JP5763945B2 - Vehicle control device - Google Patents

Description

  The present invention relates to an air conditioner and an automatic engine stop that automatically stops the engine when a predetermined engine stop condition is satisfied, and restarts the automatically stopped engine when the predetermined engine restart condition is satisfied. The present invention belongs to a technical field related to a vehicle control device including the control device.

  Conventionally, it is known to automatically stop (idle stop) an engine mounted on a vehicle when the vehicle stops due to a signal or the like for the purpose of improving fuel consumption or reducing exhaust gas. In such a vehicle, the engine is automatically stopped when a predetermined engine stop condition is satisfied, for example, when the brake pedal is depressed and the vehicle speed becomes zero, and then the brake pedal is depressed, for example. Or when a predetermined engine restart condition such as an accelerator pedal being depressed is satisfied, the automatically stopped engine is restarted.

  On the other hand, the vehicle is usually provided with an air conditioner that performs air conditioning in the passenger compartment of the vehicle. This air conditioner generally includes a heat exchanger (a heater core as a heating heat exchanger or an evaporator as a cooling heat exchanger) through which a heat medium (engine cooling water or refrigerant) flows, and the heat medium as the heat exchanger. The air passing through the heat exchanger is heated or cooled by heat exchange with the heat medium supplied to the heat exchanger and blown into the vehicle interior, As a result, air conditioning of the passenger compartment is performed.

  The water pump and the compressor are usually driven by the engine. Therefore, when the engine is automatically stopped as described above, the water pump and the compressor are also stopped, and the automatic stop continues for a long time. And air-conditioning performance will fall and will give a passenger discomfort.

  Therefore, in Patent Document 1, for example, the air conditioning control device that controls the air conditioner determines the temperature of air blown from the air conditioner into the vehicle interior, and compares the determined temperature with the air conditioning state in the vehicle interior, When it is necessary to perform air conditioning, a signal is output to the engine control device to restart the engine, and the engine is restarted. As a result, the necessary air conditioning capability is secured and comfortable air conditioning can be realized.

Japanese Patent No. 3323097

  By the way, the air conditioner is provided with an air mix door for adjusting the mixing amount of hot air and cold air. The temperature of the blown air actually blown from the air conditioner is adjusted by this air mix door.

  In addition, when the air conditioner is operating with the engine automatically stopped, the temperature of the air blown from the air conditioner is predicted, and air conditioning that does not cause discomfort to the occupant based on the predicted value of the blown air temperature. It is necessary to determine whether it is possible. That is, if the engine is automatically stopped when cooling is required, the supply of the heat medium stops as described above, so that the cooling capacity of the cooling heat exchanger decreases and the blowout temperature rises. Can be considered. When the predicted value of the blown air temperature rises to such an extent that the passenger compartment cannot be cooled, it is necessary to restart the engine.

  In obtaining the predicted value of the blown air temperature, the output value of the cooling side temperature sensor that detects the degree of cooling of the air by the cooling heat exchanger and the heating side temperature sensor that detects the degree of heating of the air by the heating heat exchanger In addition, there is a method of obtaining based on the opening of the air mix door. Thereby, it is thought that the temperature of warm air and cold air can be obtained directly, and the accuracy of control improves.

  However, in the vehicle air conditioner, the influence of the temperature outside the passenger compartment is greatly affected, and the opening degree of the air mix door and the temperature of the blown air may not be proportional to each other depending on the temperature. For example, when the outside air temperature is an intermediate temperature range of 5 ° C. to 25 ° C. and the amount of blown air is moderate or lower, it is affected by the outside air temperature in the air outlet space in the downstream area of the air mix space or the air mix space. Heat loss of conditioned air may occur. This is particularly noticeable when the engine stops automatically and the air flow rate decreases.

  If the opening degree of the air mix door and the temperature of the blown air are not in a proportional relationship, the control is performed by correcting the predicted value of the blown air temperature to an appropriate value so that the automatic engine stop time is not shortened. It is necessary, but how to correct it is a problem.

  The present invention has been made in view of such a point, and an object of the present invention is to make the automatic engine stop time as long as possible while avoiding discomfort to the vehicle occupant. It is in.

  In order to achieve the above object, in the present invention, when the predicted value of the blown air temperature is obtained using the opening of the air mix door, the opening of the air mix door is corrected according to the temperature outside the vehicle compartment. The opening of the air mix door and the predicted value of the blown air temperature are in a proportional relationship.

1st invention heats the cooling heat exchanger which cools the ventilation air to the vehicle interior of this vehicle by the heat exchange with the heat carrier supplied from the auxiliary machine driven by the engine of a vehicle, and this ventilation air An air conditioner having a heat exchanger for heating, and the engine is automatically stopped when a predetermined engine stop condition is satisfied, and the automatically stopped engine is restarted when a predetermined engine restart condition is satisfied A vehicle control device including an engine automatic stop control device, wherein the air conditioner includes a cooling passage in which the cooling heat exchanger is disposed, and a heating passage in which the heating heat exchanger is disposed. The downstream ends of the cooling passage and the heating passage communicate with each other, and the air mixing space in which the air from both the passages is mixed and blown out into the vehicle interior is generated, and the opening of the heating passage entrance is changed. An air mix door for adjusting the temperature of the blown air, a cooling state detecting means for detecting a cooling state of the air by the cooling heat exchanger, and a heating for detecting the heating state of the air by the heating heat exchanger. The engine automatic stop control device includes an opening degree of the air mix door, the cooling state detection unit, and the heating state. Even if the predetermined engine restart condition is not satisfied when the predicted condition of the blown air temperature at the time of engine automatic stop is obtained based on the output value of the detection means and the restart condition regarding air conditioning is satisfied, the engine The engine automatic stop control device opens the air mix door based on the temperature outside the passenger compartment detected by the outside air temperature detecting means. And is the predicted value of the outlet air temperature by moving the air mixing door so that the proportional relationship to correct the opening degree of the air mix door, and is characterized in that to adjust the temperature of the outlet air.

  In this configuration, the opening degree of the air mix door is corrected based on the temperature outside the passenger compartment to eliminate the influence of the temperature outside the passenger compartment, and the opening degree of the air mixing door is proportional to the predicted value of the blown air temperature. become. Thereby, since the predicted value of the blown air temperature becomes an appropriate value, it is possible to prevent the engine automatic stop time from being shortened.

  According to the present invention, the opening degree of the air mix door is corrected so that the opening degree of the air mix door and the outlet temperature are in proportion to each other based on the temperature outside the passenger compartment. While avoiding discomfort, the engine automatic stop time can be made as long as possible.

It is a figure which shows schematic structure of the air conditioner of the vehicle by which the control apparatus which concerns on embodiment of this invention is mounted. It is a perspective view which shows the compartment front side of the said vehicle. It is a block diagram which shows the structure of the control apparatus of the said vehicle. It is a flowchart which shows the control action of an air-conditioner control unit. It is a flowchart which shows the procedure of permission / prohibition determination of idling stop. It is a flowchart which shows the procedure of the air mix door opening correction | amendment used for prediction of blowing air temperature. It is a table | surface which shows the relationship between outside temperature (Ta) and the opening correction amount (Tia) of an air mix door. It is a flowchart which shows the procedure of a 1st idling stop determination. It is a flowchart which shows the prediction procedure of blowing air. It is a flowchart which shows the procedure of a 2nd idling stop determination. It is a figure which shows the relationship between the opening degree of an air mix door (opening degree of the heating channel | path entrance by an air mix door) and blowing mode. It is a graph which shows the relationship between the opening degree of an air mix door (opening degree of the heating passage entrance by an air mix door), and temperature-time conversion coefficient (gamma).

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. It should be noted that the following description of the preferred embodiment is merely illustrative in nature, and is not intended to limit the present invention, its application, or its use.

  FIG. 3 shows a control device 100 for a vehicle (in this embodiment, a passenger car) according to an embodiment of the present invention. The vehicle control device 100 includes an air conditioner 1 also shown in FIG. 1, an engine control unit 3 that controls an ignition device 4 and a fuel injection device 5 of the vehicle engine, and an engine control unit 3 that controls the engine control unit 3. And a vehicle control unit 6 that outputs stop and restart signals. The air conditioner 1 includes an air conditioner control unit 2 that controls the operation of the air conditioner 1.

  The air conditioner 1 is accommodated in an instrument panel IP disposed at the front end of the vehicle compartment shown in FIG. An operation panel B for operating the air conditioner 1 is disposed at a substantially central portion in the vehicle width direction of the instrument panel IP. A driver's seat (not shown) is provided on the right side of the vehicle behind the instrument panel IP, and a passenger seat (not shown) is provided on the left side of the vehicle.

  A defroster port 7 through which conditioned air generated by the air conditioner 1 blows out opens at the front end of the upper surface of the instrument panel IP toward the inner surface of a front window (not shown) in the vehicle interior. Further, demister ports 8 through which the conditioned air blows out are opened at both ends in the vehicle width direction on the upper surface of the instrument panel IP toward the inner surface of a side window (not shown) in the vehicle interior. Further, a center vent port 9 through which the conditioned air blows out opens toward the upper body of the passenger in the vehicle interior at a substantially central portion in the vehicle width direction of the instrument panel IP, and the vehicle width of the instrument panel IP. Side vent ports 10 through which the conditioned air blows out also open at both ends in the direction toward the upper body of the passenger in the passenger compartment.

  As shown in FIG. 1, the air conditioner 1 includes a case 20 formed by molding a resin material. The case 20 is provided with an air introduction portion 21, a temperature adjustment portion 22, and a conditioned air distribution portion 23. The case 20 is divided into, for example, an air introduction part 21, a temperature adjustment part 22 and a conditioned air distribution part 23, or an air introduction part 21, a temperature adjustment part 22 and a conditioned air distribution part 23. What is divided into two parts (one divided into a blower unit and an air conditioning unit), an air introduction part 21, a temperature control part 22, and a conditioned air distribution part 23 are integrally provided in the center in the vehicle width direction (So-called full center type) may be used.

  The air introduction portion 21 is connected to an inside air introduction port 25 for opening the inside of the vehicle interior and taking air inside the vehicle interior into the case 20 and a duct (not shown) communicating with the outside of the vehicle interior. An outside air inlet 26 for taking air into the case 20 is formed. Inside the air introduction part 21, an inside / outside air switching door 27 is provided that opens one of the inside air introduction port 25 and the outside air introduction port 26 and closes the other. The inside / outside air switching door 27 is operated by an inside / outside air actuator 28 (see FIG. 3) fixed to the outer surface of the case 20 to open one of the inside air introduction port 25 and the outside air introduction port 26 and close the other. Yes. The inside / outside air actuator 28 has a known structure with a built-in servo motor. With this inside / outside air actuator 28, the air introduction mode can be switched between an inside air introduction mode in which only inside air is introduced into the case 20 and an outside air introduction mode in which only outside air is introduced into the case 20.

  In the vicinity of the inside / outside air switching door 27 in the air introduction portion 21, an air filter 31 for filtering the air taken into the case 20 is disposed, and the back side in the case 20 with respect to the air filter 31. The air blowing fan for introducing air into the air introduction part 21 of the case 20 from the inside air introduction port 25 or the outside air introduction port 26 and flowing the air from there to the temperature adjustment unit 22 and the conditioned air distribution unit 23. 32 is disposed.

  The blower fan 32 is a centrifugal fan, and is arranged so that its rotation axis extends in the vertical direction. A blower motor 33 for rotationally driving the blower fan 32 is disposed below the blower fan 32. The blower motor 33 is fixed to the case 20 with a part protruding outside the case 20.

  Hereinafter, the upstream side and the downstream side in the air flow direction are simply referred to as the upstream side and the downstream side, respectively.

  A cooling passage 22a is formed in the upstream portion of the temperature adjustment unit 22 located on the downstream side (right side in FIG. 1) of the air introduction unit 21. The cooling passage 22a is introduced into the case 20 into the cooling passage 22a. An evaporator 35 serving as a cooling heat exchanger that cools the air (that is, the air blown into the vehicle interior) is accommodated. The evaporator 35, a compressor 36 (see FIG. 3) as an auxiliary machine driven by the engine, a refrigerant condenser (not shown), and an expansion valve (not shown) constitute a known refrigeration cycle. Has been.

  The evaporator 35 is a tube and fin type heat exchanger in which a plurality of tubes and fins (both not shown) are alternately arranged and integrated. A refrigerant as a heat medium is supplied to and discharged from the evaporator 35 via a cooler pipe (not shown), and this refrigerant flows through the tube. The air passing between the fins of the evaporator 35 exchanges heat with the refrigerant flowing through the tube, thereby cooling the air.

  An evaporator sensor 37, which is a temperature sensor for detecting the temperature of air immediately after passing through the evaporator 35 (which can be regarded as the surface temperature of the evaporator 35), is disposed immediately downstream of the evaporator 35. . The air sensor 37 can detect the cooling state of the air by the evaporator 35. The EVA sensor 37 constitutes a cooling state detection unit. Note that the cooling state detection means may be a temperature sensor arranged slightly away from the surface of the evaporator 35 on the downstream side.

  A heating passage 22b through which a part or all of the air flowing through the cooling passage 22a (air cooled by the evaporator 35) flows is formed on the downstream side of the cooling passage 22a in the temperature adjusting unit 22. The upstream end of the heating passage 22b (the inlet of the heating passage 22b) is connected to the downstream end of the cooling passage 22a. In the heating passage 22b, a heater core 43 as a heating heat exchanger that heats the air flowing through the cooling passage 22a (air blown into the vehicle interior) is accommodated.

  The heater core 43 is a tube-and-fin type heat exchanger similar to the evaporator 35. The heater core 43 is supplied and discharged with engine cooling water as a heat medium from a water pump (not shown) as an auxiliary machine driven by the engine via a heater pipe (not shown). . The air passing through the heater core 43 exchanges heat with the engine cooling water flowing through the tube, whereby the air is heated.

  A heater core sensor 38 including a temperature sensor for detecting the temperature of air immediately after passing through the heater core 43 (which can be regarded as the temperature of the heater core 43) is disposed immediately downstream of the heater core 43. . The heater core sensor 38 can detect the heating state of the air by the heater core 43. The heater core sensor 38 constitutes an external temperature sensor that detects the external temperature of the heater core 38. Note that the external temperature sensor may be a temperature sensor disposed slightly away from the surface of the heater core 43 on the downstream side.

  A bypass passage 44 is formed on the side of the heating passage 22b to allow a part or all of the air flowing through the cooling passage 22a to flow bypassing the heating passage 22b (heater core 43). The upstream end of the bypass passage 44 is also connected to the downstream end of the cooling passage 22a. When a part of the air flowing through the cooling passage 22a flows into the heating passage 22b, the remaining air flows through the bypass passage 44. The bypass passage 44 can be regarded as a part of the cooling passage 22a. In this case, the heating passage 22b is branched from the downstream portion of the evaporator 35 in the cooling passage 22a.

  The downstream ends of the heating passage 22b and the bypass passage 44 (cooling passage 22a) generate conditioned air that is mixed with air from the heating passage 22b and the bypass passage 44 (cooling passage 22a) and blown into the vehicle interior. The air mix space 45 is communicated. The temperature of the conditioned air obtained by mixing in the air mix space 45 is determined by the flow rate ratio between the air flowing through the bypass passage 44 (cooling passage 22a) and the air flowing through the heating passage 22b. This flow rate ratio can be adjusted by an air mix door 46 provided at the inlet of the heating passage 22b and changing the opening of the inlet. That is, the air mix door 46 adjusts the temperature of the conditioned air by changing the opening degree of the inlet of the heating passage 22b.

  The air mix door 46 is operated by an air mix actuator 48 (see FIG. 3) fixed to the outer surface of the case 20. The air mix actuator 48 is configured in the same manner as the inside / outside air actuator 28. By operating the air mix actuator 48 and changing the opening of the heating passage 22b by the air mix door 46 (hereinafter referred to as the opening (MIXac) of the air mix door 46), the air flow rate and the heating passage of the bypass passage 44 are changed. The ratio of the air flow rate of 22b is changed, and as a result, the temperature of the conditioned air obtained by mixing in the air mix space 45 is changed. When the opening degree (MIXac) of the air mix door 46 is 0% (shown by a solid line in FIG. 1), the inlet of the heating passage 22b is fully closed, and all of the air flowing through the cooling passage 22a is bypassed. It flows to the passage 44. On the other hand, when the opening degree (MIXac) of the air mix door 46 is 100% (indicated by a phantom line in FIG. 1), the inlet of the heating passage 22b is fully opened, and all of the air that has flowed through the cooling passage 22a. Flows into the heating passage 22b. The opening degree (MIXac) of the air mix door 46 can be set to an arbitrary value between 0% and 100%.

  A conditioned air distribution unit 23 that distributes the conditioned air in the air mix space 45 to the defroster port 7, the center vent port 9, and the like is located downstream of the temperature adjustment unit 22 (air mix space 45). A vent passage 47, a heat passage 49, and a defroster passage 59 extending from the air mix space 45 are formed in the conditioned air distributor 23. The downstream end of the vent passage 47 is opened as a vent outlet 50 on the outer surface of the case 20, the downstream end of the heat passage 49 is opened as a heat outlet 51 on the outer surface of the case 20, and the downstream end of the defroster passage 59 is A defroster outlet 52 is opened on the outer surface of the case 20.

  An upstream end of a vent duct 53 communicating with the center vent port 9 and the side vent 10 of the instrument panel IP is connected to the vent outlet 50. In addition, upstream ends of a plurality of heat ducts 54 (parts of which are shown in FIG. 2) are connected to the heat outlet 51, and the downstream ends (openings) of the heat ducts 54 are front passengers (driver's seats). It is located near the feet of the passengers and passengers) and in the vicinity of the rear passengers. The defroster outlet 52 is connected to an upstream end of a defroster duct 55 that communicates with the defroster port 7 and the demister port 8 of the instrument panel IP. The vent passage 47, the heat passage 49, and the defroster passage 59 are opened and closed by a vent door 56, a heat door 57, and a defroster door 58 disposed inside the conditioned air distribution unit 23, respectively.

  Although not shown, the vent door 56, the heat door 57, and the defroster door 58 are connected to each other by a link member, and operate in conjunction with each other by a blow mode actuator 60 (see FIG. 3) for switching a blow mode to be described later. It has become. The blow-out mode actuator 60 has a known structure with a built-in servo motor, similar to the inside / outside air actuator 28, and is fixed to the outer surface of the case 20.

  As shown in FIG. 3, the air conditioner 1 includes an engine water temperature sensor 64, an outside air sensor (outside air temperature detecting means) 65, an inside air sensor 66, and a solar radiation sensor 67. The engine water temperature sensor 64 is a temperature sensor for detecting the temperature of engine cooling water. The engine water temperature sensor 64 detects the temperature of engine cooling water flowing through the heater core 43. Thereby, the heating state of the air by the heater core 43 is detectable.

  The engine water temperature sensor 64 and the heater core sensor 38 constitute a heating state detection means for detecting the heating state of air by the heater core 43.

  The outside air sensor 65 is a temperature sensor for detecting the outside air temperature around the vehicle, and is disposed outside the passenger compartment near the front grille (not shown) or near the door mirror (not shown). The inside air sensor 66 is a temperature sensor for detecting the temperature in the passenger compartment, and is disposed on the driver seat side of the instrument panel IP (see FIG. 2). The said solar radiation sensor 67 is for detecting the solar radiation amount which is the intensity | strength of the sunlight which inserts into a vehicle interior, Comprising: It arrange | positions at the front-end part of instrument panel IP (refer FIG. 2).

  As shown in FIG. 3, the operation panel B of the instrument panel IP includes a temperature setting switch 68, a blow mode switch 69, an air conditioner switch 70, an inside / outside air changeover switch 71, a fan switch 72, an air conditioner priority switch 73, and a DEF switch. 80 and an auto switch 81 are provided.

  The temperature setting switch 68 is a switch operated by an occupant of the vehicle to set the passenger compartment temperature to a desired temperature. The temperature setting switch 68 constitutes a set temperature detecting means for detecting the set temperature set by the operation of the vehicle occupant.

  The blowing mode switch 69 is a switch operated by a passenger to select the conditioned air blowing mode. As this blowing mode, in addition to the vent mode in which conditioned air blows out from the center vent port 9 and the side vent port 10, and the center vent port 9 and the side vent port 10, conditioned air also blows out from the downstream opening of the heat duct 54. A bi-level mode, a heat mode in which conditioned air is blown from the downstream opening of the heat duct 54, a heat differential mode in which conditioned air is blown from the downstream opening of the defroster port 7, the demister port 8 and the heat duct 54, the defroster port 7 and There is a defroster mode in which conditioned air blows out from the demister port 8. In the automatic air conditioning mode described later, the heat differential mode and the defroster mode are when the engine cooling water detected by the engine water temperature sensor 64 is cold when the temperature of the engine cooling water is equal to or lower than a predetermined value. When the engine temperature is higher than the predetermined value, the vent mode, the bi-level mode, or the heat mode is set (however, when the DEF switch 80 is turned on, the defroster mode is set). When the engine is cold, the engine that will be described later is not automatically stopped. For this reason, in the control of the air conditioner control unit 2 described later, the control when the engine is warm will be described. Even when the engine is warm, the engine is not automatically stopped even when it is determined that idling stop is prohibited by the first idling stop determination described later, such as when the DEF switch 80 is ON. .

  The air conditioner switch 70 is a switch operated by an occupant of the vehicle to set an operation mode of the compressor 36 of the refrigeration cycle, and is an A / C mode for selecting an A / C mode in which the compressor 36 is normally operated. It has an ECO position for selecting an economy mode (ECO mode) when there is a need for weak cooling, and an OFF position for selecting an OFF mode in which the compressor 36 is not operated. Any one can be selected.

  The inside / outside air changeover switch 71 is a switch operated by the vehicle occupant to switch the air introduction mode between the inside air introduction mode and the outside air introduction mode.

  The fan switch 72 is a switch operated by an occupant of the vehicle to select whether the air conditioner 1 is to be activated or deactivated. When the fan switch 72 is turned on, the air conditioner 1 is operated. When the fan switch 72 is turned off, the operation of the air conditioner 1 is stopped. In addition, when the fan switch 72 is in the ON state, the amount of air blown by the blower fan 32 can be increased or decreased in multiple stages by being operated by the vehicle occupant.

  The air conditioner priority switch 73 is a switch that is operated by the vehicle occupant so that the operation of the air conditioner 1 is prioritized and the engine is not automatically stopped as described later (the air conditioner priority mode is set). That is, in this vehicle, the automatic engine stop (idling stop) function can be canceled by setting the air conditioner priority mode.

  The DEF switch 80 is a switch operated by the vehicle occupant to clear the fog when the front window or the side window is clouded. When the DEF switch 80 is turned on, the blowing mode is changed to the defroster mode. In addition, the air volume is increased.

  The auto switch 81 is a switch operated by the vehicle occupant to select one of the automatic air conditioning mode and the manual mode. When the automatic air-conditioning mode is selected, the blow-out mode, the introduction mode, and the air volume are automatically set according to the air-conditioning state of the passenger compartment. On the other hand, when the manual mode is selected, the blowing mode, the introduction mode, and the air flow rate are set (selected) by the blowing mode switch 69, the inside / outside air changeover switch 71, and the fan switch 72, respectively. It becomes air volume.

  Although not shown, the air conditioner control unit 2 has a central processing unit, a random access memory (RAM), a read only memory (ROM), an input / output port, and the like. It is designed to operate with supply.

  The switches 68 to 73, 80, 81 and the sensors 37, 38, 64 to 67 are connected to the input / output ports of the air conditioner control unit 2 through signal lines, and the blower motor 33 and the actuators 28 are connected to each other. , 48, 60 are connected via signal lines. The air conditioner control unit 2 inputs information from the switches 68 to 73, 80, 81 and the sensors 37, 38, 64 to 67, and the blower motor 33 and the actuators 28 are input based on the input information. , 48, 60 are controlled.

  An ignition device 4, a fuel injection device 5, and a compressor 36 are connected to the engine control unit 3 via signal lines. The compressor 36 is provided with an electromagnetic clutch that is mechanically connected to or disconnected from the engine. The engine control unit 3 performs connection / disconnection control of the electromagnetic clutch. When the electromagnetic clutch is in the connected state, the engine power is transmitted to the compressor 36, while when the electromagnetic clutch is in the disconnected state, the engine power is not transmitted to the compressor 36.

  The air conditioner control unit 2 and the engine control unit 3 are connected via a signal line. When the air conditioner control unit 2 determines that it is necessary to operate the compressor 36, it sends a compressor ON signal to the engine control unit 3, and the engine control unit 3 that receives this compressor ON signal connects the electromagnetic clutch of the compressor 36. On the other hand, when the air conditioner control unit 2 determines that the compressor 36 does not need to be operated, the compressor OFF signal is transmitted to the engine control unit 3, and the engine control unit 3 receiving the compressor OFF signal receives the electromagnetic clutch. Is in a disconnected state.

  When the automatic air conditioning mode is selected by the auto switch 81, the air conditioner control unit 2 is mainly based on input information from the temperature setting switch 68, the outside air sensor 65, the inside air sensor 66, and the solar radiation sensor 67 according to a predetermined program. Then, the opening degree (MIXac) of the air mix door 46 is determined, and the air mix actuator 48 is controlled so as to become this opening degree, and a predetermined blowing mode is set corresponding to the opening degree. The blowing mode actuator 60 is controlled. Note that the opening degree (MIXac) of the air mix door 46 may be determined based on at least input information from the temperature setting switch 68 (particularly, in the manual mode, the air mix door 46 may be operated based on input information from the temperature setting switch 68). What is necessary is just to determine the opening degree of the mix door 46).

  As shown in FIG. 11, in order to switch the blowing mode, the first set opening A, the second set opening B, and the third set opening C are set in advance as the opening (MIXac) of the air mix door 46. Is set. The magnitudes of these values increase in the order of the first set opening A, the second set opening B, and the third set opening C. When the opening (MIXac) of the air mix door 46 is equal to or less than the first set opening A, the vent mode is set, and the opening is greater than the first set opening A and equal to or less than the second set opening B. In some cases, the vent mode or the bi-level mode is set, and when the opening degree is larger than the second set opening degree B and not more than the third set opening degree C, the bi-level mode or the heat mode is set, and the opening degree is the third level. When it is larger than the set opening degree C, the heat mode is set.

  Here, when switching between the vent mode and the bi-level mode, a hysteresis is provided at the boundary value for switching the blow-out mode in order to improve the occupant's air-conditioning feeling. Is switched when the opening is equal to or less than the first set opening A, and switching from the vent mode to the bi-level mode is when the opening is greater than the second set opening B. To be done. The same applies to the switching between the bi-level mode and the heat mode, and the switching from the heat mode to the bi-level mode is performed when the opening is equal to or less than the second set opening B. Switching from the bilevel mode to the heat mode is performed when the opening degree is larger than the third set opening degree C. The second set opening B is 50% or a value close thereto, and when the opening is less than or equal to the second set opening B, basically cooling is performed, and when the opening is larger than the second set opening B, Basically heating is performed. Note that when the heat mode is switched to the bi-level mode, the opening degree is equal to or less than the fourth setting opening degree D (set to a value larger than the second setting opening degree B and smaller than the third setting opening degree C). You may make it perform when it becomes. The width of the hysteresis is the opening degree (MIXac) of the air mix door 46, and is about 5% to 10%, for example.

  The air conditioner control unit 2 also receives input information from the evaporative sensor 37, the heater core sensor 38, and the temperature setting switch 68, and a predicted value of the blown air (the conditioned air) temperature when the engine is automatically stopped as will be described later. Ti) and whether or not to restart the engine is determined.

  A vehicle speed sensor 76 for detecting the vehicle speed of the vehicle and a brake switch 77 for detecting a depression operation of the brake pedal are connected to the vehicle control unit 6 via a signal line. The vehicle control unit 6 and the air conditioner control unit 2 are connected by a signal line, and the air conditioner control unit 2 receives one of the idling stop permission signal and the prohibition signal generated by the air conditioner control unit 2. A signal is output and input to the vehicle control unit 6. When the fan switch 72 is OFF, an idling stop permission signal is output from the air conditioner control unit 2 to the vehicle control unit 6. Further, the vehicle control unit 6 is configured to output a determination signal indicating whether or not the engine is automatically stopped to the air conditioner control unit 2.

  The vehicle control unit 6 automatically stops the engine as long as the idling stop permission signal is input from the air conditioner control unit 2 when a predetermined engine stop condition is satisfied. In the present embodiment, the predetermined engine stop condition is a condition that a brake pedal 77 depression operation is detected by the brake switch 77 and the vehicle speed detected by the vehicle speed sensor 76 is zero. When the vehicle control unit 6 automatically stops the engine, a stop signal is output to the engine control unit 3 to make the ignition device 4 and the fuel injection device 5 inoperative.

  In addition, after the engine is automatically stopped, the vehicle control unit 6 performs predetermined engine restart related to the operation of the accelerator pedal or the brake pedal of the vehicle, for example, the depression of the brake pedal is released or the accelerator pedal is depressed. When the start condition is satisfied, the engine that has been automatically stopped is restarted.

  In the present embodiment, the predetermined engine restart condition is a condition that the depression of the brake pedal is released by the brake switch 77. When a predetermined engine restart condition is satisfied, the vehicle control unit 6 outputs a restart signal to the engine control unit 3 to restart the engine.

  Further, the vehicle control unit 6 receives the idling stop prohibition signal from the air conditioner control unit 2 while the engine is automatically stopped and the air conditioner 1 is in operation (the fan switch 72 is ON). Even if the start condition is not satisfied, the engine is restarted (a restart signal is output to the engine control unit 3). On the other hand, when the idling permission signal is input from the air conditioner control unit 2 while the engine is automatically stopped and the air conditioner 1 is operating, the automatic stop is continued as it is. However, regardless of the idling stop permission signal, the engine is restarted when the predetermined engine restart condition is satisfied.

  Next, a specific control operation of the air conditioner control unit 2 during the operation of the air conditioner 1 will be described based on the flowchart shown in FIG. This control is repeatedly performed every predetermined time (for example, several tens of ms).

  The air conditioner control unit 2 performs control to lower the rotation speed of the blower motor 33 so that when the engine is automatically stopped while the air conditioner 1 is operating, the amount of air blown by the blower fan 32 is lower than before the engine is automatically stopped. It is configured as follows. The control for reducing the amount of air blown by the blower fan 32 may not be performed.

  In the first step SA1, the air conditioner control unit 2 reads signals from the sensors 37, 38, 64-67 and the switches 68-73, 80, 81.

  Then, it progresses to step SA2 and controls the air mix door 46. FIG. That is, based on the air conditioning state including the temperature set by the temperature setting switch 68 (in the automatic air conditioning mode, the detection values by the outside air sensor 65, the inside air sensor 66, and the solar radiation sensor 67 are taken into account), the target vehicle interior temperature is calculated, The opening degree (MIXac) of the air mix door 46 is calculated from this target vehicle interior temperature, and the air mix actuator 48 is operated so as to reach this opening degree.

  Thereafter, the process proceeds to step SA3 to perform the blowing mode and the introduction mode control. That is, in the automatic air-conditioning mode, the blowing mode actuator 60 is operated so as to be in the blowing mode set in advance as described above corresponding to the opening (MIXac) of the air mix door 46. Further, the introduction mode is determined in consideration of the outside air temperature and the passenger compartment temperature, and the inside / outside air actuator 28 is operated so as to be in the determined introduction mode.

  For example, when the outside air temperature detected by the outside air sensor 65 is as high as 30 ° C. or higher and strong cooling is required, such as in summer, the blowing mode is the vent mode, and the introduction mode is the inside air introduction mode. By setting the blow-out mode to the vent mode, the cool air is directly supplied to the upper body of the occupant, and by setting the introduction mode to the inside air introduction mode, the inside temperature of the vehicle interior is closer to the target vehicle interior temperature than the air outside the vehicle interior. Air can be taken into the case 20 and efficient cooling becomes possible. When the outside air temperature is about 20 ° C. and relatively weak cooling is sufficient, the blowing mode is the bi-level mode, and the introduction mode is the outside air introduction mode. On the other hand, when the outside air temperature detected by the outside air sensor 65 is a low temperature of 10 ° C. or lower and heating is required as in winter, the blowing mode becomes the heat mode and the introduction mode becomes the outside air introduction mode. By setting the introduction mode to the outside air introduction mode, it is possible to take dry outside air into the passenger compartment and prevent the wind glass from fogging.

  Subsequently, it progresses to step SA4 and controls a ventilation fan. That is, in the automatic air-conditioning mode, the air flow rate is calculated from the difference between the vehicle interior temperature detected by the internal air sensor 66 and the target vehicle interior temperature, and the voltage applied to the blower motor 33 is changed so as to be the air flow rate. To do. The air flow rate is increased as the difference between the vehicle interior temperature and the target vehicle interior temperature increases.

  In step SA5, it is determined whether the compressor 36 is to be operated or stopped. That is, when the air conditioner mode set by the air conditioner switch 70 is the A / C mode or the ECO mode, the compressor 36 is operated, and when the air conditioner mode is the OFF mode, the compressor 36 is stopped. If the compressor 36 is activated in step SA5, a compressor ON signal is output from the air conditioner control unit 2 to the engine control unit 3, and the engine control unit 3 puts the electromagnetic clutch of the compressor 36 into a connected state. On the other hand, when the compressor 36 is stopped, the compressor OFF signal is output from the air conditioner control unit 2 to the engine control unit 3, and the electromagnetic clutch is disengaged.

  When the air conditioner mode is the A / C mode or the ECO mode, the compressor 36 is not always operated, but the compressor 36 is operated (output of the compressor ON signal) and stopped (compressor) in accordance with the temperature detected by the EVA sensor 37. OFF signal output).

  In step SA6 subsequent to step SA5 in FIG. 4, idling stop permission / prohibition determination is performed. A detailed flowchart of the idling stop permission / prohibition determination is as shown in FIG. The determination result in step SA6 is output in subsequent step SA7.

  Next, the idling stop permission / prohibition determination procedure will be described with reference to FIG.

  In the first step SB1 in FIG. 5, the opening of the air mix door 46 is corrected. A detailed flowchart of opening correction of the air mix door 46 is as shown in FIG. In the first step SC1 in the flowchart of FIG. 6, the opening degree (MIXac) of the air mix door 46 is obtained. This opening degree (MIXac) is a value obtained in step SA2 shown in FIG. 4 and is read.

  In step SC2 following step SC1, the output value of the outside air sensor 65 is read to obtain the outside air temperature (Ta).

  In step SC3 following step SC2, the air mix door opening correction amount (Tia) is read. As shown in FIG. 7, the air mix door opening correction amount (Tia) differs depending on the outside air temperature (Ta). If the outside air temperature (Ta) is −32 ° C. or lower or 70 ° C. or higher, the air mix door opening correction amount (Tia) is 0%.

  In step SC4 following step SC3, air mix door opening correction is performed. In the air mix door opening correction, the air mix door opening correction amount (Tia) read in step SC3 is added to the air mix door opening (MIXac) read in step SC1.

  If the outside air temperature (Ta) is −32 ° C. or lower or 70 ° C. or higher, the air mix door opening correction amount (Tia) is 0%, so that the air mix door opening correction is not substantially performed. become. On the other hand, when the outside air temperature (Ta) is higher than −32 ° C. and lower than 10 ° C., the air mix door opening correction amount (Tia) is −5%. It is corrected to a value obtained by subtracting 5% from the degree (MIXac). When the outside air temperature (Ta) is 10 ° C. or higher and lower than 25 ° C., the air mix door opening correction amount (Tia) is −10%. ) Is corrected by subtracting 10%. When the outside air temperature (Ta) is 25 ° C. or higher and lower than 70 ° C., the air mix door opening correction amount (Tia) is 5%. ) Is added to 5%.

  The relationship between the outside air temperature (Ta) and the air mix door opening correction amount (Tia) is unique to the air conditioner 1 according to the present embodiment. That is, when the temperature of the introduced air (outside air temperature) is changed from −32 ° C. to 70 ° C. by setting the air conditioner 1 to the outside air introduction mode, the air is blown out in proportion to the opening degree (MIXac) of the air mix door 46 depending on the outside air temperature. The air temperature may not change.

  In this embodiment, as will be described later, since the opening degree (MIXac) of the air mix door 46 is used to obtain the predicted value (Ti) of the blown air temperature, the predicted value (Ti) of the blown air temperature is accurate. Otherwise, it will adversely affect the automatic engine stop control. Accordingly, in obtaining the predicted value (Ti) of the blown air temperature in the range of the outside air temperature from −32 ° C. to 70 ° C., the opening degree of the air mix door 46 and the predicted value (Ti) of the blown air temperature are proportional. Thus, the air mix door opening correction amount (Tia) is set. For example, when the outside air temperature (Ta) is 10 ° C. or higher and lower than 25 ° C., the predicted value (Ti of the blown air temperature (Ti) is obtained by subtracting 10% from the air mix door opening (MIXac). ), The opening degree (MIXac) of the air mix door 46 and the predicted value (Ti) of the blown air temperature are in a proportional relationship. The same applies to other temperature ranges. This is based on the results of experiments conducted in advance.

  Next, the process proceeds to step SB2 in the flowchart of FIG. In step SB2, the minimum idling stop time (ISMIN) is set. The minimum idling stop time is normally set to a predetermined reference time, but may be set to a time obtained by adding ISset (seconds) to the reference time, as will be described later. The reference time is set to a relatively short time so that even if the predetermined condition is satisfied immediately after the engine is automatically stopped and the passenger starts to feel uncomfortable, It is set in consideration that the engine and the starting device are not damaged by the starting. For example, the reference time is set to 5 seconds if the outside air temperature detected by the outside air sensor 65 is less than 0 ° C. or 35 ° C. or more, and is set to about 10 seconds if it is 0 ° C. or more and less than 35 ° C. .

  In step SB3 following step SB2, the first idling stop determination is performed as described in detail later. If it is determined in step SB3 that idling stop is permitted, the process proceeds to subsequent step SB4. If it is determined in step SB3 that idling stop is prohibited, the process proceeds to step SB9.

  In step SB4 following step SB3, the predicted value (Ti) of the blown air temperature blown out from the vent outlet 50, the heat outlet 51 or the defroster outlet 52 is calculated. This will be described later.

  After calculating the predicted value (Ti) of the blown air temperature in step SB4, the process proceeds to step SB5. In step SB5, it is determined whether or not idling is stopped (the engine is automatically stopped). If NO is determined in step SB5 and idling is not stopped, the process proceeds to step SB8.

  On the other hand, if it is determined as YES in step SB5 and idling is stopped, the process proceeds to step SB6, and second idling stop determination described later is performed. If it is determined in step SB6 that the idling stop is prohibited in the second idling stop determination, the process proceeds to step SB7. On the other hand, if it is determined in step SB6 that idling stop is permitted, the process proceeds to step SB8. In step SB8, the output value of the idling stop permission signal is set. Then, the idling stop permission signal is output to the vehicle control unit 6 in step SA7 following step SA6 in the flowchart of FIG.

  Further, in step SB7, which is determined to be the idling stop prohibition in step SB6 of the flowchart shown in FIG. 5, the idling stop time (IS), which is the time from the automatic engine stop, is equal to or longer than the minimum idling stop time (ISMIN). It is determined whether or not. If IS is greater than or equal to ISMIN, the process proceeds to step SB9, where the output value of the idling stop prohibition signal is set. Then, this idling stop prohibition signal is output to the vehicle control unit 6 in step SA7 following step SA6 in the flowchart of FIG.

  If NO is determined in step SB7, the process proceeds to step SB8. That is, when the predetermined engine restart condition is not satisfied, even if it is determined that the idling stop is prohibited in the second idling stop determination, when the minimum idling stop time (ISMIN) has not elapsed since the automatic engine stop, The automatic engine stop is continued until the minimum idling stop time has elapsed.

  Next, details of the first idling stop determination performed in step SB3 of the flowchart of FIG. 5 will be described based on the flowchart of FIG.

  In the first step SD1 of the flowchart shown in FIG. 8, is the EVA sensor 37, the heater core sensor 38, the engine water temperature sensor 64, the outside air sensor 65, the inside air sensor 66, and the solar radiation sensor 67 having no abnormality and is the signal output in a normal state? Determine whether or not.

  If it is determined YES in step SD1 and any one of these sensors 37, 38, and 64 to 67 is abnormal, normal control cannot be performed, and it is determined that idling stop is prohibited. If it is determined NO in step SD1, the sensors 37, 38, and 64 to 67 are normal, and the process proceeds to the subsequent step SD2. Here, a sensor that shows a detected value that can be clearly regarded as abnormal from other sensors or a detection value that cannot be detected at all, or a sensor that does not change the detected value is determined to be abnormal.

  In step SD2, it is determined whether or not the outside air temperature detected by the outside air sensor 65 is higher than Ta1 and lower than Ta2. Ta1 is set to a low value near the freezing point, for example, and Ta2 is set to a high value of about 50 ° C., for example. Therefore, in step SD2, it is determined whether or not a strong heating is necessary in winter, or whether or not a strong cooling is required as in the hot weather. If the outside air temperature is equal to or lower than Ta1, it is determined NO in step SD2, and it is determined that idling stop is prohibited in order to secure a heat source for performing strong heating. If the outside air temperature is equal to or higher than Ta2, NO is determined in step SD2, and it is determined that idling stop is prohibited in order to perform strong cooling.

  On the other hand, if it is determined in step SD2 that the outside air temperature is higher than Ta1 and lower than Ta2, the process proceeds to step SD3.

  In step SD3, it is determined whether or not the air conditioner priority switch 73 is ON. In step SD3, if it is determined that the air conditioner priority switch 73 is ON, it is determined that idling stop is prohibited because the passenger wants to prioritize air conditioning. On the other hand, if it is determined in step SD3 that the air conditioner priority switch 73 is OFF, the process proceeds to step SD4.

  In step SD4, it is determined whether or not the DEF switch 80 is ON. In step SD4, if it is determined as YES that the DEF switch 80 is ON, it is determined that idling stop is prohibited because it is a situation where it is desired to clear the fogging of the window. On the other hand, if it is determined as NO in step SD4 that the DEF switch 80 is OFF, the process proceeds to step SD5.

  In step SD5, it is determined whether or not a value obtained by subtracting the vehicle interior temperature detected by the internal air sensor 66 from the target vehicle interior temperature is −5 ° C. or higher. If it is determined NO in step SD5, it is determined that idling stop is prohibited because the difference between the target vehicle interior temperature and the vehicle interior temperature is large and the vehicle interior is not in a comfortable state. On the other hand, if YES is determined in step SD5, the process proceeds to step SD6.

  In step SD6, it is determined whether or not a value obtained by subtracting the vehicle interior temperature detected by the internal air sensor 66 from the target vehicle interior temperature is + 5 ° C. or less. If it is determined NO in step SD6, it is determined that idling stop is prohibited because the difference between the target vehicle interior temperature and the vehicle interior temperature is large and the vehicle interior is not in a comfortable state. On the other hand, if YES is determined in step SD6, it is determined that idling stop is permitted.

  When it is determined in the first idling stop determination that the idling stop is prohibited, an idling stop prohibiting signal is output from the air conditioner control unit 2 to the vehicle control unit 6, and the vehicle control unit 6 satisfies a predetermined engine stop condition. Even so, the engine is not automatically stopped.

  Next, the procedure for obtaining the predicted value (Ti) of the blown air temperature performed in step SB4 in the flowchart of FIG. 5 will be described based on the flowchart of FIG.

  In the first step SE1 of the flowchart shown in FIG. 9, the opening degree (MIXac) of the air mix door 46 is read. This is the same as step SC1 in FIG. In the subsequent step SE2, the engine water temperature (Tw) that is the output value of the engine water temperature sensor 64 is read. In step SE3 following step SE2, the heater core sensor value (Th) is read.

  In step SE4, it is determined whether or not the opening degree (MIXac) of the air mix door 46 read in step SE1 is 30% or less. If the opening degree (MIXac) of the air mix door 46 is smaller than 50%, the amount of cold air is larger when the amount of cold air flowing into the air mix space 45 is compared with the amount of hot air. If the amount of cold air flowing into the air mix space 45 is large, the cold air once flowing into the air mix space 45 may enter the heating passage 22b. Then, cold air exists around the heater core sensor 38, and the temperature detected by the heater core sensor 38 becomes an inappropriate value that is not the heating state of the air by the heater core 43. This phenomenon tends to occur when the opening degree (MIXac) of the air mix door 46 is 30% or less. In the present invention, when the opening degree (MIXac) of the air mix door 46 is 30% or less, the process proceeds to step SE5 so that the heater core side control value (the value used for the subsequent control) is set to the engine water temperature (Tw). Yes. On the other hand, when the opening degree (MIXac) of the air mix door 46 is larger than 30%, the cold air hardly enters the heating passage 22b. Accordingly, the process proceeds to step SE6, and the control value on the heater core side is set as the heater core sensor value (Th).

  In this embodiment, the determination value in step SE4 is set to 30%. However, the determination value is not limited to this. For example, depending on the structure of the air conditioner 1, the cold air in the air mix space 45 is heated at an opening degree of 40%, for example. When entering into the passage 22b, it may be 40%, and when the cold air of the air mix space 45 enters the heating passage 22b at an opening of 20%, it may be 20%.

  In step SE7, a predicted value (Ti) of the blown air temperature is obtained based on a straight line graph rising to the right as shown. The horizontal axis of this graph represents the opening degree of the air mix door 46 as a percentage, and the vertical axis represents the temperature (° C.).

  The opening of the air mix door 46 at point A is 0%, and the temperature is the temperature Te (for example, 4 ° C.) when the compressor OFF signal is output. When the opening degree of the air mix door 46 is 0%, the heating passage 22b entrance is fully closed at the time of maximum cooling, and the air introduced into the case 20 passes only through the evaporator 35. . At the time of this prediction, the temperature is fixed to Te (control value on the evaporator side) so that the point A does not move.

  The reason is that if the compressor 36 is repeatedly operated and stopped, the temperature state of the evaporator 35 changes. However, if the changing temperature state is used for the temperature prediction of the blown air, the prediction logic becomes complicated. It is possible to avoid this.

  The opening of the air mix door 46 at point B is 100%, and the temperature is the control value on the heater core side determined in step SE5, that is, the engine water temperature (Tw). When the opening degree of the air mix door 46 is 100%, it is during maximum heating and the heating passage 22b entrance is fully open, so the temperature of the blown air becomes substantially the same as the temperature detected by the heater core sensor 38.

And the predicted value (Ti) of blowing air temperature is computable with following Formula.
Ti (° C.) = Te + tan θ1 × (MIXac + Tia)
tan θ1 = (Tw−Te) / 100

  Here, (MIXac + Tia) (%) is the opening degree of the air mix door 46 after correction obtained in step SB1 of FIG.

  In step SE9 following step SE7, the temperature calculated in step SE7 is determined as the predicted value (Ti) of the blown air temperature before automatic stop.

  On the other hand, in step SE8, the temperature of the blown air is predicted based on a straight line graph ascending to the right. The horizontal and vertical axes of this graph are the same as those in step SE7. The opening degree of the air mix door 46 at the point C is 0%, and the temperature is the temperature Te. The temperature of the blown air when the opening degree of the air mix door 46 is 0% is substantially the same as the temperature detected by the evaporation sensor 37. Further, the opening degree of the air mix door 46 at the point D is 100%, which is the same as the point B in the step SE7. The temperature at point D is the heater core sensor value (Th) determined in step SE6.

And the predicted value (Ti) of blowing air temperature is computable with following Formula.
Ti (° C.) = Te + tan θ2 × (MIXac + Tia)
tan θ2 = (Th−Te) / 100

  In step SE7 and step SE8, the opening degree of the air mix door 46 is the corrected opening degree (MIXac + Tia), so the opening degree of the air mix door 46 and the predicted value (Ti) of the blown air temperature are in a proportional relationship. . Thereby, the predicted value (Ti) of the blown air temperature becomes an accurate value excluding the influence of the outside air temperature.

  In step SE9 following step SE8, the temperature calculated in step SE8 is determined as the predicted value (Ti) of the blown air temperature.

  The predicted value (Ti) of the blown air temperature obtained as described above is used in the second idling stop determination in step SB6 of the flowchart shown in FIG.

  Next, the detailed procedure of the second idling determination in step SB6 of the flowchart shown in FIG. 5 will be described based on the flowchart shown in FIG.

  In the first step SF1, it is determined whether or not the opening degree of the air mix door 46 is equal to or less than a predetermined opening degree. In the present embodiment, the predetermined opening is set to the same value as the second set opening B. That is, when the opening degree of the air mix door 46 is equal to or less than the predetermined opening degree, it is basically cooling. If it is determined YES in step SF1, the process proceeds to step SF2.

  In step SF2, the operation mode of the compressor 36 is determined. If it is determined in step SF2 that the operation mode of the compressor 36 is the A / C mode or the ECO mode, the process proceeds to step SF3, and the temperature of the evaporator 35 detected by the evaporator sensor 37 and the predicted value (Ti) of the blown air temperature. Is compared with a value obtained by adding α3 (positive value) to whether or not the temperature of the evaporator 35 (which gradually increases from the automatic engine stop) is equal to or higher than Ti + α3.

  Α3 is a temperature for finely adjusting the predicted value (Ti) based on the air conditioning feeling of the occupant and may be 0. Note that α4 and β8 (both positive values) described later are the same as α3.

  When it is determined YES in step SF3 and the temperature of the evaporator 35 is equal to or higher than Ti + α3, it is determined that idling stop is prohibited. That is, the temperature of the evaporator 35 being Ti + α3 or higher means that the air introduced into the case 20 cannot be sufficiently cooled, and the passenger cannot perform the desired cooling, so that the passenger does not feel uncomfortable. Restart the engine to make sure.

  If it is determined NO in step SF3, the process proceeds to step SF5 to determine the inside / outside air mode. If it is determined in step SF5 that the inside / outside air mode is the outside air mode, the process proceeds to step SF6, and it is determined whether or not the temperature of the evaporator 35 detected by the evaporator sensor 37 is equal to or higher than a predetermined temperature Te1. The predetermined temperature Te1 is preferably set to about 25 ° C. When YES is determined in step SF6 and the temperature of the evaporator 35 is equal to or higher than the predetermined temperature Te1, it is determined that idling stop is prohibited because sufficient cooling cannot be performed.

  If it is determined in step SF5 that the inside / outside air mode is the inside air mode, the process proceeds to step SF7, and it is determined whether or not the temperature of the evaporator 35 detected by the evaporator sensor 37 is equal to or higher than a predetermined temperature Te2. The predetermined temperature Te2 is preferably set to about 20 ° C. lower than Te1. When YES is determined in step SF7 and the temperature of the evaporator 35 is equal to or higher than the predetermined temperature Te2, it is determined that idling stop is prohibited because sufficient cooling cannot be performed.

  If it is determined NO in step SF6, it is determined that idling stop is permitted. Also, when it is determined NO in step SF7, it is determined that idling stop is permitted.

  Note that the processing of steps SF5 to SF7 is not necessarily performed, and if it is determined NO in step SF3, it may be determined that idling stop is permitted. That is, it is possible that the idling stop permission / prohibition cannot be accurately determined only by comparing the temperature of the evaporator 35 with the predicted value (Ti) of the blown air temperature. Therefore, the determinations of steps SF6 and SF7 are performed. Yes.

  If it is determined in step SF2 that the operation mode of the compressor 36 is the OFF mode, the process proceeds to step SF4. In step SF4, as in step SF3, the temperature of the evaporator 35 is compared with a value obtained by adding α4 to the predicted value (Ti) of the blown air temperature, and it is determined whether or not the temperature of the evaporator 35 is equal to or higher than Ti + α4. If it is determined YES in step SF4, it is determined that idling stop is prohibited, and if it is determined NO in step SF4, it is determined that idling stop is permitted.

  When it is determined NO in step SF1 (when the opening of the air mix door 46 is larger than the predetermined opening, that is, basically during heating), the process proceeds to step SF8, and in step SF8, the heater core It is determined whether or not the temperature of the heater core 43 detected by the sensor 38 (which gradually decreases from the automatic engine stop) is equal to or lower than Ti-β8. If YES in step SF8, idling stop is prohibited.

  That is, the temperature of the heater core 43 is not sufficient to heat the air, and the passenger cannot perform the heating that the passenger desires. To do.

  If NO is determined in step SF8, the process proceeds to step SF9, and in this step SF9, it is determined whether or not the temperature of the heater core 43 detected by the heater core sensor 38 is equal to or lower than a predetermined temperature Th1. If it is determined as YES in step SF9, the temperature of the heater core 43 is not sufficient to heat the air, so that idling is prohibited. If it is determined NO in step SF9, idling stop is permitted.

  It should be noted that the process of step SF9 is not necessarily performed in the same manner as the processes of steps SF5 to SF7. If it is determined NO in step SF8, it may be determined that idling stop is permitted.

  If it is determined in the second idling stop determination that the idling stop is prohibited (in this case, the engine has already been automatically stopped), an idling stop prohibiting signal is output from the air conditioner control unit 2 to the vehicle control unit 6. Thus, the vehicle control unit 6 restarts the engine even if the predetermined engine restart condition is not satisfied. That is, when the engine is automatically stopped and the air conditioner 1 is in operation, a predetermined condition relating to the temperatures of the evaporator 35 and the heater core 43 in the second idling stop determination determined separately from the predetermined engine restart condition (FIG. When the conditions described in steps SF3, SF4, SF6, and SF7 to SF9 in the flowchart of FIG. 10 are satisfied, the engine is restarted even if the predetermined engine restart condition is not satisfied. On the other hand, when the predetermined condition is not satisfied, the engine is not restarted and the automatic stop is continued.

  The predetermined condition corresponds to a condition that the temperature of the evaporator 35 is equal to or higher than the first predetermined temperature when the opening degree of the air mix door 46 is equal to or lower than the predetermined opening degree. Is larger than the predetermined opening, this corresponds to the condition that the temperature of the heater core 43 is equal to or lower than the second predetermined temperature. In the flowchart of FIG. 10, Ti + α3 in step SF3, Ti + α4 in step SF4, Te1 in step SF6, and Te2 in step SF7 correspond to the first predetermined temperature, Ti-β8 in step SF8, and Th1 in step SF9. Corresponds to the second predetermined temperature. When the first predetermined temperature is Ti + α3 or Ti + α4, the first predetermined temperature changes depending on the opening degree of the air mix door 46. When the second predetermined temperature is Ti-β8, the second predetermined temperature varies depending on the opening degree of the air mix door 46.

  In the present embodiment, the air conditioner control unit 2 is configured such that the opening degree of the air mix door 46 is not more than the predetermined opening degree and the set temperature by the temperature setting switch 68 is during the automatic stop of the engine and the operation of the air conditioner 1. When it rises, the predetermined condition is changed so that the time for automatically stopping the engine becomes longer. Further, the air conditioner control unit 2 is configured so that when the opening of the air mix door 46 is larger than the predetermined opening and the set temperature is reduced while the engine is automatically stopped and the air conditioner 1 is operating, the engine The predetermined condition is changed so that the time for automatic stop becomes longer. That is, when the occupant basically raises the set temperature during cooling, or basically when the occupant lowers the set temperature during heating, the predetermined time is set so that the engine automatic stop time becomes longer. Will be changed.

  Specifically, the air conditioner control unit 2 determines that when the opening of the air mix door 46 is equal to or lower than the predetermined opening and the set temperature rises while the engine is automatically stopped and the air conditioner 1 is operating. The first predetermined temperature is raised, and when the opening of the air mix door 46 is larger than the predetermined opening and the set temperature is lowered, the second predetermined temperature is lowered. In the present embodiment, when the opening degree of the air mix door 46 is equal to or less than the predetermined opening degree and the set temperature rises, it is calculated as Ti + α3 in step SF3 and Ti + α4 in step SF4 in the flowchart of FIG. When the opening of the air mix door 46 is larger than the predetermined opening and the set temperature is lowered, the Tiset (° C.) calculated as described below is used as Ti-β8 in step SF8. (In this case, since Tiset is a negative value as described later, the value of Ti−β8 + Tiset is smaller than the value of Ti−β8).

  That is, in step SF3, it is determined whether or not the temperature of the evaporator 35 is equal to or higher than Ti + α3 + Tisete. In step SF4, it is determined whether or not the temperature of the evaporator 35 is equal to or higher than Ti + α4 + Tiset. It is determined whether or not −β8 + Tiset or less. In the present embodiment, the values of Te1, Te2, and Th1 are not changed, but these values may be changed.

  The Tise value is, for example, a value obtained by subtracting a reference temperature (for example, 25 ° C.) serving as a boundary between cooling and heating from the changed set temperature (° C.), or a value obtained by multiplying the value by a predetermined coefficient. . The predetermined coefficient is a coefficient for fine adjustment so as not to cause discomfort to the vehicle occupant. In steps SF3 and SF4, Tise is added when the Tise value is a positive value, and Tise is not added when the Tise value is 0 or less. In step SF8, Tise is added when the Tise value is a negative value, and Tise is not added when the Tise value is 0 or more.

  Therefore, when the occupant increases the set temperature during cooling, it is difficult to determine YES in step SF3 or SF4, and the automatic engine stop time is increased accordingly. Further, when the occupant lowers the set temperature during heating, it is difficult to determine YES in step SF8, and the automatic engine stop time is increased accordingly. In other words, since the cooling capacity and heating capacity may be reduced by changing the set temperature of the occupant, even if the automatic engine stop time is increased by that amount, the occupant will not be uncomfortable. be able to.

  Note that the predetermined condition is not limited to the above, and any condition relating to the temperature of the evaporator 35 and the heater core 43 may be used. The value of Tise is not limited to the above calculation method, and may be a preset value, for example.

  Further, in the present embodiment, the air conditioner control unit 2 has the minimum idling stop time (ISMIN) from the automatic engine stop even when the predetermined engine restart condition is not satisfied and the predetermined condition is satisfied. When the engine has not elapsed, the automatic stop of the engine is continued until the minimum idling stop time has elapsed. However, during the automatic stop of the engine and the operation of the air conditioner 1, When the opening is equal to or less than the predetermined opening and the temperature set by the temperature setting switch 68 is increased, the minimum idling stop time (ISMIN) is lengthened in addition to the change of the predetermined condition. Further, the air conditioner control unit 2 is configured to perform the above operation even when the opening degree of the air mix door 46 is larger than the predetermined opening degree and the set temperature is lowered while the engine is automatically stopped and the air conditioner 1 is operating. In addition to changing the predetermined condition, the minimum idling stop time is increased. Note that it is not essential to increase the minimum idling stop time in this way.

  Specifically, ISset (seconds) is added to the reference time (seconds) set in step SB2 in the flowchart of FIG. The value of ISset is, for example, a value obtained by subtracting the changed set temperature (° C.) from the reference temperature (for example, 25 ° C.) that is the boundary between cooling and heating, and the temperature-time conversion coefficient γ (s / ° C.). It is a multiplied value. This temperature-time conversion coefficient γ is a value determined according to the opening degree of the air mix door 46, as shown in the graph of FIG. A, B, and C of the opening of the air mix door 46 in this graph are the first set opening, the second set opening, and the third set opening, respectively. Then, when the value of ISset becomes a positive value, ISset is added to the reference time. For example, when the opening of the air mix door 46 is the first set opening A and the set temperature rises to 30 ° C., the value of ISset is (25-30) when the reference temperature is 25 ° C. X (−5) = + 25 (seconds), and the time obtained by adding 25 seconds to the reference time is the minimum idling stop time.

  Therefore, when the occupant increases the set temperature during cooling or when the occupant decreases the set temperature during heating, the minimum idling stop time becomes longer. In this case, when the predetermined condition is satisfied immediately after the engine is automatically stopped, the time until the engine is restarted becomes longer. However, if the change of the set temperature of the occupant is taken into account, the occupant may feel uncomfortable. There is nothing.

  As described above, when the predetermined condition regarding the temperature of the evaporator 35 and the heater core 43 is satisfied during the automatic stop of the engine and the operation of the air conditioner 1, the engine is operated even if the predetermined engine restart condition is not satisfied. When the air-mix door 46 is not more than a predetermined opening and the set temperature by the temperature setting switch 68 is increased while the engine is automatically stopped and the air conditioner 1 is operating, When the opening degree of the door 46 is larger than the predetermined opening degree and the set temperature decreases, the predetermined condition is changed so that the time for the automatic engine stop becomes longer. The automatic engine stop time can be made as long as possible without giving pleasure.

  Further, when the opening of the air mix door 46 is equal to or less than the predetermined opening and the set temperature by the temperature setting switch 68 is increased while the engine is automatically stopped and the air conditioner 1 is operating, or the air mix door 46 When the opening of the engine is larger than the predetermined opening and the set temperature is lowered, in addition to the change of the predetermined condition, the minimum idling stop time is lengthened. Even if the predetermined condition is satisfied, the automatic engine stop time can be extended without causing discomfort to the vehicle occupant.

  Further, in the vehicle air conditioner 1, when the amount of cold air is larger than the amount of hot air flowing into the air mix space 45, the cold air once flowing into the air mix space 45 is likely to flow into the heating passage 22b, and as a result. The detected temperature of the heater core sensor 38 is lower than the actual temperature. In this embodiment, in such a case, the output value of the engine water temperature sensor 64 close to the actual air heating state is selected to obtain the predicted value (Ti) of the blown air temperature. Thereby, the predicted value (Ti) of the blowing temperature becomes an appropriate value. On the other hand, when the opening degree of the air mix door 46 is an opening degree that reduces the amount of cool air less than the amount of hot air flowing into the air mix space 45, there is no inflow of cold air into the heating passage 22b. It is possible to select the output value of 38 and obtain the predicted value (Ti) of the blown air temperature.

  This also makes it possible to extend the engine automatic stop time as long as possible without causing discomfort to the vehicle occupant.

  Further, by correcting the opening degree of the air mix door 46 based on the temperature outside the passenger compartment, the influence of the temperature outside the passenger compartment is eliminated, and the predicted value (Ti) of the opening degree of the air mixing door 46 and the blown air temperature Is proportional. Thereby, since the predicted value (Ti) becomes an appropriate value, it is possible to prevent the automatic engine stop time from being shortened.

  This also makes it possible to extend the engine automatic stop time as long as possible without causing discomfort to the vehicle occupant.

  In the present embodiment, the air conditioner control unit 2 and the vehicle control unit 6 constitute the engine automatic stop control device of the present invention. However, the present invention is not limited to this. For example, the air conditioner control unit 2 and the vehicle control unit 6 One unit that integrates (or further integrates the engine control unit 3) may constitute an engine automatic stop control device.

  As described above, the present invention is a vehicle including an air conditioner having a heat exchanger that heats or cools air blown into the vehicle interior by heat exchange with a heat medium supplied from an auxiliary machine driven by an engine. This is useful when automatically stopping the engine.

1 Air conditioner 2 Air conditioner control unit (Engine automatic stop control device)
6 Vehicle control unit (engine automatic stop control device)
22a Cooling passage 22b Heating passage 35 Evaporator (cooling heat exchanger)
36 Compressor (auxiliary machine)
37 EVA sensor (cooling state detection means)
38 Heater core sensor (heating state detection means)
43 Heater core (heat exchanger for heating)
44 Air mix space 46 Air mix door 65 Outside air sensor (outside air temperature detecting means)
68 Temperature setting switch 100 Vehicle control device

Claims (1)

A cooling heat exchanger that cools blown air into the vehicle interior of the vehicle by heat exchange with a heat medium supplied from an auxiliary machine driven by the vehicle engine, and a heating heat exchanger that heats the blown air An air conditioner having
A vehicle provided with an engine automatic stop control device that automatically stops the engine when a predetermined engine stop condition is satisfied, and restarts the automatically stopped engine when a predetermined engine restart condition is satisfied A control device of
The air conditioner includes a cooling passage in which the cooling heat exchanger is disposed, a heating passage in which the heating heat exchanger is disposed, and the cooling passage and the downstream end of the heating passage communicate with each other from both passages. An air mix space in which blown air that is blown out into the vehicle interior is generated, an air mix door that adjusts the temperature of the blown air by changing the opening of the heating passage, and the cooling Cooling state detection means for detecting the cooling state of the air by the heat exchanger, heating state detection means for detecting the heating state of the air by the heating heat exchanger, and outside air temperature detection for detecting the temperature outside the passenger compartment of the vehicle Means,
The engine automatic stop control device obtains a predicted value of the blown air temperature at the time of engine automatic stop based on the opening of the air mix door and the output values of the cooling state detection means and the heating state detection means, and performs air conditioning. The engine is restarted even if the predetermined engine restart condition is not satisfied when the restart condition is satisfied.
The engine automatic stop control device is configured so that the opening degree of the air mix door and the predicted value of the blown air temperature are proportional to each other based on the temperature outside the passenger compartment detected by the outside air temperature detecting means. The vehicle control device is characterized by adjusting the opening of the air mix door to adjust the temperature of the blown air .

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