JPH08127229A - Air conditioner for automobile - Google Patents

Abstract

PURPOSE: To suppress the increase of the load by the occupant, and to sufficiently achieve the air-conditioning in a cabin by driving a compressor by preventing a part of the braking force to be borne by the occupant from being increased so that the rest part of the braking force to be borne by a brake booster may keep the prescribed value when the large braking force is requested while an automobile is traveling. CONSTITUTION: Traveling wheels 9 and a compressor 11 for the air-conditioning in a cabin are driven by an engine 1. A brake booster 20 to bear a part of the braking force by the negative pressure due to the intake of the engine 1 is provided. A sensor 38 to detect that an automobile is traveling on a down hill is provided. A control device 39 to cut off the transmission of the driving force from the engine to the compressor is provided by inputting this detected signal when the sensor 38 detects that the traveling on the down hill while the compressor 11 is driven by the engine 1.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an automobile air conditioner provided with a brake booster that plays a part of "braking force" by negative pressure of intake air of an engine.

[0002]

2. Description of the Related Art Conventionally, an air conditioner for an automobile is disclosed in Japanese Patent Laid-Open No. 6-143993.

According to this, the traveling wheels, which are the front and rear wheels, and the compressor for air conditioning in the vehicle can be driven by the engine, and a part of the "braking force" is taken by the intake negative pressure of the engine. A brake booster is provided.

In the above structure, when the compressor is driven by the engine, the intake flow rate is increased by opening the throttle valve by a predetermined opening in order to compensate for the increased load on the engine. The negative pressure is smaller than that when the compressor is not driven. Therefore, as it is, the intake negative pressure becomes smaller, so that part of the "braking force" carried by the brake booster also becomes smaller, and the other part of the "braking force" carried by the occupant (the pedal effort of the brake pedal) becomes larger. Therefore, there is a problem that the burden on the occupant becomes large.

Therefore, in the above structure, a control device is provided for stopping the transmission of the driving force from the engine to the compressor at the time of deceleration, whereby the intake negative pressure of the engine is reduced by driving the compressor. Is prevented, and a part of the "braking force" carried by the brake booster is kept at a predetermined level, so that the burden on the occupant is not increased.

[0006]

By the way, according to the above-described conventional configuration, the compressor can be used even when traveling at a low speed in which a small "braking force" is sufficient and when decelerating by weakening the operation force on the accelerator pedal. Drive is stopped, that is, the drive of the compressor is frequently interrupted unnecessarily, and air conditioning in the vehicle may become insufficient.

[0007]

SUMMARY OF THE INVENTION The present invention has been made by paying attention to the above circumstances and has a large "braking force" while the vehicle is running.
When part of the above "braking force" that the brake booster bears is maintained at a predetermined level, the other part of the "braking force" that the occupant bears does not become large. It is an object of the present invention to prevent an occupant's burden from becoming large and to sufficiently perform air conditioning in a vehicle by driving a compressor.

[0008]

In order to achieve the above object, an automobile air conditioner according to the present invention makes it possible to drive a running wheel 9 and a compressor 11 for in-vehicle air conditioning by means of an engine 1, and the intake air of the engine 1 is the same. In a vehicle provided with a brake booster 20 that bears a part of "braking force" by negative pressure, a sensor 3 for detecting that the vehicle is traveling on a downhill.
8 is provided, and when the sensor 38 detects that the vehicle is traveling on a downhill while the compressor 11 is being driven by the engine 1, the detection signal is input to the engine 11 from the engine 1 to the compressor 11. A control device 39 for cutting off the transmission of the driving force is provided.

[0009]

[Operation] The operation of the above configuration is as follows.

A larger "braking force" is required during deceleration when traveling on a downhill as compared to when an automobile travels on a flat road or an uphill.

Therefore, when traveling downhill, the transmission of the driving force from the engine 1 to the compressor 11 is cut off, and the compressor 11 is stopped.

When the drive of the compressor 11 is stopped,
As compared with the case where the engine 1 is driven, a decrease in intake negative pressure of the engine 1 is suppressed.

Therefore, it is possible to prevent a part of the "braking force" carried by the brake booster 20 from being reduced by the negative pressure of the intake air and to keep the braking force at a predetermined level. The other part is prevented from becoming large.

Further, in the above case, the compressor 11 is stopped during traveling on a downhill where a large "braking force" is required, and a large "braking force" is considered unnecessary. On an uphill road, the compressor 11 continues to be driven without being stopped, so that the compressor 11 is prevented from being stopped unnecessarily often.

[0015]

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

In FIG. 1, reference numeral 1 is an engine which is a four-cycle internal combustion engine mounted on an automobile. An intake passage 2 communicates with a combustion chamber of the engine 1, and a throttle valve 3 is provided at a midway portion of the intake passage 2 in the longitudinal direction. The throttle valve 3 makes it possible to adjust the opening of the intake passage 2. ing. An exhaust passage 4 extends from the combustion chamber of the engine 1.

When the engine 1 is driven, the air-fuel mixture 6 as intake air is drawn into the combustion chamber of the engine 1 through the intake passage 2, where it is ignited and combusted to be converted into an output. The gas after the combustion of the air-fuel mixture 6 is discharged as the exhaust gas 7 through the exhaust passage 4.

Front and rear wheels 9 are connected to the engine 1 via a power transmission device 10, and the output of the engine 1 is transmitted to the travel wheels 9 via the power transmission device 10 to drive the automobile. It is supposed to be able to run.

An air conditioner for air conditioning the inside of the automobile is provided, and this air conditioner is provided with a compressor 11 for compressing a medium for heat exchange. This compressor 11 also has the engine 1 described above.
Is connected via a clutch 12. The clutch 12 can be freely connected and disconnected by an actuator 13 such as a solenoid, and the clutch 12 is normally disengaged. When the clutch 12 is engaged, the power of the engine 1 is transmitted through the clutch 12 to the compressor 1
1, the compressor 11 is driven to air-condition the inside of the vehicle.

A braking device 14 for decelerating a running vehicle.
Is provided. This braking device 14 is used for the traveling wheels 9
It has a hydraulic brake main body 15 that enables braking. On the other hand, a brake pedal 17 is pivotally supported by a pivot shaft 18 so as to be vertically rotatable on a vehicle body stationary side member 16 which is a floor panel in the vehicle.

The brake pedal 17 is connected to the brake body 15 via a brake booster 20. The brake booster 20 has a casing 21, and the inside of the casing 21 is divided into a first chamber 23 and a second chamber 24 which are separated from each other by a diaphragm 22.

Casing 21 which constitutes the first chamber 23
A cylinder 26 is attached to one side wall 21a.
The cylinder 26 includes a cylinder tube 27 fixed to the one side wall 21a, a piston 28 fitted in the cylinder tube 27 so as to be slidable in the axial direction, and a piston rod 29 for connecting the piston 28 to the diaphragm 22. I have it. A connecting rod 30 integrally formed with the piston rod 29 is provided on the same axis as the piston rod 29, and the connecting rod 30 connects the brake pedal 17 to the diaphragm 22. The connecting rod 30 has a through hole 32 formed in the other side wall 21b of the casing 21 forming the second chamber 24.
Penetrates through. Further, a spring 33 for urging the diaphragm 22 toward the second chamber 24 is provided.

Cylinder tube 27 and piston 28
Oil is enclosed in the pressurizing chamber 35 surrounded by, and the pressurizing chamber 35 communicates with the brake main body 15 so that the oil can be supplied to the brake main body 15.

In a state where the occupant's pedaling force (N) is not applied to the brake pedal 17, the connecting rod 30 closes the through hole 32 by the urging force of the spring 33 to seal the second chamber 24, while the brake is applied. The pedal 17 is supposed to be rotated upward.

When an occupant depresses the brake pedal 17 against the spring 33 and rotates the brake pedal 17 downward while applying a pedaling force (N) to the brake pedal 17, the linkage interlocked with the brake pedal 17. The rod 30 opens the through hole 32. Then, outside air is sucked into the second chamber 24 through the through hole 32, and the second chamber 24 is kept in the atmosphere. Further, the piston 28 is interlocked with the rotation of the brake pedal 17 via the connecting rod 30 and the piston rod 29 to pressurize the oil in the pressurizing chamber 35. The pressure of this oil is sent to the brake main body 15 to perform a braking operation, and the "braking force" based on this brakes the traveling wheels 9, that is, the vehicle is braked.

When the pedaling force (N) on the brake pedal 17 is weakened, the piston 28 is returned by the spring 33 and the braking operation of the brake body 15 is released.

A communication passage 3 for communicating the first chamber 23 with the intake passage 2 extending from the engine 1 to the throttle valve 3.
6 is provided. If an intake negative pressure is generated in the intake passage 2 when the engine 1 is driven, this intake negative pressure is transmitted to the first chamber 23 through the communication passage 36. Then, the diaphragm 22 bends so that the first chamber 23 is contracted, and the piston 28 interlocking with the diaphragm 22 tries to pressurize the oil in the pressurizing chamber 35.

In this case, unless the pedaling force (N) is applied to the brake pedal 17, as described above, the through hole 32 is closed and the second chamber 24 is sealed, so that the intake negative pressure is increased. The reduction of the first chamber 23 due to the pressure is prevented, and the pressurization of the oil in the pressurizing chamber 35 is also prevented, that is, the brake main body 15 does not perform the braking operation.

When a pedaling force (N) is applied to the brake pedal 17 from the above state, the through hole 32 is opened and the second chamber 24 is kept in the atmosphere as described above. Therefore, in addition to the pedaling force (N), The piston 28 pressurizes the oil in the pressurizing chamber 35 by the negative pressure due to the negative pressure of the intake air in the first chamber 23, and the "braking force" is generated. That is, a part of the “braking force” is carried by the brake booster 20 due to the intake negative pressure,
As above, the other part of the "braking force" is carried by the pedal effort (N) of the occupant.

A sensor 38 for detecting that the vehicle is traveling on a downhill is provided, and an electronic control unit 39 for inputting a detection signal of the sensor 38 is provided. The actuator 13 of the clutch 12 is also electrically connected to the control device 39. Then, the driving force from the engine 1 is transmitted to the compressor 11 via the engaged clutch 12, and the detection signal from the sensor 38 is input to the control device 39 when the compressor 11 is driven. When this is done, this control device 3
By operating the actuator 13 by 9,
The clutch 12 is disengaged to discontinue the transmission of the driving force from the engine 1 to the compressor 11,
The drive of is stopped.

The sensor 38 is, for example, a sensor obtained by combining an acceleration sensor using a piezoresistor and a vehicle speed sensor, or an inclination detection sensor using a pendulum type weight.

In FIG. 2, when the clutch 12 is disengaged and the engine 1 is not driving the compressor 11 during steady running (indicated by the solid line in the figure), the compressor 11 is being driven. The load of the engine 1 is smaller than that of In this case, the amount of the air-fuel mixture 6 which is the intake flow rate passing through the intake passage 2 is small, and therefore the throttle valve 3 is in the closing operation. Therefore, in the intake passage 2 on the downstream side of the throttle valve 3. The intake negative pressure is large. Therefore, a part of the "braking force" carried by the brake booster 20 is increased due to the intake negative pressure.

Therefore, the other part of the "braking force" carried by the occupant is correspondingly reduced, so that the pedaling force N ₁ by this occupant is reduced.
Even if is small, a sufficiently large "braking force" is obtained, and a large braking deceleration (m / s ² ) G is obtained.

On the other hand, when the compressor 12 is driven (the one-dot chain line is shown in the figure) of the automobile in which the clutch 12 is engaged and the engine 1 drives the compressor 11, the compressor 11 is not driven. In comparison, the load of the engine 1 is large, and in order to compensate for this increase in load, the throttle valve 3 is opened by a predetermined opening degree and the bypass passage is made to communicate. Therefore, the intake air in the intake passage 2 downstream of the throttle valve 3 is the same as above. Since the negative pressure becomes small, a part of the "braking force" carried by the brake booster 20 due to this intake negative pressure becomes small.

Therefore, the desired "braking force" cannot be obtained unless the other part of the "braking force" carried by the occupant is increased by that amount. Therefore, if the same braking deceleration G as described above is to be obtained. The pedaling force N _{2 which} is considerably larger than the above-mentioned pedaling force N ₁ is required, which increases the burden on the occupant.

Therefore, when traveling on a downhill where a larger "braking force" is required, the transmission of the driving force to the compressor 11 is cut off and the compressor 11 is stopped as described above.

Therefore, by cutting off the transmission of the driving force to the compressor 11, the reduction in the intake negative pressure of the engine 1 is suppressed as compared with the case where the compressor 11 is driven.

Therefore, it is possible to prevent a part of the "braking force" carried by the brake booster 20 from being reduced by the intake negative pressure and to keep it at a predetermined level, and thus bear the other part of the "braking force". The burden on the occupants is reduced.

[0039]

According to the present invention, a vehicle equipped with a brake booster capable of driving the traveling wheels and a compressor for air conditioning in the vehicle by means of the engine, and having a part of "braking force" by the intake negative pressure of the engine. In, a sensor for detecting that the vehicle is traveling downhill is provided, and when the sensor detects that the vehicle is traveling downhill while the compressor is being driven by the engine, the detection signal is input. A control device is provided to disconnect the transmission of the driving force from the engine to the compressor.

Therefore, when the vehicle is traveling downhill, the reduction of the intake negative pressure of the engine is suppressed by cutting off the driving force to the compressor, as compared with when the compressor is driven.

Therefore, it is possible to prevent a part of the "braking force" carried by the brake booster from being reduced by the negative pressure of the intake air, and to keep it at a predetermined level, so that a larger "braking force" is required. It is possible to prevent the other portion of the "braking force" carried by the occupant from increasing during traveling on a downhill, and prevent the occupant's burden from increasing.

Further, in the above case, the compressor is stopped during traveling on a downhill where a large "braking force" is required, and on a flat road where a large "braking force" is considered unnecessary. On the uphill road, the compressor is continuously driven without being stopped, so that the compressor is prevented from being stopped unnecessarily frequently.

Therefore, air conditioning in the vehicle by driving the compressor is sufficiently performed.

[Brief description of drawings]

FIG. 1 is an overall diagram.

FIG. 2 is a graph showing a relationship between a pedal effort of a brake pedal and a braking deceleration.

[Explanation of symbols]

 1 Engine 2 Intake Passage 9 Running Wheel 11 Compressor 12 Clutch 13 Actuator 14 Braking Device 15 Brake Main Body 16 Body Rest Side Member 17 Brake Pedal 20 Brake Booster 38 Sensor 39 Control Device

Claims (1)

[Claims] 1. A vehicle provided with a brake booster capable of driving a traveling wheel and a compressor for air conditioning in a vehicle by an engine, and having a brake booster that plays a part of a braking force by an intake negative pressure of the engine. A sensor is provided to detect that the vehicle is running, and while the compressor is being driven by the engine,
An air conditioner for an automobile provided with a control device for inputting this detection signal and disconnecting transmission of driving force from the engine to the compressor when the sensor detects that the vehicle is traveling downhill.