JP7165294B2 - Cooperative control method and apparatus for driving force control and air conditioning control - Google Patents

Description

The present disclosure relates to a coordinated control method and device for driving force control and air conditioning control.

2. Description of the Related Art Conventionally, there is known a compressor temporary stop device for a vehicle air conditioner that temporarily stops operation of a compressor when it is detected that a throttle valve of an engine is in a fully open state (see, for example, Patent Document 1).

Japanese Utility Model Laid-Open No. 56-79645

In the conventional system, when the accelerator pedal is stepped on more than a predetermined opening while the air conditioner is operating, the operation of the compressor is temporarily stopped, thereby reducing the engine load and increasing the driving force due to the engine output. However, if you continue to reduce the air conditioner load (air conditioner OFF) with priority on power performance, the temperature of the evaporator will gradually rise, the dehumidification capacity will decrease, and the front window will fog up. Also, if the front defroster switch is turned on and the occupant requests that the windows be cleared, if the air conditioner is turned off in favor of power performance, the windows cannot be cleared.

The present disclosure has been made with a focus on the above problem, and aims to secure the visibility of the outside world due to clear windows in scenes where clear windows are required while ensuring power performance in scenes where clear windows are not required. .

In order to achieve the above object, the present disclosure provides a controller that performs coordinated control of driving force control of a drive source for travel and air conditioning control of an air conditioning system having a compressor that is directly or indirectly driven by the drive source for travel. Prepare. Then, the cooperative control method of driving force control and air conditioning control is based on the following procedure.
Determine whether or not there is an acceleration request.
It is determined whether or not there is a request to clear the front window.
Estimates the magnitude of the acceleration request from the amount of accelerator depression and/or further accelerator depression, calculates the target vehicle speed after acceleration according to the estimated magnitude of the acceleration request, and determines whether the current vehicle speed reaches the target vehicle speed. The estimated required time is calculated as the air conditioner OFF time.
When the judgment result that there is an acceleration request is input, the air conditioner OFF request is output with the air conditioner OFF time as the timer time, thereby stopping the compressor and securing the power performance.
When there is a demand for acceleration and there is no demand for clear windows, the acceleration air conditioning stop function is permitted, the compressor is stopped, and power performance is prioritized.
When there is a demand for acceleration and a demand for clear windows, the function of stopping the air conditioning during acceleration is prohibited, and the compressor is driven to give priority to clear windows.

In this way, when there is a request to clear the front window, air conditioning control is performed that prioritizes the clear window performance over the power performance. As a result, it is possible to ensure the visibility of the outside world due to the clear window in the scene where the clear window is required while ensuring the power performance in the scene where the clear window is not required. In addition, cooperative control of driving force control and air conditioning control can be easily incorporated simply by using the acceleration air conditioning stop function as it is and adding a determination of whether or not there is a demand for clear windows.

1 is an overall system diagram showing an engine vehicle to which a cooperative control method and a cooperative control device for driving force control and air conditioning control of Embodiment 1 are applied; FIG. 4 is a block diagram showing the configuration of a cooperative controller included in the engine control module; FIG. 4 is a flowchart showing a flow of cooperative control processing for engine driving force control and air conditioning control executed by a cooperative controller provided in an engine control module; 4 is a time chart showing the presence or absence of an air conditioner cut command in scenes in which the presence or absence of an acceleration request and the presence or absence of a clear window request are combined in various ways.

EMBODIMENT OF THE INVENTION Hereinafter, the form for implementing the coordinated control method and coordinated control apparatus of driving force control and air-conditioning control by this indication is demonstrated based on Example 1 shown in drawing.

The method and apparatus for cooperative control of driving force control and air-conditioning control in the first embodiment are applied to an engine vehicle equipped with an air-conditioning system having a compressor directly driven by an engine mounted as a drive source for running. is. Hereinafter, the configuration of the first embodiment will be described by dividing it into "overall system configuration", "configuration of cooperative controller", and "configuration of cooperative control processing between engine driving force control and air conditioning control".

[Overall system configuration]
FIG. 1 shows an overall system configuration including an in-vehicle air conditioning system to which the cooperative control method and the cooperative control device for driving force control and air conditioning control of the first embodiment are applied. Hereinafter, based on FIG. 1, the overall system configuration will be described by dividing the engine vehicle drive system 1, the air conditioner system 2, the drive transmission mechanism 3, the engine control system 4, and the air conditioner control system 5. As shown in FIG.

The engine vehicle drive system 1 includes an engine 11 (drive source for running), a torque converter 12, a continuously variable transmission 13, and a final drive 14, as shown in FIG. Further, a left drive shaft 15L, a right drive shaft 15R, a left drive wheel 16L, and a right drive wheel 16R are provided.

That is, the driving force from the engine 11 is transmitted to the final drive 14 via the torque converter 12 and the continuously variable transmission 13 . Driving force is transmitted from the final drive 14 to the left driving wheel 16L via the left drive shaft 15L, and is transmitted to the right driving wheel 16R via the right drive shaft 15R.

The air conditioning system 2 includes a compressor 21 , a condenser 22 , a receiver 23 , an expansion valve 24 and an evaporator 25 to form a refrigeration cycle for circulating refrigerant. This air conditioning system 2 includes a condenser fan 26 and a blower fan 27 in addition to the constituent elements of the refrigeration cycle.

Compressor 21 is a compressor driven directly by engine 11 . Refrigerant (air conditioner gas) compressed by the compressor 21 enters the condenser 22 in a high-temperature, high-pressure semi-liquid state.

The condenser 22 is a condenser arranged at a front portion of the vehicle or the like that introduces running wind together with a condenser fan 26 . Refrigerant entering the condenser 22 from the compressor 21 is cooled by the wind of the condenser fan 26 , further liquefied, and sent to the receiver 23 .

The receiver 23 is a gas-liquid separator for the refrigerant arranged immediately after the outlet of the condenser 22 . The receiver 23 separates the refrigerant that has not been liquefied among the refrigerant that has been liquefied from the condenser 22 as liquid refrigerant. In addition to the gas-liquid separation function, the receiver 23 also has a function of removing moisture and impurities from the refrigerant using a desiccant and a strainer.

The expansion valve 24 is a refrigerant expansion valve arranged at the inlet position of the evaporator 25 . The expansion valve 24 expands the liquid refrigerant from the receiver 23 by spraying it through minute nozzle holes, vaporizes the refrigerant at once, and sends the vaporized refrigerant to the evaporator 25 .

The evaporator 25 is an evaporator provided together with a blower fan 27 inside the air conditioning unit case. In the evaporator 25, the vaporized refrigerant sent from the expansion valve 10 takes heat from the surroundings, thereby cooling the evaporator 25. - 特許庁The wind of the blower fan 27 is passed therethrough to generate cold air. The refrigerant that has exited the evaporator 25 is returned to the compressor 21 and compressed.

Here, the receiver 23, the expansion valve 24, the evaporator 25, and the blower fan 27 are provided in an air-conditioning unit case arranged in a vehicle interior space sandwiched between a dash panel and an instrument panel (not shown). Therefore, the moisture in the air inside the passenger compartment is condensed on the cold surface of the evaporator 25 to form water droplets, which are discharged outside the vehicle. Dehumidification is thereby performed. A heat exchanger through which engine cooling water flows and a heating unit such as a PTC heater are also provided in the air conditioning unit case.

The drive transmission mechanism 3 is a mechanism that switches between a drive transmission state and a drive cutoff state between the engine 11 and the compressor 21 . The drive transmission mechanism 3 is composed of a first pulley 32 provided on the engine crankshaft 31, a second pulley 34 provided on the compressor drive shaft 33, and a belt 35 stretched between the two pulleys 32 and 34. be. Furthermore, an electromagnetic clutch 36 is interposed between the compressor drive shaft 33 and the second pulley 34 .

That is, when the electromagnetic clutch 36 is turned ON (clutch engagement), the engine 11 and the compressor 21 are connected in a drive transmission state. On the other hand, when the electromagnetic clutch 36 is turned off (clutch released), the engine 11 and the compressor 21 are disconnected in a drive cutoff state.

The engine control system 4 includes an engine control module 41 , a vehicle speed sensor 42 , an accelerator opening sensor 43 , an engine crank angle sensor 44 and a fuel injection actuator 45 .

The engine driving force control executed by the engine control module 41 calculates a target driving force based on the vehicle speed VSP from the vehicle speed sensor 42 and the accelerator opening APO from the accelerator opening sensor 43 . Then, the target driving force is converted into a target engine speed using an engine performance map, and fuel is injected to the fuel injection actuator 45 so that the actual engine speed from the engine crank angle sensor 44 matches the target engine speed. This is done by issuing commands.

The air conditioner control system 5 includes an HVAC control module 51 , a clutch driver 52 , an air conditioner ON/OFF switch 53 , an auto switch 54 , a mode switch 55 and a front defroster switch 56 . In addition, an inside/outside air switching switch 57, an air volume control switch 58, a temperature control switch 59, and the like are provided.
"HVAC" is an abbreviation for "Heating Ventilation and Air Conditioning."

The HVAC control module 51 inputs various switch signals and sensor signals, and performs air conditioning control by ON/OFF control of the compressor 21, air volume control, door opening/closing control, outlet selection control, and the like. The HVAC control module 51 and the engine control module 41 are connected so that information can be exchanged. The HVAC control module 51 outputs to the engine control module 41 various information such as an ON request for the electromagnetic clutch 36 and a driving force control permission signal for the engine 11 .

The clutch driver 52 is a drive circuit for the electromagnetic clutch 36 that controls ON/OFF of the compressor 21 . When the clutch driver 52 inputs a request to turn on the compressor 21 from the HVAC control module 51, the electromagnetic clutch 36 is turned on to connect the engine 11 and the compressor 21 in a drive transmission state. On the other hand, when the clutch driver 52 inputs a request to turn off the compressor 21 from the HVAC control module 51, the electromagnetic clutch 36 is turned off, and the engine 11 and the compressor 21 are disconnected in a drive cutoff state.

In addition to requests from the HVAC control module 51 , the clutch driver 52 receives ON/OFF requests from the cooperative controller 46 of the engine control module 41 . At this time, if there is an ON/OFF request from the cooperative controller 46 based on at least one of the acceleration request and the window clearing request, the ON/OFF request from the HVAC control module 51 is prioritized.

The air conditioner ON/OFF switch 53 is a switch for switching between an air conditioner ON for starting/operating air conditioning control and an air conditioner OFF for ending air conditioning control.

The auto switch 54 is a switch for switching to automatic air conditioning control. When the auto switch 54 is turned on and automatic air conditioning control is selected, control is performed to automatically adjust the switching between cooling/heating, the air outlet, the air volume, and the switching between inside air circulation/outside air introduction, and to maintain the vehicle interior temperature at the set temperature. .

The mode switch 55 is a switch for switching the outlet according to a vent mode, a foot mode, a defroster mode, or the like, which is selected by a passenger operation.

A front defroster switch 56 is a switch for selecting a defroster mode by a passenger operation. When the defroster mode is selected, an air outlet set toward the front window 28 is opened on the upper surface of the instrument panel and, for example, dehumidified conditioned air is blown to the front window 28 to remove fogging on the inner surface of the window.

[Configuration of cooperative controller]
FIG. 2 shows the configuration of the cooperative controller 46 included in the engine control module 41. As shown in FIG. The configuration of the cooperative controller 46 will be described below with reference to FIG.

As shown in FIG. 2, the cooperation controller 46 includes an acceleration request determination unit 46a, an air conditioner OFF time calculation unit 46b, a cut time timer function unit 46c, a window clear request determination unit 46d, and an implementation determination unit 46e. I have. The cooperative controller 46 has an acceleration air conditioner OFF function (acceleration air conditioner stop function) for ensuring power performance by stopping the compressor 21 when there is an acceleration request. In other words, when there is an acceleration request, the load on the compressor of the engine 11 is suppressed by disconnecting the engine 11 and the compressor 21, and the drive force of the engine 11 corresponding to the compressor load is increased to respond to the acceleration request.

The acceleration request determination unit 46a inputs the accelerator opening APO and the vehicle speed VSP and determines whether or not there is an acceleration request. For example, it is determined that there is an acceleration request in the following cases.
(a) When the accelerator opening APO due to the accelerator depression operation by the driver is equal to or greater than the acceleration request determination threshold value (for example, APO≧3/8 degree of opening), it is determined that there is an acceleration request (driver's request).
(b) In preceding vehicle following control, automatic driving control, etc., if there is an acceleration request such that the accelerator opening APO is equal to or greater than the acceleration request determination threshold, it is determined that there is an acceleration request (system request).

Note that the acceleration request determination threshold value may be changed according to the magnitude of the running load (the larger the running load, the higher the accelerator opening). Furthermore, it may be changed according to the level of the vehicle speed VSP (higher accelerator opening during running than at starting).

The air conditioner OFF time calculator 46b inputs the accelerator opening APO and the vehicle speed VSP and calculates the air conditioner OFF time. For the air conditioner OFF time, for example, the target vehicle speed after acceleration is calculated according to the magnitude of the acceleration request estimated from the accelerator depression operation amount and the accelerator depression operation amount, and the current vehicle speed VSP reaches the target vehicle speed. Calculate the estimated time required for deafness. That is, the higher the vehicle speed VSP, the longer the air conditioner OFF time is calculated, such that it takes time to accelerate and overtake while the vehicle is traveling at a high speed.

When the cut time timer function unit 46c receives the determination result that there is an acceleration request from the acceleration request determination unit 46a, the cut time timer function unit 46c determines to execute a cut request (air conditioner OFF request) using the air conditioner OFF time from the air conditioner OFF time calculation unit 46b as the timer time. Output to the section 46e.

The clear window request determining unit 46d determines whether or not there is a clear window request for the front window 28 . For example, in the following cases, it is determined that there is a clear window request.
(a) When the air conditioning mode is manually selected by the air conditioning system 2, if the front defroster switch 56, which is an air conditioning mode selection switch requesting clear windows, is on, it is determined that there is a clear window request (driver request).
(b) When manually selecting the air conditioning mode by the air conditioning system 2, if the mode switch 55 selects the defroster mode (air conditioning mode requiring clear windows), it is determined that there is a clear window request (driver request).
(c) When the air-conditioning mode by the air-conditioning system 2 is automatically selected by turning on the auto switch 54, when selection information for the defroster mode (an air-conditioning mode requiring clear windows) is input, it is determined that there is a clear window request (system request). .

The execution determination unit 46e receives the cut request from the cut time timer function unit 46c and the determination result from the window clearing request determination unit 46d, and if there is no window clearing request, performs air conditioning control that prioritizes power performance based on the acceleration request. implement. On the other hand, when there is a demand for clear windows, air conditioning control is performed to give priority to the clear window performance for the clear window demand over the power performance based on the acceleration demand. More specifically, when there is an acceleration request and there is no window clear request, the acceleration air conditioner OFF function is permitted (an air conditioner OFF request is output), the compressor 21 is stopped, and power performance is prioritized. On the other hand, when there is an acceleration request and a clear window request, the air conditioner OFF function during acceleration is prohibited (an air conditioner ON request is output), and the compressor 21 is driven to give priority to the clear window performance.

[Coordinated control processing configuration of engine driving force control and air conditioning control]
FIG. 3 shows the flow of cooperative control processing for engine driving force control and air conditioning control executed by the cooperative controller 46 provided in the engine control module 41 . Each step in FIG. 3 will be described below.

In step S1, the acceleration request determination unit 46a determines whether or not there is an acceleration request. If YES (there is an acceleration request), the process proceeds to step S3, and if NO (there is no acceleration request), the process proceeds to step S2.

In step S2, following the determination in step S1 that there is no acceleration request, the function for turning off the air conditioner during acceleration is prohibited, and the process proceeds to return.

In step S3, following the determination in step S1 that there is an acceleration request, the clear window request determining unit 46d determines whether or not there is a request for clear windows. If YES (there is a request for clear windows), the process proceeds to step S4, and if NO (there is no request for clear windows), the process proceeds to step S5.

In step S4, following the determination in step S3 that there is a request for clear windows, the function for turning off the air conditioner during acceleration is prohibited, and the process proceeds to return.

In step S5, following the determination in step S3 that there is no demand for clear windows, the function for turning off the air conditioner during acceleration is permitted, and the process proceeds to return.

Next, the action of the first embodiment will be described separately for "cooperative control processing action between engine driving force control and air conditioning control" and "cooperative control action between engine driving force control and air conditioning control".

[Coordinated control processing action between engine driving force control and air conditioning control]
When there is no acceleration request, the flow of S1→S2→RETURN is repeated in the flow chart of FIG. In S2, the acceleration air conditioner OFF function is prohibited. In this manner, when there is no acceleration request, the acceleration air conditioner OFF function is prohibited, and the compressor 21 is controlled to be ON/OFF according to the ON/OFF request from the HVAC control module 51 .

When there is a demand for acceleration and there is no demand for clear windows, the flow of S1->S3->S5->RETURN is repeated in the flow chart of FIG. In S5, the acceleration air conditioner OFF function is permitted. In this way, when there is an acceleration request and there is no window clearing request, there is an acceleration request, so control is performed to stop the compressor 21 in accordance with the air conditioner OFF request from the cooperative controller 46 . In other words, cooperative control between the engine driving force control and the air conditioning control is performed with power performance priority.

On the other hand, when there is a demand for acceleration and there is a demand for clear windows, the flow of S1->S3->S4->RETURN is repeated in the flow chart of FIG. In S4, the acceleration air conditioner OFF function is prohibited. In this manner, when there is a request for acceleration and a request for clear windows, control is performed to operate the compressor 21 in accordance with the request for turning on the air conditioner from the cooperative controller 46 despite the request for acceleration. In other words, cooperative control between the engine driving force control and the air conditioning control is performed with priority given to the clear window performance.

[Coordinated Control Action Between Engine Driving Force Control and Air Conditioning Control]
A comparative example is one in which, when there is an acceleration request, regardless of whether there is a request for clear windows, the compressor is stopped and the function of turning off the air conditioner during acceleration to ensure power performance is exhibited.

In the case of this comparative example, for example, when the accelerator pedal is stepped on more than a predetermined value while the air conditioner is operating, the compressor of the air conditioner system is stopped to reduce the engine load and increase the driving force. done.

However, if the engine load is reduced by continuing to stop the compressor by performing cooperative control that prioritizes power performance, the temperature of the evaporator gradually rises, the dehumidification capacity decreases, and the windshield fogs up. put away. At this time, even if the front defroster switch is turned on and the passenger requests that the windows be cleared, if the air conditioning system is turned off in favor of power performance, the fog on the front windshield cannot be removed.

Unless the fogging of the front window is removed, the visibility of the outside world in front of the vehicle is impaired, which hinders driving. In addition, in the case of a vehicle equipped with a front camera that captures an image of the front of the vehicle, the image data from the front camera becomes unclear.

Furthermore, in order to satisfy the clear window performance in response to the window clear request, it is a necessary condition that the air conditioning system is ON. On the other hand, with respect to power performance, for example, even if the air conditioning system is ON, if the engine has sufficient driving force, it is possible to satisfy the power performance with respect to the acceleration request by further depressing the accelerator. Therefore, when comparing power performance and window clear performance, it is advantageous to give priority to window clear performance.

The present invention has been made in view of the above problem and the advantage of prioritizing the window clear performance. That is, in cooperative control of engine driving force control and air conditioning control, if there is no request for clear windows, air conditioning control that prioritizes power performance based on an acceleration request is performed. When there is a demand for clear windows, a means of carrying out air conditioning control that prioritizes clear window performance in response to a clear window request over power performance based on an acceleration request is adopted.

Here, an example of cooperative control action between engine driving force control and air conditioning control will be described with reference to the time chart shown in FIG.

In the section between time t1 and time t2, there is a demand for acceleration and there is no demand for clear windows. Therefore, a cut command for disconnecting the electromagnetic clutch 36 from the cooperative controller 46 is present in the section between time t1 and time t2. Therefore, the electromagnetic clutch 36 is disengaged, and priority is given to the power performance based on the acceleration request.

In the section between time t2 and time t3, there is no demand for acceleration and no demand for clear windows. Therefore, there is no cut command for disconnecting the electromagnetic clutch 36 from the cooperative controller 46 in the section between time t2 and time t3. Therefore, ON/OFF of the electromagnetic clutch 36 is entrusted to a request from the HVAC control module 51 .

In the interval between time t3 and time t4, there is no demand for acceleration and there is a demand for clear windows. Therefore, there is no cut command for disconnecting the electromagnetic clutch 36 from the cooperative controller 46 in the section between time t3 and time t4. Therefore, the ON request from the HVAC control module 51 causes the electromagnetic clutch 36 to be engaged, and air conditioning control is performed in response to the clear window request in the defroster mode.

In the section between time t4 and time t5, there is a demand for acceleration and there is a demand for clear windows. Thus, in the interval between time t4 and time t5, there is a demand for acceleration, but there is a demand for clear windows, so there is no cut command from the cooperative controller 46 to disconnect the electromagnetic clutch 36. FIG. Therefore, the ON request from the HVAC control module 51 engages the electromagnetic clutch 36, air-conditioning control is performed in response to the window clear request in the defroster mode, and the window clear performance based on the window clear request is given priority over the power performance.

In the section between time t5 and time t6, there is no demand for acceleration and there is a demand for clear windows. Therefore, there is no cut command for disconnecting the electromagnetic clutch 36 from the cooperative controller 46 in the section between time t5 and time t6. Therefore, the ON request from the HVAC control module 51 causes the electromagnetic clutch 36 to be engaged, and air conditioning control is performed in response to the clear window request in the defroster mode.

In the section between time t6 and time t7, there is a demand for acceleration and there is a demand for clear windows. Thus, in the interval between time t6 and time t7, there is a demand for acceleration, but there is a demand for clear windows, so there is no cut command from the cooperative controller 46 to disconnect the electromagnetic clutch 36. FIG. Therefore, the ON request from the HVAC control module 51 engages the electromagnetic clutch 36, air-conditioning control is performed in response to the window clear request in the defroster mode, and the window clear performance based on the window clear request is given priority over the power performance.

In the section between time t7 and time t8, there is a demand for acceleration and there is no demand for clear windows. Therefore, a cut command for disconnecting the electromagnetic clutch 36 from the cooperative controller 46 is present in the interval between time t7 and time t8. Therefore, the electromagnetic clutch 36 is disengaged, and priority is given to the power performance based on the acceleration request.

In the section after time t8, there is no demand for acceleration and no demand for clear windows. Therefore, no cut command for disconnecting the electromagnetic clutch 36 from the cooperative controller 46 is given in the interval after the time t8. Therefore, ON/OFF of the electromagnetic clutch 36 is entrusted to a request from the HVAC control module 51 .

In this way, when there is no demand for clear windows, the air conditioning control that prioritizes the power performance based on the acceleration request is performed, and if there is an acceleration request, the electromagnetic clutch 36 is disengaged and the control that prioritizes the power performance is implemented. (t1-t2 section, t7-t8 section). As a result, the compressor load shared by the engine 11 is reduced, and the driving force of the engine corresponding to the reduction in the compressor load ensures the power performance to meet the acceleration request.

On the other hand, when there is a request to clear the front window 28, the air conditioning control that prioritizes the performance of clearing the window is performed, so that even if there is an acceleration request, the electromagnetic clutch 36 is engaged and control that prioritizes the performance of clearing the window is performed. (t4-t5 section, t6-t7 section). Therefore, air conditioning control is performed in the defroster mode in response to the request for clear windows, and visibility of the outside world is ensured due to clear windows.

As a result, it is possible to ensure the visibility of the outside world due to the clear window in the scene where the clear window is required while ensuring the power performance in the scene where the clear window is not required. For example, it is assumed that the dehumidification capability of the evaporator 25 is reduced due to the execution of cooperative control prioritizing power performance (disengagement of the electromagnetic clutch 36), and the front window 28 is fogged up. In this case, when the occupant turns on the front defroster switch 56 to request clearing of the windows, the air conditioning system 2 is activated to blow conditioned air to the front windows 28, thereby quickly removing fogging on the inner surfaces of the windows. Therefore, visibility of the outside world ahead of the vehicle is ensured, and it is possible to prevent hindrance to driving. In addition, in the case of a vehicle equipped with a front camera that captures an image of the front of the vehicle, it is possible to ensure the clarity of image data from the front camera.

As described above, the method and apparatus for cooperative control of driving force control and air-conditioning control according to the first embodiment have the following effects.

(1) A controller (coordination control) that performs coordinated control of the driving force control of the driving power source (engine 11) and the air conditioning control of the air conditioning system 2 having the compressor 21 that is directly or indirectly driven by the driving power source. In a method for cooperative control of driving force control and air conditioning control comprising a controller 46),
determine whether or not there is an acceleration request,
determining whether or not there is a request to clear the front window 28;
If there is no request for clear windows, air conditioning control that prioritizes power performance based on acceleration requests is performed.
When there is a demand for clear windows, air-conditioning control is performed to give priority to the clear window performance in response to the clear window demand over the power performance based on the acceleration demand (FIG. 4).
In this way, when there is a request for clearing the front window 28, air conditioning control is performed that prioritizes clearing performance over power performance. As a result, it is possible to provide a cooperative control method of driving force control and air-conditioning control that secures visibility of the outside world due to clear windows in a scene in which clear windows are required while securing power performance in scenes in which clear windows are not required.

(2) The controller (cooperative controller 46) has an acceleration air conditioning stop function (acceleration air conditioner OFF function) that stops the compressor 21 to ensure power performance when there is an acceleration request,
If there is a request for acceleration and there is no request for clear windows, the acceleration air conditioning stop function is permitted, the compressor 21 is stopped, and power performance is prioritized,
When there is a demand for acceleration and a demand for clear windows, the function of stopping the air conditioning during acceleration is prohibited, and the compressor 21 is driven to give priority to the clear windows performance (FIG. 3).
In this manner, cooperative control is incorporated based on the acceleration air conditioning stop function (acceleration air conditioner OFF function) that the controller (cooperative controller 46) has in advance. As a result, it is possible to incorporate the cooperative control of the driving force control and the air conditioning control simply by using the function to stop the air conditioning during acceleration (the function to turn off the air conditioning during acceleration) as it is and adding the determination of whether or not there is a request for sunny windows.

(3) It is determined that an acceleration request exists when the accelerator opening APO is equal to or greater than the acceleration request determination threshold (Fig. 2).
Therefore, it is possible to easily determine whether or not there is an acceleration request based on the magnitude of the accelerator opening APO.

(4) When manually selecting the air conditioning mode by the air conditioning system 2, if the air conditioning mode (defroster mode) requiring clear windows is selected, it is determined that there is a request for clear windows (FIG. 2).
Therefore, by manually selecting an air conditioning mode (defroster mode) that requests clear windows, it is possible to easily determine whether or not there is a request for clear windows.

(5) In the case of automatically selecting the air conditioning mode by the air conditioning system 2, if the selection information of the air conditioning mode (defroster mode) requesting clear windows is input, it is determined that there is a request for clear windows (Fig. 2).
Therefore, by automatically selecting the air conditioning mode (defroster mode) that requests clear windows, it is possible to easily determine whether or not there is a request for clear windows.

(6) A controller (coordination control) that performs coordinated control of the driving force control of the driving power source (engine 11) and the air conditioning control of the air conditioning system 2 having the compressor 21 that is directly or indirectly driven by the driving power source. In a cooperative control device for driving force control and air conditioning control comprising a controller 46),
The controller (cooperative controller 46)
an acceleration request determination unit 46a that determines whether or not there is an acceleration request;
a clear window request determination unit 46d that determines whether or not there is a request to clear the front window 28;
If there is no demand for clear windows, air conditioning control that prioritizes power performance based on acceleration requests is performed, and if there is a demand for clear windows, air conditioning control that prioritizes performance for clear windows over power performance based on acceleration requests is performed. and an implementation determination unit 46e to implement (FIG. 2).
In this way, when there is a request for clearing the front window 28, air conditioning control is performed that prioritizes clearing performance over power performance. As a result, it is possible to provide a cooperative control device for driving force control and air-conditioning control, which secures the visibility of the outside world due to clear windows in a scene in which a clear window is required, while ensuring power performance in a scene in which a clear window is not required.

The method and apparatus for cooperative control of driving force control and air conditioning control according to the present disclosure have been described above based on the first embodiment. However, the specific configuration is not limited to the first embodiment, and design changes and additions are permitted as long as they do not deviate from the gist of the invention according to each claim of the scope of claims.

In Example 1, an example of using a compressor directly driven by the engine 11 as the compressor 21 was shown. However, as the compressor, an electric compressor that is indirectly driven by the drive source for traveling may be used. In the case of an electric compressor, the driving source for traveling drives a generator to generate electricity, charges the battery, and drives the compressor motor with the battery power. Therefore, since the power generation load of the generator is applied to the drive source for traveling, when priority is given to the power performance, the power generation load can be reduced and the driving force can be secured accordingly.

In the first embodiment, when there is a demand for acceleration and there is no demand for clear windows, the coordination controller 46 permits the function to turn off the air conditioner during acceleration, stops the compressor 21, and gives priority to power performance. In this example, when there is a demand for acceleration and a demand for clear windows, the air conditioner OFF function during acceleration is prohibited, and the compressor 21 is driven to give priority to the clear windows performance. However, as a cooperative controller, for example, when the compressor is a variable capacity compressor, it may be implemented by compressor capacity control instead of ON/OFF control of the compressor. In this case, when priority is given to power performance, change control is performed to the small capacity side, and when priority is given to clear window performance, change control is performed to the large capacity side. Further, when the compressor is an electric compressor, it may be implemented by power generation load control by a generator. In this case, when priority is given to power performance, the change control is performed to the small power generation load side, and when priority is given to window clear performance, the change control is performed to the large power generation load side.

In the first embodiment, when there is an acceleration request, the cooperative controller 46 has a function to turn off the air conditioner during acceleration to ensure power performance by stopping the compressor 21, and cooperative control is performed based on the function to turn off the air conditioner during acceleration. showed that. However, as the cooperative controller, a controller that does not have the function of turning off the air conditioner during acceleration may be used to carry out cooperative control.

In the first embodiment, an example in which the engine control module 41 has the cooperative controller 46 is shown. However, the cooperative controller may be provided in the HVAC control module, or may be provided independently in the engine control module and the HVAC control module.

In the first embodiment, an example is shown in which it is determined that there is an acceleration request when the accelerator opening APO is equal to or greater than the acceleration request determination threshold. However, the presence or absence of the acceleration request may be determined by using the accelerator opening speed or the like other than the accelerator opening degree. Further, when a target route and a vehicle speed profile along the target route are generated for an automatically driven vehicle, the presence or absence of an acceleration request may be determined based on the rising gradient of the vehicle speed profile.

In the first embodiment, the presence or absence of the demand for clear windows is determined by whether or not the air conditioning mode (defroster mode) requiring clear windows is manually or automatically selected as the air conditioning mode of the air conditioning system 2 . However, by directly or indirectly monitoring changes in the evaporator temperature to determine whether or not there is a clear window request, the presence or absence of the dehumidification capability of the evaporator is estimated. It may be an example in which it is determined that

In Embodiment 1, the method and apparatus for coordinated control of driving force control and air conditioning control of the present disclosure are applied to an engine vehicle equipped with an air conditioning system having a compressor driven by an engine mounted as a drive source for running. I gave an example. However, the method and apparatus for cooperative control of driving force control and air-conditioning control according to the present disclosure are suitable for hybrid vehicles equipped with an engine and a motor as driving sources for running and electric vehicles equipped with a motor as a driving source for running. can also be applied. In short, any vehicle equipped with an air conditioning system having a compressor driven directly or indirectly by a drive source for running can be applied.

1 engine vehicle drive system 11 engine (driving source for traveling)
2 air conditioning system 21 compressor 22 capacitor 23 receiver 24 expansion valve 25 evaporator 3 drive transmission mechanism 36 electromagnetic clutch 4 engine control system 41 engine control module 42 vehicle speed sensor 43 accelerator opening sensor 44 engine crank angle sensor 45 fuel injection actuator 46 cooperative controller 46a Acceleration request determination unit 46b Air conditioner OFF time calculation unit 46c Cut time timer function unit 46d Window clearing request determination unit 46e Implementation determination unit 5 Air conditioner control system 51 HVAC control module 52 Clutch driver 53 Air conditioner ON/OFF switch 54 Auto switch 55 Mode switch 56 front defroster switch

Claims (5)

Coordination between drive force control and air conditioning control, provided with a controller that performs coordinated control of driving force control of a drive source for travel and air conditioning control of an air conditioning system having a compressor directly or indirectly driven by the drive source for travel In the control method,
determine whether or not there is an acceleration request,
Determine whether there is a request for clearing the front window,
The magnitude of the acceleration request is estimated from the accelerator depression operation amount or the accelerator depression additional operation amount, the target vehicle speed after acceleration is calculated according to the estimated magnitude of the acceleration request, and the current vehicle speed is equal to the target vehicle speed. Calculate the estimated time required to reach the air conditioner as the air conditioner OFF time,
When the determination result that the acceleration request is present is input, the air conditioner OFF request is output with the air conditioner OFF time as a timer time, thereby stopping the compressor and ensuring power performance.
When there is the acceleration request and there is no window clearing request, the acceleration air conditioning stop function is permitted, the compressor is stopped, and power performance is given priority,
When there is a request for acceleration and a request for clearing the windows, the function of stopping the air conditioning during acceleration is prohibited, and the compressor is driven to give priority to clearing the windows. coordinated control method. In the cooperative control method of driving force control and air conditioning control described in claim 1,
A cooperative control method of driving force control and air conditioning control, wherein the acceleration request is determined to be an acceleration request when an accelerator opening is equal to or greater than an acceleration request determination threshold. In the cooperative control method of driving force control and air conditioning control according to claim 1 or 2,
A cooperative control method of driving force control and air conditioning control, wherein when an air conditioning mode by the air conditioning system is manually selected, if an air conditioning mode requiring clear windows is selected, it is determined that there is a demand for clear windows. In the cooperative control method of driving force control and air conditioning control according to claim 1 or 2,
A cooperative control method of driving force control and air conditioning control, wherein when the air conditioning mode by the air conditioning system is automatically selected, when selection information of an air conditioning mode requiring clear windows is input, it is determined that the clear windows are requested. Coordination of driving force control and air conditioning control provided with a controller that performs coordinated control of driving force control of a drive source for travel and air conditioning control of an air conditioning system having a compressor directly or indirectly driven by the drive source for travel in the controller,
The controller is
an acceleration request determination unit that determines whether or not there is an acceleration request;
a sunny window request determination unit that determines whether or not there is a request for sunny front windows;
The magnitude of the acceleration request is estimated from the accelerator depression operation amount or the accelerator depression additional operation amount, the target vehicle speed after acceleration is calculated according to the estimated magnitude of the acceleration request, and the current vehicle speed is equal to the target vehicle speed. an air conditioner OFF time calculation unit that calculates the estimated time required to reach the air conditioner OFF time as the air conditioner OFF time;
A cut time timer having an air conditioning stop function during acceleration that stops the compressor and secures power performance by outputting an air conditioner OFF request with the air conditioner OFF time as a timer time when the judgment result that the acceleration request is present is input. a functional part;
an execution determination unit for inputting a cut request from the cut time timer function unit and a determination result from the clear window request determination unit;
The implementation determination unit
When there is the acceleration request and there is no window clearing request, the acceleration air conditioning stop function is permitted, the compressor is stopped, and power performance is given priority,
When there is a request for acceleration and a request for clearing the windows, the function of stopping the air conditioning during acceleration is prohibited, and the compressor is driven to give priority to clearing the windows. coordinated controller.

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