System and method for controlling a compressor of a vehicle

Abstract

System (10) for controlling a compressor (13) of a vehicle, the system comprising: an internal combustion engine control unit (ECU, 11) which controls a fuel injection amount corresponding to an internal combustion engine load and an opening amount of a throttle valve (TPS) depending on a required torque required for an air conditioning system, A / C for short, an operating information acquisition device (12) connected to the ECU (11) and arranged to acquire operating information according to the driving state of the vehicle, a compressor (13) which generates a pressure by means of a piston operation in a cylinder using power of the internal combustion engine during operation of the A / C, and a control device (17) connected to the ECU (11) and determining a negative pressure of an intake manifold stored in a brake booster with a value obtained by subtracting the intake manifold pressure from the atmospheric pressure detected by the operation information detecting device, wherein, when the brake is applied while the intake manifold vacuum is below a first threshold (T1), the engine enters a vacuum recovery mode for predicting a slight vacuum drop condition that falls below a second threshold, which is the A / C cut-off control condition, and reduces the A / C operation of the compressor (13).

Description

Background of the inventionField of the invention

[0001] The present invention relates to a system and method for controlling a compressor of a vehicle. More specifically, the present invention relates to a system and method for controlling a compressor of a vehicle, which is applied to a vehicle air conditioning system and which is variably controlled according to brake vacuum conditions. Description of the technology used

[0002] If the brake vacuum stored in the brake booster is insufficient in a conventional vehicle, the brake pedal becomes hard, increasing the risk of an accident. To solve this problem, the logic that restores the brake vacuum by stopping the operation of accessories, such as the air conditioning (A / C) system, is applied in situations where the brake vacuum is insufficient.

[0003] For example, a compressor used in an air conditioner affects the engine load during operation due to the nature of the engine's power output. When the brake vacuum drops, braking problems occur. When the brake vacuum drops to a certain level or less, the required power is ensured by stopping the air conditioner operation (hereinafter referred to as "A / C shutdown" or "A / C interruption").

[0004] Brake vacuum here refers to a value measured directly by installing a sensor in the brake booster using the pressure stored in the actual brake booster. However, due to rising costs, many manufacturers use the difference between atmospheric pressure and intake manifold pressure (hereinafter referred to as "intake manifold vacuum") instead of installing the sensor on the actual brake booster.

[0005] Fig. Figure 1 is a conceptual diagram showing A / C cut-out logic using conventional intake manifold vacuum.

[0006] Referring to Fig. 1 is the A / C cut-off logic which uses the conventional intake manifold vacuum such that the A / C cut-off is generated if the vacuum drops below a certain value regardless of uphill driving, highland (e.g. over 1500 m) and flatland (lowland) and other vehicle operating conditions meet the criteria.

[0007] However, the intake manifold vacuum is not a measured value, but a detected value. Therefore, the difference between atmospheric pressure and the vacuum is determined to be smaller than the actual brake boost (e.g., the actual brake booster pressure). Consequently, the A / C shutdown occurs despite the fact that sufficient vacuum is stored in the actual brake booster. These side effects cause the A / C shutdown to occur frequently, resulting in a reduction in cooling performance and the formation of moisture on the windshield, which in turn results in customer complaints.

[0008] However, if the A / C cut-off entry condition is increased depending on the intake manifold negative pressure to reduce the frequency of A / C cut-off, a trade-off problem arises, resulting in customer complaints due to a reduction in braking performance. If the A / C cut-off entry condition is increased, there is also a problem in that engine performance deteriorates due to A / C cut-in under uphill driving conditions, which require high engine torque.

[0009] Therefore, there is an urgent need to solve the trade-off problem between cooling performance, braking performance, and engine output in the conventional A / C cut-off logic control system that utilizes intake manifold vacuum.

[0010] The above information disclosed in this "Background of the Invention" section is provided merely to enhance the understanding of the general background of the invention and should not be considered as an admission or any kind of suggestion that this information belongs to the prior art as already known to those skilled in the art.

[0011] Furthermore, US 2015 / 0 291 004 A1, US 2009 / 0 292 449 A1 and US 2003 / 0 196 442 A1 disclose methods and systems for controlling a compressor of a vehicle. Explanation of the invention

[0012] It is an object of the present invention to provide a system and method for controlling a compressor of a vehicle, which increases the negative pressure of an intake manifold by reducing the engine load by causing the A / C operation to be varied and the required torque to be reduced accordingly in a situation where the manifold pressure is insufficient during the braking operation of the vehicle.

[0013] The problem is solved by the features of the independent patent claims. Advantageous developments of the invention are described in the subclaims.

[0014] According to an exemplary embodiment of the present invention, a system for controlling a compressor of a vehicle (e.g., a motor vehicle, in particular, for example, a passenger car) may include: an engine control unit (ECU) that controls a fuel injection amount corresponding to an engine load and an opening amount of a throttle valve by taking into account a required torque required for an air conditioner (short “A / C”), an operation information acquisition device for acquiring operation information(s) according to the driving state of the vehicle, a compressor (e.g.,Air conditioning compressor) which generates a pressure by means of a piston operation of a cylinder using power of the internal combustion engine during operation of the air conditioning (A / C), and a control device which determines an engine negative pressure of an intake manifold stored in the brake booster with a value obtained by subtracting the engine pressure (e.g. intake manifold pressure) from the atmospheric pressure detected by the operation information detecting device, and wherein, when the intake manifold negative pressure is below a first threshold value when the brake is applied, the internal combustion engine is put into a negative pressure recovery mode (hereinafter referred to as: Vacuum recovery mode) for predicting a slight vacuum drop condition (slight vacuum drop condition) that drops below a second threshold, which is the A / C turn-off control condition, will occur and reduce the A / C operation (e.g., A / C operation level, A / C duty ratio - English "A / C duty") of the compressor.

[0015] The compressor may further include a pressure regulator for regulating an actuation degree (e.g., actuation rate and / or actuation stroke) of the piston by changing the angle of a swash plate according to the A / C operation control signal applied from the controller.

[0016] In addition, the system for controlling a compressor of a vehicle may further include a memory for storing an A / C operation control map for variable A / C operation control of the compressor and a required torque control map corresponding to the A / C operation control map in the case of slight negative pressure of the intake manifold.

[0017] Furthermore, the operation information detecting means may detect at least one piece of operation information from the air conditioning operation state, the vehicle speed, the atmospheric pressure, the inflation pressure (e.g., tire inflation pressure), the accelerator pedal operation state, the brake operation state, the sea level, the road gradient, and a timer.

[0018] Further, the controller may enter the negative pressure recovery mode when the vehicle is traveling under a low speed condition (e.g., low speed condition) lower than a predetermined vehicle speed at which the vehicle is not completely stopped, the negative pressure of the intake manifold is lower than the first threshold, the accelerator pedal is not depressed, and the brake is applied based on the operation information.

[0019] Further, according to the entry into the negative pressure recovery mode, the controller may reduce the basic A / C operation to the minimum A / C operation for a predetermined period of time to reduce the engine load and then return to the basic A / C operation.

[0020] In addition, the control device can smoothly control (e.g., with a lower change rate) the rate of change (e.g., slope) of the release edge or the release slope (hereinafter referred to as the release edge) which returns to the basic A / C operation, compared to the rate of change of the entry edge or the entry slope (hereinafter referred to as the entry edge) which decreases towards the minimum (min) A / C operation during the present time (e.g., a predetermined time) when entering the negative pressure recovery mode.

[0021] Further, the controller may prohibit re-entry into the vacuum recovery mode within a predetermined re-entry prohibition period after returning to basic A / C operation.

[0022] Further, the control device may perform the required torque control for determining the required torque reduction amount of the compressor simultaneously with the A / C operation reduction control and send it (the required torque reduction amount) to the ECU when entering the negative pressure recovery mode.

[0023] The controller may, by referring to the first required torque control table in which the required torque control amount, which may be reduced to the minimum output (Min), is quantitatively different according to the output value (Max) for each A / C operation immediately before entering the negative pressure recovery mode, further output the reduced torque request to the ECU by subtracting the first required torque control amount from the output value (e.g., by subtracting the first required torque control amount from the (torque) output value).

[0024] The controller may, by referring to the second required torque control table in which the required torque control amount, which may be reduced to the minimum output (Min), is quantitatively different according to the output value (Max) for each A / C operation immediately before entering the negative pressure recovery mode, further output the reduced torque request to the ECU by subtracting the second required torque control amount from the output value (e.g., by subtracting the second required torque control amount from the (torque) output value).

[0025] Further, the controller may select a large value of the first required torque control amount and the second required torque control amount (e.g., the larger of the two values) and send the reduced torque request (e.g., torque request reduced by the selected value) to the ECU.

[0026] In addition, the control device may prohibit entry into the negative pressure recovery mode when the vehicle is in a hill climbing state with a predetermined gradient or more or on a highland or higher area (hereinafter referred to as highland) higher than a predetermined altitude or height (hereinafter referred to as altitude).

[0027] Furthermore, the controller may variably set the first threshold value to increase as the altitude at which the vehicle is located on a highland below a predetermined altitude increases (e.g., the first threshold value is variably set to increase as the altitude at which the vehicle is located on a highland below a predetermined altitude increases) to shorten (e.g., accelerate) a point of entry into the negative pressure recovery mode.

[0028] A method for controlling a compressor of a vehicle which variably controls according to a brake vacuum condition of a vehicle compressor control system may, however, comprise: a) controlling the compressor with a fixed (e.g.set) basic A / C operation when the air conditioning system (short "A / C") of the vehicle is in operation, b) determining the negative pressure of the intake manifold, which is stored in the brake booster, with a value obtained by collecting the operation information according to the driving state of the vehicle and by subtracting the intake manifold pressure from the atmospheric pressure, c) entering the negative pressure recovery mode when the brake application is performed in a state in which the negative pressure of the intake manifold is lower than the first threshold value, and d) performing the negative pressure recovery control for reducing the engine load by reducing the basic A / C operation in response to the entry into the negative pressure recovery mode to a minimum A / C operation for a predetermined period of time.

[0029] Further, step c) may comprise: entering the negative pressure recovery mode when the vehicle is traveling at a low speed (e.g., under a low-speed condition) which is lower than a predetermined vehicle speed at which the vehicle is not completely stopped, based on the operation information, the accelerator pedal is not depressed, and the brake is applied.

[0030] Further, step c) may comprise: entering the negative pressure recovery mode if the fluctuation rate of the negative pressure of the intake manifold detected during a predetermined period of time abruptly changes to be equal to or greater than the third threshold, even if the condition that the negative pressure of the intake manifold is not greater (ie, equal to or less than) the first threshold is not satisfied.

[0031] Furthermore, the step d) may include: performing the required torque control for determining the required torque reduction amount of the compressor simultaneously with the A / C operation reduction control and sending the same (the required torque reduction amount) to the ECU when entering the negative pressure recovery mode.

[0032] Further, performing the required torque control may include: subtracting a first required torque control amount that is quantitatively differentiated (e.g., quantitatively set differently) according to an output value (max) for each A / C operation immediately before entering the negative pressure recovery mode, and transmitting the reduced required torque, or subtracting a second required torque control amount that is proportionally differentiated according to an output value (max) for each A / C operation immediately before entering the negative pressure recovery mode, and transmitting the reduced required torque, or determining the first required torque control amount and the second required torque control amount, subtracting a larger value therefrom, and transmitting the reduced required torque.

[0033] Furthermore, the method for controlling a compressor of a vehicle may further comprise, after step d), canceling the negative pressure recovery mode entry and returning to the basic A / C operation control after the negative pressure recovery mode period has elapsed, prohibiting re-entry into the negative pressure recovery mode within a predetermined re-entry prohibition period after the return to the basic A / C operation control, and / or entering the negative pressure recovery mode if the negative pressure of the intake manifold is lower than the first threshold for a predetermined period after the re-entry prohibition period regardless of the brake application.

[0034] According to an exemplary embodiment of the present invention, it is possible to reduce the frequency of A / C shutdown due to insufficient intake manifold negative pressure and thus solve the cooling performance problem by detecting the condition that the intake manifold negative pressure is insufficient, ensuring the intake manifold negative pressure through the pre-A / C operation reduction control and reducing the required torque.

[0035] Furthermore, the braking performance can be improved by controlling the A / C operation reduction control when the engine enters the negative pressure recovery mode and adjusting the variable torque request value and the variable speed of the A / C operation of the compressor, increasing the negative pressure of the intake manifold.

[0036] Furthermore, by omitting the brake booster sensor and utilizing the difference between atmospheric pressure and intake manifold pressure, it is possible to reduce the cost increase and improve customer satisfaction by improving the trade-off relationship between cooling performance and braking performance.

[0037] The methods and apparatus of the present invention have additional features and advantages which will be apparent from, or set forth in more detail in, the accompanying drawings incorporated herein and the following detailed description, which together serve to explain certain principles of the present invention. Short description of the drawings Fig. Figure 1 is a conceptual diagram showing A / C cut-out logic utilizing conventional intake manifold vacuum. Fig. 2 schematically shows a system for controlling a compressor according to an exemplary embodiment of the present invention. Fig. 3 is a conceptual diagram illustrating variable compressor control logic according to an exemplary embodiment of the present invention. Fig. 4 shows an example of the negative pressure recovery mode entry condition and the A / C operation control according to an exemplary embodiment of the present invention. Fig. 5 shows an A / C operation control edge at the time of entering / exiting the negative pressure recovery mode according to an exemplary embodiment of the present invention. Fig. 6 shows a first required torque control table according to an exemplary embodiment of the present invention. Fig. 7 shows a second required torque control table according to an exemplary embodiment of the present invention. Fig. 8 is a flowchart schematically illustrating a method for controlling a compressor according to an exemplary embodiment of the present invention. Fig. 9 is a flowchart schematically illustrating an entry condition into a negative pressure recovery mode according to various exemplary embodiments of the present invention.

[0038] It should be understood that the attached drawings are not necessarily to scale and represent a somewhat simplified representation of various features in order to illustrate the basic principles of the invention. The specific design features of the present invention, including, for example, specific dimensions, orientations, positions, and shapes disclosed herein, will be dictated (at least) in part by the particular intended application and usage environment.

[0039] In the figures, like reference numerals refer to like or equivalent components of the present invention throughout numerous figures of the drawings. Detailed description

[0040] Reference will now be made in detail to various embodiments of the present invention, examples of which are illustrated in the accompanying drawings and described below. While the invention will be described in connection with the exemplary embodiments, it is to be understood that the present description is not intended to limit the invention to these exemplary embodiments. On the contrary, the invention is intended to cover not only the exemplary embodiments, but also various alternatives, changes, modifications, and other embodiments that may be included within the scope of the invention as defined by the appended claims.

[0041] In the following detailed description, only certain exemplary embodiments of the present invention are shown and described for illustration purposes only. As will be apparent to those skilled in the art, the described embodiments may be modified in many different ways without departing from the spirit or scope of the present invention. Accordingly, the drawings and descriptions are to be considered illustrative and not restrictive in nature. Like reference characters designate like elements throughout the description.

[0042] Furthermore, unless explicitly stated otherwise, the word "comprise" and variations thereof, such as "comprises" or "comprising," are to be understood as implying the inclusion of specified elements, but not the exclusion of any other element. Furthermore, the terms "...-er," "...-or," and "-module" described in this specification refer to units for processing at least one function and operation, and these may be implemented using hardware components or software components, and combinations thereof.

[0043] In order to effectively describe technical features of the present invention, the following exemplary embodiment of the present invention may appropriately change, integrate, or separate terms to be clearly understood by a person skilled in the art, and the present invention is not limited thereto.

[0044] Throughout the specification, intake manifold vacuum (e.g., intake manifold or intake manifold) refers to a measured value that estimates the brake vacuum stored in the brake booster using a value obtained by subtracting the intake manifold pressure from atmospheric pressure. Therefore, "vacuum" in the exemplary embodiment of the present invention means "intake manifold vacuum," not booster vacuum, unless otherwise described.

[0045] It should be noted that the system and method for controlling the compressor of the present invention, which will be described below, are different from those of the conventional technology in which the sensor for measuring the brake negative pressure is eliminated due to the characteristics of solving the problem of using the intake manifold negative pressure.

[0046] Now, a system and method for controlling a compressor according to an exemplary embodiment of the present invention will be described in detail with reference to the drawings.

[0047] Fig. 2 schematically shows a system for controlling a compressor according to an exemplary embodiment of the present invention.

[0048] Fig. 3 is a conceptual diagram illustrating variable compressor control logic according to an exemplary embodiment of the present invention.

[0049] With reference to Fig. 2 and Fig. 3, a system for controlling a compressor 10 according to an exemplary embodiment of the present invention includes an engine control unit (ECU) 11, an operation information acquisition device 12, a compressor 13, a condenser 14, an evaporator 15, an accumulator 16, and a controller 17.

[0050] Before fully describing the present invention, the operation of the system for controlling the compressor 10 according to the exemplary embodiment of the present invention will be described with reference to the peripheral devices about the characteristics of using the negative pressure which is not the brake negative pressure measured by the actual sensor (e.g., directly).

[0051] The brake booster typically stores vacuum to mechanically amplify the force with which the driver presses the brake pedal and transmits pressure to the brake to decelerate the vehicle when the brake pedal is depressed.

[0052] At this time, the source of the pressure used by the brake booster is the intake manifold vacuum, which is the difference between atmospheric pressure (e.g., ambient air pressure) and the intake manifold pressure. The intake manifold vacuum is greater (in magnitude) when the throttle valve (TPS) is closed due to the vacuum and the throttle valve, and is lower (in magnitude) when the throttle valve is open. Furthermore, when the driver depresses the accelerator pedal (also called the gas pedal) to open the throttle valve (TPS), the atmospheric pressure and the intake manifold pressure become equal to each other due to the inflow of air, so the intake manifold vacuum approaches zero.For this reason, despite the fact that sufficient vacuum is stored in the actual brake booster, it is determined that the intake manifold vacuum is low, which has the side effect of causing frequent A / C shutdowns.

[0053] Therefore, the system for controlling the compressor 10 according to the exemplary embodiment of the present invention monitors and predicts a situation in which the negative pressure of the intake manifold, which is a source for supplying pressure to the brake booster, becomes insufficient below a certain threshold, and prevents the aforementioned side effects.

[0054] The ECU 11 is a computing device that controls the entire operation of the internal combustion engine, and controls the fuel injection amount according to the operation of the internal combustion engine's accessories (compressor, alternator, etc.) so that the internal combustion engine can be operated at a stable speed.

[0055] The throttle valve opening amount (TPS) is controlled according to the fuel injection amount control of the ECU 11. As the fuel injection amount increases, the throttle valve opening amount (TPS) becomes larger, and as the fuel injection amount decreases, the throttle valve opening amount (TPS) becomes smaller.

[0056] As the throttle valve opening (TPS) increases, the intake manifold negative pressure, which is the difference between atmospheric pressure and intake manifold pressure, becomes low. At this time, the ECU 11 receives a signal indicating that the intake manifold negative pressure is insufficient and moves the throttle valve toward its closing direction.

[0057] Conventionally, there are numerous methods for moving the throttle valve (TPS) toward its closing direction. However, a method of stopping the operation of the accessory unit can generally be used. Typically, the A / C shutdown control is used to stop compressor 13 for a few seconds, with little side effect due to a relatively instantaneous shutdown. A / C shutdown can reduce engine load by moving the throttle valve (TPS) toward its closing direction to promote vacuum buildup.

[0058] That is, by reducing the required torque used in the compressor 13 through the A / C cut-off control, the ECU 11 controls the throttle valve (TPS) in the closing direction, restoring the negative pressure (e.g., the negative pressure recovers to a suitable level).

[0059] The ECU 11, on the other hand, controls the fuel injection amount by taking into account not only the driver's requested torque according to the accelerator pedal operation (APS), but also the requested torque obtained by accessories (e.g., a compressor, an alternator, or the like) of the internal combustion engine.

[0060] The ECU 11 incorporates the required torque for air conditioning (A / C) operation, which is set as a standard value according to the driver's temperature settings (cooling condition) of the air conditioning (A / C), into the total required torque, adjusting the throttle valve (TPS) opening amount.

[0061] In the following description, according to the exemplary embodiment of the present invention, the ECU 11 controls the variable control of the A / C operation (e.g., A / C operation level, A / C power level, A / C duty) according to the negative pressure recovery entry control in the negative pressure state before entering the A / C shutdown of the controller 17 and receives the reduced target torque. At this time, the ECU 11 immediately supports the interlocking control of the negative pressure recovery mode (hereinafter referred to as negative pressure recovery mode), in which the fuel injection amount is reduced and the throttle valve (TPS) is controlled in its closing direction.

[0062] The air conditioning (A / C) system is a vehicle's air conditioning system. The air conditioning (A / C) system, which is a key component of a variable torque control system, variably controls the compressor's partial load in the ECU 11 to prevent the brake vacuum from dropping to the A / C cut-out level.

[0063] For this purpose, the air conditioning (A / C) system includes compressor control logic to enable the variable control of the compressor to operate efficiently according to the vehicle's driving information and environmental conditions.

[0064] The air conditioning (A / C) system includes an operation information acquisition device 12, a compressor 13, a condenser 14, an accumulator 16, and a control device 17. The air conditioning (A / C) system is used for cooling, ventilation, and heating in the vehicle.

[0065] The air conditioning (A / C) system improves the cooling performance as the duty ratio of the compressor 13 increases, and the efficiency (e.g., duty ratio) of the compressor 13 is determined according to the variable A / C operation control of the controller 17 depending on the detection of the lack of negative pressure of the intake manifold based on the operation information.

[0066] The operating information acquisition device 12 acquires operating information measured by numerous sensors and numerous control units according to the driving state of the vehicle. The operating information may be data measured by the sensor and the control unit or information processed into a form necessary for controlling the compressor 13.

[0067] For example, the operation information acquisition device 12 may provide values ​​acquired by a vehicle speed sensor, an atmospheric pressure sensor, an intake manifold pressure sensor, a speed change stage (e.g., transmission), an accelerator pedal sensor (APS), a brake pedal sensor (BPS), a height sensor (e.g., altimeter), an inclination sensor, a timer, etc., to the control device 17.

[0068] The compressor 13 compresses the refrigerant drawn from the evaporator 15 during operation of the air conditioning (A / C) system and supplies the compressed refrigerant to the condenser 14. The compressor 13 may be a variable capacity compressor for a vehicle that generates pressure by piston operation of a cylinder using the power of the internal combustion engine transmitted by a belt. For example, the compressor 13 may include a pressure regulator configured to change the angle of the swash plate (gear) according to the applied A / C operation control signal and to adjust the degree of actuation (e.g., actuation rate and / or actuation stroke) of the piston (i.e., piston movement or piston dynamics).

[0069] The condenser 14 condenses and liquefies the refrigerant compressed by the compressor 13.

[0070] The evaporator 15 evaporates the refrigerant liquefied by the condenser.

[0071] The description of the basic structure of the air conditioning (A / C) system is also well known to those skilled in the art, so an unnecessary description is omitted.

[0072] The memory 16 stores a program and data for controlling the compressor 13 and stores data generated according to the operation sequence.

[0073] The memory 16 stores a fully automatic temperature control (FATC, derived from the English “Full Automatic Temperature Control”) based on a target operation control map MAP1 for controlling the compressor 13.

[0074] Furthermore, the memory 16 may set and store an A / C operation control map MAP2 for variable control of the compressor 13 and a required torque control map MAP3 corresponding to the A / C operation control map MAP2 in the situation of insufficient intake manifold negative pressure.

[0075] The control device 17 is an air conditioning control device for controlling the entire operation of the air conditioning (A / C) system and, in conjunction with the ECU 11, enters the vacuum recovery mode depending on the brake vacuum condition to variably control the compressor 13.

[0076] The control device 17 detects the operation of the air conditioner (A / C ON / OFF), the vehicle speed, the atmospheric pressure, the intake manifold pressure, the accelerator pedal operation state (APS ON / OFF), the brake operation (BPS ON / OFF), the altitude, the road gradient, the timer and the like through the operation information detecting device 12.

[0077] The controller 17 controls the compressor 13 in the basic A / C operation according to the general FATC-based air conditioning control when the air conditioning system is in operation (A / C ON).

[0078] The control device 17 determines the negative pressure of the intake manifold stored in the brake booster with a value obtained by subtracting the pressure of the intake manifold from the atmospheric pressure detected from the operation information.

[0079] The control device 17 can perform negative pressure restoration control to control the A / C operation to the minimum value (Min) when the entry into the air conditioning operation stop (A / C shutdown) is predicted due to insufficient intake manifold negative pressure. Here, if the maximum A / C operation (Max) is 100%, the minimum (Min) control of the A / C operation means that the A / C operation is reduced to 35%, which is the minimum allowable value at which the air conditioning (A / C) operation is not stopped (OFF).

[0080] For example, Fig. 4 illustrates a negative pressure recovery mode entry condition and A / C operation control according to an exemplary embodiment of the present invention.

[0081] Referring to Fig. 4, the controller 17 according to an exemplary embodiment of the present invention graphically displays the result of performing the A / C operation control by entering the negative pressure recovery mode according to the change in the negative pressure of the intake manifold over time.

[0082] The controller 17 controls the compressor 13 to a general FATC target operation-based basic A / C operation.

[0083] When the negative pressure of the intake manifold drops below the first threshold T1, the controller 17 enters the negative pressure recovery mode when the negative pressure can be recovered by the A / C operation control, and the A / C operation is reduced without the A / C shutdown, whereby the negative pressure can be recovered (increased).

[0084] Here, the first threshold value T1 (for example, 260 hPa) means a value set as an A / C operation control start condition for preventing A / C shutdown with a negative pressure recovery control reference line indicating a state in which the negative pressure of the intake manifold is insufficient.

[0085] Further, the second threshold T2 (for example, 240 hPa) is the A / C cut-off control negative pressure reference line, and the A / C cut-off control is started when the negative pressure of the intake manifold drops below the second threshold.

[0086] That is, the first threshold T1 (for example, 260 hPa) may be set to be a higher value than the second threshold in order to start the A / C operation control for predicting a negative pressure condition in which the negative pressure of the intake manifold decreases below a second threshold T2 (for example, 240 hPa), which is an A / C cut-off control condition, and for preventing the same.

[0087] The control device 17 controls the basic A / C operation to a maximum value (Max) when the intake manifold negative pressure exceeds the first threshold T1 and the negative pressure is sufficient.

[0088] When the intake manifold negative pressure drops below the first threshold T1, the controller 17 starts the negative pressure recovery control, such as the first duty control, to change the A / C operation to the minimum value (Min). At this time, the controller 17 applies the A / C operation control signal, which changes the maximum A / C operation (Max) to the minimum A / C operation (Min), to the compressor 13. Then, the minimum A / C operation is maintained for a predetermined period of time (e.g., 3 seconds) and then reset to the maximum value (Max).

[0089] Consequently, the controller 17 may change the power of the compressor 13 to the minimum A / C operation (Min) to reduce the engine load and cause an increase in the intake manifold vacuum.

[0090] Fig. 5, meanwhile, shows the A / C operation control edge at the time of entering / exiting the negative pressure recovery mode according to an exemplary embodiment of the present invention.

[0091] The control device 17 can compare the rate of change of the release edge (e.g. 10 Nm / sec) for returning the A / C operation to the maximum value (Max) after the entry of the negative pressure restoration control with the rate of change of the entry edge (e.g. 40 Nm / sec) for lowering the A / C operation to the minimum value (Min) with reference to Fig. 5 Control smoothly (e.g., flat or with a low slope). This is to prevent the speed from becoming unstable if the variable speed (e.g., the rate of change) is too fast or too slow when entering, releasing, or exiting the vacuum recovery control.

[0092] With further reference to Fig. 4, the controller 17 prohibits re-entry into the negative pressure recovery mode within a predetermined re-entry prohibition period (e.g., 0.2 seconds) after the controller 17 performs the first operation control and then returns to the basic A / C operation. This is to prevent the phenomenon that the minimum A / C operation (Min) is continuously maintained beyond the specified period.

[0093] Accordingly, the controller 17 may enter the second duty control when the intake manifold negative pressure drops to the first threshold T1 or less again after the re-entry prohibition period. At this time, the controller 17 may maintain the minimum (min) duty control during the period without immediately releasing or canceling it, even if the cancellation condition is met before the minimum (min) duty control period after entering the negative pressure recovery mode. On the other hand, the controller 17 may immediately release or cancel the negative pressure recovery mode if the air conditioner (A / C) is turned off before the expiration of the period.

[0094] Meanwhile, the controller 17 may generate the required torque control amount according to the fluctuation in the minimum A / C operation and transmit it to the ECU 11 of the internal combustion engine.

[0095] Fig. 6 shows a first required torque control table according to an exemplary embodiment of the present invention.

[0096] With reference to Fig. 6, the first required torque control table according to the exemplary embodiment of the present invention quantitatively (e.g., in terms of amount) and differently sets and stores the first required torque control amount, which may be reduced to the minimum (Min) output corresponding to the A / C operation output value level immediately before entering the A / C operation control mode.

[0097] The A / C operation output value immediately before the negative pressure recovery control is an output value of the compressor 13 via the swash plate angle, and the swash plate angle is adjusted incrementally depending on the air conditioning (A / C) temperature condition. The incremental output values ​​can be determined according to the pressure difference depending on the indoor / outdoor temperature. For example, when the swash plate angle is 100%, the required torque can be determined as 20 Nm, 15 Nm, or 10 Nm depending on the external environment.

[0098] The required torque control amount means the required air conditioning (A / C) torque amount, which can be reduced when the A / C operation maximum output value (Max) is reduced to the minimum (Min) output for each of the tilt angle conditions.

[0099] For example, if the required torque is 10 Nm when the tilt plate angle for the maximum (Max) A / C operation output immediately before the negative pressure restoration control is 100%, then the controller 17 subtracts the first required torque control amount 3.5 Nm according to the A / C operation reduction control (e.g., as shown in Fig. 6 shown in dashed lines, the controller may use the table entry of 3.5 Nm corresponding to the A / C operation output value 100% and subtract it from 10 Nm to obtain a reduced required torque) and may transmit the required torque, which is reduced to 6.5 Nm, to the ECU 11.

[0100] In the first required torque control table, the first required torque control amount decreases as the A / C operation output value immediately before entering the A / C operation control mode decreases, and at the constant level at which the A / C operation output value is 40%, the first required torque control amount becomes zero to ensure stability.

[0101] Furthermore, Fig. 7 shows a second required torque control table according to an exemplary embodiment of the present invention.

[0102] With reference to Fig. 7, the second required torque control table according to an exemplary embodiment of the present invention proportionally and differently sets and stores the second required torque control amount, which may be reduced to the minimum (Min) output corresponding to the A / C operation output value level immediately before entering the A / C operation control mode.

[0103] That is, the second required torque control table differs from the first required torque control table in that the required torque control amount is determined by changing it by a predetermined ratio instead of a predetermined fixed value.

[0104] For example, if the required torque is 10 Nm when the A / C operation output value before the negative pressure restoration control is 100% based on the general FATC target operation, the controller 17 may multiply the ratio of the associated entry by 0.50 (e.g., as shown in Fig. 7 shown in dashed lines, the control device can use the table entry corresponding to the A / C operation output value 100% and then multiply the required torque by 0.50) and transmit the required torque, which is reduced to 5 Nm, to the ECU 11.

[0105] Further, the controller 17 compares the first required torque control amount (e.g., 3.5 Nm) derived from the first required torque control table and the second required torque control amount (e.g., 5 Nm) derived from the second required torque control table, and may select a large value (e.g., the larger of the two required torque control amounts) and transmit the correspondingly reduced target torque to the ECU 11.

[0106] In the above description, the first required torque table and the second required torque table are each an example, and the numerical values ​​of the respective items are not limited to these and may be changed as a control map and determined by the vehicle type, the shift type, examination, a learning process, and statistics.

[0107] With reference to Fig. 3, however, the control device 17 can control (eg, enter) the negative pressure recovery mode only when the negative pressure can be recovered by the A / C operation control taking into account the operation information collected under the flatland condition.

[0108] For example, by referring to the following operating conditions, it can be determined when vacuum recovery is possible.

[0109] The controller 17 enters the negative pressure recovery mode when the air conditioning operation (A / C ON) is performed, the vehicle is not stopped under a low-speed condition (e.g., 0.1 km / h ≤ vehicle speed ≤ 15 km / h), the intake manifold negative pressure is less than or equal to the first threshold T1 and thus insufficient, the accelerator pedal is not depressed (APS = OFF), and the brake is active. Here, since the recovery speed of the negative pressure is higher than the predetermined speed and the vehicle speed is lower than the predetermined speed, the recovery speed becomes low, and the A / C shutdown is frequently caused. Therefore, the low-speed condition is set to overlap with the speed range with the negative pressure recovery control.

[0110] However, the controller 17 may restrict (e.g., block) entry into the vacuum recovery mode in exceptional cases when, taking into account the uphill conditions, the vehicle is in a high-output uphill condition (e.g., in a hill climb condition) of a predetermined gradient (e.g., 18 degrees and / or 18 percent). In this exceptional situation, the compressor 14 may also be controlled based on the general FATC target operation.

[0111] Furthermore, the control device 17 may restrict (e.g., block) entry into the vacuum recovery mode in exceptional cases when the vehicle is located on a highland or higher elevation (e.g., 1,500 m) or higher, taking into account the highland condition. This occurs because the amount of assistance (output) on the highland of approximately 1,500 m or higher is reduced by almost half, assuming that the vacuum accumulator amount of the brake booster supports five times the normal reference brake application relative to the lowland.

[0112] However, the controller 17 may more quickly shorten the point of entry of the negative pressure recovery control (e.g., advance the entry point) by setting the first threshold T1 to increase as the elevation elevation increases in a flatland / lowland condition of less than about 1500 m (e.g., in the flatland / lowland area of ​​less than about 1500 m, as the elevation elevation increases, the first threshold T1 may also increase to implement faster entry into the negative pressure recovery mode), because the characteristics of the negative pressure are affected by the altitude above sea level. For example, when the elevation elevation is the first elevation and the first threshold is set to 260 hPa, the first threshold may be variably set to 280 hPa when the elevation elevation is the second elevation higher than the first elevation.

[0113] Furthermore, the controller 17 may perform negative pressure recovery control if the fluctuation speed (e.g., fluctuation rate) of the negative pressure detected during a predetermined period of time (e.g., 10 ms units) exceeds the third threshold T3 set as the sudden fluctuation condition, even if the first threshold T1 is not met (e.g., not exceeded). The first threshold T1 may also be set to increase as the change rate increases (e.g., also increase as the change rate increases). Thus, it is possible to perform preventive negative pressure recovery control according to the moving speed of the negative pressure.

[0114] A method for controlling a compressor according to an exemplary embodiment of the present invention will be further described with reference to Fig. 8 based on the configuration of the system for controlling the compressor 10 described above. However, the detailed configuration of the system for controlling the compressor 10 can be divided into individual functions or integrated into a single system. When describing the method for controlling a compressor based on Fig. 8, the subject matter is therefore referred to as the system for controlling the compressor 10.

[0115] Fig. 8 is a flowchart schematically illustrating a method for controlling a compressor according to an exemplary embodiment of the present invention.

[0116] With reference to Fig. 8, in the system for controlling the compressor according to an exemplary embodiment of the present invention, the compressor 13 is controlled with the basic A / C operation set based on the general FATC-based target operation when the air conditioner is in operation (A / C ON) S1.

[0117] The system for controlling the compressor 10 collects operation information corresponding to the running of the vehicle through the operation information acquisition means 12 and monitors the entry condition into the negative pressure recovery mode based on the prediction of the insufficient negative pressure state of the intake manifold, as shown in steps S2 to S5 below.

[0118] The compressor control system 10 predicts the intake manifold vacuum insufficient condition and enters the vacuum recovery mode if the vehicle is in a low-speed condition (e.g., 0.1 km / h ≤ vehicle speed ≤ 10 km / h, or e.g., 0.1 km / h ≤ vehicle speed ≤ 15 km / h) (S2: Yes), the intake manifold vacuum is insufficient below the first threshold (260 hPa) (S3: Yes), the accelerator pedal is not depressed (APS = OFF) (S4: Yes), and the brake is depressed (BPS = ON) (S5: Yes). If the vacuum recovery mode is entered under the AND condition that each of steps S2 to S5 is satisfied, conversely, the vacuum recovery mode is not entered if any of S2 to S5 is not satisfied (No).

[0119] The compressor control system 10 reduces the basic A / C operation to the minimum A / C operation for a predetermined period of time (e.g., 3 seconds) due to entering the negative pressure recovery mode and performs the negative pressure recovery control to reduce the engine load S6.

[0120] If only the A / C operation is reduced by the negative pressure recovery control, then the actual engine load is reduced, but the ECU 11 does not know to what extent the torque used in the compressor 13 is, so the negative pressure recovery effect may be slight or insignificant.

[0121] Therefore, the system for controlling the compressor 10 determines the required torque reduction amount of the compressor 13 according to the A / C operation reduction simultaneously with the A / C operation reduction control at the time of entering the negative pressure recovery mode and sends it to the ECU 11. The required torque control is performed S7.

[0122] Here, the system for controlling the compressor 10 subtracts the first required torque control amount, which is determined according to the level of the first required torque control table (see Fig. 6) is set, from the A / C operation output value immediately before the negative pressure recovery control, and the reduced required torque can be sent to the ECU 11.

[0123] Or, the system for controlling the compressor 10 subtracts the second required torque control amount which is set to be obtained by a predetermined ratio according to the level of the second required torque control table (see Fig. 7) varies from the A / C operation output value immediately before the negative pressure recovery control and the reduced required torque can be sent to the ECU 11.

[0124] Or, the system for controlling the compressor 10 determines the first required torque control amount and the second required torque control amount and subtracts a larger value (e.g., the larger of these two amounts) from the A / C operation output value immediately before the negative pressure recovery control, and the reduced required torque can be sent to the ECU 11.

[0125] The system for controlling the compressor 10 causes the ECU 11 to reduce or close the throttle opening (TPS) through the required torque control, thus having an effect of increasing the intake manifold negative pressure, which is the difference between the atmospheric pressure and the intake manifold pressure.

[0126] The system for controlling the compressor 10, on the other hand, counts the time duration of the negative pressure recovery mode, and when the set time (for example, 3 seconds) has elapsed (S8: Yes), then the entry into the negative pressure recovery mode is canceled and the routine returns to the normal A / C operation control S9.

[0127] Thereafter, the compressor control system 10 prohibits re-entry into the negative pressure recovery mode within a predetermined re-entry prohibition period (e.g., 0.2 seconds) after returning to the normal A / C operation control (S10).

[0128] Furthermore, the system for controlling the compressor 10 may exceptionally restrict (e.g., block) entry into the vacuum recovery mode if the vehicle is under a high output hill climbing condition (e.g., in a hill climb condition) of a predetermined grade (e.g., 18 degrees and / or 18 percent) or greater.

[0129] In addition, the system for controlling the compressor 10 may exceptionally restrict (eg block) entry into the vacuum recovery mode if the vehicle is located on a highland above a certain altitude (eg 1500 m).

[0130] Thereby, according to an exemplary embodiment of the present invention, it is possible to reduce the frequency of A / C shutdown due to insufficient intake manifold negative pressure by detecting the condition that the intake manifold negative pressure is insufficient, ensuring the intake manifold negative pressure through the pre-A / C operation reduction control and reducing the required torque.

[0131] Furthermore, the braking performance can be improved by means of the A / C operation reduction control when the internal combustion engine enters the vacuum recovery mode and the variable torque request value and the variable speed (e.g., change speed or change rate) of the A / C operation of the compressor are adjusted, increasing the intake manifold vacuum.

[0132] Furthermore, by omitting the brake booster sensor and utilizing the difference between atmospheric pressure and intake manifold pressure, it is possible to reduce the cost increase and improve customer satisfaction by improving the trade-off relationship between cooling performance and braking performance.

[0133] Although the above invention has been particularly shown and described with reference to exemplary embodiments thereof, the present invention is not limited to the above-described embodiments, and numerous other modifications and additions are possible.

[0134] For example, in the exemplary embodiment of the present invention, the entry condition into the negative pressure recovery mode is referred to as an AND condition that each of steps S2 to S5 including the state in which the brake is activated (BPS = ON) is satisfied.

[0135] However, the exemplary embodiment of the present invention is not limited to this, and if during a predetermined time (brake entry time) after the brake is deactivated, steps S2 to S4 are satisfied without considering the brake operation after the re-entry prohibition period in step S10, the negative pressure recovery mode can be entered.

[0136] Fig. 9 is a flowchart schematically illustrating an entry condition into a negative pressure recovery mode according to various exemplary embodiments of the present invention.

[0137] Since, with reference to an entry condition into a vacuum recovery mode according to various exemplary embodiments of the present invention is similar to that of Fig.8 described above, a description of the entry into the negative pressure recovery mode is omitted and the difference in S3 is mainly described.

[0138] The system for controlling the compressor 10 may determine that the negative pressure recovery control condition is satisfied if the fluctuation rate (e.g., change rate) of the negative pressure of the internal combustion engine detected for a predetermined period of time (e.g., 10 ms unit) is greater than or equal to the third threshold (S3-2: Yes), even if the condition that the negative pressure of the intake manifold is not higher than the first threshold (260 hPa) is not satisfied (S3-1: No).

[0139] At this time, the system for controlling the compressor 10 has an advantage in that the timing of entry of the negative pressure recovery control can be shortened more quickly (eg, the timing of entry of the negative pressure recovery control can be advanced) by setting the first threshold value T1 to become higher as the fluctuation speed becomes higher.

[0140] The above-described exemplary embodiment of the present invention can be implemented not only by the apparatus and method described above, but also by a program that implements functions corresponding to the configurations of the exemplary embodiment, or by a storage medium that stores the program. Such implementation can be easily carried out by a person skilled in the art.

[0141] Although the present invention has been described in connection with what are presently considered to be useful exemplary embodiments, it is to be understood that the present invention is not limited to the embodiments disclosed herein. The scope of the present invention is intended to be defined by the appended claims.

[0142] For ease of explanation and accurate definition in the appended claims, the terms "upper...", "lower...", "inner...", "outer...", "high," "down," "upward," "downward," "front...", "backward...", "front," "rear," "inwardly / inwards," "outwardly / outwards," "inside," "outside," "inside," "outside," "forward / forward," and "backward / rearward" are used to describe features of the exemplary embodiments with reference to their positions as shown in the drawings.

[0143] The foregoing descriptions of certain exemplary embodiments of the present invention have been presented for purposes of illustration and description. They are not intended to be exhaustive or to limit the invention to the precise forms disclosed, and obviously many changes and modifications are possible in light of the above teachings. The exemplary embodiments were chosen and described in order to explain certain principles of the invention and their practical applicability, to thereby enable those skilled in the art to make and use various exemplary embodiments of the present invention, as well as various alternatives and modifications thereof. It is intended that the scope of the invention be defined by the appended claims.

Claims

[1] System (10) for controlling a compressor (13) of a vehicle, the system comprising: an internal combustion engine control unit (ECU, 11) which controls a fuel injection amount corresponding to an internal combustion engine load and an opening amount of a throttle valve (TPS) depending on a required torque required for an air conditioning system, A / C for short, an operating information acquisition device (12) connected to the ECU (11) and arranged to acquire operating information according to the driving state of the vehicle, a compressor (13) which generates a pressure by means of a piston operation in a cylinder using power of the internal combustion engine during operation of the A / C, and a control device (17) connected to the ECU (11) and determining a negative pressure of an intake manifold stored in a brake booster with a value obtained by subtracting the intake manifold pressure from the atmospheric pressure detected by the operation information detecting device, wherein, when the brake is applied while the intake manifold vacuum is below a first threshold (T1), the internal combustion engine enters a vacuum recovery mode for predicting a slight vacuum drop condition that falls below a second threshold, which is the A / C cut-off control condition, and reduces the A / C operation of the compressor (13). [2] A system (10) for controlling the compressor (13) of the vehicle according to claim 1, wherein the compressor (13) further comprises a pressure regulator for regulating an actuation degree of the piston by changing the angle of a swash plate in accordance with the A / C operation control signal applied from the controller (17). [3] System (10) for controlling the compressor (13) of the vehicle according to claim 1 or 2, further comprising: a memory (16) for storing an A / C operation control map (MAP2) for variable A / C operation control of the compressor (13) and a required torque control map (MAP3) corresponding to the A / C operation control map (MAP2) in the case of slight negative pressure of the intake manifold. [4] A system (10) for controlling the compressor (13) of the vehicle according to any one of claims 1 to 3, wherein the operation information detecting means (12) detects at least one piece of operation information from an air conditioning operation state, a vehicle speed, the atmospheric pressure, a filling pressure, an accelerator pedal operation state, a brake operation state, a sea level, a road gradient, and a timer. [5] A system (10) for controlling the compressor (13) of the vehicle according to any one of claims 1 to 4, wherein the control device (17) enters the negative pressure recovery mode when the vehicle is traveling at a speed lower than a predetermined vehicle speed at which the vehicle is not completely stopped, the negative pressure of the intake manifold is lower than the first threshold value (T1), an accelerator pedal is not operated, and a brake is operated based on the detected operation information. [6] A system (10) for controlling the compressor (13) of the vehicle according to any one of claims 1 to 5, wherein the control means (17) reduces a basic A / C operation to a minimum A / C operation for a predetermined period of time to reduce the engine load, and then returns to the basic A / C operation, in accordance with entry into the negative pressure recovery mode. [7] A system (10) for controlling the compressor (13) of the vehicle according to claim 6, wherein the control means (17) controls the rate of change of the release slope returning to the basic A / C operation compared to the rate of change of the entry slope decreasing towards the minimum A / C operation during a present time upon entering the vacuum recovery mode. [8] A system (10) for controlling the compressor (13) of the vehicle according to claim 6 or 7, wherein the control means (17) prohibits re-entry into the negative pressure recovery mode within a predetermined re-entry prohibition period after returning to the basic A / C operation. [9] A system (10) for controlling the compressor (13) of the vehicle according to any one of claims 1 to 8, wherein the control means (17) performs a required torque control for determining a required torque reduction amount of the compressor (13) with an A / C operation reduction control and sends the determined required torque reduction amount to the ECU (11) when entering the negative pressure recovery mode. [10] A system (10) for controlling the compressor (13) of the vehicle according to claim 9, wherein the control means (17) outputs a reduced torque request to the ECU (11) by referring to a first required torque control table in which the required torque control amount reduced to a minimum output (Min) is quantitatively different corresponding to an output value for each A / C operation immediately before entering the negative pressure recovery mode by subtracting a first required torque control amount from the output value. [11] A system (10) for controlling the compressor (13) of the vehicle according to claim 9 or 10, wherein the control means (17) outputs a reduced torque request to the ECU (11) by referring to a second required torque control table in which the required torque control amount reduced to a minimum output (Min) is quantitatively different corresponding to an output value for each A / C operation immediately before entering the negative pressure recovery mode by subtracting a second required torque control amount from the output value. [12] A system (10) for controlling the compressor (13) of the vehicle according to claim 10, wherein the control means (17) selects a large value from the first required torque control amount and the second required torque control amount and sends the reduced torque request to the ECU. [13] A system (10) for controlling the compressor (13) of the vehicle according to any one of claims 1 to 12, wherein the control means (17) prohibits entry into the negative pressure recovery mode when the vehicle is in a hill climbing condition having a predetermined gradient or more or is on a highland higher than a predetermined altitude. [14] A system (10) for controlling the compressor (13) of the vehicle according to any one of claims 1 to 13, wherein the control means (17) sets the first threshold value (T1) variably to increase as the altitude at which the vehicle is located on a highland below a predetermined altitude, in order to shorten a point of entry of the negative pressure recovery mode. [15] A method for controlling a compressor (13) of a vehicle in dependence on a brake vacuum condition of a vehicle compressor control system, the method comprising: a) controlling, by means of a control device (17), the compressor (13) with a fixed basic A / C operation when the air conditioning system, A / C for short, of the vehicle is in operation (S1), b) determining, by means of the control device (17), a negative pressure of the intake manifold stored in the brake booster with a value obtained by collecting operating information according to the driving condition of the vehicle and by subtracting an intake manifold pressure from an atmospheric pressure, c) entering, by means of the control device (17), a vacuum recovery mode when a brake application (S5) occurs in a state in which the vacuum of the intake manifold is lower than a first threshold value (T1) (S3), and d) performing, by means of the control device (17), a negative pressure restoration control (S6, S7) for reducing the engine load by reducing the basic A / C operation in response to entry into the negative pressure restoration mode to a minimum A / C operation for a predetermined period of time. [16] A method for controlling the compressor (13) of the vehicle according to claim 15, wherein step c) comprises: Entering the negative pressure recovery mode when the vehicle is traveling at a speed lower than a predetermined vehicle speed at which the vehicle is not completely stopped, an accelerator pedal is not depressed, and a brake is applied based on the collected operation information. [17] A method for controlling the compressor (13) of the vehicle according to claim 15 or 16, wherein step c) further comprises: Entering the negative pressure recovery mode (S3) if the fluctuation rate of the negative pressure of the intake manifold detected during a predetermined period of time changes to become equal to or greater than a third threshold value (T3) (S3-2) when the condition that the negative pressure of the intake manifold is not greater than the first threshold value (T1) is not met (S3-1). [18] A method for controlling the compressor (13) of the vehicle according to any one of claims 15 to 17, wherein step d) comprises: Performing a required torque control for determining the required torque reduction amount of the compressor (13) with an A / C operation reduction control, and sending the determined required torque reduction amount to an internal combustion engine control unit (ECU, 11) connected to the control device (17) when entering the negative pressure recovery mode [19] A method for controlling the compressor (13) of the vehicle according to claim 18, wherein performing the required torque control comprises: Subtracting a first required torque control amount, which is quantitatively differentiated according to an output value for each A / C operation immediately before entering the negative pressure recovery mode, from the output value, and sending the reduced required torque to the ECU (11), or Subtracting a second required torque control amount, which is proportionally differentiated according to an output value (max) for each A / C operation immediately before entering the negative pressure recovery mode, from the output value, and sending the reduced required torque to the ECU (11), or Determining the first required torque control amount and the second required torque control amount, subtracting a larger value therefrom, and sending the reduced required torque to the ECU (11). [20] A method for controlling the compressor (13) of the vehicle according to claim 18 or 19, further comprising: after step d), Canceling the negative pressure recovery mode entry and returning to a control of the basic A / C operation (S9) after the predetermined time period of the negative pressure recovery mode has elapsed (S8), Prohibiting re-entry into the vacuum recovery mode within a predetermined re-entry prohibition period after returning to control of basic A / C operation (S10), and Entering the vacuum recovery mode when the intake manifold vacuum is lower than the first threshold (T1) for a predetermined period of time after the re-entry prohibition period regardless of the brake application.

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