JPH0672137A - Air-conditioning control device for vehicle - Google Patents

Abstract

PURPOSE:To prevent the lowering of travel feelings and slope climbing capacity including the starting capacity caused by the lowering of engine output on high land by changing the stop time and/or inhibition time of an air conditioner according to atmospheric pressure detected by an atmospheric pressure sensor. CONSTITUTION:The signals of a throttle opening sensor 24 and the like are inputted into an engine control part 36 so as to control the injection quantity by a fuel injection valve 22 and the operation-stop of an air conditioner 38 by an air-conditioner control part 50. This air conditioner control part 50 stops the air conditioner 38 within the stop time when stop conditions are materialized and releases the stop within the inhibition time after the lapse of the stop time regardless of the materialization of the stop conditions. The stop time and/or the inhibition time is changed according to the signal of an atmospheric pressure sensor 54 connected to the engine control part 36. Accordingly, in the case of the traveling altitude becoming higher, the operating time rate of the air conditioner is made small to reduce engine load, so that traveling performance and hill climbing performance on high land can be improved.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle air-conditioning control device, and more particularly, it is possible to avoid a decrease in engine output due to the air-conditioning device when the altitude at which the vehicle is traveling is increased, and improve traveling performance. The present invention relates to a vehicle air conditioning control device that can improve climbing ability.

[0002]

2. Description of the Related Art In a vehicle, in order to improve fuel economy and driving feeling, a vehicle air conditioning controller is provided for controlling an air conditioner (air conditioner) to move or stop depending on the engine operating condition. There is something.

In such a vehicle air-conditioning control device, when the cut condition which is the stop condition is satisfied, the operation of the air conditioner which is the air conditioner is stopped (cut) within the cut time which is the stop time, and the cut time is set. There is a control for prohibiting the movable cut of the air conditioner within the prohibition time after the passage of irrespective of whether the cut condition is satisfied.

As described above, in the control for cutting the movement of the air conditioner, the cutting condition is a cut control at the time of full opening that cuts the movement of the air conditioner when the throttle opening is fully opened, and the cutting condition is that the movement of the air conditioner is cut when the vehicle starts. There are cut control during start and cut control during acceleration that cuts the movement of the air conditioner during acceleration operation of the vehicle as a cut condition. In these cut controls, during the prohibit time after each of the cut times has elapsed, regardless of whether the cut condition is satisfied, the control is performed to prohibit the cut of the movable air conditioner to allow the movable air conditioner.

Various types of cut control by the vehicle air conditioning control device are shown in FIG. In FIG. 6, when the control starts (step 402), first,
It is determined whether the air conditioner (A / C) is movable (step 404).

When this judgment (step 404) is NO, this judgment (step 404) is continued. On the other hand, if the determination (step 404) is YES, it is determined whether or not the throttle opening is in the fully open state (WOT) and the engine is in the fully open state as a cutting condition of the cut control during full opening (step 406).

If this judgment (step 406) is YES, the air conditioner (A /
C) is turned off (step 408) to cut the movement, and the cut of the movement of the air conditioner (A / C) is prohibited within the full-open prohibition time (XT2) after the full-open cut time (XT1) has elapsed. It is turned on (step 410) to perform the cut control at the time of full opening to allow the movement, and the determination is made (step 404).
Return to.

On the other hand, the judgment (step 406) is NO.
In the case of, it is determined whether or not the vehicle is stopped at a vehicle speed of 0 k / h as the cut condition of the start cut control (step 412), and the idle switch is turned on (ID ON).
It is determined whether the engine is idling (step 41
4) and determines whether or not the idle switch is in the non-idling state of OFF (ID OFF) (step 41).
6) Do.

The above-mentioned judgment (steps 412, 414, 41)
If all of 6) are YES, the start cut time (Y
Turn off the air conditioner (A / C) in T1) (step 41)
8) to cut the movement, the start cut time (YT
During the start prohibition time (YT2) after 1) has elapsed, the air conditioner (A / C) is turned on (step 420) to prohibit the movable cut, the start cut control is performed, and the determination (step 404) is made. To return.

If the judgment (steps 414 and 416) is N
In the case of O, the process returns to the determination (step 404).
On the other hand, if the determination (step 412) is NO, the vehicle speed is the set vehicle speed A as the cut condition for the acceleration cut control.
k / h or less, and the amount of change in engine intake pressure Δ
It is determined whether PM is greater than or equal to the set amount BmmHg (step 422).

If this determination (step 422) is YES, the air conditioner (A /
C) is turned off (step 424) to cut the movement, and the movement cut of the air conditioner (A / C) is prohibited within the acceleration prohibit time (ZT2) after the acceleration cut time (ZT1) has elapsed. It is turned on (step 426) to perform the cut control during acceleration, and the process returns to the determination (step 404). If the determination (step 422) is NO, the process returns to the determination (step 404).

In the cut control by the vehicle air-conditioning control device, the prohibition time for prohibiting the cut of the movable air conditioner is a time for preventing chattering of the compressor of the air conditioner and a decrease in the cooling capacity. However, since there is a relation of chattering prevention time ≦ cooling capacity ensuring time, the prohibition time is set in consideration of them.

Further, as such a vehicle air conditioning control device, there are those disclosed in, for example, Japanese Patent Laid-Open No. 1-278832 and Japanese Patent Publication No. 2-14532. Japanese Patent Application Laid-Open No. 1-278832 discloses that the combustibility is improved by changing the capacity of the compressor of the air conditioner to the minimum capacity for a predetermined time during the transition period from the stop of the fuel supply to the recovery during deceleration. Immediately after the unstable fuel supply is restored, the load on the engine driven by the compressor is reduced to stabilize the combustion while ensuring the minimum cooling performance. Further, the one disclosed in Japanese Examined Patent Publication No. 2-14532 discloses that when the supply of fuel is stopped during deceleration and the engine speed drops below a predetermined value,
The compressor of the air conditioner is temporarily disconnected from the engine to stop the operation, and the engine speed at the time of returning from the stop of the fuel supply is set to the same value as the engine of the vehicle without the compressor.

[0014]

By the way, the traveling altitude of a vehicle changes from lowland to highland. When the altitude at which the vehicle travels increases, the output of the engine decreases due to the decrease in atmospheric pressure. In addition, the prohibition time for prohibiting the cut of the movable air conditioner and allowing the movable air conditioner is
It is necessary to set a long time in order to secure the cooling capacity of the air conditioner in (Level).

However, the air conditioner has a large load on the engine. Therefore, when the altitude at which the vehicle travels increases to reach a high altitude and the output of the engine decreases, the load on the engine of the air conditioner causes a problem that the climbing ability including the starting ability of the vehicle significantly decreases.

Further, when the altitude at which the vehicle is traveling reaches a high altitude and the output of the engine decreases, the prohibition time for prohibiting the cutoff of the movable air conditioner is a long time set in the low altitude as described above. Therefore, there is an inconvenience in that the load on the engine of the air conditioner reduces the climbing ability for a long time, which deteriorates the traveling performance and deteriorates the traveling feeling.

[0017]

Therefore, in order to eliminate the above-mentioned inconvenience, the present invention stops the operation of the air conditioner during the stop time when the stop condition is satisfied, and prohibits after the stop time has elapsed. In the vehicle air-conditioning control device that controls to prohibit the stop of the operation of the air conditioner regardless of whether the stop condition is satisfied during the time, an atmospheric pressure sensor that detects the atmospheric pressure is provided, and the atmospheric pressure sensor detects the large pressure. A control means for controlling the stop time and / or the prohibition time to change according to the atmospheric pressure is provided.

[0018]

According to the structure of the present invention, the control means controls to change the stop time and / or the prohibition time when the stop condition of the air conditioner is satisfied according to the atmospheric pressure detected by the atmospheric pressure sensor. As a result, when the traveling altitude of the vehicle is increased, the ratio of the operating time of the air conditioner can be reduced, and the load on the engine by the air conditioner can be reduced.

[0019]

Embodiments of the present invention will be described below with reference to the drawings.

1 to 5 show an embodiment of a vehicle air conditioning control device of the present invention. 3, 2 is an engine, 4 is a crankshaft, 6 is an intake pipe, 8 is a surge tank, 10 is an intake manifold, 12 is an intake passage, 14 is a throttle valve, 16 is an exhaust manifold, 18 is an exhaust passage, and 20 is an exhaust passage. It is a catalytic converter. The engine 2 mounted on a vehicle (not shown) is provided with a fuel injection valve 22 on the intake manifold 10.

The engine 2 also includes a throttle opening sensor 24 for detecting the opening of the throttle valve 14, an intake air temperature sensor 26 for detecting the intake air temperature, an intake pressure sensor 28 for detecting the intake pressure, and a cooling valve. A water temperature sensor 30 that detects the temperature of water, a crank angle sensor 32 that detects the angle of the crankshaft 4, and an O2 sensor 34 that detects the oxygen concentration in the exhaust gas are provided.

The fuel injection valve 22 and sensors 24 to 3
Reference numeral 4 is connected to an engine control unit 36 which constitutes a control means. The engine control unit 36 includes sensors 24 to 34.
From the throttle signal, intake air temperature signal, intake air pressure signal, water temperature signal, crank angle signal, O2 sensor signal input from
An injector signal corresponding to the operating state of the engine 2 is output to control the operation of the fuel injection valve 22 to inject and supply an appropriate amount of fuel.

Further, the engine 2 is provided with an air conditioner 38 which is an air conditioner (air conditioner). The air conditioner 38 includes a compressor 40. The compressor 40 includes a compressor pulley 44 attached to a compressor shaft 42 and an air conditioner pulley 4 attached to the crankshaft 4 of the engine 2 by an air conditioner belt 46.
It is wrapped around 8.

The compressor 40 of the air conditioner 6 is connected to an air conditioner controller 50 which constitutes a control means. An indoor temperature sensor 52 that detects the temperature inside the vehicle is connected to the air conditioner control unit 50. Air conditioner controller 5
0 controls the operation of the compressor 40 according to the temperature signal input from the indoor temperature sensor 52 to adjust the temperature inside the vehicle compartment.

The air conditioner controller 50 is connected to the engine controller 36. The air conditioner control unit 50 controls the operation / stop of the air conditioner 38 by inputting / outputting an air conditioner signal to / from the engine control unit 36.

The air conditioner control unit 50 stops (cuts) the movement of the air conditioner 38 within the stop (cut) time T1 when the stop (cut) condition is satisfied, and also within the prohibited time T2 after the stop time T1 has elapsed. Is controlled by the engine control unit 36 so as to prohibit the stop (cut) of the movement of the air conditioner 38 and allow the movement thereof regardless of the satisfaction of the stop (cut) condition.

In such a vehicle air conditioning control device,
An atmospheric pressure sensor 54 for detecting atmospheric pressure is provided. The atmospheric pressure sensor 54 is connected to the engine control unit 36. The engine control unit 36 controls the air conditioner control unit 50 to change the stop time T1 and / or the prohibition time T2 according to the atmospheric pressure detected by the atmospheric pressure sensor 54.

In the first embodiment of the present invention, the prohibition time T2 is shortened in accordance with the lowered state of the atmospheric pressure detected by the atmospheric pressure sensor 54 due to the increase in the traveling altitude of the vehicle (not shown). It is controlled to do so.

Note that the control for cutting the movement of the air conditioner 38 includes a cut condition at the time of full opening that cuts the movement of the air conditioner 38 when the throttle opening is fully opened as a cutting condition and a movement of the air conditioner 38 when the vehicle starts as a cutting condition. There is a start-time cut control for cutting, and an acceleration-time cut control for cutting the movement of the air conditioner 38 during acceleration operation of the vehicle as cutting conditions. In each of these cut controls, a fully open cut time XT1, a fully open prohibition time XT2, a start cut time YT1, a start prohibit time YT2, an acceleration cut time ZT1, and an acceleration prohibit time ZT2 are set.

Therefore, in the first embodiment, each inhibition time XT2, YT2, ZT2 is determined by a coefficient α determined by the atmospheric pressure shown in FIG. 2 in accordance with the lowered state of the atmospheric pressure detected by the atmospheric pressure sensor 54.・ Control is performed so that β and γ are respectively changed to be short.

Next, the operation of the first embodiment will be described with reference to FIG.

The control program starts (step 1
02), first, it is determined whether or not the air conditioner (A / C) 38 is movable (step 104).

When this judgment (step 104) is NO, this judgment (step 104) is continued. On the other hand, if the determination (step 104) is YES, it is determined whether or not the throttle opening is in the fully open state (WOT) and the engine is in the fully open state as a cutting condition of the cut control during full opening (step 106).

If this judgment (step 106) is YES, the air conditioner (A /
C) The air conditioner (A / C) 3 is turned off (step 108) to cut off the movement, and within the full-open prohibition time (XT2 × α) after the full-open cut time (XT1) has elapsed.
Turn on to prohibit the movable cut of 8 (step 110)
Then, the fully open cut control for permitting the movement is performed, and the process returns to the determination (step 104).

In addition, the prohibition time (XT2 × α) at full opening is
It is the time interpolated by the coefficient α determined by the atmospheric pressure.

On the other hand, the judgment (step 106) is NO.
In the case of, as the cut condition of the start-time cut control, it is judged whether or not the vehicle is stopped at the vehicle speed of 0 k / h (step 112), and the idle switch is turned on (ID ON).
It is determined whether the engine is idling (step 11
4) Then, it is judged whether or not the idle switch is in the non-idling state of off (ID OFF) (step 11).
6) Do.

Judgment (steps 112, 114, 11)
If all of 6) are YES, the start cut time (Y
Air conditioner (A / C) 38 is turned off in T1 (step 1
18) to cut the movement, and cut the start time (Y
During the start prohibition time (YT2 × β) after T1) has elapsed, the air conditioner (A / C) 38 is turned on (step 120) to prohibit the movable cut, and the start cut control is performed.
The process returns to the judgment (step 104).

The start prohibition time (YT2 × β) is
It is the time interpolated by the coefficient β determined by the atmospheric pressure.

The judgment (steps 114 and 116) is N.
In the case of O, the process returns to the determination (step 104).
On the other hand, if the determination (step 112) is NO, the vehicle speed is the set vehicle speed A as the cut condition for the cut control during acceleration.
k / h or less, and the amount of change in engine intake pressure Δ
It is determined whether PM is greater than or equal to the set amount BmmHg (step 122).

If this judgment (step 122) is YES, the air conditioner (A /
C) The air conditioner (A / C) 3 is turned off (step 124) to cut the movement, and the acceleration prohibit time (ZT2 × γ) after the acceleration cut time (ZT1) has elapsed.
Turned on to prohibit the movable cut of 8 (step 126)
To perform cut control during acceleration and judge (step 104)
Return to. If the judgment (step 122) is NO, the process immediately returns to the judgment (step 104).

The start prohibition time (ZT2 × γ) is
It is the time interpolated by the coefficient γ determined by the atmospheric pressure.

As described above, according to the first embodiment, each inhibition time XT2, YT2, ZT2 is determined by the atmospheric pressure shown in FIG. 2 in accordance with the lowered state of the atmospheric pressure detected by the atmospheric pressure sensor 54. The coefficients α, β, and γ are controlled so that they are respectively changed to be short.

As a result, when the altitude at which the vehicle is traveling is increased, the ratio of the operating time of the air conditioner 38 can be reduced, and the load on the engine 2 by the air conditioner 38 can be reduced. Therefore, it is possible to avoid a decrease in the output of the engine 2 due to the air conditioner 38 when the traveling altitude of the vehicle is increased, improve the traveling performance at high altitudes, and improve the climbing ability.

Further, when the altitude at which the vehicle travels increases, the atmospheric temperature decreases, so that the cooling capacity of the air conditioner 38 can be satisfied even if the prohibited time T2 set in the lowland is changed. Furthermore, since it can be dealt with only by changing the program of the engine control unit 36 that constitutes the control means, it can be implemented cost effectively.

FIG. 4 shows a second embodiment of the present invention. In the second embodiment, the cut time T1 is controlled to be changed in accordance with the lowered state of the atmospheric pressure detected by the atmospheric pressure sensor 54 as the traveling altitude of the vehicle (not shown) increases. is there.

In the second embodiment, the cut times XT1 and YT1 of the full-time cut control, the start-time cut control, and the acceleration-time cut control are determined in accordance with the atmospheric pressure detected by the atmospheric pressure sensor 54. The ZT1 is controlled to be changed long by the coefficients α, β, γ determined by the atmospheric pressure shown in FIG.

Next, the operation of the second embodiment will be described with reference to FIG.

The control program starts (step 2
02) Then, first, it is determined whether or not the air conditioner (A / C) 38 is movable (step 204).

When this judgment (step 204) is NO, this judgment (step 204) is continued. On the other hand, if the determination (step 204) is YES, it is determined whether or not the throttle opening is in the fully open state (WOT) and the engine is in the fully open state as a cutting condition of the cut control during full opening (step 206).

If the result of this determination (step 206) is YES, the air conditioner (A / C) 38 is turned off (step 208) during the fully open cut time (XT1 × (2-α)) to cut the movement. Cut time when fully open (XT1 × (2-
(α)) has elapsed, during the fully open prohibition time (XT2), the air conditioner (A / C) 38 is turned on (step 210) to prohibit the movable cut, and the fully open cut control is performed to permit movement. The process returns to the determination (step 204).

The cut time at full opening (XT1 × (2-
α)) is the time interpolated by the coefficient α determined by the atmospheric pressure.

On the other hand, the judgment (step 206) is NO.
In the case of, it is determined whether the vehicle is stopped at a vehicle speed of 0 k / h as the cut condition of the start cut control (step 212), and the idle switch is turned on (ID ON).
It is determined whether the engine is idling (step 21
4) Then, it is determined whether or not the idle switch is in the off (ID OFF) non-idling state (step 21).
6) Do.

Judgment (Steps 212, 214, 21)
If all of 6) are YES, the start cut time (Y
In T1 × (2-β), the air conditioner (A / C) 38 is turned off (step 218) to cut the movement, and the vehicle starts after the start cut time (YT1 × (2-β)) has elapsed. During the time prohibition time (YT2), the air conditioner (A / C) 38 is turned on (step 220) to prohibit the movable cut, the start cut control is performed, and the process returns to the determination (step 204).

It should be noted that the start cut time (YT1 × (2-
β)) is the time interpolated by the coefficient β determined at atmospheric pressure.

The judgment (steps 214 and 216) is N.
In the case of O, the process returns to the determination (step 204).
On the other hand, if the determination (step 212) is NO, the vehicle speed is set to the set vehicle speed A as the cutting condition for the acceleration cut control.
k / h or less, and the amount of change in engine intake pressure Δ
It is determined whether PM is greater than or equal to the set amount BmmHg (step 222).

If this determination (step 222) is YES, the air conditioner (A / C) 38 is turned off (step 224) during the acceleration cut time (ZT1 × (2-γ)) to cut the movement, Cut time during acceleration (ZT1 × (2-
During the acceleration inhibition time (ZT2) after (γ)) has elapsed, the air conditioner (A / C) 38 is turned on (step 226) to inhibit the movable cut, and the acceleration cut control is performed to make a determination (step 204). ) Return to. If the judgment (step 222) is NO, the process immediately returns to the judgment (step 204).

The cut time during acceleration (ZT1 × (2-
γ)) is the time interpolated by the coefficient γ determined at atmospheric pressure.

As described above, according to the second embodiment, the cut times XT1, YT1, and ZT1 are determined by the atmospheric pressure shown in FIG. 2 in accordance with the lowered state of the atmospheric pressure detected by the atmospheric pressure sensor 54. The coefficients α, β, and γ are controlled so as to be changed long.

As a result, when the altitude at which the vehicle is traveling is increased, the ratio of the operating time of the air conditioner 38 can be reduced, and the load on the engine 2 by the air conditioner 38 can be reduced. Therefore, it is possible to avoid a decrease in the output of the engine 2 when the traveling altitude of the vehicle is increased, improve the traveling performance at high altitudes, improve the climbing ability, and set at low altitudes. Even if the cut time T1 is changed, the cooling capacity of the air conditioner 38 can be satisfied due to the decrease in atmospheric temperature due to the increase in altitude. Furthermore, it can be dealt with only by changing the program of the engine control unit 36 that constitutes the control means, and it can be implemented cost effectively.

FIG. 5 shows a third embodiment of the present invention. In the third embodiment, as the traveling altitude of the vehicle (not shown) increases, the cut time T1 is changed to be long and the cut time T1 is changed according to the lowered state of the atmospheric pressure detected by the atmospheric pressure sensor 54. The prohibition time T2 is controlled to be shortened in accordance with the ratio of the long change.

In the third embodiment, the cut times XT1 and YT1 of the cut control during full opening, the cut control during start, and the cut control during acceleration are determined in accordance with the lowered state of the atmospheric pressure detected by the atmospheric pressure sensor 54. -ZT1 is controlled so as to be changed long by the coefficients α, β, γ determined by the atmospheric pressure shown in FIG. 2, and each inhibition time XT2, YT2, Z is controlled.
T2 is a coefficient α · β · γ determined by the atmospheric pressure shown in FIG.
The control is performed so as to change each by short.

Next, the operation of the third embodiment will be described with reference to FIG.

The control program starts (step 3
02) Then, first, it is determined whether or not the air conditioner (A / C) 38 is movable (step 304).

When this judgment (step 304) is NO, this judgment (step 304) is continued. On the other hand, if the determination (step 304) is YES, it is determined whether the throttle opening is in the full open state (WOT) and the engine is in the full open state as a cutting condition of the cut control during full opening (step 306).

If this judgment (step 306) is YES, the air conditioner (A / C) 38 is turned off (step 308) and the movable state is cut during the fully open cut time (XT1 × (2-α)). Cut time when fully open (XT1 × (2-
(α)) has elapsed, during the fully open prohibition time (XT2 × α), the air conditioner (A / C) 38 is turned on (step 310) in order to prohibit the movable cut, and the fully open cut control is permitted. Perform and return to the determination (step 304).

The cut time at full opening (XT1 × (2-
α)) and prohibition time at full opening (XT2 × α) are times interpolated by a coefficient α determined by atmospheric pressure.

On the other hand, the judgment (step 306) is NO.
In the case of, in the starting cut control, it is determined whether or not the vehicle is stopped at a vehicle speed of 0 k / h (step 312) and the idle switch is turned on (ID ON).
It is determined whether the engine is idling (step 31
4) Then, it is determined whether or not the idle switch is in the non-idling state of OFF (ID OFF) (step 31).
6) Do.

The judgment (steps 312, 314, 31)
If all of 6) are YES, the start cut time (Y
In T1 × (2-β), the air conditioner (A / C) 38 is turned off (step 218) to cut the movement, and the vehicle starts after the start cut time (YT1 × (2-β)) has elapsed. During the time prohibition time (YT2 × β), the air conditioner (A / C) 38 is turned on (step 320) in order to prohibit the movable cut, the start time cut control is performed, and the process returns to the determination (step 304).

It should be noted that the start cut time (YT1 × (2-
β)) and start prohibition time (YT2 × β) are times interpolated by a coefficient β determined by the atmospheric pressure.

The judgment (steps 314 and 316) is N.
In the case of O, the process returns to the determination (step 304).
On the other hand, when the determination (step 312) is NO, the vehicle speed is the set vehicle speed A as the cutting condition for the acceleration cut control.
It is determined whether or not k / h or less and the variation amount ΔPM of the intake pressure of the engine 2 is greater than or equal to the set amount BmmHg (step 322).

If the result of this judgment (step 322) is YES, the air conditioner (A / C) 38 is turned off (step 324) during the acceleration cut time (ZT1 × (2-γ)) to cut the movement. Cut time during acceleration (ZT1 × (2-
During the acceleration inhibition time (ZT2 × γ) after (γ)) has elapsed, the air conditioner (A / C) 38 is turned on (step 326) to inhibit the movable cut, and the acceleration cut control is performed.
The process returns to the judgment (step 304). If the judgment (step 322) is NO, the process immediately returns to the judgment (step 304).

The cut time during acceleration (ZT1 × (2-
γ)) and the acceleration inhibition time (ZT2 × γ) are times interpolated by the coefficient γ determined by the atmospheric pressure.

As described above, in the second embodiment, the cut times XT1, YT1, and ZT1 are changed to be long and the cut times XT1, YT1, and ZT1 are changed in accordance with the lowered state of the atmospheric pressure detected by the atmospheric pressure sensor 54. The inhibition time XT2, ZT2, YT2 is controlled to be shortened according to the ratio of the long change.

As a result, the load on the engine 2 by the air conditioner 38 can be reduced by reducing the ratio of the time during which the air conditioner 38 operates when the altitude at which the vehicle travels increases. Therefore, when the altitude at which the vehicle travels is increased, the engine 2 by the air conditioner 38 is
It is possible to avoid a decrease in output, improve traveling performance in high altitudes, and improve climbing ability. Further, since it can be dealt with only by changing the program of the engine control unit 36 which constitutes the control means, it can be implemented cost effectively.

That is, according to the present invention, the air conditioner 38 is changed as the atmospheric pressure decreases by changing the cut time T1 and / or the prohibition time T2 in accordance with the atmospheric pressure.
The operating time ratio of is reduced. This allows
When the altitude at which the vehicle travels increases, the load on the engine 2 by the air conditioner 38 can be reduced, and it is possible to avoid deterioration of the traveling performance due to the decrease in the output of the engine 2 due to the increase in altitude. In addition, the cooling capacity of the air conditioner 38 can be satisfied by lowering the atmospheric temperature.

[0076]

As described above, according to the present invention, by controlling so as to change the stop time and / or the prohibition time when the stop condition of the air conditioner is satisfied in accordance with the atmospheric pressure, the altitude at which the vehicle is traveling is controlled. In this case, the ratio of the operating time of the air conditioner can be reduced and the load on the engine by the air conditioner can be reduced.

Therefore, it is possible to avoid a decrease in the output of the engine due to the air conditioner when the altitude at which the vehicle is traveling is increased, improve the running performance in high altitudes, and improve the climbing ability. Further, when the altitude at which the vehicle travels increases, the atmospheric temperature decreases, so that the cooling capacity of the air conditioner can be satisfied even if the set stop time and / or prohibition time in the lowland is changed. Further, since it can be dealt with only by changing the program of the control means, it can be implemented cost effectively.

[Brief description of drawings]

FIG. 1 is a control flowchart of a vehicle air conditioning control device showing a first embodiment of the present invention.

FIG. 2 is a map of coefficients according to atmospheric pressure.

FIG. 3 is a system configuration diagram of a vehicle air conditioning control device.

FIG. 4 is a control flowchart of a vehicle air conditioning control device showing a second embodiment of the present invention.

FIG. 5 is a control flowchart of a vehicle air conditioning control device showing a third embodiment of the present invention.

FIG. 6 is a flowchart of control of a vehicle air conditioning control device showing a conventional example.

[Explanation of symbols]

 2 engine 4 crankshaft 12 intake passage 18 exhaust passage 36 engine control unit 38 air conditioner 40 compressor 50 air conditioner control unit 52 indoor temperature sensor 54 atmospheric pressure sensor

[Procedure amendment]

[Submission date] October 15, 1992

[Procedure Amendment 1]

[Document name to be corrected] Drawing

[Correction target item name] All drawings

[Correction method] Change

[Correction content]

[Figure 1]

[Fig. 2]

[Figure 3]

[Figure 4]

[Figure 5]

[Figure 6]

Claims (1)

[Claims] 1. When the stop condition is satisfied, the operation of the air conditioner is stopped during the stop time, and during the prohibition time after the stop time has elapsed, the operation of the air conditioner is stopped regardless of whether the stop condition is satisfied. In a vehicle air-conditioning control device for controlling to inhibit, an atmospheric pressure sensor for detecting atmospheric pressure is provided, and control for changing the stop time and / or the prohibiting time according to the atmospheric pressure detected by the atmospheric pressure sensor. A vehicle air-conditioning control device comprising means.