JP2015033994A - Air-conditioning control device for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an air-conditioning control device for a vehicle that enables sufficient recovery of deceleration energy of the vehicle for cold storage in a cooling heat exchanger and thus enables improvement of saving of fuel consumption for practical use by suppressing driving of a compressor by an internal combustion engine.SOLUTION: The air-conditioning control device for a vehicle constituted by a variable capacity type compressor 11 driven by an engine 1 to compress a refrigerant and a cold storage agent-containing evaporator 6 having a cold storage agent for storing heat of the refrigerant includes: regenerative mode determination means for determining whether or not driving of the compressor 11 is allowed with the use of deceleration regenerative energy of a vehicle V; and a control device 5 for controlling discharge capacity of the variable capacity type compressor 11 in accordance with the determination of the regenerative mode determination means. When the regenerative mode determination means determines that driving of the compressor 11 is allowed, the control device 5 performs cold storage in the cold storage agent-containing evaporator 6 by using the refrigerant compressed by the variable capacity type compressor 11.

Description

  The present invention relates to a vehicle air-conditioning control device that collects deceleration energy during vehicle deceleration and stores the energy in a cooling heat exchanger to reduce fuel consumption of the vehicle.

  Conventionally, the temperature of air cooled by the cooling heat exchanger is detected, and the compressor is driven and controlled so that the detected temperature becomes the target cooling temperature. When the vehicle is decelerated, the target cooling temperature is reduced before decelerating. Patent Document 1 is disclosed as a technology of a vehicle air conditioner that recovers deceleration energy of a vehicle by increasing the operating rate of the compressor and storing the cooling heat in a cooling heat exchanger. .

  According to Patent Document 1, the target cooling temperature of the variable capacity compressor driven by the engine of the vehicle and the air blown into the passenger compartment is calculated, and the detected temperature of the temperature detecting means becomes the target cooling temperature. A control unit for controlling the discharge capacity of the compressor, and a dry determination for determining whether or not the surface of the cooling heat exchanger through which the air passes is dried. The control means, when the deceleration state detection means detects the vehicle's decelerating running state, controls the capacity of the compressor so that the discharge amount becomes substantially maximum regardless of the target cooling temperature, When the drying determining means determines that the surface of the cooling heat exchanger through which the air passes is dry, the detected temperature becomes the target cooling temperature regardless of the detection result of the deceleration state determining means. Capacity control of compressor discharge capacity That.

By doing in this way, a control means controls to a substantially maximum capacity | capacitance irrespective of the target cooling temperature of the heat exchanger for cooling at the time of vehicle deceleration. Therefore, it is possible to sufficiently recover energy when the vehicle decelerates.
However, if cold storage is performed while the surface of the cooling heat exchanger is dry during vehicle deceleration, moisture in the air condenses and condenses on the surface of the cooled cooling heat exchanger.
When the condensed water adhering to the surface gradually dries after the end of cold storage, the off-flavor components adhering to the surface of the cooling heat exchanger are blown into the passenger compartment along with the air-conditioning wind, causing discomfort to the passengers. End up.
Therefore, the control means does not store the cooling heat exchanger when the surface of the cooling heat exchanger is dry at the start of vehicle deceleration. Accordingly, it is possible to prevent the passenger from feeling uncomfortable due to the odor component being blown into the passenger compartment.

Japanese Patent No. 4417064

According to Patent Document 1, when the vehicle detects a deceleration state, the control device controls the discharge amount of the variable displacement compressor to a maximum extent to sufficiently recover the deceleration energy. It is said that cold storage is not performed when the industrial heat exchanger is dry.
This is because when the cooling heat exchanger is dry, the vehicle deceleration energy is wasted by controlling the discharge amount of the variable capacity compressor to the minimum. Has a problem that it cannot be fully utilized for improving the fuel efficiency of vehicle operation.

  In view of such technical problems, the present invention sufficiently recovers vehicle deceleration energy and stores it in a cooling heat exchanger, thereby suppressing the drive of the compressor by the internal combustion engine and improving the fuel efficiency in practical use. An object of the present invention is to provide a vehicle air conditioning control device.

In order to solve such a problem, the present invention is a variable capacity compressor that is driven by the power of an internal combustion engine to compress a refrigerant;
A vehicle air-conditioning control device configured to include an evaporator with a cold storage agent provided with a cold storage agent that stores the cold heat of the refrigerant,
Regenerative mode determination means for determining whether the regenerative energy of the vehicle is regenerative,
A control device for controlling the discharge capacity of the variable capacity compressor,
The control device can provide an air conditioning control device for a vehicle, wherein when the regeneration mode determining means determines that regeneration is possible, the variable capacity compressor stores the cold in the evaporator with the cool storage agent using the refrigerant compressed. .

  According to this invention, by using the deceleration regenerative energy of the vehicle, the refrigerant is compressed by the compressor, and is stored in the evaporator with the cool storage agent, so that the air stored in the vehicle is used for the air conditioning of the vehicle. By doing so, the power accompanying the drive of the compressor by the internal combustion engine can be reduced, and the fuel efficiency of the vehicle can be improved.

  In the present invention, it is preferable that the control device is configured such that the discharge amount of the variable displacement compressor is small when the vehicle speed is slow and large when the vehicle speed is fast.

  By adopting such a configuration, when the vehicle speed is low, the discharge amount is reduced, so that the vehicle travel shock caused by the driving load of the variable displacement compressor is suppressed, and when the vehicle speed is high, the discharge amount is increased. By increasing the amount of cold stored in the evaporator with the cool storage agent and increasing the amount of energy regeneration, the load that drives the variable capacity compressor of the internal combustion engine during cooling is reduced, and the vehicle running fuel consumption ( (Practical fuel consumption) can be saved.

  According to this invention, the vehicle air conditioner that sufficiently recovers vehicle deceleration energy and stores it in the cooling heat exchanger to suppress the drive of the compressor by the internal combustion engine, thereby improving the practical fuel saving. A control device can be provided.

1 shows a schematic cross-sectional view of a vehicle air-conditioning control apparatus according to an embodiment of the present invention. 1 is a schematic cross-sectional view of a variable capacity compressor according to an embodiment of the present invention. The external appearance perspective view of the evaporator with a cool storage agent is shown. AA sectional drawing of FIG. 2 is shown. (A) is the figure which showed typically the temperature change of the evaporator with a cool storage agent accompanying the discharge amount of the compressor which concerns on embodiment of this invention, (B) is a schematic temperature change of the evaporator with a cool storage agent by a prior art. The figure shown in is shown. The control flowchart of the control apparatus of this invention is shown. The regeneration mode determination control flowchart in FIG. 6 is shown. The image figure of variable capacity control of a variable capacity type compressor is shown. The heat determination flowchart in FIG. 6 is shown.

Hereinafter, embodiments according to the present invention will be described with reference to the drawings.
However, the dimensions, materials, and relative arrangements of the components described in this embodiment are not intended to limit the scope of the present invention only to specific examples unless otherwise specified. Absent.

FIG. 1 is a schematic cross-sectional view of a vehicular air conditioning control apparatus according to an embodiment of the present invention.
The vehicle air conditioning control device includes a refrigeration cycle device 2, an air conditioning case 3, and an auto air conditioner control device 5.
A refrigeration cycle apparatus 2 for vehicle air conditioning includes a variable capacity compressor 11 that sucks, compresses, and projects refrigerant by driving an engine 1 that is an internal combustion engine, and a high-temperature and high-pressure gas refrigerant discharged from the compressor 11. A condenser 23 that cools and condenses liquid refrigerant, a cooling fan 23a that air-cools the condenser 23, and a gas-liquid separator 24 that separates gas refrigerant that could not be converted into liquid refrigerant by the condenser 23 from liquid. And an expansion valve 25 for injecting the liquid refrigerant separated by the gas-liquid separator 24 into the evaporator 6 with a cool storage agent (hereinafter abbreviated as the evaporator 6) from a minute nozzle hole, and sprayed from the expansion valve 25. The liquid refrigerant is vaporized all at once, and the surrounding heat is taken away by the vaporization heat, and the evaporator 6 is used as a cold heat source.
An evaporator 6 serving as a cooling heat source for the air conditioner is disposed in the air conditioning case 3.

FIG. 2 is a schematic sectional view of the variable capacity compressor 21 in this embodiment.
In the variable displacement compressor 21, the amount of protrusion of the compressor 11 is controlled by a control current input to the electromagnetic displacement control valve 12.
The discharge amount increases in proportion to the increase in the control current.
The compressor 11 is a swash plate type variable capacity compressor, and the variable capacity machine itself is well known.
In the compressor 11, the driving force from the crankshaft of the engine 1 is transmitted to the rotary shaft 20 by a known transmission mechanism (such as a belt and pulley or a gear train).
A swash plate 13 is integrally coupled to the rotary shaft 20, and the tilt angle of the swash plate 13 can be adjusted by a spherical hinge mechanism 14.
In FIG. 2, the swash plate 13 indicates a state where the solid line position has a small inclination angle with respect to the rotation shaft 20 (small discharge amount state), and the two-dot chain line position 13a indicates a state where the inclination angle with respect to the rotation shaft 20 is large (discharge amount). Status).

A plurality of pistons 16 are connected to the swash plate 13 via shoes 15.
Accordingly, by rotating the swash plate 13 integrally with the rotary shaft 20, the plurality of pistons 16 are sequentially reciprocated through the shoe 15 to repeatedly expand and contract the cylinder chamber V, and suck and compress the refrigerant. It is designed to discharge.
When the discharge amount of the compressor 11 is changed, by changing the pressure P of the crank chamber 17 in which the swash plate 13 is accommodated, the inclination angle of the swash plate 13 is changed and the stroke of the piston 16 is changed. Let
That is, the piston stroke increases by increasing the tilt angle of the swash plate 13 to increase the discharge amount, and the piston stroke decreases by decreasing the tilt angle of the swash plate to decrease the protrusion amount.

An electromagnetic capacity control valve 12 (not shown) is arranged in the rear housing 18 of the compressor 11.
The electromagnetic capacity control valve 12 controls the inclination angle of the swash plate 13 by changing the pressure P of the crank chamber 17 by the control current input to the electromagnetic capacity control valve 12 from the control device 5. ing.

The air conditioning case 3 is generally disposed in front of the driver's seat.
The air-conditioning case 3 is configured such that the air-conditioned air flows inside and flows out toward the feet of the occupant, the windshield (DEF), and the vicinity of the face.
The air conditioning case 3 alternately closes the inside air circulation port 31a for taking in the air in the passenger compartment to the upstream side of the air conditioning case 3, the outside air introduction port 31b for introducing outside air, and the inside air circulation port 31a and the outside air introduction port 31b. The inside / outside air switching door 35e, the inside / outside air switching motor 34 that drives the inside / outside air switching door 35e, the blower 37 that sucks the inside air or outside air into the air conditioning case 3 and pumps the air downstream, and the blower 37 An evaporator 6 disposed on the downstream side, a heater 36 disposed on the downstream side of the evaporator 6, for heating the cold air that has passed through the evaporator 6 with the heat of the cooling water of the engine 1, and the heater 36 and the evaporator 6 A temperature adjusting door 35a that is disposed between the temperature adjusting door 35a for adjusting the amount of cool air that has passed through the evaporator 6 and flows to the heater 36, a temperature adjusting motor 32 that drives the temperature adjusting door 35a, and a temperature adjusting door. A potentiometer 38 for detecting the opening degree of the door 35a and adjusting the amount of rotation of the temperature control motor 32, and a downstream end of the air conditioning case 3, and the air-conditioned air on the windshield (not shown) A defrost outlet (DEF) 31c that prevents spraying fogging, a defrost door 35d that opens and closes the defrost outlet 31c, a face outlet 31d that blows air in the vicinity of the occupant's face, and a face outlet door 35c that opens and closes the face outlet 31d A foot outlet 31e that blows air to the feet of the passenger, a foot outlet door 35b that opens and closes the foot outlet 31e, a defrost door 35d, a face outlet door 35c, and an indoor outlet switching motor 33 that drives the foot outlet door 35b. And.

An automatic air conditioner control device (ECU) 5 (hereinafter abbreviated as “control device 5”) has, as information input sides, a room temperature from a room temperature sensor 54, an outside air temperature from an outside air temperature sensor 55, and a solar radiation amount from a solar radiation sensor 56. The vehicle speed from the vehicle speed sensor 53, the accelerator opening from the accelerator sensor 52, the temperature of the evaporator 6 from the evaporator temperature sensor 51, which is a temperature sensor, and the opening amount of the temperature adjustment door 35a from the potentiometer 38 In the setting instruction signal (desired temperature) from the temperature setting switch 58 for setting the room temperature by the occupant and the season is early summer or late summer, the cooling setting temperature in the passenger compartment is set higher than the normal use temperature in the midsummer, An eco mode setting instruction signal is input from the eco mode switch 59 for performing fuel-saving operation that reduces the drive frequency of the compressor.
On the output side, based on the information input described above, the clutch 22 is connected or disconnected, and the blower 37, the inside / outside air switching motor 34, the temperature adjustment motor 32, and the indoor blowing switching motor 33 are driven.

FIG. 3 is an external perspective view of the evaporator 6, and FIG. 4 is a cross-sectional view taken along line AA of FIG.
As shown in FIGS. 3 and 4, the evaporator 6 includes an upper first header tank 61 (in FIG. 3) extending in the width direction Y with an interval in the vertical direction, and a lower second intermediate header tank. 62 and a heat exchange core portion 60 provided between both header tanks.

The first header tank 61 has a refrigerant inlet header portion (not shown) having a refrigerant inlet 66 located on the downstream side in the ventilation direction X and a refrigerant outlet header having a refrigerant outlet 67 located on the upstream side in the ventilation direction X. Part (not shown).
The second intermediate header tank 62 has a downstream intermediate header portion (not shown) located downstream in the ventilation direction X, and an upstream intermediate header portion (not shown) located upstream in the ventilation direction X. ing.
The downstream intermediate header portion and the upstream intermediate header portion of the second intermediate header tank 62 are provided with means through which refrigerant passes.

As shown in FIG. 4, the heat exchange core portion 60 includes a pair of flat refrigerant flow pipes 64 (64 a, 64 b) with an interval Z in the ventilation direction X, and an interval D in the width direction Y (ventilation interval D). Are arranged.
In addition, when generically naming a flat refrigerant flow pipe, it is set to 64, and when it is easier to explain the specified one, a and b will be added and explained)
The upper end portion of the downstream refrigerant flow pipe 64a is connected (refrigerant communication) to the refrigerant inlet header portion, and the lower end portion is connected to the downstream intermediate header portion.
Moreover, the upper end part of the upstream refrigerant | coolant circulation pipe 64b is connected to the refrigerant | coolant exit header part, and the same lower end part is connected to the upstream intermediate header part.
A ventilation interval D is formed between adjacent ones of the upstream and downstream refrigerant flow pipes 64a, 64a and 64b, 64b.

In some ventilation intervals D of the total ventilation interval D, the cool storage agent container 63 filled with the cool storage agent is disposed so as to straddle the upstream and downstream refrigerant flow pipes 64a and 64b.
The entirety of the cool storage agent container 63 is a single cool storage agent storage space.
In the remaining ventilation interval D, the heat exchange fins 65 are arranged so as to straddle the upstream and downstream refrigerant flow pipes 64a and 64b to form the ventilation interval D.
The heat exchange fins 65 are brazed to the refrigerant flow pipes 64 on both sides in the width direction Y that form the ventilation interval D.
A ventilation interval D is also formed outside the refrigerant circulation pipe 64 on both sides in the width direction, and heat exchange fins 65 are brazed to the refrigerant circulation pipe 64 in the ventilation interval D.

An evaporator temperature sensor 51 for measuring the temperature of the regenerator is attached to the lower side (in FIG. 3) on the downstream side of the evaporator 6 (in FIG. 3).
The evaporator temperature sensor 51 is attached between the heat exchange fins 65 having the ventilation interval D in order to detect the temperature of the evaporator 6 with a cool storage agent.
The evaporator temperature sensor 51 is fixed in a state where it is brazed to the heat exchange fin 65, and heat of the heat exchange fin 65 is easily transmitted to the evaporator temperature sensor 51 by brazing.
By attaching the evaporator temperature sensor 51 at such a position, as described above, the refrigerant entering from the refrigerant inlet header portion flows downward, flows upward again through the intermediate header portion, and is compressed from the refrigerant outlet header portion. It flows out to the machine 21.
Therefore, it is possible to detect an average temperature over the entire air flow surface of the evaporator 6.

Based on the above configuration, drive control of the variable capacity compressor 11 of the vehicle air conditioner (hereinafter abbreviated as the compressor 11 for the sake of simplicity) will be described.
FIG. 5 (A) is a diagram schematically showing the temperature change of the evaporator with a cool storage agent according to the discharge amount of the compressor 11 according to the embodiment of the present invention, and (B) is the temperature of the evaporator with the cool storage agent according to the prior art. The figure which showed the change typically is shown.
FIG. 6 shows a control flow diagram of the control device 5 of the present invention.
In FIG. 6, the process starts (step S1). In step S2, it is determined at the driver's seat whether the air conditioner switch (S / W) is ON. In the case of S / W-OFF, NO is selected, and step S2 is repeated to enter a standby state. In the case of S / W-ON, YES is selected and the process proceeds to step S3. In step S3, the control unit (UCU) 5 starts normal control.

In normal mode control, the temperature of the evaporator 6 with a cool storage agent detected by the evaporator temperature sensor 51 is maintained within a certain range during traveling.
For example, in order to maintain between 4 ° C. and 8 ° C., the control device 5 performs control to increase the discharge amount of the compressor 11 from 0% to 100% when the temperature approaches 8 ° C.
When the detected temperature reaches 4 ° C. by driving the compressor (COMP) 11, the control device 5 performs control to reduce the discharge amount of the compressor (COMP) 11 from 100% to 0%.
Therefore, in this case, the process proceeds from step S3 to step S4, and from step S4 to step S10, the process returns.

  The controller 5 guides a part of the air to the heater 36 side by the temperature adjustment door 35a so that the air that has passed through the evaporator 6 becomes the room temperature Tc set by the occupant. The warm air and the other air that has passed through the evaporator 6 with the cool storage agent are mixed and ejected from the respective ejection ports of the air conditioning case 3 into the vehicle interior.

Proceeding to step S5, it is determined whether or not the vehicle V is traveling in the regeneration mode.
In order to clarify the difference from the prior art, the conventional control will be described based on FIG. 5B schematically showing the conventional control.
Even if the vehicle V enters steady running or decelerated running and further accelerates, the control device repeatedly discharges the compressor 11 from 0% to 100% and 100% to 0% in order to maintain the temperature range of the evaporator 6. Therefore, the amount of refrigerant protruding from the compressor 11 by the engine 1 is increased or decreased intermittently.
That is, in order to maintain the temperature control range of the evaporator 6, when the temperature of the evaporator 6 reaches the upper limit of the control range, the control device controls the discharge amount of the compressor 11 toward 0% to 100%. Reduce the temperature.
When the temperature reaches the lower limit of the control range, the discharge amount is controlled to 100% to 0%, and the discharge amount of the compressor 11 is set to 0%.
For this reason, the fuel consumption for the engine 1 to drive the compressor 11 is increasing.

FIG. 5 (A) shows a schematic diagram of energy regeneration of the vehicle V during deceleration traveling of the present invention.
When the vehicle V is in steady running, the control device 5 repeats the discharge amount of the compressor 11 from 0% to 100% and 100% to 0% in order to maintain the temperature range of the evaporator 6, and compression by the engine 1 The refrigerant protrusion amount of the machine 11 is intermittently increased or decreased.
When the vehicle V shifts from steady running to decelerated running, an inertial force is applied, and the vehicle V enters a state where the engine 1 is turned from the wheel side by the inertial force, and the running energy can be recovered.

In step S5, the regeneration mode is determined.
The determination of the regeneration mode is performed by the control method disclosed in FIG.
According to FIG. 7, in step S51, it is determined whether the temperature Te of the evaporator 6 detected by the evaporator temperature sensor 51> the first temperature threshold value Tes.
If the temperature Te of the evaporator 6 is higher than the first temperature threshold Tes, YES is selected and the process proceeds to step S52.
In the case of the present embodiment, the first temperature threshold Tes was performed in the range of 0 ° C. to 3 ° C. for the following reason.
When the temperature of the heat exchange fin 65 is excessively lowered by the regenerator and the moisture contained in the air passing through the heat exchange fin 65 condenses and becomes frosty, the first temperature threshold Tes is heat exchange. This is to prevent the heat exchange efficiency between the use fin 65 and the air from decreasing.
If NO is selected in step S51, the process returns to step S3 and normal mode control is performed.

In step S52, it is determined whether vehicle speed S (km / h)> predetermined vehicle speed So (km / h).
In the present embodiment, the predetermined vehicle speed So is set to 10 km / h. When the vehicle speed is low, the kinetic energy of the vehicle V is small, so that when the compressor 21 is driven, a drive shock is likely to occur, and the vehicle V is prevented from becoming slower than predicted.
That is, when the predetermined vehicle speed So is 10 km / h or less, the control device 5 performs control to set the discharge amount of the compressor 11 to 0%.
If vehicle speed S (km / h)> predetermined vehicle speed So (km / h), YES is selected and the process proceeds to step S53.
If vehicle speed S (km / h) <predetermined vehicle speed So (km / h), the process returns to step S3 and normal mode control is performed.

In step S53, it is determined that the accelerator opening = 0 (zero).
That is, it is detected whether or not the accelerator pedal is depressed based on a signal from an accelerator sensor 52 attached to an accelerator pedal (not shown).
This detects whether or not fuel is supplied to the engine 1 at the time of idling or more while the vehicle V is running.
In a state where the three conditions of steps S51, 52 and 53 are satisfied, the regeneration mode determination means (S5) determines that the regeneration mode is possible.
If the accelerator opening is not 0 (zero), that is, if the accelerator pedal is depressed, the process proceeds to step S8, and the compressor 11 is driven by the kinetic energy (regenerative energy) of the vehicle V.

FIG. 8 shows an image of the protrusion amount control of the compressor 11 during the regeneration mode control.
When the temperature Te of the evaporator 6 and the vehicle speed S (km / h) both greatly exceed the threshold values, that is, when the vehicle speed S is fast and the temperature Te of the evaporator 6 is high, the control device 5 The discharge amount is controlled to be increased.
By doing in this way, when the vehicle speed S is high, the deceleration energy is large, so even if the driving load of the compressor 11 is large, the deceleration shock applied to the vehicle V is small, and cold storage to the evaporator 6 is efficiently performed. be able to.

The control device 5 also reduces the discharge amount of the compressor 11 when the temperature Te of the evaporator 6 and the vehicle speed S (km / h) both exceed the threshold value but are not larger than the threshold value. I have control.
By doing in this way, it has the effect of making the deceleration shock given to the vehicle V small, and not giving the passenger discomfort.

The compressor 11 is driven in a state in which no fuel is used, and the compressor 11 can compress the refrigerant and store heat (cold heat) in the cold storage agent of the evaporator 6.
Further, the temperature control range of the evaporator 6 during the normal mode control is performed from 4 ° C. to 8 ° C., whereas during the regenerative mode control, until the first temperature threshold value ranges from 0 ° C. to 3 ° C. I have control.
Therefore, the range during normal mode control is as shown by a solid line in FIG. 5A. In the normal running state, the control device 5 maintains an evaporator temperature sensor 51 in order to maintain the temperature control range of the evaporator 6. When the detected temperature reaches the upper limit of the control range, the discharge amount of the compressor 11 is increased and the temperature of the evaporator 6 is decreased.
When the temperature of the evaporator 6 reaches the lower limit of the control range, the control device 5 controls the discharge amount of the compressor 11 to be 0%.
In the regenerative mode, the cool storage agent of the evaporator 6 is stored to a temperature lower than the normal mode control range.
On the other hand, the controller 5 controls the discharge amount of the compressor 11 to 0% until the temperature control range upper limit of the evaporator 6 reaches 8 ° C.
Therefore, when the regeneration mode is finished and the vehicle V is accelerated, the discharge amount of the compressor 11 becomes 0% during the time W1 until the temperature of the evaporator 6 reaches the upper limit of the temperature control range. Therefore, the driving load of the compressor 11 is reduced, and fuel efficiency can be improved.

If NO is selected in step S5, the process proceeds to step S6 to enter control of the air conditioner.
In step S6, heat determination is performed using the outside air temperature To, the indoor temperature Tc, the solar radiation amount Td, and the like as elements, and normal mode control, eco mode control, and cooling stop are determined.
The eco mode control is a control for reducing fuel consumption by slightly raising the vehicle interior temperature (increasing the temperature control range of the evaporator 6) in the early summer or early fall compared to the midsummer in which the normal mode control is performed. .
Many methods are known for determining the heat, and may be performed by the control method of FIG. 9 as an example of step S6.

In step S61, the outside air temperature To ≧ the outside air temperature threshold value Tos is determined. If the outside air temperature To is higher than the outside air temperature threshold Tos, YES is selected and the process proceeds to step S62.
On the other hand, when the outside air temperature To is lower than the threshold value Tos, NO is selected and the cooling is stopped.
In step S62, it is determined whether the vehicle interior temperature Tc ≧ the vehicle interior set temperature Tcs.
If the vehicle interior temperature Tc is higher than the vehicle interior set temperature Tcs, YES is selected and the process proceeds to step S63.
Further, if the vehicle interior temperature Tc is lower than the vehicle interior set temperature Tcs, NO is selected and the process proceeds to step S65 to set the eco mode control.

In step S63, the solar radiation amount Td ≧ the solar radiation amount threshold value Tds is determined.
The solar radiation amount Td greatly affects the vehicle interior temperature Tc because the vehicle interior is heated by radiant heat through the window glass of the vehicle.
Therefore, when the solar radiation amount Td is larger than the solar radiation amount threshold value Tds, YES is selected and the process proceeds to step S64, and the air conditioning control is performed by the normal mode control.
That is, the normal mode control is performed in a state where the outside air temperature To, the room temperature Tc, and the solar radiation amount Td exceed the respective threshold values.
By performing the normal mode control in this manner, in the present embodiment, as described above, the temperature control range of the evaporator 6 is controlled at 4 ° C. to 8 ° C. as an example.

In step S63, when the solar radiation amount Td is smaller than the solar radiation amount threshold value Tds, it is determined that the vehicle interior temperature Tc is low in extent to receive radiant heat, and NO is selected, and the process proceeds to step S65, and the eco mode control is performed.
In this way, in the present embodiment, the temperature control range of the evaporator 6 is controlled in the range of 6 ° C. to 10 ° C. as an example in the present embodiment.
In the eco mode control range, as shown by a broken line in FIG. 5A, the temperature control range of the evaporator 6 is higher than the normal mode control range (solid line).
Therefore, in order to maintain the temperature control range of the evaporator 6, the control device 5 controls the discharge amount of the compressor 11 toward the 100% side when the detected temperature of the evaporator temperature sensor 51 reaches the upper limit of the control range. Then, the temperature of the evaporator 6 is lowered.
When the detected temperature reaches the lower limit of the control range, the discharge amount of the compressor 11 is controlled toward 0% to reduce the driving load of the compressor 21.

However, when the regenerative mode control is performed in this state, the control device 5 controls the evaporator temperature with Tes as a target.
Therefore, when the temperature control range of the evaporator 6 is implemented by the eco mode control, the amount of heat (cold air) released from the evaporator 6 is reduced, so that the number of repeated control of the amount of protrusion of the compressor 11 is reduced, and the engine 1 is The load for driving the compressor 21 is reduced, and fuel consumption can be reduced.
Furthermore, when the regeneration mode is finished and the vehicle V is accelerated, the discharge amount of the compressor 11 becomes 0% during the time W2 until the temperature of the evaporator 6 reaches the upper limit of the temperature control range. Therefore, the driving load of the compressor 11 is reduced, and further fuel efficiency can be improved.

If it is determined in step S6 that the cooling operation is necessary, the process proceeds to step S7, YES is selected in step S7, and the process proceeds to step S8.
In step S8, it is determined whether the vehicle interior temperature Tc> the vehicle interior set temperature Tcs.
If the vehicle interior temperature Tc is lower than the vehicle interior set temperature Tcs, NO is selected and the process proceeds to step S9.
In step S9, the temperature of the air blown into the passenger compartment by the heater 36 is adjusted.
In the regeneration mode, the temperature control range of the evaporator 6 is controlled to cool to a temperature lower than that in the normal control.

Therefore, the cold storage of the evaporator 6 proceeds, the vehicle interior temperature Tc may become too low, and the air blown into the vehicle interior becomes cold.
Therefore, a part of the cold air that has passed through the heat exchange fins 65 of the evaporator 6 is heated by the heater 36 for heating using engine cooling water and mixed with the cold air, so that comfort in the vehicle compartment is achieved. The fuel consumption can be reduced by suppressing the drive of the compressor by the engine 1 for cooling the cool storage agent.
In step S9, the process proceeds to step S10 after temperature adjustment, and the control device 5 controls the discharge amount of the compressor 11 to the 100% side.

On the other hand, if the vehicle interior temperature Tc> the vehicle interior set temperature Tcs in step S8, YES is selected and the process proceeds to step S10.
In step S11, the process returns.
On the other hand, if it is determined in step S6 that the cooling operation is not performed, NO is selected in step S7, the process proceeds to step S4, and the discharge amount of the compressor 11 is controlled to 0%. Further, the process returns at step S8.

In the state of the eco mode control, when the necessity of cooling is determined and the process returns, in step S51 of the regeneration mode determination of step S5, the condition of the regeneration control is the temperature Te of the evaporator 6> the first temperature threshold Tes.
Therefore, during the period in which the regeneration control is being performed during the eco mode control, the cold storage in the evaporator 6 is continued until the first temperature threshold Tes is reached.
Therefore, when the eco mode control is being performed and the regenerative control is being performed, the cold storage is performed more than during the normal control.
Therefore, the amount of cool air discharged from the regenerator during the eco mode control is reduced per unit time, the load for driving the compressor 11 by the engine 1 is further reduced, and further fuel saving can be improved. it can

  In this way, by sufficiently recovering the deceleration energy of the vehicle and storing it in the cooling heat exchanger, it is possible to suppress the driving of the compressor by the internal combustion engine and to improve the practical fuel saving. it can.

  Deceleration energy at the time of vehicle deceleration can be collected and stored in a cooling heat exchanger to be used for a vehicle air conditioning control device that saves fuel.

1 engine (internal combustion engine)
2 Refrigeration cycle device 3 Air conditioning case 5 Control device 6 Evaporator (Evaporator with cool storage agent)
DESCRIPTION OF SYMBOLS 11 Compressor 12 Electromagnetic capacity control valve 13 Swash plate 16 Piston 17 Crank chamber 23 Condenser 36 Heater (heater for heating)
51 Evaporator temperature sensor (temperature sensor)
52 Accelerator sensor (accelerator opening)
53 Vehicle speed sensor 54 Room temperature sensor 55 Outside air temperature sensor 56 Solar radiation sensor 58 Temperature setting switch 59 Eco mode switch 63 Coolant container 64 Refrigerant flow pipe 65 Heat exchange fin Tes First temperature threshold

Claims (2)

A variable displacement compressor driven by the power of the internal combustion engine to compress the refrigerant;
A vehicle air-conditioning control device configured to include an evaporator with a cold storage agent provided with a cold storage agent that stores the cold heat of the refrigerant,
Regenerative mode determination means for determining whether the regenerative energy of the vehicle is regenerative,
A control device for controlling the discharge capacity of the variable capacity compressor,
When the regeneration mode determination means determines that the regeneration is possible, the control device stores the cold in the evaporator with the cool storage agent using the refrigerant compressed by the variable capacity compressor. 2. The vehicle air conditioning control device according to claim 1, wherein the control device controls the discharge amount of the variable capacity compressor to be small when the vehicle speed is slow and large when the vehicle speed is fast.

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