JPH0999732A - Vehicle control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To improve fuel consumption in a vehicle engine by efficiently controlling an air conditioner. SOLUTION: A compressor 12 of an air conditioner 10 is connected to an output shaft 1a of a vehicle engine 1 through a clutch 11, and is controlled in an ON-OFF system according to a temperature after evaporation. In an automatic transmission 9, a shift position is automatically controlled according to throttle opening and vehicle speed. An ECU 30 judges whether or not a vehicle is put in a decelerating condition, and sets a shift position of the automatic transmission 9 in a gear lower than usual when the vehicle decelerates and an air conditioner is turned on. Because of a change in this shift position, engine rotating speed increases, and a work load of the compressor 12 increases, and an absorbing rate of deceleration energy is improved in its turn. The ECU 30 always turns the compressor 12 on when the vehicle decelerates, and turns the compressor 12 off for time equivalent to a work load of the compressor 12 when a vehicle decelerating condition is released.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle control device equipped with an air conditioner and a transmission.

[0002]

2. Description of the Related Art A vehicle equipped with an air conditioner (hereinafter, simply referred to as an air conditioner) is provided with a compressor for circulating a refrigerant in a refrigeration cycle. The compressor is drivingly connected to the output shaft of the engine through a clutch, and operates by obtaining the output torque of the engine. In such a case, a post-evaporation temperature sensor that detects the temperature of the air that has passed through the evaporator (post-evaporation temperature) is provided behind the evaporator that constitutes part of the refrigeration cycle, and the compressor operates according to the detection result. The rate is set. In other words, the operation of the compressor is turned on / off according to the post-evaporation temperature.
In this case, the compressor is turned on when the post-evaporation temperature is higher than the predetermined reference temperature range, and is turned off when the post-evaporation temperature is lower than the predetermined reference temperature range.

On the other hand, as a conventional technique, an air conditioner has been disclosed in which, in controlling the operation of a compressor, the operating rate of the compressor is increased (compressor = ON) when the vehicle is in a decelerating state (for example, Japanese Patent Laid-Open No. 2004-242242). 58-
47620 publication). In this air conditioner, the operating rate of the compressor is increased to absorb deceleration energy during vehicle deceleration.

[0004]

However, in the above-mentioned prior art, it cannot be said that the vehicle control including the compressor control is still efficiently performed when the vehicle is decelerated, the cooling capacity is further increased, and the fuel consumption of the vehicle engine is increased. There is a demand for a technology capable of improving performance.

The present invention has been made in view of the above problems, and an object thereof is to provide a vehicle control device capable of efficiently controlling an air conditioner and improving fuel efficiency of a vehicle engine. To provide.

[0006]

In order to achieve the above object, in the invention described in claim 1, the determining means determines that the vehicle is in a decelerating state. The operating rate increasing means increases the operating rate of the compressor when it is determined that the vehicle is in the decelerating state. This is because the compressor is ON / OF
When the F control is performed, it is equivalent to turning on the compressor. When the compressor is controlled by the variable displacement,
This corresponds to increasing the capacity of the compressor. Further, the shift control means sets the shift position of the transmission according to the traveling state of the vehicle. The shift position changing means changes the shift position to a lower gear than the shift position set by the shift control means when it is determined that the vehicle is in a decelerating state and air conditioning is being performed.

In short, the work of the compressor can be expressed by the following formula: engine speed × operating rate × compressor torque, and it is considered that the deceleration energy of the vehicle is absorbed by increasing this work during deceleration of the vehicle. Therefore, if the operating rate of the compressor is increased during deceleration of the vehicle and the shift position of the transmission is changed to the low gear as described above, the operating rate as a factor for determining the work of the compressor is increased, as a matter of course. The engine speed is expected to increase due to the downshift of the machine,
As a result, the work amount increases.

That is, when the vehicle is decelerating, the compressor can be made to perform a sufficient amount of work, the absorption rate of deceleration energy can be increased, and the fuel efficiency of the vehicle engine can be improved.

Further, according to the second aspect of the invention, the throttle control means sets the throttle command opening degree in accordance with the accelerator operation amount and opens the throttle valve provided in the intake passage by the throttle command opening degree. Control the degree. The throttle opening changing means increases the throttle command opening set by the throttle control means when the vehicle is decelerating and air conditioning is being performed.

In such a case, by opening the throttle valve at the time of downshifting, the shock due to the downshifting is alleviated and good drivability can be secured.
In addition, it is generally considered that fuel cut is performed when the throttle opening is closed and during deceleration, and when used in combination with the above shift down, the engine brake may excessively act, but this can be suppressed.

According to the invention described in claims 3 to 5, the operating rate is reduced except for deceleration by increasing the operating rate during deceleration. Specifically, the work amount estimating means is a compressor during the deceleration period of the vehicle. The work rate is estimated, and the operation rate reduction means reduces the work rate of the compressor by a considerable amount of the work rate of the compressor during the deceleration period when the deceleration state is released. At this time, claim 4
As described above, the time when the operation rate of the compressor is increased when the vehicle is decelerated may be measured by the time measuring means, and the operation rate of the compressor may be decreased according to the time. Further, as described in claim 5, the time for reducing the operation rate of the compressor is obtained by multiplying the time measured by the time measuring means by a coefficient according to the cold storage efficiency at that time or the work efficiency of the compressor during vehicle deceleration. It may be good time.

According to the structures of claims 3 to 5, the operating energy is reduced immediately after that by an amount commensurate with the increased operating efficiency at the time of deceleration, so that the cooling energy stored when the operating efficiency is high. It can be used efficiently and can exhibit the cooling capacity just enough.

According to the sixth aspect of the present invention, the compressor control means operates the compressor so that the temperature of the air passing through the evaporator is maintained within a predetermined reference temperature range. Further, the lower limit temperature regulating means limits the lower limit of the temperature of the air passing through the evaporator at a predetermined temperature lower than the reference temperature range when increasing the operating rate of the compressor during vehicle deceleration.

That is, if the work amount (operating rate) of the compressor is increased when the vehicle is decelerated as described above, frost is likely to be generated on the evaporator, which may reduce the cooling efficiency of the air conditioner (air conditioner). However, by limiting the lower limit of the temperature of the air that has passed through the evaporator to a predetermined temperature lower than the reference temperature range as described above, it is possible to suppress the frost of the evaporator and ensure the cooling efficiency.

In the invention described in claim 7, the adjusting means is an air conditioner (air conditioner) so that cold air does not overcool the passenger compartment when the operating rate of the compressor is increased by the operating rate increasing means when the vehicle is decelerated. Adjust the condition of cold air blown into the vehicle from. For example, the outlet is changed or the amount of cold air is adjusted so that the cold air does not directly hit the passenger. That is, if the work load (operation rate) of the compressor is increased during vehicle deceleration, the temperature of the cold air passing through the evaporator may decrease, and the interior of the vehicle may become too cold, but this can be prevented.

[0016]

BEST MODE FOR CARRYING OUT THE INVENTION

(First Embodiment) A first embodiment of the present invention will be described below with reference to the drawings.

FIG. 1 is a schematic diagram showing the main construction of the engine and its peripheral equipment in this embodiment. FIG.
In the above, an electronic control unit (hereinafter referred to as an ECU) 30, which is the center of the present control system, has a vehicle control unit 31 and an air conditioner control unit 32, and each control unit 31, 32 is a CP.
It is mainly composed of a microcomputer including U, ROM, RAM and the like. In such a case, the vehicle control unit 31
Performs fuel injection control, shift position switching control of the automatic transmission, electronic throttle control, air conditioner compressor operation control, etc., while the air conditioner control unit 32 controls the air conditioner outlet switching control, air mix damper control,
Various controls such as performing blower motor control are performed by individual control units. However, in this embodiment, for convenience,
It is described that the ECU 30 collectively executes the above control. The present embodiment corresponds to the invention described in claims 1, 3, 4, and 7, and the ECU 30 determines the determining unit, the operating rate increasing unit, the shift control unit, the shift position changing unit, and the work amount estimating unit. The operation rate reducing means, the clocking means and the adjusting means are configured.

An intake pipe 2 and an exhaust pipe 3 are connected to the engine 1. A throttle valve 4 for controlling the amount of intake air to the engine 1 is arranged in the intake pipe 2, and the opening degree of the throttle valve 4 is adjusted by a DC motor 5. Here, the command opening degree to the throttle valve 4 is determined according to the accelerator operation amount by the driver, and the ECU 30 drives the DC motor 5 so as to obtain the opening degree. The opening of the throttle valve 4 is a throttle opening sensor 6
The detection result is output to the ECU 30.

An electromagnetically driven injector 7 is arranged at the most downstream portion of the intake pipe 2, and the fuel injected from the injector 7 becomes an air-fuel mixture at an intake port of the engine 1 and a combustion chamber of the engine 1 ( (Not shown). Here, the ECU 30 determines the fuel injection amount based on, for example, the engine speed or the intake negative pressure, and opens the injector 7 according to the fuel injection amount to perform the fuel injection.

On the output shaft (crank shaft) of the engine 1,
An automatic transmission (AT) 9 is connected via a torque converter 8. The shift position of the automatic transmission 9 is switched based on the throttle opening and the vehicle speed at that time.
30.

Next, the main structure of the air conditioner 10 mounted on the vehicle will be described. Output shaft 1a of engine 1
Power via the clutch is a clutch (magnet clutch) 11
It is transmitted to the compressor 12 of the air conditioner 10 via the, and the ON / OFF of the clutch 11 substantially controls whether or not the air conditioner 10 (compressor 12) is in operation.

The air conditioner 10 has a refrigeration cycle including a compressor 12, a condenser 13, a receiver 14, an expansion valve 15, an evaporator 16 and the like. In this air conditioner, the refrigerant is circulated in the refrigeration cycle, the heat in the vehicle interior is absorbed by the evaporator 16, and the heat is released from the condenser 13 to the outside of the vehicle to air-condition (cool) the vehicle interior. The air cooled by the evaporator 16 is
The blower motor 17 blows air into the vehicle interior.

On the other hand, on the vehicle interior operation panel (not shown),
An air conditioner switch 21 for setting ON / OFF of the air conditioner 10, a temperature setting dial 22 for setting the vehicle interior temperature,
An outlet setting switch 23 and the like for setting an outlet for blowing air are provided, and signals of these switches and the like are taken into the ECU 30.

In addition, in this system, the evaporator 1
6, an after-evaporation temperature sensor 24 that detects the temperature of the air that has passed through the evaporator 16 (post-evaporation temperature Te), a vehicle interior temperature sensor 25 that detects the vehicle interior temperature,
An outside air temperature sensor 26 for detecting the outside air temperature, a vehicle speed sensor 27 for detecting the speed of the vehicle, and the like are provided, and the detection result of each sensor is taken into the ECU 30. Reference numeral 28 is a brake lamp that lights up when the driver depresses the brake pedal.

Next, the operation peculiar to this embodiment will be described with reference to FIGS. First, if this action is outlined,
In this vehicle control, when the air conditioner is on and in the deceleration state, the shift position of the automatic transmission 9 is changed to a lower gear shift position than usual to increase the engine speed, and the work of the compressor 12 at the time of vehicle deceleration. I try to increase the amount. Further, as air conditioner control, the compressor 12 is normally turned on in accordance with the post-evaporation temperature Te.
The ON / OFF state is automatically controlled, and the compressor 12 is maintained in the ON state during vehicle deceleration.

In short, the work of the compressor 12 can be expressed by ON time × engine speed × compressor torque. If the compressor torque is constant for each model, the work is the ON time of the compressor 12 or the engine rotation. Proportional to the number. In this case, the work of the compressor 12 corresponds to the amount of energy on the deceleration side that acts on the output shaft 1a of the engine 1. Therefore, increasing this work means increasing the deceleration energy for the engine 1. Therefore, in order to efficiently use the deceleration energy and improve the fuel consumption performance, in this control, the work amount of the compressor 12 at the time of deceleration of the vehicle is increased by setting the shift position of the automatic transmission 9 to a lower gear than usual. The details will be described below using the vehicle control routine of FIG. 2 and the compressor control routine of FIG.

The routine of FIG. 2 is executed, for example, every 128 ms, and the ECU 30 first determines in steps 101 to 103 whether or not vehicle control that reflects the air conditioner control during deceleration is required. That is, in step 101, it is determined whether or not the air conditioner switch 21 is ON, and in step 102, it is determined from the throttle opening whether or not the vehicle is in the deceleration state. Further, in step 103, it is determined whether or not the present mode is the economy mode based on the operation state of the mode selection switch installed on the vehicle interior operation panel.

If any of the above conditions is negatively determined, the ECU 30 determines that the vehicle control reflecting the air conditioner control at the time of deceleration is unnecessary, and step 104
The shift position of the automatic transmission 9 is determined by using a normal shift map. Specifically, using the shift map of FIG. 4, the shift position is determined from the throttle opening and the vehicle speed at that time. In FIG. 4, shift position change points indicated by L1, L2, and L3 are set, and the change points are given a characteristic that excessive engine braking does not act when shifting to a low gear.

On the other hand, if all the conditions in steps 101 to 103 are affirmatively determined, the ECU 30 determines that the vehicle control that reflects the air conditioner control during deceleration is required, and the step 1
At 05, the shift position of the automatic transmission 9 is changed to the lower gear side than the shift position selected by the shift map (FIG. 4). Specifically, if the shift position at that time is the third speed or higher, the speed is changed to the second speed (fourth speed → second speed or third speed →
(2nd speed). Alternatively, if the shift position at that time is the fourth speed or higher, the shift position may be changed to the third speed (4th speed → 3rd speed).
In such a case, the engine brake is applied along with the shift to the low gear, and the engine speed increases.

It should be noted that a second shift map is prepared so that a low gear is selected rather than a normal shift map when the air conditioner is ON and the vehicle is decelerated.
The embodiment may be modified so that the shift position is determined using the second shift map.

On the other hand, in the air conditioner control, the ON / OFF state of the compressor 12 is automatically controlled according to the post-evaporation temperature Te, which will be described using the compressor control routine of FIG. In addition, in FIG.
“N” and “TOFF” are an on temperature and an off temperature for turning on / off the compressor 12 (clutch 11) according to the post-evaporation temperature Te.
N and the off temperature TOFF are preset values (for example, TON = 4 ° C. and TOFF = 3 ° C.).

More specifically, the ECU 30 uses, for example, 128
The routine shown in FIG. 3 is started by interruption every ms. First, in step 201, the post-evaporation temperature Te is input, and in the following step 202, it is determined whether or not the vehicle is in a deceleration state. Specifically, the throttle opening sensor 6
The throttle opening detected by
If it is less than or equal to a value near “0”, it is determined that the vehicle is in the deceleration state.

If the determination in step 202 is negative, the ECU 30 determines in step 203 that the ON time integration timer Con for measuring the ON duration of the compressor 12 during deceleration of the vehicle exceeds "0". Is determined. Here, since the ON time integration timer Con is initially “0”, the determination in step 203 is negative, and the ECU 30 continues to steps 204 to 207.
Then, the compressor 12 (clutch 11) is turned on or off according to the post-evaporation temperature Te.

That is, in step 204, it is determined whether or not the post-evaporation temperature Te is equal to or higher than the off temperature TOFF, and in step 205, it is determined whether or not the post-evaporation temperature Te is lower than the on temperature TON. If the post-evaporation temperature Te is lower than the off temperature TOFF (Te <TOFF), the ECU
In step 206, the compressor 30 turns off the compressor 12. Further, the temperature Te after evaporation is equal to or higher than the ON temperature TON (Te
≧ TON), the ECU 30 turns on the compressor 12 in step 207. In other cases, the ON or OFF state is maintained.

On the other hand, if it is determined in step 202 that the vehicle is in the deceleration state, the ECU 30 turns on the compressor 12 in step 208. Further, the ECU 30
In the following step 209, it is determined whether or not the shift position change (shift down) in step 105 of FIG. 2 is performed. In this case, if the determination in step 209 is negative, the ECU 30 increments the ON time integration timer Con by “1” in step 210. On the other hand, if the determination in step 209 is affirmative, the ECU 30 increments the ON time integration timer Con by “1.5” in step 211.

After that, when the deceleration state is released, the ECU
30 determines in step 203 whether or not Con> 0. Then, if Con> 0, the ECU 30 determines that
At step 212, the compressor 12 is turned off, and at the following step 213, the ON time integration timer Con is decremented by "1".

ON after the deceleration state is released in this way
When the time integration timer Con is gradually reduced and the integration time of the timer becomes “0”, the ECU 30 thereafter controls ON / OFF of the operation of the compressor 12 as usual in steps 204 to 207 described above.

FIG. 5 is a time chart for explaining the operation of the above processing. Note that FIG. 5 shows a state in which the air conditioner switch 21 is always on. Also, the movement indicated by the chain double-dashed line in the figure indicates the state in which the shift change is executed in the normal shift map (FIG. 4).

In FIG. 5, before the time t1, the deceleration state is not established, and the ON / OFF of the compressor 12 is repeated every time the post-evaporation temperature Te crosses the ON temperature TON or the OFF temperature TOFF.

Then, at time t1, the vehicle is decelerated and the shift position is changed from the fourth speed to the second speed as shown by the solid line in the figure.
When the speed is changed (step 105 in FIG. 2), the engine speed increases accordingly. The compressor 12
When is turned on, the ON time integration timer Con is counted up. In this case, during the time t1 to t2, the ON time integration timer Con is incremented by "1.5" for each processing of FIG. On the contrary,
When the shift is performed according to the normal shift map as shown by the chain double-dashed line in the figure (step 104 in FIG. 2), the shift position is changed from the 4th speed to the 3rd speed at the time ta later than the time t1, and the engine speed is changed. The number rises slightly. In this case, during the time t1 to t2, the ON time integration timer Con is incremented by "1" for each processing of FIG.

When the shift position is changed in accordance with the deceleration of the vehicle (for example, 4th gear → 2nd gear), the engine speed rapidly increases, and the work of the compressor 12 is reduced during the deceleration time t1 to t2. Will increase. In such a case, the post-evaporation temperature Te decreases with a steeper gradient than before because the work of the compressor 12 increases.

After that, when the deceleration state is released at time t2, the compressor 12 is turned off and the ON time integration timer Con is decremented. Thus time t
After 2, the ON time integration timer Con is gradually reduced, and the remaining time of the timer becomes “0” at time t3. When the normal shift change is performed (in the case of the chain double-dashed line), the remaining time of the ON time integration timer Con becomes “0” at time tb. The time difference between the time t3 and the time tb is due to the difference in the work amount of the compressor 12 during the deceleration period (time t1 to t2). Then, after time t3 or time tb, the operation of the compressor 12 is normally O
N / OFF control is performed.

On the other hand, FIG. 6 is a flow chart showing the air conditioner outlet switching process executed by the ECU 30 (air conditioner controller 32). That is, as described above, in the present embodiment, the compressor 12 is maintained in the ON state during deceleration of the vehicle, and the cooling capacity of the air conditioner is enhanced. Therefore, in order to avoid overcooling by the air conditioner 10 in such a case, the air conditioner outlet is changed to a position where it does not directly contact the vehicle occupant.

More specifically, the ECU 30 is, for example, 256 m.
The routine of FIG. 6 is started by the s interrupt, and it is determined in the previous step 301 whether or not the vehicle is in the deceleration state. Further, in the next step 302, the vehicle interior temperature detected by the vehicle interior temperature sensor 25 is compared with the set temperature set by the temperature setting dial 22. The set temperature compared here may be a value slightly lower than the set temperature set by the temperature designation dial 22.

In this case, if either of the steps 301 and 302 is negatively determined, the ECU 30 determines that the step 30
At 3, the air conditioner outlet is held at the position set by the outlet setting switch 23. If both steps 301 and 302 are affirmatively determined, the ECU 30 changes the air conditioner outlet from the position set by the outlet setting switch 23 to the defroster in step 304. That is, as described above, the air outlet of the air conditioner 10 is changed to a place where it does not come into direct contact with a person, for example, a defroster, so that the passenger does not feel too cold during deceleration. It is also possible to omit the process of step 302 and immediately change the air conditioner outlet to the defroster when the vehicle is decelerating.

According to the above embodiment, the following unique effects can be obtained. That is, in the present embodiment, the shift position of the automatic transmission 9 is set to a lower gear than the normal shift position when the air conditioner is ON and the vehicle is decelerating (step 105 in FIG. 2). Further, when it is determined that the vehicle is in the deceleration state, the compressor 12 is constantly turned on during the deceleration period (step 2 in FIG. 3).
08). In this case, it goes without saying that the operating rate as a factor that determines the work of the compressor 12 increases, and the engine speed can be increased due to the downshift of the automatic transmission 9, and as a result, the work increases.

That is, when the vehicle is decelerated, the compressor 12 can be made to perform a sufficient amount of work, the absorption rate of deceleration energy can be increased, and the fuel efficiency of the vehicle engine can be improved.

Further, in this embodiment, the work amount of the compressor 12 during the deceleration period of the vehicle is estimated as the amount for which the ON time and the engine speed are expected to increase (steps 210 and 211 in FIG. 3), and the deceleration state is released. At this time, the compressor 12 is turned off by an amount corresponding to the work of the compressor 12 during the deceleration period (step 212 in FIG. 3). As a result, the cooling energy stored when the operation rate is high can be efficiently utilized, and the cooling capacity without excess or deficiency can be exerted. Also, the compressor 1
By positively turning OFF 2, it is possible to ensure the acceleration performance even when shifting to the acceleration state immediately after deceleration.

Further, in this embodiment, the air conditioner outlet is changed to the defroster so that the cold air does not directly hit the passengers when the vehicle is decelerated (step 304 in FIG. 6). In this case, even if the operating rate of the compressor 12 is increased, it is possible to prevent the subcooling of the vehicle interior and maintain the vehicle interior temperature at a desired temperature.

(Second Embodiment) Next, a second embodiment in which a part of the first embodiment is modified will be described. The present embodiment corresponds to the invention described in claim 2, and the ECU 30 constitutes a throttle control means and a throttle opening change means.

FIG. 7 shows a vehicle control routine in the second embodiment. In FIG. 7, the ECU 30 determines in steps 401 to 403 whether or not vehicle control that reflects the air conditioner control during deceleration is required. That is, in step 401, it is determined whether or not the air conditioner switch 21 is ON, and in step 402, it is determined whether or not the throttle opening is less than or equal to the predetermined opening B (where B is a value near 0). ). Further, in step 403, it is determined whether or not the shift position of the automatic transmission 9 is the third speed or higher.

If any of the above conditions is negatively determined, the ECU 30 determines that the vehicle control reflecting the air conditioner control at the time of deceleration is unnecessary, and step 404
Then, the shift position of the automatic transmission 9 is determined using a normal shift map (for example, FIG. 4 described above), and the throttle command opening degree is set in accordance with the depression operation amount of the accelerator pedal. Here, the throttle command opening is set, for example, using the map of FIG. 9 and in accordance with the accelerator pedal depression operation amount at that time.

On the other hand, if all the conditions of steps 401 to 403 are affirmatively determined, the ECU 30 determines that the vehicle control that reflects the air conditioner control at the time of deceleration is required, and the step 4
In 05, (a) the shift position is set to the second speed, (b) the throttle command opening by the DC motor 5 is changed to “the current throttle command opening + β”, and (c) the brake lamp 28 is turned on. .

According to the second embodiment, when the shift position is changed to the low gear as shown in FIG. 8 (4th gear → 2nd gear).
In the above, the fluctuation of the vibration acceleration (vibration G) can be suppressed by making the throttle command opening larger than the normal command opening. As a result, shock caused by downshifting when the air conditioner is turned on and the vehicle is decelerated is mitigated, and drivability can be secured.

In addition, the brake lamp 2 during downshifting
By turning on 8, the following vehicle can be informed that the engine brake is operating, and safety can be ensured.

(Third Embodiment) A third embodiment is a vehicle control device embodying the invention described in claim 2 similarly to the above-mentioned second embodiment. The control routine will be described.

Now, in FIG. 10, the ECU 30 determines in steps 501 to 504 whether or not throttle control reflecting the air conditioner control during deceleration is required. That is, in step 501, the air conditioner switch 21 is turned on.
Is determined, and in step 502, it is determined whether or not the vehicle is decelerating. Further, in step 503, it is determined whether or not the downshift of the automatic transmission 9 is being performed, and in step 504, it is determined whether or not the fuel cut is being performed.

If any of the above conditions is negatively determined, the ECU 30 considers that the throttle control reflecting the air conditioner control at the time of deceleration is unnecessary, and executes the normal throttle control in step 504. The throttle command opening degree is set according to the amount of depression of the accelerator pedal with reference to FIG. On the other hand, steps 501 to
If all the conditions of 504 are affirmatively determined, the ECU 30 determines that
It is considered that the throttle control that reflects the air conditioning control during deceleration is required, and the throttle command opening is set to "current throttle command opening + γ" in step 506.

In this case, when the air-conditioner is turned on and the vehicle is decelerated, if the gear-cut and the fuel-cut are performed, the engine brake may act excessively. However, the pumping loss can be reduced by increasing the throttle opening. , The effect of engine braking can be alleviated. At the same time, it is possible to reduce shock when downshifting or fuel cutting is performed.

Further, as described above, at the time of downshifting, the shift position of the automatic transmission 9 is changed from, for example, the 4th speed to the 2nd speed. It is possible to realize a shift like shifting down to a higher shift position. That is, it is possible to set the shift between the third speed and the second speed such that the downshift is set from the fourth speed to the second speed and then to the fourth speed to the second speed.

(Fourth Embodiment) Next, a fourth embodiment corresponding to the invention described in claim 6 will be described with a focus on differences from the first embodiment. In the present embodiment, the ECU 30 constitutes the compressor control means and the lower limit temperature control means. FIG. 11 is a compressor control routine in the fourth embodiment, which is a modification of the routine (FIG. 3) in the first embodiment. That is, the difference from the first embodiment is that steps 208 to 211 of FIG.
Then, steps 220 to 225 are changed.

Specifically, when it is determined in step 202 that the vehicle is in the deceleration state, the ECU 30 determines in step 220
Then, it is determined whether or not the post-evaporation temperature Te is equal to or higher than a temperature (TOFF-α) lower than the off temperature TOFF by a predetermined temperature α,
If Te ≧ TOFF−α, it is determined in step 221 whether the post-evaporation temperature Te is lower than the temperature (TON−α) lower than the ON temperature TON by the predetermined temperature α. In such a case, initially, step 221 is negatively determined, and the ECU 30
Turns ON the compressor 12 in step 222 and increments the ON time integration timer Con by "x" in the following step 223. Here, the increment amount “x” is set according to the presence / absence of downshift or the presence / absence of change in the throttle command opening degree described in the first to third embodiments. When it is considered that the work of the compressor 12 has increased due to such reasons, a value exceeding "1" (for example, x = 1.5) is set, and otherwise "1" is set.

On the other hand, if the determination in step 220 is negative, the ECU 30 determines in step 224 that the compressor 12
Is turned off, and in the following step 225, the ON time integration timer Con is decremented by "1".

A time chart of the above processing is shown in FIG. In FIG. 12, the vehicle deceleration period (time t11 to t1
In 2), the ON temperature TON set at the normal time,
The compressor 12 is repeatedly turned ON / OFF at a temperature lower than the OFF temperature TOFF by "α". This means
This means that the temperature drop of the evaporator 16 is limited. The temperature range from ON temperature TON to OFF temperature TOFF corresponds to the “reference temperature range”.

That is, the compressor 12 is unconditionally turned on.
Then, the evaporator 16 is likely to frost, and the cooling capacity may decrease. However, if the evaporator set temperature is limited as in the present embodiment, it is possible to suppress the frost of the evaporator 16 and prevent the cooling capacity from decreasing.

Further, in this embodiment, the work amount of the compressor 12 in the period can be increased by lowering the reference temperature range of the post-evaporation temperature Te during the deceleration period.
Similar to the first embodiment, it is possible to efficiently absorb deceleration energy and improve fuel efficiency.

(Fifth Embodiment) Next, a fifth embodiment will be described with a focus on differences from the first embodiment.
FIG. 13 is a compressor control routine in the fifth embodiment, which is a modification of the routine (FIG. 3) in the first embodiment. That is,
The difference from the first embodiment is step 2 in FIG.
In FIG. 13, 03 is changed to step 230.

That is, the ECU 30 determines in step 230 whether or not the product of the remaining time of the ON time integration timer Con and the predetermined coefficient a exceeds the predetermined determination value A. Here, the coefficient a corresponds to the cold storage efficiency, and for example, a value of "1" or less is suitable. Further, the predetermined value A is "0"
A value close to is appropriate. Note that the coefficient a is the compressor 1
It may be a work efficiency of 2.

In short, the compressor 12 is turned off during deceleration.
Even if the vehicle interior is cooled down by N, the compressor 1 is used except for deceleration.
While 2 is turned off, 100% cooling energy is not maintained. Therefore, the compressor OFF time is determined in consideration of the cold storage efficiency. As a result, the temperature unevenness of the cooling can be further reduced and the cooling capacity can be maintained. The present embodiment corresponds to the invention described in claim 5.

(Sixth Embodiment) By the way, the air conditioner 1
As the compressor 12 forming 0, there are many so-called variable capacity type compressors. Therefore, in the sixth embodiment,
A case in which the variable displacement compressor 12 is embodied will be described. In other words, in the variable displacement compressor 12, E
Compressor 1 based on capacity control command from CU 30
By transmitting an appropriate electric signal to the second solenoid 12a (see FIG. 1), the swash plate (not shown) is displaced,
It has a well-known configuration in which the compression capacity changes. The refrigerant discharge amount increases / decreases as the compression capacity changes.

In an air conditioner employing such a variable displacement compressor, its capacity is normally increased / decreased (ON / OF of the solenoid 12a is changed according to the post-evaporation temperature Te).
F) is automatically controlled. That is, the capacity increase temperature Tup and the down temperature Tdown for increasing / decreasing the capacity of the compressor 12 are preset according to the post-evaporation temperature Te (however, Tup> Tdown), and the post-evaporation temperature Te is the capacity increase temperature Tup. If it is above, the compressor capacity is up-controlled. If the post-evaporation temperature Te is lower than the capacity down temperature Tdown, the compressor capacity is down controlled.

Further, in this control, the capacity-up state is maintained in order to increase the operating rate of the compressor 12 during vehicle deceleration. Also, when the reduced state is released,
In order to reduce the operating rate of the compressor 12 for a time corresponding to the capacity increasing time, the capacity is reduced. Details will be described using the compressor control routine shown in the flow of FIG. It should be noted that this routine is executed by interruption by the ECU, for example, every 128 ms.

The ECU 30 first inputs the post-evaporation temperature Te in step 601, and determines in step 602 whether or not the operating state of the vehicle is the decelerating state. Then, if it is not in the deceleration state, the ECU 30 proceeds to step 603. In step 603, the ECU 30 determines whether or not the capacity up time integration timer Cup for measuring the capacity up time of the compressor 12 during deceleration has exceeded "0". Here, since the capacity up time integration timer Cup is initially “0”, step 6
03 is negatively determined, the ECU 30 continues to step 604.
The compressor 12 depending on the post-evaporation temperature Te at ˜607.
Increase or decrease the capacity of.

That is, the ECU 30 determines in step 604 whether the post-evaporation temperature Te is equal to or higher than the capacity down temperature Tdown, and in step 605 determines whether the post-evaporation temperature Te is lower than the capacity up temperature Tup. To do. If the post-evaporation temperature Te is lower than the capacity reduction temperature Tdown (Te <Tdown), the ECU 30 reduces the capacity of the compressor 12 in step 606. Further, the post-evaporation temperature Te is equal to or higher than the capacity increase temperature Tup (T
If e ≧ Tup), the ECU 30 increases the capacity of the compressor 12 in step 607. In other cases, the capacity up or capacity down state is maintained.

Thereafter, the ECU 30 determines in step 608 whether or not the post-evaporation temperature Te is equal to or higher than the off temperature TOFF, and when Te <TOFF, the compressor 12 (clutch 11) is turned off. Here, the off temperature TOFF is
The temperature is lower than the capacity down temperature Tdown.

On the other hand, if it is determined in step 602 that the vehicle is in the decelerated state, the ECU 30 proceeds to step 610 to increase the capacity of the compressor 12. Also, E
The CU 30 increments the capacity up time integration timer Cup by "y" in the following step 611. Here, the increment amount “y” is set in accordance with the presence / absence of downshift and the presence / absence of change in the throttle command opening degree described in the first to third embodiments. If it is considered that the work of the compressor 12 has increased due to such factors, a value exceeding "1" (for example, y
= 1.5) is set, and otherwise, "1" is set.

Therefore, if the deceleration state is continued, the compressor 12 is held in the capacity up state, and the duration time is measured by the capacity up time integration timer Cup. After that, when the deceleration state is released, the ECU 30 proceeds to step 603 and determines whether or not Cup> 0. If Cup> 0, the ECU 30 decreases the capacity of the compressor 12 in step 612, and decrements the capacity up time integration timer Cup in step 613 by "1". Continued Step 60
The processing of 8,609 is as described above.

After the capacity of the compressor 12 is reduced by the work amount of the compressor 12 at the time of deceleration, the capacity of the compressor 12 is normally controlled in steps 604 to 607.

Although the present embodiment employs a variable displacement compressor instead of the ON-OFF control type compressor described above, it is possible to achieve the object of the present invention in the same manner as the above embodiments. it can. That is, according to the processing of the present embodiment, the compressor 1 during the vehicle deceleration period
The work of No. 2 is estimated as the amount in consideration of the capacity up time and the increase of the engine speed (step 611 of FIG. 14),
When the deceleration state is released, the capacity of the compressor 12 is reduced by an amount corresponding to the work of the compressor 12 during the deceleration period (step 61 in FIG. 14).
2). As a result, the cooling energy stored when the operation rate is high can be efficiently utilized, and the cooling capacity without excess or deficiency can be exerted. Further, by positively turning off the compressor 12, it is possible to ensure the acceleration performance even when shifting to the acceleration state immediately after deceleration.

Further, the main compressor control and the first to third
The vehicle control described in the embodiment of FIGS.
It is possible to perform efficient air-conditioner control and improve fuel efficiency of the vehicle engine by combining any of these processes).

(Seventh Embodiment) FIG. 15 shows a compressor control routine according to the seventh embodiment. This embodiment is a modification of the sixth embodiment, and the difference is that steps 610 and 6 in FIG. 14 are different.
11 is changed to steps 620 to 627 in FIG.

That is, when it is determined in step 602 in FIG. 15 that the vehicle is in the deceleration state, the ECU 30 determines in step 620 that the post-evaporation temperature Te is the capacity down temperature Tdown.
It is determined whether the temperature is equal to or higher than a temperature (Tdown-α) lower by a predetermined temperature α from, and if Te ≧ Tdown-α,
In step 621, the post-evaporation temperature Te is the capacity increase temperature T
It is determined whether or not the temperature is lower than the temperature (Tup−α) lower by a predetermined temperature α from up. If this is the case, initially step 6
When NO is determined in step 21, the ECU 30 increases the capacity of the compressor 12 in step 622 and increments the capacity-up time integration timer Cup by "y" in step 623. After that, the ECU 30
Te <TOFF-α so that the lower limit of the post-evaporation temperature Te is set to “OFF temperature TOFF-α” in steps 626 and 627.
In this case, the compressor 12 (clutch 11) is turned off.

On the other hand, if the determination in step 620 is negative, the ECU 30 determines in step 624 that the compressor 12
In step 625, the capacity up time integration timer Cup is decremented by "1".

In this case, during the deceleration period of the vehicle, the capacity of the compressor 12 repeats up / down at a temperature lower by "α" than the capacity up temperature Tup and the capacity down temperature Tdown which are normally set. , Means that the temperature drop of the evaporator 16 is limited.

That is, if the capacity of the compressor 12 is unconditionally increased, the evaporator 16 is likely to frost, and the cooling capacity may decrease. However, if the evaporator set temperature is restricted as in the process of FIG. 15, it is possible to suppress the frost generation of the evaporator 16 and prevent the cooling capacity from decreasing. Further, in the present embodiment, the work amount of the compressor 12 in the period can be increased by lowering the reference temperature range of the post-evaporation temperature Te in the deceleration period, and the deceleration energy can be increased as in the sixth embodiment. It can be absorbed efficiently and fuel consumption can be improved.

The present invention can be embodied in the following modes other than the above embodiment. (1) In addition to the above-described embodiment, vehicle control and air-conditioner control may be combined and implemented in other forms.
For example, in the compressor control shown in FIG. 11, the process of step 203 for determining the remaining time of the ON time integration timer Con may be changed to the process of “Con · a> A?”. In addition, in the compressor control shown in FIGS. 14 and 15, the process of step 603 for determining the remaining time of the capacity up time integration timer Cup is set to “Cu
p · a> A? The processing may be changed to ". In such cases,
As described in the fifth embodiment, the compressor OFF time or the capacity down time can be determined in consideration of the cold storage efficiency and the work efficiency of the compressor, the temperature unevenness of the cooling can be further reduced, and the cooling capacity can be maintained. can do.

(2) In the compressor control routine of FIG. 3 in the first embodiment, when the shift change is determined, the ON time integration timer Con is set to "1.5".
However, the increment amount may be changed. Compressor 12
It may be variably set as an amount commensurate with the work amount of.

(3) In the first embodiment, when the vehicle is decelerated, the air conditioner outlet is changed from the setting position of the outlet setting switch 23 to the defroster, thereby preventing overcooling of the passenger compartment. May be changed. That is, the following configuration can be realized as the adjusting means according to the seventh aspect. -When the vehicle decelerates, the position of the air mix damper is changed by the air mix damper control to increase the air (warm air) mixture ratio. In such a case, the temperature of the cold air blown into the vehicle interior can be maintained at a desired temperature even if the operating rate of the compressor increases.・ When decelerating the vehicle, reduce the amount of air blown by the blower motor and adjust the amount of cold air that hits the passengers. Also in this case, it is possible to prevent the vehicle interior from being overly cold.

[Brief description of drawings]

FIG. 1 is a configuration diagram showing an outline of a vehicle control device.

FIG. 2 is a flowchart showing a vehicle control routine in the first embodiment.

FIG. 3 is a flowchart showing a compressor control routine according to the first embodiment.

FIG. 4 is a shift map for determining a shift position of an automatic transmission.

FIG. 5 is a time chart for explaining the operation of the first embodiment.

FIG. 6 is a flowchart showing an outlet setting routine.

FIG. 7 is a flowchart showing a vehicle control routine in the second embodiment.

FIG. 8 is a time chart for explaining the operation of the second embodiment.

FIG. 9 is a map for setting a throttle command opening.

FIG. 10 is a flowchart showing a throttle control routine in the third embodiment.

FIG. 11 is a flowchart showing a compressor control routine according to the fourth embodiment.

FIG. 12 is a time chart for explaining the operation of the fourth embodiment.

FIG. 13 is a flowchart showing a compressor control routine according to the fifth embodiment.

FIG. 14 is a flowchart showing a compressor control routine in a sixth embodiment.

FIG. 15 is a flowchart showing a compressor control routine in a seventh embodiment.

[Explanation of symbols]

1 ... Engine, 1a ... Output shaft, 4 ... Throttle valve, 9 ...
Automatic transmission, 10 ... Air conditioner (air conditioner), 12 ...
Compressor, 13 ... Condenser, 14 ... Receiver, 1
6 ... Evaporator, 30 ... Judgment means, operation rate increasing means,
An ECU as a shift control means, a shift position changing means, a throttle control means, a throttle opening changing means, a work amount estimating means, an operation rate reducing means, a time measuring means, a compressor controlling means, a lower limit temperature regulating means, and an adjusting means.

Front Page Continuation (72) Inventor Yoshiaki Takano 1-1, Showa-cho, Kariya, Aichi Prefecture, Nihon Denso Co., Ltd. (72) Inventor, Hiroshi Kinoshita 1-1-1-1, Showa-machi, Kariya, Aichi Prefecture, Nihondenso Co., Ltd.

Claims (7)

[Claims] 1. An air conditioner having a compressor connected to an output shaft of a vehicle engine, for air-conditioning a vehicle interior according to the operation of the compressor, and rotation of the output shaft of the vehicle engine at a predetermined gear ratio. A vehicle control device including a transmission that changes gears, wherein the determination means determines whether the vehicle is in a decelerating state, and the compressor operates when the determination means determines that the vehicle is in a decelerating state. The operation rate increasing means for increasing the rate, the shift control means for setting the shift position of the transmission according to the vehicle traveling state, the determining means for determining that the vehicle is in the decelerating state, and performing the air conditioning. The vehicle control device further comprises: shift position changing means for changing the shift position to a lower gear than the shift position set by the shift control means. 2. A throttle control means for setting a throttle command opening according to an accelerator operation amount and controlling an opening of a throttle valve provided in an intake passage by the throttle command opening, and a throttle control means for decelerating the vehicle. The vehicle control device according to claim 1, further comprising: a throttle opening changer that increases the throttle command opening set by the throttle controller when the air conditioning is being performed. 3. A work amount estimating means for estimating a work amount of a compressor during a deceleration period of the vehicle, and a corresponding amount of a work amount of the compressor during a deceleration period estimated by the work amount estimating means when the deceleration state is released. The vehicle control device according to claim 1 or 2, further comprising an operation rate reduction unit that reduces the operation rate of the compressor. 4. The vehicle control device according to claim 3, further comprising a time measuring means for measuring a time during which the compressor operating rate is increased during deceleration of the vehicle, and the time measuring means measures time when the deceleration state is released. Vehicle control device that reduces the operating rate of the compressor according to the time taken. 5. The vehicle air conditioner according to claim 4, wherein the time for which the operation rate of the compressor is reduced by the operation rate reducing means depends on the cold storage efficiency at that time or the work efficiency of the compressor during vehicle deceleration. The vehicle control device, which is a time obtained by multiplying the time measured by the time measuring means by the coefficient. 6. The air conditioner is constituted by a refrigeration cycle including a compressor, a condenser, a receiver, an evaporator, etc., and the compressor is operated so that the temperature of the air passing through the evaporator is maintained in a predetermined reference temperature range. And a lower limit temperature control means for limiting the lower limit of the temperature of the air passing through the evaporator to a predetermined temperature lower than the reference temperature range when the operating rate of the compressor is increased during deceleration of the vehicle by the operating rate increasing means. The air conditioner for vehicles according to any one of claims 1 to 5, further comprising: 7. When the operating rate increasing means increases the operating rate of the compressor during vehicle deceleration, the condition of the cold air blown from the air conditioner into the vehicle interior is adjusted so as not to overcool the vehicle interior. The vehicle air conditioner according to any one of claims 1 to 6, further comprising: