JP2017132335A - Control apparatus - Google Patents

Abstract

An object of the present invention is to minimize the occurrence of a shock to a vehicle body when operating a refrigerant compression compressor of an air conditioner mounted on a vehicle.
A delay time for increasing the amount of intake air to be filled in a cylinder of an internal combustion engine when a compressor is operated by fastening a clutch interposed between the internal combustion engine and a compressor for refrigerant compression of an air conditioner. And the clutch is engaged after the delay time, and the length of the delay time is changed in accordance with the engine speed at that time and the speed of the transmission or the transmission gear ratio connecting the internal combustion engine and the axle. A control device was configured.
[Selection] Figure 3

Description

  The present invention relates to a control device for a vehicle equipped with an internal combustion engine and an air conditioner for air conditioning in a vehicle interior.

  An air conditioner that works to adjust the temperature in the vehicle interior compresses a gaseous refrigerant with a compressor that rotates by receiving a driving force transmitted from an internal combustion engine, radiates the compressed refrigerant in a condenser, and liquefies it. It is led to an evaporator and vaporized to exchange heat with indoor air. A magnet clutch is provided between the internal combustion engine and the compressor for compressing the refrigerant so as to connect and disconnect the both. An electronic control unit that controls operation of the internal combustion engine and the auxiliary machine engages the clutch and operates the compressor when the air conditioner is activated. Then, when the air conditioner is not in operation, the clutch is released to stop the operation of the compressor (see, for example, the following patent document).

JP2015-105603A

  When the clutch is engaged and the refrigerant compression compressor is operated, the mechanical load on the internal combustion engine increases rapidly. As a result, the engine speed is lowered due to the operation of the compressor, which may cause a shock to the vehicle body. Therefore, prior to the engagement of the clutch, the amount of intake air (and the amount of fuel injection) charged in the cylinder of the internal combustion engine is increased to increase the output torque of the internal combustion engine, and then the clutch is engaged, whereby the engine speed is increased. It is customary to suppress the fall of the price and the accompanying shock.

  However, there is a time lag between the operation of expanding the throttle valve opening to increase the intake air amount and the increase in the intake air amount actually charged in the cylinder. The length of the time lag is affected by the magnitude of the intake inertia at that time. If the length of the delay time until the clutch is engaged is always constant after the throttle valve opening is expanded, depending on the operating range of the internal combustion engine, before the intake amount charged in the cylinder sufficiently increases, In other words, the clutch is engaged before the engine torque increases sufficiently. As a result, there is a risk that vibration (scribbing) clearly perceived by the occupant's body may be caused in the vehicle body as the engine speed decreases.

  The present invention, which has been made paying attention to the above problems, aims to minimize the occurrence of shock to the vehicle body when operating the refrigerant compression compressor of the air conditioner mounted on the vehicle as much as possible. .

  In the present invention, there is provided a control device for a vehicle equipped with an internal combustion engine and an air conditioner for air conditioning in a vehicle interior, wherein a compressor interposed between the internal combustion engine and a refrigerant compression compressor of the air conditioner is fastened. When the engine is operated, a delay time for increasing the amount of intake air to be charged in the cylinder of the internal combustion engine is provided, and the clutch is engaged after the delay time, and the length of the delay time is determined by the engine speed at that time. The control device is configured to change according to the number and the vehicle speed or the gear ratio of the transmission that connects the internal combustion engine and the axle.

  ADVANTAGE OF THE INVENTION According to this invention, generation | occurrence | production of the shock to the vehicle body at the time of operating the refrigerant | coolant compression compressor of an air conditioner can be suppressed small.

The figure which shows schematic structure of the internal combustion engine and control apparatus in one Embodiment of this invention. The figure which shows the structure of the vehicle air conditioner in the embodiment. The timing diagram which shows the content of the process which the control apparatus of the embodiment performs. The figure which illustrates the relationship between engine speed, vehicle speed or the transmission gear ratio, and the length of delay time.

  An embodiment of the present invention will be described with reference to the drawings. FIG. 1 shows an outline of an internal combustion engine for a vehicle in the present embodiment. The internal combustion engine in the present embodiment is a spark ignition type four-stroke engine, and includes a plurality of cylinders 1 (for example, a three-cylinder engine, one of which is shown in FIG. 1). In the vicinity of the intake port of each cylinder 1, an injector 11 for injecting fuel is provided. A spark plug 12 is attached to the ceiling of the combustion chamber of each cylinder 1. The spark plug 12 receives spark voltage generated by the ignition coil and causes spark discharge between the center electrode and the ground electrode. The ignition coil is integrally incorporated in a coil case together with an igniter that is a semiconductor switching element.

  The intake passage 3 for supplying intake air takes in air from the outside and guides it to the intake port of each cylinder 1. On the intake passage 3, an air cleaner 31, an electronic throttle valve 32, a surge tank 33, and an intake manifold 34 are arranged in this order from the upstream.

  The exhaust passage 4 for discharging the exhaust guides the exhaust generated as a result of burning the fuel in the cylinder 1 from the exhaust port of each cylinder 1 to the outside. An exhaust manifold 42 and an exhaust purification three-way catalyst 41 are disposed on the exhaust passage 4.

  An external EGR (Exhaust Gas Recirculation) device 2 realizes a so-called high-pressure loop EGR. The EGR device 2 includes an external EGR passage 21 that communicates the upstream side of the catalyst 41 in the exhaust passage 4 and the downstream side of the throttle valve 32 in the intake passage 3, an EGR cooler 22 provided on the EGR passage 21, and an EGR passage 21. And an EGR valve 23 that controls the flow rate of the EGR gas flowing through the EGR passage 21. The inlet of the EGR passage 21 is connected to the exhaust manifold 42 in the exhaust passage 4 or a predetermined location downstream thereof. The outlet of the EGR passage 21 is connected to a predetermined location downstream of the throttle valve 32 in the intake passage 3, specifically to a surge tank 33.

  FIG. 2 shows a configuration of an air conditioner 5 that performs air conditioning in a vehicle interior. The air conditioner 5 includes a compressor 51 for compressing and increasing the pressure of the refrigerant, a capacitor 52 for dissipating and liquefying the compressed high-pressure refrigerant, a capacitor fan 53 for forcibly cooling the capacitor 52, and no liquefaction. Receiver 54 for separating the gaseous refrigerant from the liquefied refrigerant, an expansion valve 55 for ejecting the liquefied refrigerant, an evaporator 56 for receiving the ejected and vaporized refrigerant and exchanging heat with the air in the room, and a high-temperature internal combustion engine The heater core 59 that receives the cooling water from the interior and exchanges heat with the indoor air, the blower fan 57 that sucks the indoor air, discharges it toward the evaporator 56, and sends the air into the room again, and the evaporator 56 discharged from the blower fan 57 To adjust how much air passed through the heater core 59 is blown And a mix damper 50 to the element. The compressor 51, the condenser 52, the receiver 54, the expansion valve 55, and the evaporator 56 are connected by a refrigerant flow path that loops.

  The compressor 51 is a kind of auxiliary equipment that accompanies the internal combustion engine. The compressor 51 is rotated by receiving a rotational driving force from a crankshaft that is an output shaft of the internal combustion engine, and compresses the refrigerant. In the present embodiment, a vane type rotary compressor is assumed as the compressor 51. Between the crankshaft of the internal combustion engine and the compressor 51, there is a magnet clutch 6 capable of switching the connection between the two.

  The condenser 52 is disposed at a portion where the traveling wind hits in the engine room of the vehicle, and is cooled by the traveling wind blown into the engine room during traveling of the vehicle regardless of whether the condenser fan 53 is rotated. Behind the condenser 52 is a radiator 7 for radiating the cooling water of the internal combustion engine. The radiator 7 is also cooled by the traveling wind.

  The condenser fan 53 also serves as a radiator fan for forcibly cooling the radiator 7 for radiating the cooling water of the internal combustion engine. The condenser fan / radiator fan 53 is located behind the radiator 7 and cools both the condenser 52 and the radiator 7 by sucking air from the front and discharging it to the rear.

  When the air discharged from the blower fan 57 passes through the evaporator 56, it obtains cold heat from the refrigerant (heat is taken away by the refrigerant) and decreases in temperature. At the same time, the water vapor contained in the air condenses and adheres to the evaporator 56, and the humidity decreases. The evaporator 56 plays a role not only for cooling the room temperature in the summer but also for reducing the fog on the window glass of the vehicle by reducing the room humidity in the winter.

  The air mix damper 50 adjusts the ratio of the amount of air that passes through the heater core 59 and goes into the room, and the amount of air that goes around the heater core 59 and goes into the room among the air that has passed through the evaporator 56. The air mix damper 50 can adjust the temperature of the air blown into the room.

  The ECU 0 as the control device of the present embodiment is a microcomputer system having a processor, a memory, an input interface, an output interface, and the like.

  The input interface of the ECU 0 includes a vehicle speed signal a output from a vehicle speed sensor that detects the actual vehicle speed of the vehicle, a crank angle output from a crank angle sensor (engine rotation sensor) that detects the rotation angle of the crankshaft and the engine speed. A signal b, an accelerator opening signal c output from a sensor that detects the amount of depression of the accelerator pedal by the driver as an accelerator opening (so-called required load), an intake air temperature in the intake passage 3 (particularly, the surge tank 33), and An intake air temperature / intake pressure signal d output from a temperature / pressure sensor that detects intake pressure, a water temperature signal e output from a water temperature sensor that detects a cooling water temperature suggesting the temperature of the internal combustion engine, and an outside air temperature that detects an outside air temperature An outside air temperature signal f output from the sensor, a cam angle signal g output from the cam angle sensor at a plurality of cam angles of the intake camshaft, An evaporator temperature signal h output from a temperature sensor that detects the temperature in the vicinity of or downstream of the porcelain 56, the pressure of the refrigerant flowing down from the condenser 52 of the air conditioner 5 (downstream of the condenser 52 and upstream of the expansion valve 55). The refrigerant pressure signal m output from the refrigerant pressure sensor for detecting the vibration, the vibration signal n output from the vibration type knock sensor for detecting the magnitude of the vibration of the cylinder block containing the cylinder 1, and the temperature in the passenger compartment An indoor temperature signal t output from the detected indoor temperature sensor is input.

  From the output interface of the ECU 0, an ignition signal i for the igniter of the spark plug 12, a fuel injection signal j for the injector 11, an opening operation signal k for the throttle valve 32, and an opening operation for the EGR valve 23. The clutch engagement signal o and the like are output to the signal l and the switch on the electric circuit for energizing the magnet clutch 6.

  The processor of the ECU 0 interprets and executes a program stored in the memory in advance, calculates operation parameters, and controls the operation of the internal combustion engine. The ECU 0 acquires various information a, b, c, d, e, f, g, h, m, n, and t necessary for operation control of the internal combustion engine via the input interface, and knows the engine speed. The amount of intake air charged in the cylinder 1 is estimated. Based on the engine speed and the intake air amount, the required fuel injection amount corresponding to the intake air amount, the fuel injection timing (including the number of times of fuel injection for one combustion), the fuel injection pressure, the ignition timing, the required EGR rate, the air conditioner Various operation parameters such as ON / OFF of the operation of the compressor 51 of the conditioner 5 are determined. The ECU 0 applies various control signals i, j, k, l, and o corresponding to the operation parameters via the output interface.

  The ECU 0 of the present embodiment engages the magnet clutch 6 in a situation where a command to activate the air conditioner 5 is given by the passenger and the compressor 51 is to be operated to compress the refrigerant, and the internal combustion engine The crankshaft and the compressor 51 are connected. The situation in which the compressor 51 should be operated is, for example, when the evaporator temperature obtained by referring to the evaporator temperature signal h is higher than a predetermined operating condition temperature. The instruction to activate the air conditioner 5 is made, for example, when the passenger operates an air conditioner switch provided in the cockpit to be turned on with a finger.

  In a situation where the compressor 51 should be stopped, the engagement of the magnet clutch 6 is released and the crankshaft of the internal combustion engine and the compressor 51 are disconnected. The situation where the compressor 51 should be stopped is, for example, when the evaporator temperature is higher than a predetermined stop condition temperature. The value of the stop condition temperature is slightly lower (for example, about 1 ° C. to 2 ° C.) than the value of the operating condition temperature.

FIG. 3 shows the contents of the control executed when the compressor 51 that was stopped by the ECU 0 is operated. The ECU 0 determines the opening degree of the throttle valve 32 during a delay time from the time point t ₁ when it is determined that the compressor 51 should be operated to the time point t ₂ (or t ₂ ′) when the magnet clutch 6 is engaged. An operation is performed to enlarge the size more than the amount corresponding to the amount of depression of the accelerator pedal. This is because the engine torque output from the internal combustion engine is increased in advance before the clutch 6 is engaged by increasing the intake air amount and the fuel injection amount filled in the cylinder 1, and the engine speed at the time when the clutch 6 is engaged is increased. The intention is to suppress the drop and the occurrence of shock to the vehicle body.

In addition, the ECU 0 of the present embodiment adjusts the length of the delay time according to the engine speed and the vehicle speed when the compressor 51 is operated. In FIG. 3, the solid line represents a case where the delay time (from time t ₁ to time t ₂ ) is relatively short, and the chain line represents a case where the delay time (from time t ₁ to time t ₂ ′) is relatively short. ing.

FIG. 4 illustrates the relationship between the engine speed and the vehicle speed and the length of the delay time set by the ECU 0. In principle, after the opening degree of the throttle valve 32 is increased at the time point t _{1, the} intake air amount actually charged in the cylinder 1 increases sufficiently and sufficiently (that is, the engine torque increases sufficiently and sufficiently). The delay time is set in accordance with the length of time required for. More specifically, the delay time is set the longest when the engine speed is medium and the engine speed is higher or lower under the condition that the vehicle speeds are equal. To be shorter. In a high speed region where the engine speed is already sufficiently high, the adverse effect due to the decrease in engine speed associated with the engagement of the clutch 6 is relatively small. Further, in the idle region where the engine speed is the lowest, the accelerator pedal depression amount is zero or very small, and there is a high probability that the vehicle is decelerating. Therefore, it is considered that there is little need to ensure a long delay time in the high speed region and the idle region.

  Further, the problem of shock or scooping in the vehicle body when the clutch 6 is engaged is likely to become apparent when the vehicle speed is low. Therefore, the ECU 0 of the present embodiment sets the delay time when the vehicle speed is low to be longer than the delay time when the vehicle speed is higher under the condition that the engine speed is the same. However, this does not apply when the vehicle speed is 0, that is, when the vehicle is stopped.

  In the memory of the ECU 0, map data that defines the relationship between the engine speed and the vehicle speed and the delay time to be set is stored in advance. The ECU 0 searches the map using the current engine speed and the vehicle speed as keys when operating the compressor 51 that has been stopped, and the delay time from the operation of expanding the opening of the throttle valve 32 to the engagement of the clutch 6. Determine the length of the.

  In the present embodiment, a control device 0 for a vehicle equipped with an internal combustion engine and an air conditioner 5 for air conditioning the vehicle interior, the clutch interposed between the internal combustion engine and the refrigerant compression compressor 51 of the air conditioner 5. When the compressor 51 is operated with the clutch 6 engaged, a delay time for increasing the intake air amount to be charged into the cylinder 1 of the internal combustion engine is provided, and the clutch 6 is engaged after the delay time, and the delay The control device 0 was configured to change the length of time according to the engine speed and the vehicle speed at that time.

  According to the present embodiment, in a situation where the compressor 51 that has been stopped should be operated, the engine torque is increased sufficiently and sufficiently before the clutch 6 is engaged, and the decrease in the engine speed when the clutch 6 is engaged can be suppressed. it can. In addition, by extending the delay time from the opening of the throttle valve 32 to the engagement of the clutch 6 during traveling at a low vehicle speed at which the vehicle body is likely to be shocked or crunched when the clutch 6 is engaged, This can alleviate or eliminate the problem of shock and sneezing in the car body. In particular, an MT vehicle, a dual clutch AT (DCT) vehicle, or a low vehicle speed in which a torque converter is not interposed in a drive system that connects an internal combustion engine mounted on the vehicle and an axle (or drive wheel) of the vehicle. In the CVT vehicle that locks up the torque converter from the stage, the high utility of the control device 0 of the present embodiment can be enjoyed.

  The present invention is not limited to the embodiment described in detail above. For example, in the above embodiment, the delay time from the opening of the throttle valve 32 to the engagement of the clutch 6 is changed according to the engine speed and the vehicle speed when the compressor 51 is to be operated. However, instead of this, the delay time may be changed according to the engine speed when the compressor 51 is to be operated and the transmission gear ratio of the transmission system of the vehicle.

  In that case, the vertical axis in FIG. 4 is replaced with the transmission gear ratio or gear position of the transmission that connects the internal combustion engine and the axle instead of the vehicle speed. The high vehicle speed side (downward in the figure) in FIG. 4 corresponds to the reduction ratio of the transmission being small or the shift stage (shift position) being on the high speed (high gear) side. And the low vehicle speed side (in the figure) in FIG. 4 corresponds to the reduction ratio of the transmission being large or the shift speed being the low speed (low gear) side.

  The ECU 00 as the control device in this case sets the longest delay time when the engine speed is medium, under the condition that the transmission reduction ratio or the shift speed is the same, and the engine speed is If it is higher or lower, the delay time is shorter.

  In addition, the problem of shock or scooping in the vehicle body when the clutch 6 is engaged is likely to manifest when the transmission has a large reduction gear ratio or when the gear stage is a low speed stage. Therefore, under the condition that the engine speed is the same, the ECU 0 determines the delay time when the transmission reduction ratio is large or the gear stage is a low speed stage, and the delay time when the transmission gear ratio is small or the gear stage is It is set longer than the delay time in the case of the high speed stage. However, this does not apply when the vehicle speed is 0, that is, when the vehicle is stopped.

  In the memory of the ECU 0, map data that prescribes the relationship between the engine speed and the transmission gear ratio (reduction ratio or gear stage) and the delay time to be set is stored. The ECU 0 searches the map using the current engine speed and the transmission gear ratio as keys when operating the compressor 51 that has been stopped, and from the operation of expanding the opening of the throttle valve 32 to the engagement of the clutch 6. Determine the length of the delay time between. In the MT car, the current shift lever position, that is, the gear position of the transmission can be known by referring to the output signal of the shift position switch. Further, in AT cars and CVT cars, ECU 0 controls the transmission gear ratio, so ECU 0 itself knows the current transmission gear ratio.

  Incidentally, the clutch 6 interposed between the internal combustion engine and the compressor 51 is not limited to a magnet clutch, and may be a clutch in a mode in which hydraulic pressure (hydraulic pressure) is controlled.

  Other specific configurations of each part can be variously modified without departing from the spirit of the present invention.

  The present invention can be applied to control of an air conditioner mounted on a vehicle.

0 ... Control unit (ECU)
DESCRIPTION OF SYMBOLS 1 ... Cylinder 11 ... Injector 32 ... Throttle valve 5 ... Air conditioner 51 ... Refrigerant compression compressor 6 ... Clutch a ... Vehicle speed signal b ... Crank angle signal j ... Fuel injection signal k ... Opening operation signal o ... Clutch engagement signal

Claims (1)

A control device for a vehicle equipped with an internal combustion engine and an air conditioner for vehicle interior air conditioning,
When operating the compressor by fastening a clutch interposed between the internal combustion engine and the refrigerant compression compressor of the air conditioner, a delay time is provided for increasing the amount of intake air to be filled in the cylinder of the internal combustion engine. The clutch shall be engaged after a delay time,
A control device that changes the length of the delay time in accordance with an engine speed at that time and a vehicle speed or a transmission gear ratio connecting an internal combustion engine and an axle.

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