JP6388257B2 - Engine system - Google Patents

Description

  The present invention relates to an engine system, and more particularly, to an engine system having a control function for performing ignition retard according to an increase in air amount and fuel amount in an engine when a required heat amount is required due to a heating request for air conditioning. The present invention relates to an engine system including a control device.

  2. Description of the Related Art Conventionally, there is known an engine control device that increases the amount of air and fuel supplied to an engine when air conditioning heating is requested, increases the amount of heat generated in the engine, and increases the engine water temperature.

  Further, as shown in Patent Document 1, when the amount of air and fuel supplied to the engine is increased at the time of heating request for air conditioning, and the amount of heat generated in the engine is increased, the advance angle of combustion of the engine is retarded and ignition is performed. There is known an engine control device that delays the timing, delays the combustion timing, raises the exhaust temperature by burning until just before the exhaust valve opens, and raises the temperature of the cylinder and the like to increase the engine water temperature. Yes.

JP-A-60-145454

As described above, when the amount of air and fuel supplied to the engine at the time of heating request for air conditioning is increased and the amount of heat generated in the engine is increased, the torque (output) of the engine is also increased. Can be reduced by the retard.
However, when the increase in engine torque is reduced by retarding, there is a problem in that wasteful fuel consumption that does not contribute to torque occurs even though fuel burns in the engine. Therefore, when heating is requested for air conditioning, there has been a problem of suppressing wasteful fuel consumption due to retard and improving fuel efficiency.

  Therefore, the present invention has been made to solve the above-described problems of the prior art, and in the case where the required amount of heat due to the heating requirement of air conditioning is required, the amount of air and the amount of fuel are increased in the engine. When performing the control to perform ignition retard according to the increase in the air amount and the fuel amount in the engine, the inside air circulation rate correction function unit may suppress the increase in the air amount and the fuel amount in the engine and reduce the ignition retard amount. An object of the present invention is to provide an engine system that can improve fuel efficiency by suppressing fuel consumption during ignition retard.

In order to achieve the above-described object, the present invention has a control function of performing ignition retard according to the increase in the air amount and the fuel amount in the engine when the required heat amount due to the heating requirement of the air conditioning is required. An engine system including an engine control device, wherein the engine control device calculates a first coefficient that is calculated according to an engine water temperature and that reduces a ratio of heat input to heat input that can be input for each engine state. And the second coefficient that reduces the rate of heat input according to the internal air circulation rate based on the internal air circulation rate out of the total of the internal air circulation and the external air circulation of the air conditioner. suppressing the amount of heat to be introduced against possible heat, and characterized by having a recirculated air factor correction function unit to suppress the increase of the air quantity and the ignition retard amount corresponding to the increase of the amount of fuel To have.
In the present invention configured as described above, when the amount of heat required by the heating request for air conditioning is required, the air amount and the fuel amount are increased in the engine, and ignition is performed according to the increase in the air amount and the fuel amount in the engine. When performing the control for retarding, the inside air circulation rate correction function unit is calculated according to the engine water temperature and reduces the ratio of the amount of heat input to the amount of heat that can be input for each engine state, and air conditioning The amount of heat that can be input by multiplying the amount of heat that can be input by multiplying the amount of heat that can be input by a second coefficient that reduces the ratio of the amount of heat input in accordance with the ratio of the internal air circulation based on the ratio of the internal air circulation the amount of heat to be introduced to suppress respect, it is possible to suppress the increase of the air quantity and the ignition retard amount corresponding to the increase of the amount of fuel, the fuel consumption while suppressing the consumption of fuel during the ignition retard It is possible to improve.

In the present invention, preferably, the engine system further controls to increase the inside air circulation rate while satisfying a condition that the window glass calculated based on the vehicle interior humidity, the vehicle interior temperature, and the window glass temperature is assumed not to be fogged. The internal air circulation rate correction function unit of the engine control device receives information on the internal air circulation rate from the air conditioning control device , and the ignition retard amount corresponding to the increase in the air amount and the fuel amount It is characterized by having a function of suppressing an increase in the amount of .
In the present invention configured as described above, the air conditioning control device of the engine system further satisfies a condition that the window glass calculated based on the vehicle interior humidity, the vehicle interior temperature, and the window glass temperature is not fogged. while it is possible to increase the inside air circulation rate, recirculated air ratio correction function of the control device of the engine, as the internal air circulation rate is increased, the increase of the air quantity and the ignition retard amount corresponding to the increase of the amount of fuel it is possible to suppress, by the air conditioner control apparatus while preventing fogging the window glass, it is possible to suppress the increase of the air quantity and the ignition retard amount corresponding to the increase of the amount of fuel in the engine, the fuel ignition retard Consumption can be suppressed and fuel consumption can be improved.

In the present invention, preferably, when the inside air circulation rate correction function unit of the engine control device cannot receive the inside air circulation rate information from the air conditioning control device, the inside air circulation rate is lowered to the lower limit value, It is characterized by having an internal air circulation rate temporary setting function for setting an increase in the air amount and the fuel amount and setting the ignition retard amount.
In the present invention configured as described above, when the inside air circulation rate temporary setting function unit of the inside air circulation rate correction function unit cannot receive the inside air circulation rate information from the air conditioning control device, the inside air circulation rate is set to the lower limit value. Even if it is possible to set the amount of air and fuel in the engine to be increased and to set the ignition retard amount, and information on the internal air circulation rate cannot be obtained, the heating request for air conditioning is required. The amount of air and the amount of fuel can be increased so as to supply the required amount of heat by heating, and the ignition retard can be controlled according to the increase in the amount of air and the amount of fuel in the engine.

  According to the engine system of the present invention, the amount of air and fuel in the engine is increased when the amount of heat required by the heating request for air conditioning is required, and the ignition retard is increased according to the increase in the amount of air and fuel in the engine. When performing the control, the increase in the air amount and the fuel amount in the engine can be suppressed and the ignition retard amount can be reduced, and the fuel consumption can be improved by suppressing the fuel consumption during the ignition retard.

It is the schematic of the structure which showed the engine system by one Embodiment of this invention centering on an engine and an engine cooling water path | route. It is the schematic of the structure which showed the engine system by one Embodiment of this invention centering on an air conditioning system. It is a figure which shows the procedure of the process which the inside air circulation rate correction | amendment function part of the engine control apparatus of the engine system by one Embodiment of this invention calculates the target final required heat quantity. It is a figure which shows the relationship between the torque and the advance angle which are generated in the engine of the engine system by one Embodiment of this invention. It is a flowchart which shows the procedure of the process which calculates inside air circulation rate based on vehicle interior humidity, vehicle interior temperature, window glass temperature, etc. in the air conditioning system of the engine system by one Embodiment of this invention. It is a saturated vapor pressure map which illustrated the relationship between vehicle interior temperature (atmosphere temperature) and saturated vapor pressure used in the air conditioning system of the engine system by one Embodiment of this invention. It is a dew point temperature map which illustrated the relationship between saturated vapor pressure and dew point temperature used in the air conditioning system of the engine system by one Embodiment of this invention. It is a window humidity map which illustrated the relationship between window fogging rate and vehicle interior humidity (window humidity) used in the air conditioning system of the engine system by one embodiment of the present invention.

Hereinafter, an engine system 1 according to an embodiment of the present invention will be described with reference to FIGS. 1 and 2.
FIG. 1 is a schematic diagram showing a configuration of an engine system according to an embodiment of the present invention centering on an engine and an engine coolant path, and FIG. 2 shows an engine system according to an embodiment of the present invention centering on an air conditioning system. FIG.
In FIG. 1, the state in which the engine coolant flows in the engine coolant passage 4 is illustrated by an arrow f1, and the state in which the coolant flows in the coolant circulation passage 48 is illustrated by an arrow f2.

In order to cool the engine 2 of the vehicle, the engine system 1 circulates engine cooling water flowing out from the engine 2 and returns the engine cooling water to the engine, and engine cooling water flowing in the engine cooling water passage 4 A heater core 6 for using the heat of the engine for heating, a radiator 8 for releasing the heat of the engine coolant flowing in the engine coolant passage 4 into the outside air, and the engine coolant in the engine coolant passage 4 And a water pump 10 for pressure feeding.
In the engine cooling water path 4, the engine 2, the heater core 6, the radiator 8, and the water pump 10 are arranged on the path.

  The engine system 1 further includes a refrigerant circulation path 48 through which the refrigerant circulates, a compressor 50 that compresses and pumps the refrigerant gas, and a condenser that removes latent heat from the refrigerant gas pumped from the compressor 50 to obtain a high-temperature and high-pressure refrigerant liquid. 52, a receiver dryer 54 that temporarily stores the refrigerant liquid, an expansion valve 58 that decompresses the refrigerant liquid to form a low-temperature and low-pressure gas-liquid mixed refrigerant, and an evaporator that cools the air passing through the interior by heat exchange with the refrigerant 60, and a blower fan 62 for taking outside air or inside air into an air passage (not shown) in the air conditioner main body and sending the taken air downward on the downstream side.

  The engine system 1 is further provided with a powertrain control module 28 (hereinafter referred to as PCM) and cooling water that is disposed in the vicinity of the outlet of the engine cooling water passage 16 in the engine cooling water passage 4 and detects the temperature of the engine cooling water. And a temperature sensor 30.

  The PCM 28 controls an input interface (not shown) that receives data sent from each part of the vehicle, a CPU (not shown) that executes a calculation for controlling each part of the vehicle, and controls each part of the vehicle. A memory (not shown) for storing programs, data and control signals for execution, and an output interface (not shown) for sending control signals to each part of the vehicle are provided. A program for realizing the engine system of the present invention, and data and tables used for executing the program are stored on a memory. Further, the memory is provided with a work area for calculation by the CPU, and data sent from each part of the vehicle and control signals sent to each part of the vehicle are stored in the memory. As a control device for the engine 2, the PCM 28 performs an ignition retard that suppresses an increase in torque according to an increase in the air amount and the fuel amount in the engine 2 when an additional heating required heat amount is required due to a heating request for air conditioning. The inside air circulation rate correction function unit 29 is provided.

  The cooling water temperature sensor 30 detects the temperature of engine cooling water flowing out from the engine 2. The coolant temperature sensor 30 is electrically connected to the PCM 28, and the temperature of the engine coolant detected by the coolant temperature sensor 30 is input to the PCM 28 as an electrical signal. The engine cooling water path 4 is further provided with a temperature sensor (for example, a temperature sensor provided in a flow path on the radiator side) that measures the temperature of the engine cooling water.

The engine system 1 further includes an air conditioning system 12 for controlling the air conditioning of the vehicle.
As shown in FIG. 2, the air conditioning system 12 includes an air conditioning duct 14, a blower fan 62, an evaporator 60, a heater core 6, an air conditioning operation panel 15, and an air conditioning control unit 18.
The air conditioning system 12 automatically adjusts the temperature, air volume, and blowing direction of the conditioned air according to the set temperature (for example, 22 ° C.), the set air volume, and the set direction (for example, defroster mode) set by the passenger on the air conditioning operation panel 15. It is a controllable auto air conditioner. The conditioned air of the air conditioning system 12 is generated by only the outside air, only the inside air, or a mixture of outside air and inside air.

  The air conditioning duct 14 forms a passage for introducing conditioned air into the vehicle interior, and is provided on the inner surface of the front window glass, the outside air introduction port 14a for introducing outside air from the outside of the vehicle, the inside air introduction port 14b for introducing inside air from the vehicle interior, and the front window glass. A defroster outlet 14c that blows conditioned air, a front side outlet 14d that blows conditioned air from the front of the passenger, a side outlet 14e that blows conditioned air from the side of the occupant, and a heating outlet at the front of the vehicle 14f and a heating outlet 14g at the rear of the vehicle.

  At a position between the outside air introduction port 14a and the inside air introduction port 14b, a first damper 20 that can switch the mixing ratio of the inside air and the outside air by adjusting the opening degree of the outside air introduction port 14a and the inside air introduction port 14b. Is provided. A second damper 22 capable of adjusting the ratio of the conditioned air (hot air) passing through the heater core 6 and the conditioned air (cold air) passing through the evaporator 60 is provided at a position downstream of the evaporator 60 and the heater core 6. Yes. On the further downstream side of the second damper 22 of the air conditioning duct 14, the third damper 24 capable of adjusting the state of the conditioned air blown from the defroster outlet 14 c, the front side outlet 14 d, and the side side outlet 14 e A fourth damper 26 capable of adjusting the state of the conditioned air to be discharged and a fifth damper 27 capable of adjusting the state of the conditioned air discharged from the heating outlet 14f and the heating outlet 14g are provided. The 1st damper 20 thru | or the 5th damper 27 are driven by the actuator 32 provided in each, and are comprised so that the flow volume and ventilation direction of an air conditioning wind can be adjusted. The actuator 32 is driven by an electric motor. The actuator 32 is electrically connected to the air conditioning control unit 18 so that the air conditioning control unit 18 can arbitrarily manipulate the rotation amount of the actuator 32.

The first damper 20 can freely adjust the opening ratio between the outside air introduction port 14a and the inside air introduction port 14b.
The first damper 20 is rotationally driven by the actuator 32, and can set the opening degree between, for example, 5 steps to 10 steps, more preferably 8 steps to 10 steps. For example, the first damper 20 can set the opening degree of the outside air introduction port 14a to 100% and the opening degree of the inside air introduction port 14b to 0%. Further, for example, the first damper 20 can set the opening degree of the outside air introduction port 14a to 0%, the opening degree of the inside air introduction port 14b to 100%, the opening degree of the outside air introduction port 14a to 50%, and The opening degree of the inside air introduction port 14b can be 50%, the opening degree of the outside air introduction port 14a can be 20%, and the opening degree of the inside air introduction port 14b can be 80%. As described above, the first damper 20 has a function of determining the opening ratio of the outside air introduction port 14a and the opening ratio of the inside air introduction port 14b according to its own opening position. Here, the opening ratio of the inside air introduction port 14b when the sum of the opening ratios of the outside air introduction port 14a and the inside air introduction port 14b is 100% is defined as the inside air circulation rate. The inside air circulation rate also indicates the opening ratio with respect to the fully open state (opening 100%) of the inside air introduction port 14b. Generally, the inside air temperature (vehicle interior temperature) is higher than the outside air temperature. The position according to the opening degree of the first damper 20 is measured by the position sensor 45.

  The evaporator 13 has a cooling function for cooling the conditioned air passing through the inside by heat exchange with the refrigerant. The evaporator 60 is disposed on the downstream side of the blower fan 62 and is provided so that the conditioned air sent from the blower fan 62 passes through the inside of the evaporator 60.

  The heater core 6 has a function of an air conditioning heater that supplies warm air into the vehicle interior of the vehicle, and is provided as a heat exchanger for radiating the heat of engine cooling water and using it for heating. Thus, the heater core 6 has a heating function for heating the conditioned air. The heater core 6 is arranged on the downstream side of the evaporator 60 so that the cool air after passing through the evaporator 60 passes through the inside.

  The air conditioning operation panel 15 can set the air conditioning system 12. When the occupant sets a set temperature or the like, the air conditioning control unit 18 of the air conditioning system 12 selects an auto air conditioner function that automatically adjusts the temperature, air volume, humidity, internal air circulation rate, and / or blowing direction of the air conditioned air. be able to.

The air conditioning control unit 18 is electrically connected to each part of the air conditioning system 12 (for example, the blower fan 62, the actuator 32 of each of the first damper 20 to the fifth damper 27, the position sensor 45), and controls each part. And the state of each part (for example, opening position information of the first damper 20) can be acquired.
The air conditioning control unit 18 also receives various information from the vehicle interior humidity sensor 34, the vehicle interior temperature sensor 36, the window glass temperature sensor 38, the outside air temperature sensor 40, the vehicle speed sensor 42, the solar radiation amount sensor 44, and / or the position sensor 45. It can be acquired. Note that some and all of these pieces of information may be acquired via the PCM 28. The air-conditioning control unit 18 can execute the automatic air-conditioning control for executing the automatic air-conditioning function based on the information of the above-described various sensors. For example, as shown in FIG. Based on such a window humidity map, the inside air circulation rate can be adjusted by the opening degree of the first damper 20.

  The vehicle interior humidity sensor 34 detects the vehicle interior humidity (inside air temperature) in the vehicle interior. In addition, since the vehicle interior humidity sensor 34 is disposed in the vicinity of the glass window, it also has a function of detecting the humidity (window humidity) in the vicinity of the glass window in the vehicle interior. The glass window in the vehicle interior is, for example, a windshield window or a rear glass window. A vehicle humidity sensor 34 and a separate window humidity sensor may be provided. The vehicle interior humidity sensor 34 is electrically connected to the air conditioning control unit 18, and the vehicle interior humidity detected by the vehicle interior humidity sensor 34 is input to the air conditioning control unit 18 as an electrical signal. . By providing the vehicle interior humidity sensor 34 and the vehicle interior temperature sensor 36 described later, it is possible to determine whether or not the window glass is fogged.

  The vehicle interior temperature sensor 36 detects the vehicle interior temperature (atmosphere temperature) in the vehicle interior. The vehicle interior temperature sensor 36 is electrically connected to the air conditioning control unit 18, and the vehicle interior temperature detected by the vehicle interior temperature sensor 36 is input to the air conditioning control unit 18 as an electrical signal. .

  The window glass temperature sensor 38 is attached to the passenger compartment side of the window glass and detects the window glass temperature of the window glass. The window glass temperature sensor 38 is electrically connected to the air conditioning control unit 18, and the window glass temperature detected by the window glass temperature sensor 38 is input to the air conditioning control unit 18 as an electrical signal. .

  The outside air temperature sensor 40 is provided at a position where the outside air temperature of the vehicle can be detected, and detects the outside air temperature of the outside air. The outside air temperature sensor 40 is electrically connected to the air conditioning control unit 18, and the outside air temperature detected by the outside air temperature sensor 40 is input to the air conditioning control unit 18 as an electric signal.

  The vehicle speed sensor 42 detects the speed of the vehicle. The vehicle speed sensor 42 is electrically connected to the air conditioning control unit 18 and / or the PCM 28, and the vehicle speed detected by the vehicle speed sensor 42 is input to the air conditioning control unit 18 and / or the PCM 28 as an electrical signal. It has become so.

  The solar radiation amount sensor 44 detects the solar radiation amount (sunlight intensity). The solar radiation amount sensor 44 is electrically connected to the air conditioning control unit 18, and the solar radiation amount detected by the solar radiation amount sensor 44 is input to the air conditioning control unit 18 as an electrical signal.

  The position sensor 45 detects the position of the first damper 20 (the opening between the outside air introduction port 14a and the inside air introduction port 14b). The position sensor 45 is electrically connected to the air conditioning control unit 18, and the position of the first damper 20 detected by the position sensor 45 is input to the air conditioning control unit 18 as an electrical signal.

The air conditioning control unit 18 executes an input interface (not shown) that receives data sent from each part of the air conditioning system 12 and each part of the vehicle, and a calculation for controlling each part of the air conditioning system 12 and each part of the vehicle. CPU (not shown), a program for controlling each part of the air conditioning system 12 and each part of the vehicle, a memory (not shown) for storing data and control signals, and each part of the air conditioning system 12 and the vehicle And an output interface (not shown) for sending a control signal to each part. A program for realizing the engine system of the present invention, and data and tables used for executing the program are stored on a memory. Further, the memory is provided with a work area for calculation by the CPU, and data sent from each part of the air conditioning system 12 and each part of the vehicle and control signals sent to these parts are stored in the memory.
Each part of the air conditioning system 12 includes, for example, a blower fan 62, actuators 32 of the first damper 20 to the fifth damper 27, a vehicle interior humidity sensor 34, a vehicle interior temperature sensor 36, a window glass temperature sensor 38, and an outside air temperature sensor 40. Vehicle speed sensor 42, solar radiation amount sensor 44 and / or position sensor 45, and the like. The air conditioning control unit 18 is electrically connected to each part of the vehicle, for example, the PCM 28 via a communication system such as CAN. The air conditioning control unit 18 performs bidirectional communication with the PCM 28 as necessary. The air conditioning control unit 18 can perform air conditioning control in response to a command from the PCM 28, and the air conditioning control unit 18 can circulate the internal air based on information necessary for engine control of the PCM 28, for example, the opening degree of the first damper 20. Rate information can be calculated and sent to the PCM 28 at all times. Since the air-conditioning control unit 18 can control the first damper 20 and calculate the inside air circulation rate based on the acquired data of various sensors, the PCM 28 directly measures the inside air circulation rate or calculates the inside air circulation rate. It is possible not to do.

  When the inside air circulation rate correction function unit 29 of the engine control device cannot receive the inside air circulation rate information from the air conditioning control unit 18, it temporarily sets the inside air circulation rate to a lower limit value and sets the engine 2 Is provided with an internal air circulation rate temporary setting function unit 31 for setting an increase in the air amount and the fuel amount and setting the ignition retard amount. Even when the internal air circulation rate temporary setting function unit 31 cannot receive the information of the internal air circulation rate from the air conditioning control unit 18, it can temporarily set the correction coefficient A4 as 1 without interrupting a series of processes. The circulation rate correction function unit 29 can calculate the final required heat amount A7, and the reliability of the apparatus can be improved. Moreover, since the internal air circulation rate temporary setting function unit 31 temporarily sets the internal air circulation rate to a lower limit value, the final required heat amount A7 is insufficient with respect to the required heat amount without decreasing the water temperature coefficient A3. Therefore, the final required heat amount A7 can be always maintained at a value equal to or greater than the required heat amount.

Next, a process of calculating the final required heat amount A7, that is, the final input heat amount, in the internal air circulation rate correction function unit 29 of the engine control device of the engine system 1 of the present embodiment will be described with reference to FIG.
FIG. 3 is a diagram showing a procedure of processing for calculating a target final required heat amount by the inside air circulation rate correction function unit of the engine control device of the engine system according to the embodiment of the present invention.

  In step S1, the inside air circulation rate correction function unit 29 of the PCM 28 calculates the base required heat amount A1. The base required heat amount A1 is a basic heat amount required only in relation to the output (torque) of the engine 2. That is, the base required heat amount A1 is calculated from the output of the engine 2 at the time of calculation for calculating the final required heat amount. For example, when the engine speed is high and the output of the engine 2 is high, the amount of heat generated from the engine 2 is already high, and the base required heat amount A1 is in a state of a high heat amount.

  In step S2, the inside air circulation rate correction function unit 29 acquires the engine speed and the combustion pressure (or charging efficiency) of the engine. The room air circulation rate correction function unit 29 calculates the maximum heat amount A2 [J / str] that can be input at the time of calculation according to the engine speed at the time of calculation for each combustion pressure of a different engine in the heating request base heat amount map. it can. In the heating request base heat amount map, the maximum assumed heat amount A2 that can be input at the time of calculation can be calculated in consideration of misfire due to retard, combustion stability, and the like.

In step S3, the inside air circulation rate correction function unit 29 acquires or has already acquired the engine coolant temperature (engine coolant temperature) and the engine coolant temperature during startup (engine coolant temperature during startup) from the coolant temperature sensor 30 and The stored engine coolant water temperature (engine water temperature) data is used. Next, in a water temperature gain map created separately for each current engine state (for example, running state, idle state, etc.), a water temperature coefficient A3 is calculated with respect to the engine water temperature for each different starting engine water temperature. . The water temperature coefficient A3 is a coefficient for calculating the ratio of the amount of heat actually input with respect to the maximum amount of heat A2 that can be input at the time of calculation.
For example, the higher the engine coolant temperature, the higher the required base heat amount A1, and the heat temperature can be advantageously used for heating via the heater core 6, so the water temperature coefficient A3 is reduced.

  In step S4, the inside air circulation rate correction function unit 29 acquires the inside air circulation rate (for example, the opening position information of the first damper 20). Next, in the inside air circulation rate correction table, a correction coefficient A4 is calculated for the obtained inside air circulation rate. In the inside air circulation rate correction table, when the inside air circulation rate = 0 (the inside air circulation rate is 0% and the outside air circulation rate is 100%), the correction coefficient A4 = 1. On the other hand, when the correction coefficient A4 is minimized (when the ratio of the inside air circulation is 100% and the ratio of the outside air circulation is 0%), the correction coefficient A4 is set to a relatively low value such as 0.5. . For example, the lower limit value of the correction coefficient A4 is set to a value in the range of 0.2 to 0.5. The inside air circulation rate correction table shows that the higher the inside air circulation rate, the larger the proportion of inside air having a relatively high temperature, and thus the smaller the correction coefficient. The correction coefficient A4 is a water temperature coefficient A3 for calculating the ratio of the amount of heat actually input with respect to the maximum amount of heat A2 that can be input at the time of calculation, and further reduces the ratio of the amount of heat input according to the internal air circulation rate. It is a correction coefficient that can be. For example, according to a state where the ratio of the inside air circulation rate is high, that is, a state where a lot of inside air having a relatively high temperature circulates in the passenger compartment, the amount of additional heat to be generated in the engine 2 can be relatively small. There is a tendency that the window glass tends to become cloudy because a relatively high humidity inside air is circulated in the passenger compartment. Therefore, control is performed so as to suppress the amount of additional heat to be generated in the engine 2 in response to the value of the internal air circulation rate determined so that the window glass is not fogged by the air conditioning control unit 18.

In step S4, if the internal air circulation rate temporary setting function unit 31 of the internal air circulation rate correction function unit 29 of the engine control device cannot receive the internal air circulation rate information from the air conditioning control unit 18, the lower limit of the internal air circulation rate is set. Assuming that the value is lowered to the value, an increase in the air amount and fuel amount in the engine 2 is set, and the ignition retard amount is set. Specifically, when the PCM 28 cannot receive the internal air circulation rate information from the air conditioning control unit 18 due to a failure of the communication system such as CAN between the air conditioning control unit 18 and the PCM 28, the first damper 20 and the actuator 32 thereof When proper information on the inside air circulation rate cannot be received from the air conditioning control unit 18 due to failure, when appropriate information on the inside air circulation rate cannot be received from the air conditioning control unit 18 due to failure of the position sensor 45, or In the case where the PCM 28 cannot receive the internal air circulation rate information from the air conditioning control unit 18 due to a failure, the internal air circulation rate temporary setting function unit 31 of the internal air circulation rate correction function unit 29 of the PCM 28 temporarily sets the internal air circulation rate information. Set the amount of air and fuel in the engine and set the ignition retard It is possible to perform the setting of the amount. At this time, even if it is not possible to obtain appropriate internal air circulation rate information from the air conditioning control unit 18, the state in which the internal air circulation rate is lowered to the lower limit value, for example, the outside air opening degree is set to 100%, and the inside air opening degree is set. Assuming that the condition is 0%, the correction coefficient A4 is temporarily set to 1, and the water temperature coefficient A3 is used to supply the heating required heat amount (heating required heat amount A6 and final required heat amount A7) according to the heating request for air conditioning. As described above, it is possible to perform control to increase the air amount and the fuel amount and perform the ignition retard according to the increase of the air amount and the fuel amount in the engine. Accordingly, even when the information of the inside air circulation rate cannot be obtained, the correction function for reducing the water temperature coefficient A3 by the correction coefficient A4 is invalidated (that is, the correction coefficient A4 is temporarily set to 1). It is possible to prevent the final required heat amount A7 from being insufficient.
When the PCM 28 cannot receive information on the inside air circulation rate from the air conditioning control unit 18, the first damper 20 is set so that the air conditioning control unit 18 sets the outside air opening to 100% and the inside air opening to 0%. In addition, by controlling the actuator 32, the possibility of fogging on the window glass in the passenger compartment is reduced.

  In step S5, the inside air circulation rate correction function unit 29 multiplies the water temperature coefficient A3 by the correction coefficient A4 to calculate the water temperature correction coefficient A5. The water temperature correction coefficient A5 is a coefficient that is corrected so that the water temperature coefficient A3 is decreased by the correction coefficient A4.

  In step S6, the required heat amount A6 is calculated by multiplying the maximum heat amount A2 that can be input at the time of calculation by the water temperature correction coefficient A5. In the heating required heat amount A6, information on the correction coefficient A4 based on the inside air circulation rate is reflected.

  In step S7, the target final required heat amount A7, that is, the final input heat amount is calculated by adding the heating required heat amount A6 to the base required heat amount A1. Since the final required heat amount A7 includes information on the internal air circulation rate, the input heat amount is suppressed when the internal air circulation amount is increased. With respect to the final required heat amount A7 calculated in this way, the inside air circulation rate correction function unit 29 of the PCM 28 increases the charging efficiency, for example, as shown in FIG. 4, and the engine torque is increased with respect to the increased charging efficiency. In order to increase, the advance angle is retarded so as to generate the same torque.

  Next, referring to FIG. 4, the target charging efficiency is increased in the internal air circulation rate correction function unit 29 of the engine control device of the engine system 1 of the present embodiment, and the advance angle is increased so that the increased charging efficiency becomes the same torque. Control for retarding will be described. FIG. 4 is a diagram showing the relationship between the torque generated in the engine of the engine system according to one embodiment of the present invention and the advance angle. In FIG. 4, the vertical axis represents the torque T [Nm], and the horizontal axis represents the advance angle C. In FIG. 4, B1 shows the relationship of the torque with respect to the advance angle C when the charging efficiency is 0.2. Also, B2 shows the relationship of the torque T generated from the engine 2 with respect to the advance angle when the charging efficiency is 0.4. The charging efficiency is an index representing the absolute amount of fresh air that contributes to combustion. Therefore, the amount of air supplied to the engine 2 is increased when the charging efficiency is 0.4 (B2) than when the charging efficiency is 0.2 (B1).

Thus, in the inside air circulation rate correction function unit 29 of the engine system 1 of the present embodiment, the amount of air (or fuel amount) input to the engine 2 is increased with respect to the final required heat amount A7 as described above. Thus, the amount of heat generated from the engine 2 is increased, and the amount of heat is supplied from the heater core 6 to the heating via the temperature rise of the engine cooling water.
In FIG. 4, when the amount of air (or the amount of fuel) input to the engine 2 is increased and the charging efficiency is increased from 0.2 to the charging efficiency 0.4, the amount of heat generated from the engine 2 is increased. This shows that the torque T generated from the engine 2 increases. At this time, the advance angle C is retarded from the reference advance angle C1 (ignition retard), so that the torque T1 generated from the engine 2 at the reference advance angle C in the case of the charging efficiency 0.2 and the charging efficiency 0. The torque T1 generated from the engine 2 at the retarded advance angle C2 in the case of 4 can be made the same magnitude of torque. The retard (ignition retard) delays the fuel injection timing by a predetermined ignition retard amount with respect to the injection timing corresponding to the reference operating state.

  As described above, when the amount of heat (or fuel amount) input to the engine 2 is increased to increase the amount of heat generated from the engine 2, combustion using the ignition retard to keep the torque T generated from the engine 2 constant. Although control can be performed, although the engine 2 burns, it results in useless fuel consumption (loss) that does not contribute to the torque T (for surplus torque) and wastes fuel. Become. Therefore, the inside air circulation rate correction function unit 29 of the PCM 28 of the engine system 1 according to the present embodiment uses the inside air circulation rate to reduce the heating required heat amount A6 and reduce the final required heat amount A7 to be input to the engine 2. When the increase in the torque T generated from the engine 2 is suppressed by suppressing the increase in the amount of air (or the fuel amount) (see B3 in FIG. 4), the ignition retard amount (in order to realize the same torque T1) The ignition retard amount from C1 to C3) can be reduced.

Next, a process for calculating the inside air circulation rate based on the vehicle interior humidity, the vehicle interior temperature, the window glass temperature, and the like in the air conditioning system 12 of the engine system 1 of the present embodiment will be described with reference to FIGS.
FIG. 5 is a flowchart showing a processing procedure for calculating the inside air circulation rate based on the vehicle interior humidity, the vehicle interior temperature, the window glass temperature and the like in the air conditioning system of the engine system according to the embodiment of the present invention. FIG. 7 is a saturated vapor pressure map illustrating the relationship between vehicle interior temperature (atmosphere temperature) and saturated vapor pressure used in an air conditioning system of an engine system according to an embodiment of the invention, and FIG. 7 is an engine according to an embodiment of the invention. FIG. 8 is a dew point temperature map illustrating a relationship between saturated vapor pressure and dew point temperature used in the air conditioning system of the system, and FIG. 8 is a window fogging rate and a vehicle used in the air conditioning system of the engine system according to the embodiment of the present invention. It is a window humidity map which illustrated the relationship with indoor humidity (window humidity).

  As shown in step S11, the air conditioning control unit 18 reads the vehicle interior humidity (window humidity), the vehicle interior temperature, the window glass temperature, the outside air temperature, the vehicle speed, and the solar radiation amount.

  As shown in step S12, the air conditioning control unit 18 calculates the saturated vapor pressure from the vehicle interior temperature (atmosphere temperature) as shown in FIG. As shown in FIG. 6, the air conditioning control unit 18 stores a saturated vapor pressure map showing the relationship between the vehicle interior temperature (atmosphere temperature) and the saturated vapor pressure. In FIG. 6, the vertical axis represents the saturated vapor pressure [hPa], and the horizontal axis represents the vehicle interior temperature (atmosphere temperature) [° C.]. In FIG. 6, the air conditioning control unit 18 can calculate the saturated vapor pressure from the current vehicle interior temperature (atmosphere temperature) with reference to the saturated vapor pressure map.

  As shown in step S13, the air conditioning control unit 18 calculates the dew point temperature from the saturated vapor pressure, as shown in FIG. As shown in FIG. 7, the air conditioning control unit 18 stores a dew point temperature map indicating the relationship between the saturated vapor pressure and the dew point temperature. In FIG. 7, the vertical axis indicates the dew point temperature [° C.], and the horizontal axis indicates the saturated vapor pressure [hPa]. In FIG. 7, the air conditioning control unit 18 can calculate the dew point temperature from the current saturated vapor pressure with reference to the dew point temperature map.

As shown in step S14, the air conditioning control unit 18 calculates the window fogging rate from the window glass temperature, the dew point temperature, and the like. Window haze rate is calculated by the following formula.
Window fogging rate = window glass temperature−dew point temperature + window fogging detection correction value The window fogging detection correction value is calculated as a correction value in consideration of the influence of the outside air temperature, the vehicle speed, and / or the amount of solar radiation. When the outside air temperature is low, the window glass tends to fog up, so the window fog detection correction value is increased. When the vehicle speed is high, the window glass tends to fog up, so the window fog detection correction value is increased. When the amount of solar radiation is small, the window glass tends to fog up, so the window fog detection correction value is increased.

  As shown in step S <b> 15, the air conditioning control unit 18 calculates a window fogging humidity threshold value of the vehicle interior humidity (window humidity) with respect to the window fogging rate. As shown in FIG. 8, the air conditioning control unit 18 can calculate a window humidity map indicating the relationship between the window fogging rate and the vehicle interior humidity (window humidity). The air conditioning control unit 18 can store a window humidity map indicating the relationship between the window fogging rate and the vehicle interior humidity (window humidity) as preset data. In FIG. 8, the vertical axis indicates the window humidity, and the horizontal axis indicates the window haze rate. In FIG. 8, the air conditioning control unit 18 calculates the window fogging humidity threshold as the humidity at which the glass window starts to cloud with respect to the calculated window fogging rate. In the window humidity map, an area above the window fogging humidity threshold, that is, an area on the side where the window humidity is low, is an area where window fogging is assumed not to occur. In the window humidity map as shown in FIG. 8, when the window fogging rate is a and the window humidity is H1, the ratio of the inside air circulation, that is, the inside air circulation rate until the humidity H4 on the window fogging humidity threshold is reached. Can be increased. When the window fogging rate is a and the window humidity is H2, it is possible to increase the rate of the inside air circulation, that is, the inside air circulation rate until the humidity reaches the humidity H4 above the window fogging humidity threshold. At this time, a relationship of H4-H1> H4-H2 is established. In this manner, the air conditioning control unit 18 can perform control to increase the inside air circulation rate up to a limit that remains within an area where window fogging of the glass window is assumed not to occur in the automatic air conditioning control. Further, in the window humidity map, when the window haze ratio is a and the window humidity H3, it is assumed that the glass window is cloudy. It is necessary to reduce the rate of circulation, i.e. the internal air circulation rate. At this time, control is performed to increase the outside air circulation rate and reduce the inside air circulation rate.

  In step S16, it is determined whether or not the vehicle interior humidity (window humidity) is smaller than the window fogging humidity threshold on the map showing the relationship between the window fogging rate and the vehicle interior humidity (window humidity). When the vehicle interior humidity is smaller than the window fogging humidity threshold, the process proceeds to step S17. When the vehicle interior humidity is not less than the window fogging humidity threshold, the process proceeds to step S18.

  In step S17, when the vehicle interior humidity is smaller than the window fogging humidity threshold, it is considered that there is a margin from the current vehicle interior humidity to the humidity at which the glass window starts to fog up, so the inside air circulation rate is increased. Specifically, the first damper 20 is controlled to increase the opening degree of the inside air introduction port 14b. The air conditioning control unit 18 proceeds to return after performing control to increase the inside air circulation rate. Information on the inside air circulation rate set on the air conditioning control unit 18 side is always sent to the inside air circulation rate correction function unit 29 on the PCM 28 side. When the internal air circulation rate is increased on the air conditioning control unit 18 side, the internal air circulation rate correction function unit 29 on the PCM 28 side that has received the increased internal air circulation rate is based on the increased internal air circulation rate value. The ignition retard amount can be controlled to decrease in accordance with the increase in the air amount and the fuel amount.

In step S18, when the vehicle interior humidity (window humidity) is equal to or higher than the window fogging humidity threshold, it is considered that the current vehicle interior humidity has already reached the humidity at which the glass window starts to fog up. Decrease rate. Specifically, the first damper 20 is controlled to decrease the opening degree of the inside air introduction port 14b and increase the opening degree of the outside air introduction port 14a. The air conditioning control unit 18 performs control to reduce the inside air circulation rate, and proceeds to return. When the inside air circulation rate is reduced on the air conditioning control unit 18 side, the inside air circulation rate correcting function unit 29 on the PCM 28 side that has received the reduced inside air circulation rate is based on the value of the reduced inside air circulation rate. The ignition retard amount corresponding to the increase in the air amount and the fuel amount in can be reduced.
When the above-described series of control reaches the return, the process returns to the start again, and the series of control is started from the start.

  According to the engine system 1 according to the embodiment of the present invention described above, when the final required heat amount A7 is required due to the heating request for air conditioning, the air amount and the fuel amount are increased in the engine 2, and the air amount in the engine 2 is increased. When the ignition retard control is performed according to the increase of the fuel amount, the inside air circulation rate correction function unit 29 increases the inside air circulation rate based on the proportion of the inside air circulation in the total of the inside air circulation and the outside air circulation of the air conditioning. As the amount of air and fuel is increased, the amount of ignition retard can be reduced and the amount of air and fuel in the engine 2 can be suppressed and the amount of ignition retard can be reduced. Fuel consumption can be improved by suppressing fuel consumption during ignition retard.

  Further, according to the engine system 1 according to the present embodiment, the air conditioning control unit 18 of the engine system 1 further assumes that the window glass calculated based on the vehicle interior humidity, the vehicle interior temperature, and the window glass temperature is not fogged. The internal air circulation rate correction function unit 29 of the PCM 28 suppresses the increase in the air amount and the fuel amount and increases the ignition retard amount as the internal air circulation rate is increased. Therefore, while the air conditioning control unit 18 prevents the window glass from being fogged, the increase in the air amount and the fuel amount in the engine 2 can be suppressed, and the ignition retard amount can be reduced. Fuel consumption can be improved by suppressing fuel consumption.

  Furthermore, according to the engine system 1 according to the present embodiment, the inside air circulation rate temporary setting function unit 31 of the inside air circulation rate correction function unit 29 cannot receive the inside air circulation rate information from the air conditioning control unit 18. With the circulation rate lowered to 0%, which is the lower limit, it is possible to set an increase in the amount of air and fuel in the engine 2 and to set the ignition retard amount, and information on the inside air circulation rate cannot be obtained. Even in this case, the air amount and the fuel amount are increased so as to supply the heating required heat amount according to the heating request of the air conditioning, and the ignition retard is controlled according to the increase of the air amount and the fuel amount in the engine 2. be able to.

DESCRIPTION OF SYMBOLS 1 Engine system 2 Engine 4 Engine cooling water path 6 Heater core 8 Radiator 10 Water pump 12 Air conditioning system 13 Evaporator 14 Air conditioning duct 14a Outside air inlet 14b Inside air inlet 14c Defroster outlet 14d Front side outlet 14e Side side outlet 14f Heating Air outlet 14g Heating air outlet 15 Air conditioning operation panel 16 Engine cooling water path 18 Air conditioning control unit 20 First damper 22 Second damper 24 Third damper 26 Fourth damper 27 Fifth damper 28 Powertrain control module 29 Inside air circulation rate Correction function unit 30 Cooling water temperature sensor 32 Actuator 34 Car interior humidity sensor 36 Car interior temperature sensor 38 Window glass temperature sensor 40 Outside air temperature sensor 42 Vehicle speed sensor 44 Solar radiation amount sensor 48 Refrigerant circulation path 50 Compressor 52 Densa 54 Receiver dryer 58 Expansion valve 60 Evaporator 62 Blower fan

Claims (3)

An engine system including an engine control device having a control function of performing ignition retard according to an increase in the amount of air and the amount of fuel in an engine when a required amount of heat due to a heating request for air conditioning is required,
The engine control device includes a first coefficient that is calculated according to the engine water temperature and that reduces a ratio of the amount of heat input to the amount of heat that can be input for each state of the engine, and an internal air circulation and an outside air circulation of the air conditioning. The amount of heat input relative to the amount of heat that can be input by multiplying the amount of heat that can be input by multiplying the amount of heat that can be input by a second coefficient that reduces the ratio of the amount of heat input according to the internal air circulation rate based on the ratio of the internal air circulation. And an internal air circulation rate correction function unit that suppresses an increase in the ignition retard amount according to the increase in the air amount and the fuel amount. further,
An air conditioning control device having a control function to increase the inside air circulation rate while satisfying the condition that the window glass calculated based on the vehicle interior humidity, the vehicle interior temperature, and the window glass temperature is not fogged is provided.
Said inside air circulation ratio correction function of the control device of the engine, receives the information of the inside air circulation rate from the air conditioning controller, functions to suppress the increase of the ignition retard amount corresponding to the increase of the air amount and fuel amount The engine system according to claim 1, further comprising:   When the inside air circulation rate correction function unit of the engine control device cannot receive the inside air circulation rate information from the air conditioning control device, the inside air circulation rate is lowered to the lower limit value in the engine. The engine system according to claim 2, further comprising an internal air circulation rate temporary setting function for setting an increase in the air amount and the fuel amount and setting an ignition retard amount.

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