JP6160533B2 - Air conditioning control device for vehicles - Google Patents

Description

  The present invention relates to a vehicle air conditioning control device.

  The vehicle air conditioning control device has a cold air generator including a compressor, a condenser, and an evaporator, and a hot air generator that uses engine cooling water as a heat source, and the mixing ratio of the cold air and the hot air is air-mixed. It is changed by a damper to obtain conditioned air at a desired temperature. The conditioned air is blown into the passenger compartment by the blower fan, and the amount of blown air is changed by changing the rotational speed of the blower fan. In general, the compressor is driven by an engine, and a water pump that circulates cooling water is also driven by the engine. Therefore, when the engine is stopped, the compressor and the water pump are stopped, and the cold air generation function and the hot air generation function are stopped.

  In the air conditioning control apparatus for a vehicle, an auto air conditioner that automatically controls the actual room temperature so as to reach the target room temperature is the mainstream. Automatic control of air conditioning is performed according to the environmental conditions inside the passenger compartment, the environmental conditions outside the passenger compartment, and the parameters indicating the air conditioning operation state (particularly the setting of the target indoor temperature) by the occupant. The air-conditioning air blowing amount and the like are automatically set.

  On the other hand, in recent vehicles, in order to improve fuel efficiency, many vehicles perform so-called idle stop that automatically stops the engine when the vehicle is stopped or at an extremely low speed just before the stop. This idle stop is executed on condition that a preset start condition is satisfied. Examples of the start condition include that the vehicle speed is zero (the vehicle is stopped) and that the brake is operated. Generally, it is set so as to satisfy all conditions such that the accelerator is not operated and the transmission is in the D position.

On the other hand, in a vehicle that can open and close a roof represented by an open car, as disclosed in Patent Document 1, it is disclosed that the air conditioning mode is changed between when the roof is opened and when the roof is closed. That is, it is disclosed that when the roof is closed, the inside / outside air mode based on the target blowing temperature is set, while when the roof is opened, the mode is forcibly changed to the inside air mode regardless of the target blowing temperature.
In this patent document 1 , the inside air mode is set when the roof is opened so that the amount of air blown from the air outlet opening of the air conditioning unit is made constant regardless of the vehicle speed.

JP 2001-88537 A

  By the way, even when the engine is automatically stopped due to idle stop, it is conceivable to control the air conditioning while changing the air conditioning mode because of the need for air conditioning. For example, at the time of cooling, the evaporator is sufficiently cooled immediately after the engine is automatically stopped. Therefore, it is possible to satisfy not only the cooling needs of the occupant by blowing the conditioned air that has passed through the evaporator. Further, during heating, the heater core is sufficiently hot immediately after the engine is automatically stopped, so that air conditioning air that has passed through the heater core is blown out to satisfy the passenger's heating needs.

  In general, after the conditioned air passes through the evaporator, the damper (air mix damper) changes the ratio of passing through the heater core (the ratio of the volume of air passing through the heater core and the volume of air bypassed) to obtain a desired blowout. Temperature. Therefore, when the engine is automatically stopped, for example, during cooling, the rate at which the conditioned air passes through the heater core is gradually reduced as the temperature of the evaporator gradually increases due to the passage of conditioned air. Is preferred. Conversely, during heating, it is preferable to gradually increase the rate at which the conditioned air passes through the heater core as the temperature of the heater core gradually decreases as the conditioned air passes.

  As described above, it is desirable to gradually change the position of the damper when the engine is automatically stopped. However, when the position of the damper is changed, not a little driving noise is generated. In particular, the driving sound of the damper when the engine is automatically stopped becomes more noticeable to the occupant than the damper driving sound while the engine is being driven, causing the occupant to feel uncomfortable.

  The present invention has been made in view of the above circumstances, and its purpose is high in both the air conditioning needs of the occupant and the prevention of discomfort given to the occupant due to the damper driving when the engine is automatically stopped by the idle stop. An object of the present invention is to provide a vehicle air-conditioning control device that can be satisfied in terms of dimensions.

In order to achieve the above object, the following solution is adopted in the present invention. That is, as described in claim 1,
A vehicle air conditioning control device for a vehicle having a roof that can be opened and closed,
An idle stop control means for automatically stopping the engine when a predetermined idle stop condition including a vehicle stop is established;
An air conditioner having at least a heater core that heats the conditioned air as a high heat source, and a damper that adjusts the temperature of the conditioned air by changing a ratio of the conditioned air passing through the heater core ;
With
Air conditioning control means for controlling the air conditioning system, when the engine is automatically stopped by the idling stop control unit, while changing the ratio of the conditioned air passing through the heater core by performing the repositioning of the damper, said heater core The damper is driven so that the frequency of driving the damper with the change in the proportion of the conditioned air passing through the door is smaller when the roof is closed than when the roof is opened.
It is like that.

  According to the above solution, when the roof is opened, which is insensitive to sound because it is easy for outside noise to enter, the occupant is relatively less aware of the driving sound of the damper than when the roof is closed. Become insensitive. Therefore, when the engine is automatically stopped due to idle stop, when the roof is open, the damper drive noise is unlikely to be a problem. it can. On the other hand, at the time of automatic engine stop due to idle stop, when the roof closes where the damper drive noise is likely to be a problem, while reducing the damper drive frequency and changing the damper position to the optimum state for air conditioning, It is possible to reduce or reduce the frequency of occurrence of the damper driving sound, thereby preventing or reducing the uncomfortable feeling that the damper driving sound gives to the occupant.

A preferred mode based on the above solution is as described in claim 2 and the following claims. That is,
The air conditioning system, in addition to the heater core, has an evaporator to be cooled the engine as a drive source, and that the damper, conditioned air after passing through the evaporator to change the rate at which passing through the heater core And
At the time of automatic engine stop due to idle stop at the time of heating, the damper is repositioned so that the ratio of the conditioned air passing through the heater core gradually increases,
At the time of automatic stop of the engine due to idle stop at the time of cooling, the damper is repositioned so that the ratio of the conditioned air passing through the heater core gradually decreases.
(Corresponding to claim 2). In this case, a specific example of a suitable air conditioner to which the present invention is applied is provided, and a specific driving mode of a damper for performing appropriate air conditioning when the engine is automatically stopped is provided.

  The period for changing the position of the damper and the amount of change per one period are made larger when the roof is closed than when the roof is opened (corresponding to claim 3). In this case, a specific driving mode of the damper between when the roof is opened and when the roof is closed is provided. In particular, when the roof is closed, where the drive noise is a problem, the damper drive cycle is long (large), but the amount of change (drive amount) per cycle is large, so the damper position deviates significantly from the optimal position. Can be prevented (the time required to deviate from the optimum position can be shortened).

  According to the present invention, at the time of automatic engine stop by idling stop, both the passenger's air conditioning needs and the prevention of discomfort given to the passenger due to the damper driving can be satisfied at a high level.

The figure which shows a state when a roof is closed about the vehicle of a roof opening-and-closing type. The figure which shows a state when a roof is opened from the state of FIG. The system diagram which shows an example of an air conditioning system. The figure which shows an example of a cold air generator and a warm air generator. The figure which shows an example of the operation panel part of an air conditioning. The figure which shows the example of a control system of an air conditioning system. The figure which shows the example of a control system of an engine automatic stop. The time chart which compares the example of the air-conditioning control at the time of air_conditioning | cooling with the time of a roof opening and the time of a roof closing. The time chart which shows the example of the air-conditioning control at the time of heating, comparing with the time of a roof opening and the time of a roof closing. The flowchart which shows the example of control of this invention.

  FIG. 1 shows a vehicle V that is a roof opening / closing type, and FIG. 1 shows a state in which the roof R is closed and the roof R is closed. Moreover, FIG. 2 shows the time of roof opening when the roof R is opened from the state of FIG.

  FIG. 3 shows a passage configuration example in the air conditioning system K. Since the air conditioning system K is known, it will be briefly described. The passage portion 2 having the inlet 1 has a switching damper 3, a blower fan 4, and an evaporator sequentially from the upstream side (inlet 1) to the downstream side. 5 is disposed. The downstream portion of the evaporator 5 in the passage portion 2 is divided into two independent passages 7 and 8 in parallel with each other by a partition wall 6, and the downstream side of the independent passages 7 and 8 is a common chamber 9 joined together. Yes.

  A heater core 10 is held on the partition wall 6 so as to protrude into the two independent passages 7 and 8. An air mix damper 11 is disposed in the independent passage 7 immediately upstream of the heater core 10. Similarly, an air mix damper 12 is disposed in the independent passage 8 immediately upstream of the heater core 10. An air passage 13 for the driver's seat is opened in the passage portion 2 so as to face the independent passage 7 upstream of the common chamber 9. Further, an air passage 14 for the passenger seat is opened in the passage portion 2 so as to face the independent passage 8 on the upstream side of the common chamber 9. Further, a plurality of air passages 15 to 17 are opened so as to face the common chamber 9. The air passage 15 is for a defroster, for example, and the air passages 16 and 17 are for a side vent, for example. In the air passages 13 to 17, dampers 13A to 17A for adjusting the opening are arranged.

  By changing the opening (position) of the air mix damper 11, the ratio of the cooling air that has passed through the evaporator 5 through the heater core 10 is changed, and the temperature and humidity of the air immediately after passing through the independent passage 7 are adjusted. The air immediately after passing through the independent passage 7 is supplied to the driver's seat. The air mix damper 11 is driven by an electric motor (actuator) 11A and can take an arbitrary opening within a range of 0% to 100%.

  By changing the opening (position) of the air mix damper 12, the ratio of the cooling air that has passed through the evaporator 5 through the heater core 10 is changed, and the temperature and humidity of the air after passing through the independent passage 8 are adjusted. The air immediately after passing through the independent passage 8 is supplied to the passenger seat. The air mix damper 12 is driven by an electric motor (actuator) 12A and can take any opening in the range of 0% to 100%.

  As is apparent from the above description, in the embodiment, the air conditioning for the driver seat and the passenger seat can be individually controlled. And when the opening degree of the air mix dampers 11 and 12 is set to 100% indicated by a solid line in the figure, the air conditioning temperature for the driver seat and the passenger seat is the highest. On the contrary, when the opening degree of the air mix dampers 11 and 12 is set to 0% indicated by a broken line in the figure, the air conditioning temperature for the driver seat and the passenger seat is the lowest. The air passages 15 to 17 are supplied with mixed air in which the conditioned air that has passed through the independent passages 7 and 8 is mixed.

Reference numeral 18 denotes an inside air inlet provided in the vicinity of the inflow port 1, and outside air introduction and inside air circulation are switched by the switching damper 3 described above.

  FIG. 4 shows a refrigerant circulation path for the evaporator 5 and an engine cooling water circulation path for the heater core 10. In FIG. 4, a belt 53 is wound between a pulley 51 attached to the rotation shaft of the compressor 50 and a pulley 52 attached to the engine EG (crankshaft thereof), and the compressor 50 is driven to rotate by the engine EG. The The refrigerant compressed by the compressor 50 is supplied to the evaporator 5 through the pipe 54, the condenser 55, and the pipe 56. The refrigerant supplied to the evaporator 5 is returned to the compressor 50 through the pipe 57 after heat exchange with the conditioned air. The compressor 50, the condenser 55, and the evaporator 5 are main components of the cold air generator. Note that a clutch 51A is incorporated in the pulley 51 so that the driving of the compressor 50 can be stopped as appropriate even when the engine EG is operating.

  On the other hand, the cooling water from the water pump 60 driven by the engine EG is supplied to the heater core 10 via the pipe 61 and is exchanged with the conditioned air by the heater core 10. Then, the cooling water in the heater core 10 is returned to the water pump 60 through the pipe 62. The water pump 60 and the heater core 10 are main components of the hot air generator.

  FIG. 5 shows an example of an air-conditioning panel KP operated by a passenger, and is set on the instrument panel. In the embodiment, the driver's seat and the passenger's seat are adapted to control the temperature independently on the left and right, and the switches operated by the occupant are set as follows.

  First, the switch 21 is a main switch for turning on the automatic air conditioner, and is a push type. The switch 22 is a temperature setting switch for the driver's seat and is a dial type. The switch 23 is an automatic air conditioner OFF switch, and is a push type. The switch 24 is an air volume adjusting switch and is a dial type. The switch 25 is operated when the passenger seat temperature is individually selected, and is a push type. The switch 26 is for adjusting the temperature for the passenger seat and is a dial type.

  The switch 31 is a switch for turning off the air conditioner. The switch 32 is a switch for operating the front defroster. The switch 33 is a rear defroster operating switch. The switches 34 and 35 are air-conditioning air outlet selection switches. The switch 36 is a switch for selecting outside air introduction. The switch 37 is a switch for selecting the inside air circulation. Each of the switches 31 to 37 is a push type.

  FIG. 6 shows an example of a control system of the air conditioning system K. In FIG. 6, UK is a controller (control unit) for an air conditioning system configured using a microcomputer. The controller UK receives signals from the various switches described above, the temperature of the heater core 10 detected by the temperature sensor S0, the outside air temperature detected by the outside air temperature sensor S1, and the inside air temperature sensor S2. An opening sensor 11B for detecting an indoor temperature, a solar radiation state detected in the vehicle interior detected by the solar sensor S3, a signal related to the temperature of the evaporator 8 detected by the temperature sensor S4, and an actual opening of the air mix dampers 11 and 12, A signal from 12B is input. The controller UK is interposed in the power transmission path between the engine and the refrigerant compression compressor in addition to the devices 1, 4, 11 (11A), 12 (12A), 13A to 17A, 18 such as the dampers described above. The compressor clutch 51A (see also FIG. 4) is controlled. The controller UK and the sensors, switches, and devices are connected by a low-speed communication system.

  The controller UK basically sets the target room temperature according to the environmental conditions inside and outside the vehicle detected by the various sensors S0 to S4 and the switch operation state by the occupant, and the actual room temperature becomes the target room temperature. The air-conditioning air blowing amount, air-conditioning air temperature, and selection of the air-conditioning air outlet are optimally controlled.

  The controller UK serving as a low-speed communication system is connected to a high-speed communication system (CAN) via a meter provided on the instrument panel. This high-speed communication system includes a PCM that performs engine control including automatic engine stop and automatic restart, a TCM that performs automatic transmission shift control, a DSC that performs brake control including automatic brake control when the engine is automatically stopped, a door A BCM that performs control around the vehicle body including detection of the open / close state of the vehicle, a keyless control module (indicated by SKE) that performs smart keyless control including detection of misplacement of the key in the vehicle, and an EHPAS that performs power steering control are included. Information on the idling stop state is input from the PCM to the controller UK, while an idling stop permission signal or prohibition signal is output from the controller UK to the PCM according to the air conditioning control state, as will be described later. It has become. Further, a vehicle speed sensor S10 is connected to the DSC, and a vehicle speed signal detected by the vehicle speed sensor S10 is input to the controllers UK and PCM via CAN.

  FIG. 7 shows a detailed control system example related to PCM that performs control related to idling stop. In FIG. 7, signals from various sensors or switches S10 to S19 are input to the PCM. The sensor S11 is an accelerator sensor that detects the accelerator opening. The sensor S12 is a throttle sensor that detects the throttle opening. The sensor S13 is an angle sensor that detects the rotational angle position of the crankshaft. The sensor S14 is an intake air temperature sensor that detects the intake air temperature. The sensor S14 is a water temperature sensor that detects the cooling water temperature. The sensor S16 is a negative pressure sensor that detects negative pressure in a brake device having a negative pressure booster. The switch S17 is a brake switch that detects that the brake pedal is depressed (also used as a stop light switch). The sensor S18 is a range position sensor that detects the range position of the automatic transmission. S19 is a battery sensor that comprehensively detects the charge amount, voltage, current consumption, and the like of the battery.

  The PCM controls various devices 41 to 47 as described below in connection with the automatic engine stop (idle stop) and automatic restart control. That is, 41 is an actuator that drives the throttle valve, and is fully closed when the engine is automatically stopped. A drive motor 42 in the electric variable valve timing device delays the opening / closing timing of the intake valve in preparation for automatic restart when the engine is automatically stopped. 43 is a fuel injection valve, and the fuel injection is cut when the engine is automatically stopped. 44 is an ignition coil. When the engine is automatically stopped, energization is stopped and ignition is prohibited. A starter motor 45 is driven when the engine is automatically restarted. An alternator 46 reduces the engine speed by increasing the load of the alternator when the engine is automatically stopped. Reference numeral 47 denotes a DC / DC converter, which is controlled to compensate for a reduction in battery power when cranking for automatic engine restart. The PCM receives a signal from a switch S20 that detects whether the roof R is opened or closed (identifies the open state and the closed state).

  An idle stop is performed in which the engine is automatically stopped when the vehicle is stopped. This is executed on condition that one of the idle stop prohibiting conditions described later is not satisfied.

Automatic stop prohibition condition (idle stop prohibition condition)
(1) When the vehicle speed is not zero.
(2) When the brake operation by the passenger is not performed.
(3) When the accelerator pedal is depressed.
(4) In relation to the battery, when the voltage is a low voltage equal to or lower than a predetermined voltage, when the charge amount is equal to or lower than a predetermined charge amount, when the current consumption is equal to or higher than a predetermined current, or battery control When the system is abnormal (when an abnormal signal occurs).
(5) When the steering angle is not within a predetermined small steering angle range from the neutral position.
(6) In relation to the transmission, a transmission abnormality signal is generated when the transmission is not in the D range position, the oil temperature is not within the predetermined temperature range, or the hydraulic pressure is not within the predetermined pressure range. When there is an abnormality in the clutch (including the lock-up clutch).
(7) In relation to the engine, when the cooling water temperature is not in the predetermined temperature range, when the intake air temperature is too high, or when the atmospheric pressure is low.
(8) When the brake negative pressure in the brake device including the negative pressure booster is insufficient, or when an abnormal signal of the engine system is generated.
(9) When the ignition key is taken out of the vehicle (in the case of a smart keyless entry system), when the seat belt is removed, when any door is open, When the hood is open.
(10) When the inclination angle of the road surface is large.
(11) When an automatic stop prohibition signal is output from the air conditioning controller UK. This will be described in detail later.

  The automatic stop prohibition condition described above is merely an example, and other prohibition conditions may be added. For example, when the IS switch S5 for canceling (prohibiting) the automatic engine stop by the driver's intention is turned on, the engine speed is set to a preset speed (a much higher speed than the idling speed when the engine is stable). ) When the rotation speed is higher than the above, a condition such as the above may be further added. On the contrary, it is also possible to set such that a part of the prohibition condition is deleted.

  The automatic restart start condition for automatically restarting the engine from the idle stop state in which the engine is automatically stopped can be set as when any one of the above automatic stop prohibition conditions is canceled. It is preferable to set the automatic restart condition when the brake operation by the occupant is released.

  Next, automatic stop prohibition conditions related to the air conditioning system K will be described. First, the automatic control of air conditioning is controlled so that the actual room temperature detected by the inside air temperature sensor S2 approaches the target room temperature set based on the temperature adjustment dials 22 and 26 selected by the occupant. In this air conditioning automatic control, the temperature of the conditioned air, the selection of the air outlet, the amount of air conditioned air blown out, etc. are automatically controlled.

  In the following cases, the air conditioning controller UK outputs a prohibition signal for prohibiting automatic engine stop when the vehicle is stopped in order to prioritize air conditioning. The air conditioning controller UK outputs an automatic stop permission signal when it does not output the automatic stop prohibition signal.

Automatic stop prohibition condition from the air conditioning system side (1) When abnormality of various sensors in the air conditioning system K occurs.
(2) When the outside air temperature is extremely high (for example, 40 ° C. or more) or extremely low (for example, −10 ° C. or less).
(3) When a defroster is used (priority is given to ensuring visibility).
(4) When the room temperature selected by the occupant is the upper limit on the high temperature side (when the heating request is extremely strong).
(5) The room temperature selected by the occupant is the lower limit value on the low temperature side and the air conditioner is operating (when the cooling request is extremely strong).
(6) When the deviation between the target room temperature and the actual room temperature is larger than a predetermined value.

  The air conditioning controller UK performs air conditioning control even when the engine is automatically stopped when the automatic stop prohibition condition is not satisfied.

  Here, at the time of automatic engine stop by idle stop, the following control is performed in order to satisfy the passenger's air conditioning needs as much as possible. First, at the time of cooling, since the evaporator 5 is sufficiently cooled immediately after the engine is automatically stopped, the conditioned air that has passed through the evaporator 5 is blown into the vehicle compartment as cold air. As time elapses, the evaporator 5 gradually increases in temperature and the cooling function is weakened. Therefore, the positions of the dampers 11 and 12 are gradually changed in such a direction that the proportion of the conditioned air passing through the heater core 10 decreases. .

  At the time of heating, the heater core 10 is sufficiently hot immediately after the engine is automatically stopped, so that the conditioned air is passed through the heater core 10 so that the warm air is blown into the vehicle interior. As time elapses, the heater core 10 is gradually lowered in temperature and the heating function is weakened. Therefore, the positions of the dampers 11 and 12 are gradually changed in the direction in which the ratio of the conditioned air passing through the heater core 10 increases. The

  The position change of the dampers 11 and 12 when the engine is automatically stopped is different between when the roof is opened and when the roof is closed. This point will be described with reference to FIGS.

  First, FIG. 8 shows an example of air conditioning control when the engine is automatically stopped by idling stop during cooling. In a state before time t1, an idle stop permission signal is output from the air conditioning control side, but the engine is driven to satisfy other idle stop conditions, and the evaporator 5 is sufficiently cooled. It has become. The positions (openings) of the dampers 11 and 12 are on the high temperature side (a state in which the ratio of passing through the heater core 10 is large).

  At time t1, the engine is automatically stopped assuming that all the idle stop conditions are satisfied. After t1, the conditioned air as the cold air that has passed through the evaporator 5 is blown into the passenger compartment. As time elapses, the evaporator 5 gradually becomes higher in temperature, and the proportion of the air-conditioned air passing through the heater core 10 is reduced accordingly. At time t2, since the evaporator 5 becomes considerably hot and cold air cannot be expected, an idle stop prohibition signal is output from the air conditioning control side, and the engine is automatically restarted.

  After the time t2, the temperature of the evaporator 5 is decreased by the automatic restart of the engine, and accordingly, the positions of the dampers 11 and 12 are changed so that the rate of passing through the heater core 10 gradually increases. The

  The drive frequency for changing the position of the dampers 11 and 12 described above is smaller when the roof is closed than when the roof is opened. That is, when the roof is opened, the drive cycle for changing the positions of the dampers 11 and 12 is short (small), and the position change amount (opening amount change amount) per cycle is small. On the other hand, when the roof is closed, the drive cycle for changing the positions of the dampers 11 and 12 is long (large) and the position change amount (opening amount change amount) per cycle is large. This prevents (or reduces) a situation in which the driving sound of the dampers 11 and 12 causes discomfort to the occupant.

  In order to satisfy the air conditioning needs, it is preferable to increase the drive frequency of the dampers 11 and 12 to improve the followability of the evaporator 5 with respect to temperature changes. Even when the drive frequency of the dampers 11 and 12 is reduced, such as when the roof is closed, the followability of the evaporator 5 to the temperature change can be satisfied to some extent. In particular, by predicting the temperature change of the evaporator 5 and changing the position so as to overshoot beyond the predicted temperature, sufficient followability can be ensured.

  Next, FIG. 9 shows an example of air conditioning control when the engine is automatically stopped by idling stop during heating. In a state before time t1, an idle stop permission signal is output from the air conditioning control side, but the engine is driven to satisfy other idle stop conditions, and the heater core 10 is in a sufficiently high temperature state. ing. And the position (opening degree) of the dampers 11 and 12 is the low temperature side (state in which the ratio of passing through the heater core 10 is small).

  At time t1, the engine is automatically stopped assuming that all the idle stop conditions are satisfied. After t1, the conditioned air as warm air that has passed through the heater core 10 is blown into the passenger compartment. As time elapses, the heater core 10 gradually becomes lower in temperature, and the proportion of the conditioned air passing through the heater core 10 is increased accordingly. At time t2, since the heater core 10 becomes considerably cold and no warm air can be expected, an idle stop prohibition signal is output from the air conditioning control side, and the engine is automatically restarted.

  After the time t2, the temperature of the heater core 105 is increased by the automatic restart of the engine, and accordingly, the positions of the dampers 11 and 12 are changed so that the rate of passing through the heater core 10 gradually decreases. The

  Even during heating in FIG. 9, the driving frequency of the dampers 11 and 12 is different between when the roof is opened and when the roof is closed. However, the difference is the same as that during cooling in FIG. .

  FIG. 10 is a flowchart showing an example of air conditioning control in the engine automatic stop by idle stop, and this flowchart will be described below. In the following description, Q is a step.

  First, after signals from various sensors are read in Q1, it is determined in Q2 whether or not the engine is currently automatically stopped due to idle stop. If the determination in Q2 is YES, it is determined in Q3 whether or not the roof is open. When the determination in Q3 is YES, in Q4, as described with reference to FIGS. 8 and 9, the position change of the dampers 11 and 12 corresponds to the time when the roof is opened (the position in a state where the drive frequency is high). Change control).

  When the determination in Q3 is NO, in Q5, as described with reference to FIGS. 8 and 9, the position change of the dampers 11 and 12 corresponds to the time when the roof is closed (the position change in a state where the drive frequency is low). control). When the determination in Q2 is YES, in Q6, the positions of the dampers 11 and 12 are changed with the normal driving frequency when the engine is driven (in the embodiment, as the control for increasing the driving frequency). However, the driving frequency may be different from the driving frequency / high in Q4).

  Although the embodiment has been described above, the present invention is not limited to the embodiment, and can be appropriately changed within the scope described in the scope of claims. For example, the invention includes the following cases. . The roof opening / closing type vehicle is not limited to a vehicle that can select full open, but may be a vehicle in which a part of the roof is opened or closed, such as a Targa top type vehicle or a sunroof type vehicle. At the time of automatic engine stop, the air-conditioning air blowing direction may be directed only near the passenger's feet during heating, and the air-conditioning air blowing direction may be directed only to the upper body of the passenger (particularly near the face) during cooling. Alternatively, when the occupant is present only in the driver's seat, the passenger's seat outlet may be closed and only the driver's seat outlet may be opened. Of course, the object of the present invention is not limited to what is explicitly stated, but also implicitly includes providing what is substantially preferred or expressed as an advantage.

  The present invention is suitable for air conditioning control of a vehicle in which the roof is opened and closed and the engine is automatically stopped.

UK: Controller (for air conditioning control)
EG: Engine K: Air conditioning system 3: Switching damper (for switching between inside and outside air)
4: Blower fan 5: Evaporator 10: Heater core 11: Air mix damper 11A: Motor (actuator)
11B: Opening sensor 12: Air mix damper 12A: Motor (actuator)
12B: Opening sensor 50: Compressor 55: Condenser 60: Water pump

Claims (3)

A vehicle air conditioning control device for a vehicle having a roof that can be opened and closed,
An idle stop control means for automatically stopping the engine when a predetermined idle stop condition including a vehicle stop is established;
An air conditioner having at least a heater core that heats the conditioned air as a high heat source, and a damper that adjusts the temperature of the conditioned air by changing a ratio of the conditioned air passing through the heater core ;
With
Air conditioning control means for controlling the air conditioning system, when the engine is automatically stopped by the idling stop control unit, while changing the ratio of the conditioned air passing through the heater core by performing the repositioning of the damper, said heater core The damper is driven so that the frequency of driving the damper with the change in the proportion of the conditioned air passing through the door is smaller when the roof is closed than when the roof is opened.
A vehicle air-conditioning control device. In claim 1,
The air conditioning system, in addition to the heater core, has an evaporator to be cooled the engine as a drive source, and that the damper, conditioned air after passing through the evaporator to change the rate at which passing through the heater core And
At the time of automatic engine stop due to idle stop at the time of heating, the damper is repositioned so that the ratio of the conditioned air passing through the heater core gradually increases,
At the time of automatic stop of the engine due to idle stop at the time of cooling, the damper is repositioned so that the ratio of the conditioned air passing through the heater core gradually decreases.
A vehicle air-conditioning control device. In claim 1 or claim 2,
The vehicle air-conditioning control apparatus according to claim 1, wherein the damper position change cycle and the change amount per cycle are larger when the roof is closed than when the roof is opened.

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