JP6090218B2 - Air conditioning control device for vehicles - Google Patents

Description

  The present invention relates to a vehicle air conditioning control device.

  The vehicle air conditioning control device has a cold air generator including a compressor, a condenser, and an evaporator, and a hot air generator that uses engine cooling water as a heat source, and the mixing ratio of the cold air and the hot air is air-mixed. It is changed by a damper to obtain conditioned air at a desired temperature. The conditioned air is blown into the passenger compartment by the blower fan, and the amount of blown air is changed by changing the rotational speed of the blower fan. In general, the compressor is driven by an engine, and a water pump that circulates cooling water is also driven by the engine. Therefore, when the engine is stopped, the compressor and the water pump are stopped, and the cold air generation function and the hot air generation function are stopped.

  In the air conditioning control apparatus for a vehicle, an auto air conditioner that automatically controls the actual room temperature so as to reach the target room temperature is the mainstream. Automatic control of air conditioning is performed according to the environmental conditions inside the passenger compartment, the environmental conditions outside the passenger compartment, and the parameters indicating the air conditioning operation state (particularly the setting of the target indoor temperature) by the occupant. The air-conditioning air blowing amount and the like are automatically set.

  On the other hand, in recent vehicles, in order to improve fuel efficiency, many vehicles perform so-called idle stop that automatically stops the engine when the vehicle is stopped or at an extremely low speed just before the stop. This idle stop is executed on condition that a preset start condition is satisfied. Examples of the start condition include that the vehicle speed is zero (the vehicle is stopped) and that the brake is operated. Generally, it is set so as to satisfy all conditions such that the accelerator is not operated and the transmission is in the D position.

On the other hand, in a vehicle that can open and close a roof represented by an open car, as disclosed in Patent Document 1, it is disclosed that the air conditioning mode is changed between when the roof is opened and when the roof is closed. That is, it is disclosed that when the roof is closed, the inside / outside air mode based on the target blowing temperature is set, while when the roof is opened, the mode is forcibly changed to the inside air mode regardless of the target blowing temperature.
In Patent Document 1, the inside air mode is set when the roof is opened, so that the amount of air blown from the blowout opening of the air conditioning unit is made constant regardless of the vehicle speed.

JP 2001-88537 A

  By the way, the air conditioning needs at the time of opening the roof, where the user can enjoy traveling while touching the outside air, are relatively low as compared to the case when the roof is closed. On the other hand, if the conditions for automatic engine stop due to idle stop are set the same as when the roof is closed and when the roof is open, the chance of automatically stopping the engine due to idle stop will be reduced when the roof is open because of low air conditioning needs. It will be. For this reason, it is conceivable that the idle stop condition is relaxed when the roof is open compared to when the roof is closed, and the opportunity for the engine to be automatically stopped is increased.

  As described above, relaxing the idling stop condition when the roof is opened is preferable for improving fuel efficiency. On the other hand, if the operation of the air conditioner is stopped due to the engine being automatically stopped due to idle stop, the roof is opened during heating when the outside air temperature is low, and passengers are easily affected by the cold and feel uncomfortable. (Easier to meet the air conditioning needs of passengers)

  The present invention has been made in view of the circumstances as described above, and its purpose is to fully satisfy the passenger's air conditioning needs while increasing the opportunity of automatic engine stop by idle stop when the roof is opened. An object of the present invention is to provide an air conditioning control device for a vehicle that can be used.

In order to achieve the above object, the following solution is adopted in the present invention. That is, as described in claim 1,
A vehicle air conditioning control device for a vehicle having a roof that can be opened and closed,
An idle stop control means for automatically stopping the engine when a predetermined idle stop condition including a vehicle stop is established;
An air conditioner equipped with a blower fan for adjusting the air volume and a heater core for heating the conditioned air using engine cooling water as a heat source;
With
The idle stop control means controls to relax the idle stop condition so that the idle stop is more easily performed when the roof is open than when the roof is closed.
When the air-conditioning control means for controlling the air-conditioning apparatus is in a state where the required blowing temperature determined based on at least one of the set indoor temperature or the passenger compartment temperature by the occupant is higher than a predetermined value when the roof is closed, A prohibition signal for prohibiting the automatic stop of the engine is output to the idle stop control means,
The air-conditioning control means outputs a permission signal permitting automatic engine stop to the idle stop control means when the required blowing temperature is higher than the predetermined value when the roof is opened, and the engine automatically A specific air conditioning control is performed to control the conditioned air to pass through the heater core while in the inside air circulation mode when stopped.
It is like that.

  According to the above solution, when the roof is opened, where the passenger's air conditioning needs are relatively low, the idle stop condition is relaxed compared to when the roof is closed, thereby increasing the chance that the engine is automatically stopped by the idle stop. , Fuel efficiency can be improved. In addition, when the required blowout temperature is higher than the predetermined value when the roof is open, the occupant is easily affected by the outside air, while allowing the engine to stop automatically by idle stop, let the conditioned air pass through the heater core, That is, it is possible to blow off the heating air using the residual heat of the heater core, thereby preventing the passenger from feeling uncomfortable (feeling cold). And when generating the conditioned air using the remaining heat of the heater core, the forced air is set to the internal circulation mode to prevent the cold outside air from being taken in as the conditioned air, and the heated air using the remaining heat of the heater core. As long as possible. When the roof is closed, passengers have high air conditioning needs. Therefore, if the required blow-off temperature is higher than the specified value, automatic stop of the engine by idle stop is prohibited (does not take place). Can respond.

A preferred mode based on the above solution is as described in claim 2 and the following claims. That is,
When the specific air conditioning control is being performed when the roof is opened, the air conditioning control means is configured to stop the idle stop when a temperature difference between the required blowing temperature and a realizable blowing temperature is equal to or greater than a predetermined temperature difference. A prohibition signal for prohibiting the automatic stop of the engine is output to the control means (corresponding to claim 2). In this case, when specific air conditioning control is being performed, when the temperature difference between the required blowout temperature and the realizable blowout temperature is greater than or equal to the predetermined temperature difference due to a decrease in the temperature of the heater core, etc. When the vehicle cannot respond sufficiently, the prohibition signal for prohibiting the automatic stop of the engine due to the idle stop is output, that is, the engine is automatically restarted to meet the air conditioning needs of the passengers.

  When the specific air conditioning control is being performed, the air conditioning control unit performs control so that the conditioned air is blown out only from the outlet toward the passenger's feet (corresponding to claim 3). In this case, because the roof is open, air-conditioning air that has passed through the heater core is blown intensively to the feet of the passengers who are likely to be insufficient in cold protection compared to the upper body that seems to be taking cold protection measures. In this way, the remaining heat of the heater core can be effectively used to meet the passenger's air conditioning needs.

  ADVANTAGE OF THE INVENTION According to this invention, the discomfort of the passenger | crew at the time of an engine automatic stop can also be prevented, increasing the opportunity of the engine automatic stop by idle stop and improving a fuel consumption.

The figure which shows a state when a roof is closed about the vehicle of a roof opening-and-closing type. The figure which shows a state when a roof is opened from the state of FIG. The system diagram which shows an example of an air conditioning system. The figure which shows an example of a cold air generator and a warm air generator. The figure which shows an example of the operation panel part of an air conditioning. The figure which shows the example of a control system of an air conditioning system. The figure which shows the example of a control system of an engine automatic stop. The time chart which shows the example of air-conditioning control at the time of roof opening. The flowchart which shows the example of an air-conditioning control at the time of roof opening.

  FIG. 1 shows a vehicle V that is a roof opening / closing type, and FIG. 1 shows a state in which the roof R is closed and the roof R is closed. Moreover, FIG. 2 shows the time of roof opening when the roof R is opened from the state of FIG.

  FIG. 3 shows a passage configuration example in the air conditioning system K. Since the air conditioning system K is known, it will be briefly described. The passage portion 2 having the inlet 1 has a switching damper 3, a blower fan 4, and an evaporator sequentially from the upstream side (inlet 1) to the downstream side. 5 is disposed. The downstream portion of the evaporator 5 in the passage portion 2 is divided into two independent passages 7 and 8 in parallel with each other by a partition wall 6, and the downstream side of the independent passages 7 and 8 is a common chamber 9 joined together. Yes.

  A heater core 10 is held on the partition wall 6 so as to protrude into the two independent passages 7 and 8. An air mix damper 11 is disposed in the independent passage 7 immediately upstream of the heater core 10. Similarly, an air mix damper 12 is disposed in the independent passage 8 immediately upstream of the heater core 10. An air passage 13 for the driver's seat is opened in the passage portion 2 so as to face the independent passage 7 upstream of the common chamber 9. Further, an air passage 14 for the passenger seat is opened in the passage portion 2 so as to face the independent passage 8 on the upstream side of the common chamber 9. Further, a plurality of air passages 15 to 17 are opened so as to face the common chamber 9. The air passage 15 is for a defroster, for example, and the air passages 16 and 17 are for a side vent, for example. In the air passages 13 to 17, dampers 13A to 17A for adjusting the opening are arranged.

  By changing the opening (position) of the air mix damper 11, the ratio of the cooling air that has passed through the evaporator 5 through the heater core 10 is changed, and the temperature and humidity of the air immediately after passing through the independent passage 7 are adjusted. The air immediately after passing through the independent passage 7 is supplied to the driver's seat. The air mix damper 11 is driven by an electric motor (actuator) 11A and can take an arbitrary opening within a range of 0% to 100%.

  By changing the opening (position) of the air mix damper 12, the ratio of the cooling air that has passed through the evaporator 5 through the heater core 10 is changed, and the temperature and humidity of the air after passing through the independent passage 8 are adjusted. The air immediately after passing through the independent passage 8 is supplied to the passenger seat. The air mix damper 12 is driven by an electric motor (actuator) 12A and can take any opening in the range of 0% to 100%.

  As is apparent from the above description, in the embodiment, the air conditioning for the driver seat and the passenger seat can be individually controlled. And when the opening degree of the air mix dampers 11 and 12 is set to 100% indicated by a solid line in the figure, the air conditioning temperature for the driver seat and the passenger seat is the highest. On the contrary, when the opening degree of the air mix dampers 11 and 12 is set to 0% indicated by a broken line in the figure, the air conditioning temperature for the driver seat and the passenger seat is the lowest. The air passages 15 to 17 are supplied with mixed air in which the conditioned air that has passed through the independent passages 7 and 8 is mixed.

  Reference numeral 18 denotes an inside air introduction port provided in the vicinity of the inflow port 1, and outside air introduction and inside air circulation are switched by the switching damper 1 described above.

  FIG. 4 shows a refrigerant circulation path for the evaporator 5 and an engine cooling water circulation path for the heater core 10. In FIG. 4, a belt 53 is wound between a pulley 51 attached to the rotation shaft of the compressor 50 and a pulley 52 attached to the engine EG (crankshaft thereof), and the compressor 50 is driven to rotate by the engine EG. The The refrigerant compressed by the compressor 50 is supplied to the evaporator 5 through the pipe 54, the condenser 55, and the pipe 56. The refrigerant supplied to the evaporator 5 is returned to the compressor 50 through the pipe 57 after heat exchange with the conditioned air. The compressor 50, the condenser 55, and the evaporator 5 are main components of the cold air generator. Note that a clutch 51A is incorporated in the pulley 51 so that the driving of the compressor 50 can be stopped as appropriate even when the engine EG is operating.

  On the other hand, the cooling water from the water pump 60 driven by the engine EG is supplied to the heater core 10 via the pipe 61 and is exchanged with the conditioned air by the heater core 10. Then, the cooling water in the heater core 10 is returned to the water pump 60 through the pipe 62. The water pump 60 and the heater core 10 are main components of the hot air generator.

  FIG. 5 shows an example of an air-conditioning panel KP operated by a passenger, and is set on the instrument panel. In the embodiment, the driver's seat and the passenger's seat are adapted to control the temperature independently on the left and right, and the switches operated by the occupant are set as follows.

  First, the switch 21 is a main switch for turning on the automatic air conditioner, and is a push type. The switch 22 is a temperature setting switch for the driver's seat and is a dial type. The switch 23 is an automatic air conditioner OFF switch, and is a push type. The switch 24 is an air volume adjusting switch and is a dial type. The switch 25 is operated when the passenger seat temperature is individually selected, and is a push type. The switch 26 is for adjusting the temperature for the passenger seat and is a dial type.

  The switch 31 is a switch for turning off the air conditioner. The switch 32 is a switch for operating the front defroster. The switch 33 is a rear defroster operating switch. The switches 34 and 35 are air-conditioning air outlet selection switches. The switch 36 is a switch for selecting outside air introduction. The switch 37 is a switch for selecting the inside air circulation. Each of the switches 31 to 37 is a push type.

  FIG. 6 shows an example of a control system of the air conditioning system K. In FIG. 6, UK is a controller (control unit) for an air conditioning system configured using a microcomputer. The controller UK receives signals from the various switches described above, the temperature of the heater core 10 detected by the temperature sensor S0, the outside air temperature detected by the outside air temperature sensor S1, and the inside air temperature sensor S2. An opening sensor 11B for detecting an indoor temperature, a solar radiation state detected in the vehicle interior detected by the solar sensor S3, a signal related to the temperature of the evaporator 8 detected by the temperature sensor S4, and an actual opening of the air mix dampers 11 and 12, A signal from 12B is input. The controller UK is interposed in the power transmission path between the engine and the refrigerant compression compressor in addition to the devices 1, 4, 11 (11A), 12 (12A), 13A to 17A, 18 such as the dampers described above. The compressor clutch 51A (see also FIG. 4) is controlled. The controller UK and the sensors, switches, and devices are connected by a low-speed communication system.

  The controller UK basically sets the target room temperature according to the environmental conditions inside and outside the vehicle detected by the various sensors S0 to S4 and the switch operation state by the occupant, and the actual room temperature becomes the target room temperature. The air-conditioning air blowing amount, air-conditioning air temperature, and selection of the air-conditioning air outlet are optimally controlled.

  The controller UK serving as a low-speed communication system is connected to a high-speed communication system (CAN) via a meter provided on the instrument panel. This high-speed communication system includes a PCM that performs engine control including automatic engine stop and automatic restart, a TCM that performs automatic transmission shift control, a DSC that performs brake control including automatic brake control when the engine is automatically stopped, a door A BCM that performs control around the vehicle body including detection of the open / close state of the vehicle, a keyless control module (indicated by SKE) that performs smart keyless control including detection of misplacement of the key in the vehicle, and an EHPAS that performs power steering control are included. Information on the idling stop state is input from the PCM to the controller UK, while an idling stop permission signal or prohibition signal is output from the controller UK to the PCM according to the air conditioning control state, as will be described later. It has become. Further, a vehicle speed sensor S10 is connected to the DSC, and a vehicle speed signal detected by the vehicle speed sensor S10 is input to the controllers UK and PCM via CAN.

  FIG. 7 shows a detailed control system example related to PCM that performs control related to idling stop. In FIG. 7, signals from various sensors or switches S10 to S19 are input to the PCM. The sensor S11 is an accelerator sensor that detects the accelerator opening. The sensor S12 is a throttle sensor that detects the throttle opening. The sensor S13 is an angle sensor that detects the rotational angle position of the crankshaft. The sensor S14 is an intake air temperature sensor that detects the intake air temperature. The sensor S14 is a water temperature sensor that detects the cooling water temperature. The sensor S16 is a negative pressure sensor that detects negative pressure in a brake device having a negative pressure booster. The switch S17 is a brake switch that detects that the brake pedal is depressed (also used as a stop light switch). The sensor S18 is a range position sensor that detects the range position of the automatic transmission. S19 is a battery sensor that comprehensively detects the charge amount, voltage, current consumption, and the like of the battery.

  The PCM controls various devices 41 to 47 as described below in connection with the automatic engine stop (idle stop) and automatic restart control. That is, 41 is an actuator that drives the throttle valve, and is fully closed when the engine is automatically stopped. A drive motor 42 in the electric variable valve timing device delays the opening / closing timing of the intake valve in preparation for automatic restart when the engine is automatically stopped. 43 is a fuel injection valve, and the fuel injection is cut when the engine is automatically stopped. 44 is an ignition coil. When the engine is automatically stopped, energization is stopped and ignition is prohibited. A starter motor 45 is driven when the engine is automatically restarted. An alternator 46 reduces the engine speed by increasing the load of the alternator when the engine is automatically stopped. Reference numeral 47 denotes a DC / DC converter, which is controlled to compensate for a reduction in battery power when cranking for automatic engine restart. The PCM receives a signal from a switch S20 that detects whether the roof R is opened or closed (identifies the open state and the closed state).

  An idle stop is performed in which the engine is automatically stopped when the vehicle is stopped. This is executed on condition that one of the idle stop prohibiting conditions described later is not satisfied.

Automatic stop prohibition condition (idle stop prohibition condition)
(1) When the vehicle speed is not zero.
(2) When the brake operation by the passenger is not performed.
(3) When the accelerator pedal is depressed.
(4) In relation to the battery, when the voltage is a low voltage equal to or lower than a predetermined voltage, when the charge amount is equal to or lower than a predetermined charge amount, when the current consumption is equal to or higher than a predetermined current, or battery control When the system is abnormal (when an abnormal signal occurs).
(5) When the steering angle is not within a predetermined small steering angle range from the neutral position.
(6) In relation to the transmission, a transmission abnormality signal is generated when the transmission is not in the D range position, the oil temperature is not within the predetermined temperature range, or the hydraulic pressure is not within the predetermined pressure range. When there is an abnormality in the clutch (including the lock-up clutch).
(7) In relation to the engine, when the cooling water temperature is not in the predetermined temperature range, when the intake air temperature is too high, or when the atmospheric pressure is low.
(8) When the brake negative pressure in the brake device including the negative pressure booster is insufficient, or when an abnormal signal of the engine system is generated.
(9) When the ignition key is taken out of the vehicle (in the case of a smart keyless entry system), when the seat belt is removed, when any door is open, When the hood is open.
(10) When the inclination angle of the road surface is large.
(11) When an automatic stop prohibition signal is output from the air conditioning controller UK. This will be described in detail later.

  The automatic stop prohibition condition described above is merely an example, and other prohibition conditions may be added. For example, when the IS switch S5 for canceling (prohibiting) the automatic engine stop by the driver's intention is turned on, the engine speed is set to a preset speed (a much higher speed than the idling speed when the engine is stable). ) When the rotation speed is higher than the above, a condition such as the above may be further added. On the contrary, it is also possible to set such that a part of the prohibition condition is deleted.

  The automatic restart start condition for automatically restarting the engine from the idle stop state in which the engine is automatically stopped can be set as when any one of the above automatic stop prohibition conditions is canceled. It is preferable to set the automatic restart condition when the brake operation by the occupant is released.

  Next, automatic stop prohibition conditions related to the air conditioning system K will be described. First, the automatic control of air conditioning is controlled so that the actual room temperature detected by the inside air temperature sensor S2 approaches the target room temperature set based on the temperature adjustment dials 22 and 26 selected by the occupant. In this air conditioning automatic control, the temperature of the conditioned air, the selection of the air outlet, the amount of air conditioned air blown out, etc. are automatically controlled.

  In the following cases, the air conditioning controller UK outputs a prohibition signal for prohibiting automatic engine stop when the vehicle is stopped in order to prioritize air conditioning. The air conditioning controller UK outputs an automatic stop permission signal when it does not output the automatic stop prohibition signal.

Automatic stop prohibition condition from the air conditioning system side (1) When abnormality of various sensors in the air conditioning system K occurs.
(2) When the outside air temperature is extremely high (for example, 40 ° C. or more) or extremely low (for example, −10 ° C. or less).
(3) When a defroster is used (priority is given to ensuring visibility).
(4) When the room temperature selected by the occupant is the upper limit on the high temperature side (when the heating request is extremely strong).
(5) The room temperature selected by the occupant is the lower limit value on the low temperature side and the air conditioner is operating (when the cooling request is extremely strong).
(6) When the deviation between the target room temperature and the actual room temperature is larger than a predetermined value.

  The air conditioning controller UK performs air conditioning control even when the engine is automatically stopped when the automatic stop prohibition condition is not satisfied.

  When the roof is opened, the controller UK relaxes the idle stop condition from the air conditioning side in order to increase the chance of the engine to be automatically stopped by the idle stop when compared to when the roof is closed. As the relaxation condition, one or more appropriate conditions are deleted from the above conditions (1) to (6). For example, the above conditions (3) and (6) are deleted. In this way, by relaxing the idle stop condition, when the roof is open, the chance that the engine is automatically stopped by the idle stop is increased compared to when the roof is closed, and the fuel efficiency is improved accordingly.

  Here, regarding the idle stop control and the air conditioning control when the required blowing temperature determined based on at least one of the set indoor temperature or the passenger compartment temperature by the occupant is higher than a predetermined value, when the roof is closed and when the roof is opened. Explain in time.

  First, when the roof is closed, because the passengers have high air conditioning needs, when the required air temperature exceeds the specified value, the air conditioning control side outputs an idle stop prohibition signal to give priority to air conditioning. The engine is not automatically stopped.

  On the other hand, when the roof is open, the passenger's air conditioning needs are low, so even if the required blowout temperature exceeds the specified value, the air conditioning control side outputs an idle stop permission signal and the engine is automatically stopped by idle stop It is considered as a possible embodiment. When the engine is automatically stopped by the idle stop, the air-conditioning air is forced to be in the inside air circulation mode, and the heating air heated by using the remaining heat of the heater core 10 is allowed to pass through the heater core 10. It blows out into the passenger compartment.

  Based on the above, an example of idle stop control and air conditioning control when the roof is opened will be described with reference to FIG. First, at a time point before t1, the engine is driven, and the required blowing temperature is changed so as to gradually increase, and the requested blowing temperature eventually becomes a predetermined value or more. In a state before the time t1, an idle stop permission signal is output from the air conditioning control side, and the outside air circulation mode (the state in which the switching damper 3 is set to the position of the broken line in FIG. 3) is set. Clouding is stopped by dry and cold air from the air, and the temperature of the evaporator 5 is prevented from becoming high (improvement of fuel consumption).

  At time t1, the engine is automatically stopped because the idle stop condition is satisfied. After the engine is automatically stopped, the switching damper 3 is forcibly switched to the inside air circulation mode shown by the solid line in FIG. Further, the positions of the dampers 11 and 12 are set so that the conditioned air passes through the heater core 10. As a result, the conditioned air is heated by the residual heat of the heater core 10 and is blown into the passenger compartment as heating air.

  During the automatic stop of the engine, the conditioned air passes through the heater core 10, whereby the temperature of the heater core 10 gradually decreases, and the heating effect of the conditioned air is gradually reduced. At time t3, the temperature of the heater core 0 is greatly reduced, and the difference between the required blowing temperature and the blowing temperature realizable from the temperature of the heater core 10 at that time becomes equal to or greater than a predetermined temperature difference. At this time, assuming that heating using the heater core 10 is no longer possible, an idle stop prohibition signal is output from the air conditioning control side, and the engine is automatically restarted. Due to the automatic restart of the engine, the heater core 10 is heated again, and sufficient heating can be performed.

  FIG. 9 is a flowchart showing an example of air conditioning control when the roof is opened. This flowchart will be described below. In the following description, Q is a step.

  First, after signals from various sensors are read in Q1, it is determined in Q2 whether or not a condition for prohibiting idling according to the outside air temperature is satisfied. When the determination at Q2 is NO, the required blow-off temperature TAO is calculated at Q3. The required blowing temperature is calculated based on at least one or both of a set vehicle interior temperature and a vehicle interior temperature manually set by the occupant.

  After Q3, at Q4, it is determined whether or not the required blowing temperature TAO is equal to or higher than a predetermined value (predetermined temperature, for example, 60 ° C.). If YES in Q4, it is determined in Q5 whether the roof is open. If YES in Q5, an idle stop permission signal is output in Q6. If NO in Q4, the process proceeds to Q6 without passing through Q5.

  After Q6, in Q7, it is determined whether or not the engine is currently stopped automatically due to idle stop. If YES in Q7, air conditioning control is performed in Q8 so that the conditioned air passes through the heater core 10 in the inside air circulation mode. Thereafter, in Q9, it is determined whether or not a predetermined time has elapsed since the engine automatic stop. The predetermined time can be a fixed time in a range of 30 to 60 seconds, for example, and the predetermined time may be longer as the temperature of the heater core 10 is higher.

  If the determination in Q9 is YES, it is determined whether or not the difference between the required blowing temperature and the actual blowing temperature is equal to or greater than a predetermined temperature difference. That is, it is determined whether or not the required blowing temperature is higher than a realizable blowing temperature by a predetermined temperature difference or more. If the determination in Q10 is NO, the process returns to Q1.

  When YES is determined in Q10, this is a time when it is no longer possible to sufficiently heat the conditioned air using the remaining heat of the heater core 10. At this time, the routine proceeds to Q12, where a prohibition signal for prohibiting the automatic stop of the engine due to the idle stop is output, whereby the engine is automatically restarted.

  If the determination in Q2 is YES, normal heating is performed in Q11, and then the routine proceeds to Q12 (no automatic stop of the engine due to idle stop). If NO in Q7 or NO in Q9, the process returns.

Although the embodiment has been described above, the present invention is not limited to the embodiment, and can be appropriately changed within the scope described in the scope of claims. For example, the invention includes the following cases. . The roof opening / closing type vehicle is not limited to a vehicle that can select full open, but may be a vehicle in which a part of the roof is opened or closed, such as a Targa top type vehicle or a sunroof type vehicle. When the engine is automatically stopped when the roof is open, the direction of the air-conditioning wind may be directed only to the vicinity of the passenger's feet, and when the passenger is present only in the driver's seat, the outlet for the passenger seat May be closed, and only the outlet on the driver's seat side may be opened. The air-conditioning air volume passing through the heater core 10 may be gradually increased when the engine is automatically stopped when the roof is opened (the heater core 10 is gradually changed as the heater core 10 is cooled by gradually changing the opening degree of the dampers 11 and 12). Increase the air-conditioning airflow that passes through.
Of course, the object of the present invention is not limited to what is explicitly stated, but also implicitly includes providing what is substantially preferred or expressed as an advantage.

  The present invention is suitable for air conditioning control of a vehicle in which the roof is opened and closed and the engine is automatically stopped.

UK: Controller (for air conditioning control)
EG: Engine K: Air conditioning system 3: Switching damper (for switching between inside and outside air)
4: Blower fan 5: Evaporator 10: Heater core 11: Air mix damper 11A: Motor (actuator)
11B: Opening sensor 12: Air mix damper 12A: Motor (actuator)
12B: Opening sensor 50: Compressor 55: Condenser 60: Water pump

Claims (3)

A vehicle air conditioning control device for a vehicle having a roof that can be opened and closed,
An idle stop control means for automatically stopping the engine when a predetermined idle stop condition including a vehicle stop is established;
An air conditioner equipped with a blower fan for adjusting the air volume and a heater core for heating the conditioned air using engine cooling water as a heat source;
With
The idle stop control means controls to relax the idle stop condition so that the idle stop is more easily performed when the roof is open than when the roof is closed.
When the air-conditioning control means for controlling the air-conditioning apparatus is in a state where the required blowing temperature determined based on at least one of the set indoor temperature or the passenger compartment temperature by the occupant is higher than a predetermined value when the roof is closed, A prohibition signal for prohibiting the automatic stop of the engine is output to the idle stop control means,
The air-conditioning control means outputs a permission signal permitting automatic engine stop to the idle stop control means when the required blowing temperature is higher than the predetermined value when the roof is opened, and the engine automatically A specific air conditioning control is performed to control the conditioned air to pass through the heater core while in the inside air circulation mode when stopped.
A vehicle air-conditioning control device. In claim 1,
When the specific air conditioning control is being performed when the roof is opened, the air conditioning control means is configured to stop the idle stop when a temperature difference between the required blowing temperature and a realizable blowing temperature is equal to or greater than a predetermined temperature difference. An air conditioning control device for a vehicle, wherein a prohibiting signal for prohibiting the automatic stop of the engine is output to the control means. In claim 1 or claim 2,
The vehicle air-conditioning control device, wherein the air-conditioning control means controls the air-conditioning air to be blown out only from an air outlet toward a passenger's feet when performing the specific air-conditioning control.

Images