rate Rh line is smaller than the reference increase rate Rb line, it can be assumed that the vehicle window is not easily fogged. .

  Therefore, when the humidity increase rate Rh is lower than the reference increase rate Rb in STEP 21, the engine stop time determination time 43 proceeds to STEP 22, where the process for extending the initial set time Tb is performed, and the engine stop time at the next engine stop is determined. Ts is determined.

  Specifically, the engine stop time determination time 43 is handled by applying the humidity difference ΔH calculated in STEP 2 of FIG. 2 to the “time setting map for low increase rate” shown in FIG. The extension time Tu to be obtained is obtained.

  The “time setting map for the low increase rate” shown in FIG. 5A is a graph in which the correspondence between the extension time Tu of the initial setting time Tb and the humidity difference ΔH is the extension time (Tu) on the vertical axis. Is set as time (t).

  Here, the larger the humidity difference ΔH when the engine 2 is stopped, the more difficult the window glass of the vehicle becomes cloudy when the engine 2 is stopped. Therefore, the “time setting map for low increase rate” shown in FIG. 5A is set such that the extension time Tu becomes longer as the humidity difference ΔH is larger. For example, when the humidity difference ΔH is ΔH_2, Tu_1 corresponding to ΔH_2 is obtained as the extension time Tu.

  The engine stop time determination time 43 is calculated as the engine stop time Ts obtained by extending the initial set time Tb by the following equation (2), and set as the engine stop time Ts when the engine 2 is stopped next time. Then, the process proceeds to STEP 23, where the engine stop time determination time 43 ends the determination process of the engine stop time Ts.

Ts = Tb + Tu (2)
However, Ts: Engine stop time, Tb: Initial setting time, Tu: Extension time.

  Further, when the humidity increase rate Rh is higher than the reference increase rate Rb in STEP 30, the engine stop time determination time 43 proceeds to STEP 31, where processing for shortening the initial set time Tb is performed, and the engine stop time at the next engine stop time. Set Ts.

  Specifically, the engine stop time determination time 43 is handled by applying the humidity difference ΔH calculated in STEP 2 of FIG. 2 to the “time setting map for high increase rate” shown in FIG. 5B. The reduction time Td to be obtained is obtained.

  In the “time setting map for high increase rate” shown in FIG. 5B, the correspondence between the shortening time Td of the initial setting time Tb and the humidity difference ΔH is represented by the shortening time (Td) on the vertical axis and the horizontal axis. Is set as time (t).

  The smaller the humidity difference ΔH when the engine 2 is stopped, the more easily the window glass of the vehicle becomes cloudy when the engine 2 is stopped. Therefore, the “time setting map for high increase rate” shown in FIG. 5B is set such that the shortening time Td becomes longer as the humidity difference ΔH is smaller. For example, when the humidity difference ΔH is ΔH_3, Td_1 corresponding to ΔH_2 is obtained as the shortened time Td.

  The engine stop time determination time 43 is calculated as the engine stop time Ts when the initial set time Tb is shortened by the following equation (3) and determined as the engine stop time Ts when the next engine 2 is stopped. Then, the process proceeds to STEP 23, where the engine stop time determination time 43 ends the determination process of the engine stop time Ts.

Ts = Tb−Td (3)
However, Ts: Engine stop time, Tb: Initial setting time, Td: Reduction time.

  In this way, the engine stop time determination time 43 uses factors that affect the easiness of fogging of the window glass of the vehicle, such as the humidity increase rate Rh when the engine 2 is stopped and the humidity difference ΔH immediately before the engine 2 is stopped. Thus, the engine stop time Ts can be set to a longer time within a range in which fogging of the window glass of the vehicle does not occur. Therefore, the reduction effect of combustion consumption by stopping the engine 2 can be enhanced.

  Further, when the humidity increase rate Rh is equal to the reference increase rate Rb, the engine stop time determination time 43 is determined in STEP 40 as the engine stop time when the next engine 2 is stopped. Then, the process proceeds to STEP 23, where the engine stop time determination time 43 ends the engine stop time setting process.

  As described above, when the engine stop time Ts is set in STEP 9 in FIG. 2, the engine control means 44 starts the engine 2 in the next STEP 10, and in STEP 11, the refrigeration cycle apparatus A via the air conditioning control means 45. And the blower fan 121 is activated and the process returns to STEP1. Since the dehumidification in the passenger compartment is started by the activation of the refrigeration cycle apparatus A and the blower fan 121, the vehicle window glass can be prevented from being fogged.

[Second Embodiment]
Next, a second embodiment of the engine 2 stop / restart process by the engine control means 44 will be described with reference to the flowchart shown in FIG. The engine control unit 44 repeatedly executes the flowchart shown in FIG. 6 to execute stop / restart processing of the engine 2.

  The engine control unit 44 determines whether or not an engine stop condition is satisfied in STEP50. The engine stop condition in STEP 50 is the same as that in STEP 1 in FIG. 2 described above. When the engine stop condition is satisfied in STEP 50, the process proceeds to STEP 51, where the engine stop time means 43 has a humidity difference ΔH (= detected humidity) between the detected humidity Hs of the humidity sensor 30 and the cloudiness determination humidity Hd immediately before the engine 2 is stopped in STEP 52. Hs−clouding determination humidity Hd) is calculated.

  In the next STEP 52, the engine stop time determination time 43 sets the timer time of the engine start timer to the initial set time Tb. The setting process of the initial setting time Tb is the same as STEP 5 in FIG. 2 described above. In subsequent STEP54, the engine control means 44 starts an engine start timer.

  In the next STEP 55, the engine stop time determination time 43 is a process of determining the engine stop time Ts by extending or shortening the initial set time Tb, or determining the initial set time Tb as it is as the engine stop time Ts. This process is the same as that in FIG. 3 described above, but the humidity increase rate calculating means 46 uses the engine stop from the initial setting time Tb after the engine 2 is stopped in STEP 52 as the humidity increase rate Rh in STEP 20 of FIG. The humidity increase rate Rh in a shorter period than the time obtained by subtracting the maximum shortening time by the time determining means 43 is calculated.

  The engine stop time determination time 43 determines the engine stop time Ts by performing the processing according to the flowchart of FIG. 3 described above using the humidity increase rate Rh and the humidity difference ΔH calculated in this way. In the next STEP 56, the engine stop time determination time 43 changes the timer time of the engine start timer to the engine stop time Ts.

  When the engine start timer expires in STEP57, the process proceeds to STEP58, and the engine control means 44 starts the engine 2. In STEP 59, the engine control means 44 activates the refrigeration cycle apparatus A via the air conditioning control means 45, activates the blower fan 121, and returns to STEP 50. Since the dehumidification in the passenger compartment is started by the activation of the refrigeration cycle apparatus A and the blower fan 121, the vehicle window glass can be prevented from being fogged.

  In the above embodiment, the engine stop time determination time 43 is determined by using the humidity increase rate Rh while the engine 2 is stopped and the humidity difference ΔH immediately before the engine 2 is stopped. Alternatively, using only the humidity increase rate Rh, the engine stop time Ts may be set to a shorter time as the humidity increase rate Rh is higher.

  In the above embodiment, the present invention is applied to a hybrid vehicle. However, if the vehicle has an automatic idle stop function that automatically stops and restarts the engine, only the engine is driven. The present invention can also be applied to a vehicle as a source.

  DESCRIPTION OF SYMBOLS 1 ... Air conditioning apparatus, 2 ... Engine, 4 ... Control apparatus (vehicle control apparatus), 6 ... Compressor, 9 ... Condenser, 12 ... Evaporator, 30 ... Humidity sensor, 31 ... Inside temperature sensor, 32 ... Outside temperature Sensor, 33 ... Solar radiation sensor, 34 ... Vehicle speed sensor, 35 ... Wind direction switch, 36 ... Air conditioning switch, 41 ... Vehicle condition detection device, 42 ... Cloudiness determination humidity estimation means, 43 ... Engine stop time determination means, 44 ... Engine control means 45 air conditioning control means 46 humidity increase rate calculating means 121 blower fan A refrigeration cycle apparatus G motor generator H heater core

Claims (4)

For a vehicle having an engine and a dehumidifier that operates by the driving force of the engine to dehumidify the vehicle interior, the engine is stopped when a predetermined engine stop condition is satisfied, and then a predetermined engine stop time A vehicle control device comprising engine control means for starting the engine and starting the dehumidifier when elapses.
Humidity detecting means for detecting the humidity in the interior of the vehicle;
When the stop condition is satisfied and the engine is stopped by the engine control means, a humidity increase rate in the vehicle interior of the vehicle while the engine is stopped is calculated based on humidity detected by the humidity detection means. A humidity increase rate calculating means;
A vehicle control apparatus comprising: an engine stop time determining unit that determines the engine stop time based on the humidity increase rate calculated by the humidity increase rate calculating unit. The vehicle control device according to claim 1,
The engine stop time determination time is determined by shortening a predetermined initial set time when the humidity increase rate calculated by the humidity increase rate calculating means is higher than a predetermined reference increase rate. When the humidity increase rate calculated by the humidity increase rate calculating means is lower than the reference increase rate, the engine stop time is determined by extending the initial setting time. The vehicle control device according to claim 2,
The engine stop time determination time is calculated by calculating a humidity difference between the detected humidity of the humidity detecting means when the engine is stopped and a predetermined reference vehicle interior humidity, and the humidity increase rate is higher than the reference increase rate. When the humidity difference is larger, the degree of shortening when the reference engine stop is determined is reduced, and when the humidity increase rate is lower than the reference increase rate, the engine stop time is increased as the humidity difference is increased. A control device for a vehicle, wherein the degree of the extension when determining the value is increased. The vehicle control device according to any one of claims 1 to 3,
The engine control means uses the engine stop time determined by the engine stop time determination time, and then stops the engine after the engine stop condition is satisfied until the engine is restarted. A vehicle control device characterized by being used as a vehicle.

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