JP7583013B2 - Vehicle-mounted device control device and vehicle refrigeration cycle device - Google Patents

Description

The present invention relates to an on-board device control device that controls on-board devices mounted on a vehicle that runs on a gasoline engine, and a refrigeration cycle device used in a vehicle that runs on a gasoline engine.

Conventionally, the vehicle refrigeration cycle device described in Patent Document 1 is mounted on a vehicle having a brake booster. The brake booster accumulates the negative pressure generated in the intake system of the vehicle's gasoline engine as a brake negative pressure, and is driven by the brake negative pressure to reduce the driver's brake pedal operation force.

Here, the vehicle's gasoline engine is subjected to not only the driving load, but also the load of on-board equipment such as the automatic transmission, compressor, and alternator. If these loads increase while the vehicle's gasoline engine is idling, the idle speed control operates in the direction of opening the throttle valve to maintain the rotation speed of the vehicle's gasoline engine, reducing the intake vacuum and the brake vacuum.

In particular, in vehicles such as refrigerated vehicles that have two refrigeration cycle devices, one for the passenger compartment air conditioning and one for the luggage compartment air conditioning, the load on the vehicle's gasoline engine is likely to be large because there are two compressors, one for the passenger compartment air conditioning refrigeration cycle device and one for the luggage compartment air conditioning refrigeration cycle device. This means that the intake negative pressure tends to be small, and the brake negative pressure also tends to be small.

In this regard, the vehicle refrigeration cycle device described in the above Patent Document 1 is designed to stop operation of the vehicle refrigeration cycle device when the brake negative pressure does not reach the value required to operate the brake booster.

Specifically, the load on the vehicle engine is reduced by stopping the compressor driven by the vehicle's gasoline engine, which reduces the amount of intake air into the vehicle's gasoline engine and controls the throttle valve to the closed side. This increases the intake negative pressure, ensuring the brake negative pressure required to drive the brake booster.

JP 2000-73810 A

However, in the above conventional technology, when the brake negative pressure does not reach the value required to activate the brake booster, the compressor is stopped even if the brake pedal is not depressed, which means that the compressor (in other words, the on-board equipment) is stopped more than necessary.

In view of the above, the present invention aims to reduce the frequency with which on-board equipment is stopped to ensure negative brake pressure.

In order to achieve the above object, the in-vehicle device control device according to claim 1 comprises:
a control unit (40) that performs in-vehicle device stop control to stop in-vehicle devices (4, 21) that apply a load to the gasoline engine (2) when a brake pedal, the operation force of which is reduced by a brake booster that utilizes the negative pressure of the intake air of the gasoline engine (2), is depressed;
When the vehicle speed becomes 0, the control unit (40) restarts the vehicle-mounted devices (4, 21) and ends the vehicle-mounted device stop control, while the vehicle-mounted device stop control is being performed.

According to this, the on-board equipment (4, 21) is stopped when the brake pedal is depressed, so it is possible to avoid stopping the on-board equipment (4, 21) when the brake pedal is not depressed. Moreover, the on-board equipment (4, 21) is restarted when the vehicle speed becomes 0, so it is possible to avoid stopping the on-board equipment (4, 21) until brake negative pressure is not required. Therefore, it is possible to reduce the frequency with which the on-board equipment (4, 21) is stopped to ensure brake negative pressure.

The in-vehicle device control device according to claim 2 is the in-vehicle device control device according to claim 1,
The on-board equipment is a compressor (21) that is driven by a gasoline engine (2) and draws in, compresses, and discharges a refrigerant from a refrigeration cycle device;
When the brake pedal is depressed, the control unit (40) performs vehicle equipment stop control by controlling a magnetic clutch, which interrupts the transmission of driving force from the gasoline engine (2) to the compressor (21), to cut off the driving force.

As a result, during vehicle equipment stop control, the compressor (21) can be stopped to ensure brake negative pressure.

In order to achieve the above object, a vehicle refrigeration cycle device according to a third aspect of the present invention comprises:
a compressor (21) driven by a gasoline engine (2) for sucking, compressing and discharging a refrigerant;
a radiator (22) for radiating heat from a refrigerant discharged from a compressor (21);
a pressure reducing section (23) for reducing the pressure of the refrigerant whose heat has been radiated by the radiator (22);
an evaporator (123) for evaporating the refrigerant decompressed in the decompression section (23);
a control unit (40) for controlling a magnetic clutch that interrupts the transmission of driving force from the gasoline engine (2) to the compressor (21);
The control unit (40)
When the brake pedal is depressed, the operating force of which is reduced by a brake booster that utilizes the negative pressure of the intake air of the gasoline engine (2), a compressor stop control is performed to control a magnetic clutch so that the driving force is cut off and the compressor (21) is stopped.
When the vehicle speed becomes 0, the magnetic clutch is controlled so that the driving force is transmitted to the compressor (21), and the compressor stop control is terminated.

According to this, the compressor (21) is stopped when the brake pedal is depressed, so it is possible to avoid stopping the compressor (21) when the brake pedal is not depressed. Moreover, the compressor (21) is restarted when the vehicle speed becomes 0, so it is possible to avoid stopping the compressor (21) until brake negative pressure is not required. Therefore, it is possible to reduce the frequency of stopping the on-board equipment for ensuring brake negative pressure, specifically the compressor (21).

The vehicle refrigeration cycle device according to claim 4 is the vehicle refrigeration cycle device according to claim 3,
a bypass section (27) for directing a refrigerant discharged from the compressor (21) to an evaporator, bypassing the radiator (22) and the pressure reducing section (23);
a bypass valve (25) for opening and closing the bypass portion (27);
When the brake pedal is depressed, the control unit (40) performs valve opening control to open the bypass valve (25) so that the refrigerant discharged from the compressor (21) bypasses the radiator (22) and the pressure reducing unit (23) and is guided to the evaporator (123).

This allows the high and low pressures of the refrigeration cycle to be equalized while the compressor (21) is stopped due to the compressor stop control. Therefore, the compressor (21) can be restarted with the pressure inside the compressor (21) at an extremely low level, which prevents loud operating noise when connecting the gasoline engine (2) and the compressor (21) with the magnetic clutch, and prevents the magnetic clutch from slipping and wearing out.

The vehicle refrigeration cycle device according to claim 5 is the vehicle refrigeration cycle device according to claim 4,
a pressure equalizing section (28) for equalizing pressure by communicating the suction side and the discharge side of the compressor (21);
a pressure equalizing valve (26) for opening and closing the pressure equalizing section (28);
In the valve opening control, the control unit (40) opens the bypass valve (25) and also opens the pressure equalizing valve (26) so that the suction side and discharge side of the compressor (21) communicate with each other.

As a result, in valve opening control, the high and low pressures of the refrigeration cycle can be equalized through the pressure equalizing section (28), so that the high and low pressures of the refrigeration cycle can be equalized reliably and in a short time.

The vehicle refrigeration cycle device according to claim 6 is the vehicle refrigeration cycle device according to claim 3,
a pressure equalizing section (28) for equalizing pressure by communicating the suction side and the discharge side of the compressor (21);
a pressure equalizing valve (26) for opening and closing the pressure equalizing section (28);
When the brake pedal is depressed, the control unit (40) performs valve opening control to open the pressure equalizing valve (26) so that the suction side and discharge side of the compressor (21) communicate with each other.

This allows the high and low pressures of the refrigeration cycle to be equalized while the compressor (21) is stopped due to the compressor stop control. Therefore, the compressor (21) can be restarted with the pressure inside the compressor (21) at an extremely low level, which prevents loud operating noise when connecting the gasoline engine (2) and the compressor (21) with the magnetic clutch, and prevents the magnetic clutch from slipping and wearing out.

The vehicle refrigeration cycle device according to claim 7 is the vehicle refrigeration cycle device according to any one of claims 4 to 6,
When compressor stop control and valve opening control are being performed, the control unit (40) controls the magnetic clutch so that the driving force is transmitted to the compressor (21) when the stop time of the compressor (21) reaches or exceeds a predetermined stop time (T1) and the vehicle speed becomes 0, thereby terminating the compressor stop control.

As a result, in the compressor stop control, it is possible to avoid restarting the compressor (21) before the specified stop time (T1), so that the compressor (21) can be restarted in a state where the high and low pressures of the refrigeration cycle are reliably equalized.

The vehicle refrigeration cycle device according to claim 8 is the vehicle refrigeration cycle device according to claim 7,
The control unit (40) terminates the valve opening control when the valve opening time reaches or exceeds a predetermined valve opening time (T2) that is longer than a predetermined stop time (T1).

This makes it possible to avoid ending the valve opening control before the compressor (21) is restarted, so that the compressor (21) can be restarted in a state where the high and low pressures of the refrigeration cycle are more reliably equalized.

Note that the symbols in parentheses for each means described in this section and in the claims indicate the corresponding relationship with the specific means described in the embodiments described below.

FIG. 1 is a schematic diagram illustrating a transportation vehicle according to an embodiment. FIG. 2 is an overall configuration diagram of a luggage compartment air-conditioning and refrigeration cycle device used in the transport vehicle of FIG. 1. 3 is a block diagram showing an electronic control unit in the luggage compartment air-conditioning and refrigeration cycle device of FIG. 2. 4 is a flowchart showing engine load control executed by the control device of FIG. 3 . 4 is a flowchart showing pressure equalization control executed by the control device of FIG. 3 . 4 is a time chart illustrating a specific example of engine load control and pressure equalization control executed by the control device of FIG. 3 . 5 is a time chart illustrating another specific example of the engine load control and the pressure equalization control executed by the control device of FIG. 3 .

One embodiment will be described below. Figure 1 is a cross-sectional view showing a transport vehicle 1 on which a vehicle refrigeration cycle device according to this embodiment is mounted. In Figure 1, the up, down, front, and rear arrows indicate the up, down, front, and rear directions of the transport vehicle 1.

The transport vehicle 1 of this embodiment has a loading platform 11 behind the driver's cab 10 located at the very front of the vehicle. The loading platform 11 is formed in a box shape using a heat insulating material or the like. A luggage compartment 111 is formed within the loading platform 11.

Mounted below the driver's cab 10 are a gasoline engine 2 that runs on gasoline, an automatic transmission 3 that is a speed change mechanism, and an alternator 4 that is a generator. The gasoline engine 2 is an internal combustion engine that has a throttle valve that adjusts the amount of intake air. The vehicle is provided with a brake booster (not shown) that reduces the force required when the driver depresses the brake pedal (not shown).

The brake booster uses the negative pressure of the intake air of the gasoline engine 2 to reduce the force required to depress the brake pedal. A negative pressure passage extending from the intake pipe of the gasoline engine 2 is connected to the brake booster. The negative pressure passage extends from a portion of the intake pipe of the gasoline engine 2 downstream of the throttle valve.

The negative pressure in the intake passage draws air from inside the brake booster through the negative pressure passage, and this air suction creates negative pressure in the brake booster. The brake booster is driven by the negative pressure created in the brake booster.

Although not shown in the figure, the side and rear parts of the loading platform 11 are provided with openings for loading and unloading luggage, and doors for opening and closing these openings. A loading compartment air conditioning unit 12 is arranged in the loading compartment 111.

As shown by arrows A1 and A2 in FIG. 1, the luggage compartment air conditioning unit 12 draws in air from the luggage compartment 111, cools it, and blows it out into the luggage compartment 111. The temperature inside the luggage compartment 111 is adjusted by the air blown out from the luggage compartment air conditioning unit 12.

The unit case 121 of the luggage compartment air conditioning unit 12 houses a first interior blower 122 and a first evaporator 123. The first interior blower 122 is an electric blower driven by an electric motor.

When the first indoor blower 122 is operated, air in the luggage compartment 111 is sucked into the unit case 121 and cooled as it passes through the first evaporator 123, and the cool air that has passed through the first evaporator 123 is blown out from the unit case 121 into the luggage compartment 111. This cools the air in the luggage compartment 111 and refrigerates or freezes the luggage in the luggage compartment 111.

A cab air conditioning unit 13 is arranged in the cab 10. The cab air conditioning unit 13 draws in air inside the cab 10 or outside air, cools or heats it, and blows it out into the cab 10. The temperature of the cab 10 is adjusted by the air blown out from the cab air conditioning unit 13.

The unit case 131 of the cab air conditioning unit 13 houses a second exterior blower 132 and a second evaporator 133. The second exterior blower 132 is an electric blower driven by an electric motor.

When the second exterior blower 132 is activated, air in the cab 10 or outside air is drawn into the unit case 131 and cooled as it passes through the second evaporator 133.

The unit case 131 also houses a heater core (not shown) and an air mix door (not shown). The heater core heats the air that has passed through the second evaporator 133 by exchanging heat with the engine coolant. The air mix door adjusts the temperature of the air blown into the passenger compartment by adjusting the ratio of the airflow between the air that flows through the heater core and the air that bypasses the heater core.

The air that passes through the second evaporator 133 and the heater core is blown out from the unit case 131 into the cab 10, as shown by arrow A3 in Figure 1.

Figure 2 is an overall configuration diagram of the luggage compartment air conditioning refrigeration cycle device 20 mounted on the transportation vehicle 1 of Figure 1. The luggage compartment air conditioning refrigeration cycle device 20 includes a first compressor 21, a first condenser 22, a first expansion valve 23, a first evaporator 123, a first bypass valve 25, and a first pressure equalizing valve 26.

The first compressor 21 compresses the sucked refrigerant and discharges it. For example, the first compressor 21 is disposed in the engine compartment of the vehicle.

For example, the first compressor 21 is an engine-driven compressor that is rotationally driven by the gasoline engine 2 via a first magnetic clutch (not shown). The first magnetic clutch is a driving force interrupter that interrupts the driving force transmitted from the gasoline engine 2 to the first compressor 21.

The cargo compartment air conditioning refrigeration cycle device 20 uses an HFC refrigerant (specifically, R404a) as the refrigerant, and forms a subcritical refrigeration cycle in which the high-pressure side refrigerant pressure does not exceed the critical pressure of the refrigerant. The refrigerant is mixed with refrigeration oil to lubricate the first compressor 21. A portion of the refrigeration oil circulates through the refrigerant circuit of the refrigeration cycle device together with the refrigerant.

The first condenser 22 is connected to the discharge side of the first compressor 21. The first condenser 22 exchanges heat between the high-pressure refrigerant (gas refrigerant) discharged from the first compressor 21 and outside air (air outside the vehicle cabin) blown by a first exterior blower (not shown), thereby cooling and condensing the high-pressure refrigerant. The first condenser 22 is a radiator that dissipates heat from the refrigerant. The first exterior blower is, for example, an electric blower driven by an electric motor. The first exterior blower may also be a blower driven by hydraulic pressure.

A first expansion valve 23 is connected to the outlet side of the first condenser 22. The first expansion valve 23 is a first pressure reducing section that reduces the pressure of the high-pressure refrigerant (liquid refrigerant) condensed in the first condenser 22.

For example, the first expansion valve 23 is a temperature-type expansion valve, has a temperature sensor that detects the degree of superheat of the refrigerant on the outlet side of the first evaporator 123 based on the temperature and pressure of the refrigerant on the outlet side of the first evaporator 123, and adjusts the throttle passage area by a mechanical mechanism so that the degree of superheat of the refrigerant on the outlet side of the first evaporator 123 is within a predetermined range. The first expansion valve 23 may be an electric expansion valve that adjusts the throttle passage area by an electrical mechanism.

The first evaporator 123 is connected to the outlet side of the first expansion valve 23. Low-pressure refrigerant (liquid refrigerant) decompressed by the first expansion valve 23 flows into the first evaporator 123, and this low-pressure refrigerant absorbs heat from the air blown by the first indoor blower 122 and evaporates, thereby cooling the air. The low-pressure refrigerant (gas refrigerant) evaporated in the first evaporator 123 is sucked into the first compressor 21.

A first bypass flow path 27 is connected to the discharge side of the first compressor 21 and the inlet side of the first evaporator 123. The first bypass flow path 27 is a bypass section through which the high-temperature refrigerant (hot gas) discharged from the first compressor 21 flows, bypassing the first condenser 22 and the first expansion valve 23. A first bypass valve 25 is disposed in the first bypass flow path 27. The first bypass valve 25 is a bypass opening/closing section that opens and closes the first bypass flow path 27.

A first pressure equalizing flow passage 28 is connected between the suction side of the first compressor 21 and the discharge side of the first compressor 21. The first pressure equalizing flow passage 28 is a pressure equalizing section that connects the suction side of the first compressor 21 and the discharge side of the first compressor 21 to achieve pressure equalization. A first pressure equalizing valve 26 is disposed in the first pressure equalizing flow passage 28. The first pressure equalizing valve 26 is a pressure equalizing flow passage opening/closing section that opens and closes the first pressure equalizing flow passage 28.

The first bypass valve 25 and the first pressure equalizing valve 26 are solenoid valves whose operation is controlled by a control signal output from the control device 40.

The configuration of the cab air conditioning refrigeration cycle device 30 mounted on the transport vehicle 1 in FIG. 1 is similar to the configuration of the luggage compartment air conditioning refrigeration cycle device 20. Therefore, in FIG. 2, the reference numeral corresponding to the cab air conditioning refrigeration cycle device 30 is shown in parentheses, and the cab air conditioning refrigeration cycle device 30 is not shown.

The cab air conditioning refrigeration cycle device 30 includes a second compressor 31, a second condenser 32, a second expansion valve 33, a second evaporator 133, a second bypass valve 35, and a second pressure equalizing valve 36.

The second compressor 31 compresses the sucked refrigerant and discharges it. For example, the second compressor 31 is disposed in the engine compartment of the vehicle.

For example, the second compressor 31 is an engine-driven compressor that is rotationally driven by a vehicle engine (not shown) via a second magnetic clutch (not shown). The second magnetic clutch is a driving force interrupter that interrupts the driving force transmitted from the gasoline engine 2 to the second compressor 31.

The cab air conditioning refrigeration cycle device 30 uses an HFC refrigerant (specifically, R404a) as the refrigerant, and forms a subcritical refrigeration cycle in which the high-pressure side refrigerant pressure does not exceed the critical pressure of the refrigerant. The refrigerant is mixed with refrigeration oil to lubricate the second compressor 31. A portion of the refrigeration oil circulates through the refrigerant circuit of the refrigeration cycle device together with the refrigerant.

The second condenser 32 is connected to the discharge side of the second compressor 31. The second condenser 32 exchanges heat between the high-pressure refrigerant (gas refrigerant) discharged from the second compressor 31 and outside air (air outside the vehicle cabin) blown by a second exterior blower (not shown), thereby cooling and condensing the high-pressure refrigerant. The second condenser 32 is a radiator that dissipates heat from the refrigerant. The second exterior blower is an electric blower driven by an electric motor.

A second expansion valve 33 is connected to the outlet side of the second condenser 32. The second expansion valve 33 is a second pressure reduction section that reduces the pressure of the high-pressure refrigerant (liquid refrigerant) condensed in the second condenser 32.

For example, the second expansion valve 33 is a temperature-type expansion valve, has a temperature sensor that detects the degree of superheat of the refrigerant on the outlet side of the second evaporator 133 based on the temperature and pressure of the refrigerant on the outlet side of the second evaporator 133, and adjusts the throttle passage area by a mechanical mechanism so that the degree of superheat of the refrigerant on the outlet side of the second evaporator 133 is within a predetermined range. The second expansion valve 33 may be an electric expansion valve that adjusts the throttle passage area by an electrical mechanism.

The second evaporator 133 is connected to the outlet side of the second expansion valve 33. Low-pressure refrigerant (liquid refrigerant) decompressed by the second expansion valve 33 flows into the second evaporator 133, and this low-pressure refrigerant absorbs heat from the air blown by the second outdoor blower 132 and evaporates, thereby cooling the air. The low-pressure refrigerant (gas refrigerant) evaporated in the second evaporator 133 is sucked into the second compressor 31.

A second bypass flow path 37 is connected between the discharge side of the second compressor 31 and the inlet side of the second evaporator 133. The second bypass flow path 37 is a bypass section through which the high-temperature refrigerant (hot gas) discharged from the second compressor 31 flows, bypassing the second condenser 32 and the second expansion valve 33. A second bypass valve 35 is disposed in the second bypass flow path 37. The second bypass valve 35 is a bypass opening/closing section that opens and closes the second bypass flow path 37.

A second pressure equalizing flow passage 38 is connected to the suction side of the second compressor 31 and the discharge side of the second compressor 31. The second pressure equalizing flow passage 38 is a pressure equalizing section that connects the suction side of the second compressor 31 and the discharge side of the second compressor 31 to equalize the pressure. A second pressure equalizing valve 36 is disposed in the second pressure equalizing flow passage 38. The second pressure equalizing valve 36 is a pressure equalizing flow passage opening/closing section that opens and closes the second pressure equalizing flow passage 38.

The second bypass valve 35 and the second pressure equalizing valve 36 are solenoid valves whose operation is controlled by a control signal output from the control device 40.

The control device 40 is composed of a well-known microcomputer consisting of a CPU, ROM, RAM, etc., and its peripheral circuits, and performs various calculations and processing based on the control program stored in the ROM.

The control device 40 is a control unit that controls the operation of the first indoor blower 122, the first outdoor blower, the first compressor 21, the first bypass valve 25, the first pressure equalizing valve 26, the second outdoor blower 132, the second outdoor blower, the second compressor 31, the second bypass valve 35, and the second pressure equalizing valve 36, which are connected to the output side. The control device 40 constitutes an in-vehicle equipment control device that controls in-vehicle equipment such as the first compressor 21 and the second compressor 31.

As shown in FIG. 3, various control sensors and various control switches are connected to the input side of the control device 40. The various control sensors include a luggage compartment temperature sensor 41, a vehicle compartment temperature sensor 42, an outside air temperature sensor 43, a solar radiation sensor 44, a first evaporator temperature sensor 45, a second evaporator temperature sensor 46, a vehicle speed sensor 47, etc. The various control switches include a brake switch 48, etc.

The luggage compartment temperature sensor 41 detects the temperature inside the luggage compartment 111. The vehicle interior temperature sensor 42 detects the temperature inside the vehicle interior. The outside air temperature sensor 43 detects the outside air temperature. The solar radiation sensor 44 detects the amount of solar radiation inside the vehicle interior.

The first evaporator temperature sensor 45 is an evaporator temperature detection unit that detects the refrigerant evaporation temperature (first evaporator temperature) in the first evaporator 123. The first evaporator temperature sensor 45 detects the heat exchange fin temperature of the first evaporator 123 and the temperature of the refrigerant on the outlet side of the first evaporator 123.

The second evaporator temperature sensor 46 is an evaporator temperature detection unit that detects the refrigerant evaporation temperature (second evaporator temperature) in the second evaporator 133. The second evaporator temperature sensor 46 detects the heat exchange fin temperature of the second evaporator 133 and the temperature of the refrigerant on the outlet side of the second evaporator 133.

The vehicle speed sensor 47 is a vehicle speed detection unit that detects the vehicle speed (i.e., the speed of the vehicle). The brake switch 48 is a brake depression detection unit that detects the depression of the brake pedal by the driver.

Various operation signals are input to the control device 40 from the operation panel 50. The operation panel 50 is located near the instrument panel inside the vehicle cabin. The operation panel 50 is provided with a cargo compartment air conditioning operation switch for switching the operation/stop of the cargo compartment air conditioning refrigeration cycle device 20 (specifically, the operation/stop of the first compressor 21), a cab air conditioning operation switch for switching the operation/stop of the cab air conditioning refrigeration cycle device 30 (specifically, the operation/stop of the second compressor 31), a cargo compartment target temperature setting switch for setting the target temperature in the cargo compartment 111, a cab target temperature setting switch for setting the target temperature in the cab 10, and the like.

Next, the operation of the above configuration will be described. When the cargo compartment air conditioning operation switch on the operation panel 50 is turned on, the first compressor 21 operates to operate the cargo compartment air conditioning refrigeration cycle device 20. During normal operation of the cargo compartment air conditioning refrigeration cycle device 20, the first bypass valve 25 and the first pressure equalizing valve 26 are closed.

When the first compressor 21 is operating, the gas refrigerant discharged from the first compressor 21 flows into the first condenser 22, where it is condensed and liquefied, and then the pressure is reduced by the first expansion valve 23 and supplied to the first evaporator 123, so that the air sent to the cargo compartment 111 can be cooled by the first evaporator 123.

The refrigerant discharge amount (in other words, the refrigerant discharge capacity) of the first compressor 21 is controlled based on the temperature in the luggage compartment 111 detected by the luggage compartment temperature sensor 41 and the temperature of the first evaporator 123 detected by the first evaporator temperature sensor 45, etc.

If it is determined that frost has formed on the first evaporator 123, a defrosting operation is performed. For example, if the time during which the temperature of the first evaporator 123 detected by the first evaporator temperature sensor 45 is below the frost determination temperature exceeds the frost determination time, it is determined that frost has formed on the first evaporator 123.

During defrosting operation, the first bypass valve 25 is opened. This allows the high-temperature gas refrigerant discharged from the first compressor 21 to be introduced into the first evaporator 123 through the first bypass passage 27, thereby defrosting the first evaporator 123.

When the cab air conditioning operation switch on the operation panel 50 is turned on, the second compressor 31 operates to operate the cab air conditioning refrigeration cycle device 30. During normal operation of the cab air conditioning refrigeration cycle device 30, the second bypass valve 35 and the second pressure equalizing valve 36 are closed. The gas refrigerant discharged from the second compressor 31 flows into the second condenser 32 and is condensed and liquefied, and then is depressurized by the second expansion valve 33 and supplied to the second evaporator 133, so that the air to be blown to the cab 10 can be cooled by the second evaporator 133.

The refrigerant discharge amount (in other words, the refrigerant discharge capacity) of the second compressor 31 is controlled based on the temperature inside the vehicle cabin detected by the vehicle cabin temperature sensor 42, the outside air temperature detected by the outside air temperature sensor 43, the amount of solar radiation inside the vehicle cabin detected by the solar radiation sensor 44, and the temperature of the second evaporator 133 detected by the second evaporator temperature sensor 46.

If it is determined that frost has formed on the second evaporator 133, a defrosting operation is performed. For example, if the time during which the temperature of the second evaporator 133 detected by the second evaporator temperature sensor 46 is below the frost determination temperature exceeds the frost determination time, it is determined that frost has formed on the second evaporator 133.

During defrosting operation, the second bypass valve 35 is opened. This allows the high-temperature gas refrigerant discharged from the second compressor 31 to be introduced into the second evaporator 133 through the second bypass passage 37, thereby defrosting the second evaporator 133.

Next, the engine load control shown in the flowchart of FIG. 4 and the pressure equalization control shown in the flowchart of FIG. 5 will be described. The engine load control is a control for reducing the load on the gasoline engine 2 and returning the intake pressure to a normal negative pressure by stopping the first compressor 21 when the brake pedal is depressed. The pressure equalization control is a control for equalizing the high and low pressures of the luggage compartment air conditioning and refrigeration cycle device 20 by opening the first pressure equalization valve 26 and the first bypass valve 25 when the first compressor 21 is stopped by the engine load control.

When the vehicle ignition switch (not shown) is turned on, the control device 40 executes a computer program stored in the ROM according to the flowcharts shown in Figures 4 and 5.

In the flowchart of FIG. 4, in step S100, it is determined whether the brake pedal is depressed. In this example, it is determined whether the brake pedal is depressed based on the detection signal of the brake switch 48.

If it is determined in step S100 that the brake pedal is depressed, the process proceeds to step S110, where it is determined whether the second compressor 31 of the cab air conditioning refrigeration cycle device 30 is stopped.

If it is determined in step S110 that the second compressor 31 of the cab air conditioning refrigeration cycle device 30 is not stopped, the process proceeds to step S120, where compressor stop control (in other words, vehicle equipment stop control) is performed. In the compressor stop control, the first compressor 21, which is the vehicle equipment, is stopped. This reduces the load on the gasoline engine 2, so that the intake pressure negative pressure increases and returns to normal negative pressure. Therefore, the brake booster reduces the operating force when the driver depresses the brake pedal.

In the next step S130, it is determined whether the time that has elapsed since the first compressor 21 was stopped is equal to or longer than the predetermined stop time T1 and the vehicle speed is zero. The predetermined stop time T1 is set in advance as the time required to equalize the high and low pressures of the cargo compartment air conditioning and refrigeration cycle device 20 by the pressure equalization control shown in the flowchart of FIG. 5. The predetermined stop time T1 is, for example, about 2 to 3 seconds. In this example, it is determined whether the vehicle speed is zero based on the detection signal of the vehicle speed sensor 47.

If it is determined in step S130 that the time elapsed since the first compressor 21 was stopped is not equal to or greater than the predetermined stop time T1, or that the vehicle speed is not 0, step S130 is repeated. If it is determined in step S130 that the time elapsed since the first compressor 21 was stopped is equal to or greater than the predetermined stop time T1 and the vehicle speed is 0, the process proceeds to step S140, where the first compressor 21 is operated and the compressor stop control is terminated.

If it is determined in step S100 that the brake pedal is not depressed, compressor stop control is not performed. This is because when the brake pedal is not depressed, the brake booster does not use the negative pressure of the intake air of the gasoline engine 2, so there is no need to stop the first compressor 21 to reduce the load on the gasoline engine 2.

Even if it is determined in step S110 that the second compressor 31 of the cab air conditioning refrigeration cycle device 30 is stopped, compressor stop control is not performed. This is because when the second compressor 31 is stopped, the load on the gasoline engine 2 is smaller than when both the first compressor 21 and the second compressor 31 are operating, and therefore there is little need to stop the first compressor 21 in order to reduce the load on the gasoline engine 2.

In the flowchart of FIG. 5, in step S200, it is determined whether the brake pedal is depressed. In this example, it is determined whether the brake pedal is depressed based on the detection signal of the brake switch 48.

If it is determined in step S200 that the brake pedal is depressed, the process proceeds to step S210, where it is determined whether the second compressor 31 of the cab air conditioning refrigeration cycle device 30 is stopped.

If it is determined in step S210 that the second compressor 31 of the cab air conditioning refrigeration cycle device 30 is not stopped, the process proceeds to step 220 and valve opening control is performed. In the valve opening control, the first pressure equalizing valve 26 and the first bypass valve 25 are opened. This equalizes the high and low pressures of the luggage compartment air conditioning refrigeration cycle device 20, so that when the compressor control is terminated, i.e., when the first compressor 21 is restarted, it is possible to suppress the magnetic clutch from making a loud operating noise or from slipping and wearing out.

In the next step S230, it is determined whether the time that has elapsed since the first pressure equalizing valve 26 and the first bypass valve 25 were opened is equal to or longer than the predetermined valve open time T2. The predetermined valve open time T2 is longer than the predetermined stop time T1. The predetermined valve open time T2 is, for example, about 5 seconds.

If it is determined in step S230 that the time that has elapsed since the first equalizing valve 26 and the first bypass valve 25 were opened is not equal to or longer than the predetermined valve opening time T2, step S230 is repeated. If it is determined in step S230 that the time that has elapsed since the first equalizing valve 26 and the first bypass valve 25 were opened is equal to or longer than the predetermined valve opening time T2, the process proceeds to step S240, where the first equalizing valve 26 and the first bypass valve 25 are closed, and the valve opening control is terminated.

If it is determined in step S200 that the brake pedal is not depressed, valve opening control is not performed. This is because, when the brake pedal is not depressed, compressor stop control is not performed, i.e., the first compressor 21 is not restarted, so there is little need to equalize the high and low pressures of the luggage compartment air conditioning refrigeration cycle device 20.

Valve opening control is not performed even if it is determined in step S210 that the second compressor 31 is stopped. This is because compressor stop control is not performed when the second compressor 31 is stopped.

Next, specific examples of engine load control and pressure equalization control will be described based on the time charts in Figures 6 and 7. The time chart in Figure 6 shows an example of control when the vehicle speed becomes 0 (i.e. the vehicle stops) before the specified stop time T1 has elapsed since the brake pedal was pressed to stop the first compressor 21. The time chart in Figure 7 shows an example of control when the vehicle speed becomes 0 (i.e. the vehicle stops) after the specified stop time T1 has elapsed since the brake pedal was pressed to stop the first compressor 21.

First, the control example in FIG. 6 will be described. When it is determined that the driver is depressing the brake pedal and the second compressor 31 is operating, the control device 40 performs compressor stop control and valve opening control.

In the compressor stop control, the first compressor 21 is stopped first. This reduces the load on the gasoline engine 2, so that the intake negative pressure increases and returns to normal negative pressure. Therefore, the brake booster reduces the operating force required when the driver depresses the brake pedal. In the valve opening control, the first pressure equalizing valve 26 and the first bypass valve 25 are opened for a predetermined valve opening time T2. This equalizes the high and low pressures in the luggage compartment air conditioning refrigeration cycle device 20.

In the control example of FIG. 6, the vehicle speed becomes 0 before the specified stop time T1 has elapsed since the first compressor 21 was stopped, so when the specified stop time T1 has elapsed, the first compressor 21 is restarted and the compressor stop control is terminated. Since the first compressor 21 is restarted with the high and low pressures of the luggage compartment air conditioning refrigeration cycle device 20 being equalized, it is possible to suppress loud operating noise from the magnetic clutch and slippage and wear of the magnetic clutch when the first compressor 21 is operated.

When the opening time of the first pressure equalizing valve 26 and the first bypass valve 25 reaches the predetermined opening time T2, the first pressure equalizing valve 26 and the first bypass valve 25 are closed to end the opening control.

Next, the control example of FIG. 7 will be described. In the control example of FIG. 7, similarly to the control example of FIG. 6, when it is determined that the driver is depressing the brake pedal and the second compressor 31 is operating, the control device 40 performs compressor stop control and valve opening control.

In the compressor stop control, the first compressor 21 is stopped first. This reduces the load on the gasoline engine 2, so that the intake negative pressure increases and returns to normal negative pressure. Therefore, the brake booster reduces the operating force required when the driver depresses the brake pedal. In the valve opening control, the first pressure equalizing valve 26 and the first bypass valve 25 are opened for a predetermined valve opening time T2. This equalizes the high and low pressures in the luggage compartment air conditioning refrigeration cycle device 20.

In the control example of FIG. 7, the vehicle speed becomes 0 after a predetermined stop time T1 has elapsed since the first compressor 21 was stopped, so when the vehicle speed becomes 0, the first compressor 21 is restarted and the compressor stop control is terminated. Since the first compressor 21 is restarted in a state in which the high and low pressures of the luggage compartment air conditioning refrigeration cycle device 20 are equalized, it is possible to suppress loud operating noise from the magnetic clutch and slippage and wear of the magnetic clutch when the first compressor 21 is operated.

When the opening time of the first pressure equalizing valve 26 and the first bypass valve 25 reaches the predetermined opening time T2, the first pressure equalizing valve 26 and the first bypass valve 25 are closed to end the opening control.

In this embodiment, the control device 40 performs compressor stop control (in other words, vehicle equipment stop control) when the brake pedal is depressed. The compressor stop control is a control that stops the first compressor 21. When the compressor stop control is being performed, the control device 40 restarts the first compressor 21 when the vehicle speed becomes 0, and ends the compressor stop control.

By doing this, the first compressor 21 is stopped when the brake pedal is depressed, so it is possible to avoid stopping the first compressor 21 when the brake pedal is not depressed. Moreover, since the first compressor 21 is restarted when the vehicle speed becomes 0, it is possible to avoid stopping the first compressor 21 until brake negative pressure is no longer required. Therefore, it is possible to reduce the frequency with which the first compressor 21 is stopped to ensure brake negative pressure.

In addition, since the first compressor 21 is restarted when the vehicle speed becomes 0, whether or not to restart the first compressor 21 can be determined using the detection signal of the existing vehicle speed sensor 47. Therefore, since there is no need to add a new sensor to determine whether or not to restart the first compressor 21, it is possible to reduce the number of parts and simplify the configuration.

Specifically, when the brake pedal is depressed, the control device 40 performs compressor stop control by controlling the magnetic clutch so that the driving force is cut off.

As a result, during compressor stop control, braking negative pressure can be reliably secured by stopping the first compressor 21.

In this embodiment, the control device 40 performs valve opening control when the brake pedal is depressed. The valve opening control is a control that opens the first bypass valve 25 so that the refrigerant discharged from the first compressor 21 bypasses the first condenser 22 and the first expansion valve 23 and is guided to the first evaporator 123.

This allows the high and low pressures of the cargo compartment air conditioning and refrigeration cycle device 20 to be equalized while the compressor stop control is performed and the first compressor 21 is stopped. Therefore, the first compressor 21 can be restarted with the pressure inside the first compressor 21 at an extremely low level, which prevents loud operating noise when connecting the gasoline engine 2 and the first compressor 21 with the magnetic clutch, and prevents the magnetic clutch from slipping and wearing out.

In this embodiment, in valve opening control, the control device 40 opens the first bypass valve 25 and also opens the first pressure equalizing valve 26 so that the suction side and discharge side of the first compressor 21 are in communication.

As a result, in the valve opening control, the high and low pressures of the cargo compartment air conditioning and refrigeration cycle device 20 can be equalized through the first pressure equalization flow path 28 as well, so that the high and low pressures of the cargo compartment air conditioning and refrigeration cycle device 20 can be equalized reliably and in a short time. Therefore, the specified stop time T1 in step S120 can be made as short as possible.

In this embodiment, when compressor stop control is being performed, the control device 40 restarts the first compressor 21 and ends the compressor stop control when the stop time of the first compressor 21 becomes equal to or longer than the predetermined stop time T1 and the vehicle speed becomes 0.

As a result, in the compressor stop control, it is possible to avoid restarting the first compressor 21 before the specified stop time T1, so that the first compressor 21 can be restarted in a state where the high and low pressures of the cargo space air conditioning and refrigeration cycle device 20 are reliably equalized.

In this embodiment, the control device 40 ends the valve opening control when the valve opening time of the first pressure equalizing valve 26 becomes equal to or longer than the predetermined valve opening time T2, which is longer than the predetermined stop time T1.

This makes it possible to avoid the valve opening control ending before the first compressor 21 is restarted, so that the first compressor 21 can be restarted in a state where the high and low pressures of the cargo space air conditioning and refrigeration cycle device 20 are more reliably equalized.

Other Embodiments
The present invention is not limited to the above-described embodiment, but can be modified in various ways as follows.

(1) In the above embodiment, the compressor stop control shown in the flowchart of FIG. 4 is terminated when the predetermined stop time T1 has elapsed and the vehicle speed becomes 0, but the compressor stop control may also be terminated when the negative pressure of the intake air of the gasoline engine 2 becomes equal to or greater than a predetermined value.

In the above embodiment, the valve opening control shown in the time chart of FIG. 4 is terminated at the predetermined valve opening time T2, but the valve opening control may also be terminated when the pressure difference between the high pressure and low pressure of the cargo space air conditioning refrigeration cycle device 20 becomes equal to or less than a predetermined pressure.

(2) In the above embodiment, in step S110 of the engine load control shown in the flowchart of FIG. 4 and in step S210 of the pressure equalization control shown in the flowchart of FIG. 5, it is determined whether the second compressor 31 of the cab air conditioning refrigeration cycle device 30 is stopped, but steps S110 and S210 may be omitted. In other words, when the brake pedal is depressed, the compressor stop control in step S120 and the valve opening control in step 220 may be performed even if the second compressor 31 is stopped.

As a result, when the brake pedal is depressed, the first compressor 21 can be stopped to reliably reduce the load on the gasoline engine 2, so the brake booster can reliably reduce the operating force required when the driver depresses the brake pedal.

(3) In the above embodiment, the engine load control and pressure equalization control shown in the flowcharts of Figures 4 and 5 are executed for the luggage compartment air conditioning refrigeration cycle device 20. That is, the engine load control controls the first compressor 21, and the pressure equalization control controls the first pressure equalization valve 26 and the first bypass valve 25.

In contrast, the engine load control and pressure equalization control shown in the flowcharts of Figures 4 and 5 may be executed for the cab air conditioning refrigeration cycle device 30. That is, the engine load control may control the second compressor 31, and the pressure equalization control may control the second pressure equalization valve 36 and the second bypass valve 35.

The engine load control and pressure equalization control shown in the flowcharts of Figures 4 and 5 may be performed for both the luggage compartment air-conditioning refrigeration cycle device 20 and the cab air-conditioning refrigeration cycle device 30. That is, the engine load control may control the first compressor 21 and the second compressor 31, and the pressure equalization control may control the first pressure equalization valve 26, the first bypass valve 25, the second pressure equalization valve 36, and the second bypass valve 35. In this configuration, when the cab air-conditioning refrigeration cycle device 30 is stopped, the engine load control and pressure equalization control may be performed for the luggage compartment air-conditioning refrigeration cycle device 20.

(4) In the above embodiment, the cargo compartment air conditioning and refrigeration cycle device 20 is provided with the first bypass valve 25, the first pressure equalizing valve 26, the first bypass flow path 27, and the first pressure equalizing flow path 28 to shorten the specified stop time T1 as much as possible. However, if the specified stop time T1 is set to be long, it is not necessarily necessary to provide the first pressure equalizing valve 26 and the first pressure equalizing flow path 28.

In addition, in a cargo compartment air conditioning refrigeration cycle device 20 that does not perform defrosting operation, if the first pressure equalizing valve 26 and the first pressure equalizing passage 28 are provided, the first bypass valve 25 and the first bypass passage 27 do not necessarily need to be provided.

(5) In the above-described embodiment, the engine load control controls the first compressor 21 or the second compressor 31, but the engine load control may also control on-board equipment such as the alternator 4, the sub-alternator, a hydraulic pump (not shown), and a water pump (not shown).

The alternator 4 is a generator driven by the gasoline engine 2. The electricity generated by the alternator 4 is used to charge the vehicle's sub-battery. The sub-alternator is a generator driven by the gasoline engine 2. The electricity generated by the sub-alternator is used to charge the vehicle's sub-battery. The hydraulic pump is a pump that is driven by the gasoline engine 2 to generate hydraulic pressure. The water pump is a pump that is driven by the gasoline engine 2 to circulate cooling water.

In other words, engine load control can be achieved by controlling the on-board equipment that places a load on the gasoline engine 2. As a result, when the brake pedal is depressed, the on-board equipment is stopped, reducing the load on the gasoline engine 2, and the negative pressure of the intake air pressure increases, returning to normal negative pressure.

It is desirable for the on-board equipment controlled in engine load control to be equipment that does not immediately affect the running of the vehicle even if it is stopped. This makes it possible to reduce the frequency with which the on-board equipment is stopped without compromising the safety of the running of the vehicle.

In engine load control, when controlling on-board equipment driven by the gasoline engine 2 without using a magnetic clutch, the specified stop time T1 does not need to be used in step S120. In other words, the on-board equipment may be restarted when the vehicle speed becomes 0 in step S120. This is because there is no need for the specified stop time T1 to equalize the high and low pressures of the refrigeration cycle, since there are no problems with operating noise or wear of the magnetic clutch when restarting the equipment.

(6) In the above-described embodiment, an HFC refrigerant (specifically, R404a) with low ozone depletion potential is used as the refrigerant for the refrigeration cycle device, but this is not limited thereto, and various other refrigerants (for example, so-called new refrigerants with low global warming potential) may be used.

(7) In the above-described embodiment, the refrigeration cycle devices include a luggage compartment air conditioning refrigeration cycle device 20 and a cab air conditioning refrigeration cycle device 30, but the present invention is not limited to this and may include refrigeration cycle devices for various purposes.

In addition, in the above embodiment, an example of applying the refrigeration cycle device to a transport vehicle 1 has been described, but the application of the refrigeration cycle device to various vehicles is not limited to this.

The features of the vehicle-mounted equipment control device and the vehicle refrigeration cycle device disclosed in this specification are as follows.
(Item 1)
a control unit (40) that performs an in-vehicle device stop control for stopping an in-vehicle device (4, 21) that applies a load to the gasoline engine (2) when a brake pedal, the operation force of which is reduced by a brake booster that utilizes the negative pressure of the intake air of the gasoline engine (2), is depressed;
The control unit (40) restarts the in-vehicle device (4, 21) and terminates the in-vehicle device stop control when the vehicle speed becomes 0 while the in-vehicle device stop control is being performed.
(Item 2)
The on-vehicle device is a compressor (21) that is driven by the gasoline engine (2) and draws in, compresses, and discharges a refrigerant from a refrigeration cycle device,
The control unit (40) performs vehicle-mounted equipment stop control by controlling a magnetic clutch, which interrupts the transmission of driving force from the gasoline engine (2) to the compressor (21) when the brake pedal is depressed, so that the driving force is interrupted.
(Item 3)
a compressor (21) driven by a gasoline engine (2) for sucking, compressing and discharging a refrigerant;
a radiator (22) for radiating heat from the refrigerant discharged from the compressor (21);
a pressure reducing section (23) for reducing the pressure of the refrigerant whose heat has been radiated by the radiator (22);
an evaporator (123) that evaporates the refrigerant decompressed in the decompression section (23);
a control unit (40) for controlling a magnetic clutch that interrupts the transmission of driving force from the gasoline engine (2) to the compressor (21);
The control unit (40)
When a brake pedal, the operating force of which is reduced by a brake booster that utilizes the negative pressure of the intake air of the gasoline engine (2), is depressed, a compressor stop control is performed to control the magnetic clutch so that the driving force is cut off and the compressor (21) is stopped.
When the vehicle speed becomes 0, the magnetic clutch is controlled so that the driving force is transmitted to the compressor (21), thereby ending the compressor stop control.
(Item 4)
a bypass section (27) that guides the refrigerant discharged from the compressor (21) to the evaporator, bypassing the radiator (22) and the pressure reducing section (23);
a bypass valve (25) for opening and closing the bypass portion (27),
4. The vehicle refrigeration cycle device according to claim 3, wherein, when the brake pedal is depressed, the control unit (40) performs valve opening control to open the bypass valve (25) so that the refrigerant discharged from the compressor (21) bypasses the radiator (22) and the pressure reduction unit (23) and is guided to the evaporator (123).
(Item 5)
a pressure equalizing section (28) for equalizing pressure by communicating the suction side and the discharge side of the compressor (21);
a pressure equalizing valve (26) for opening and closing the pressure equalizing section (28),
5. The vehicle refrigeration cycle device according to claim 4, wherein, in the valve opening control, the control unit (40) opens the bypass valve (25) and opens the pressure equalizing valve (26) so that a suction side and a discharge side of the compressor (21) communicate with each other.
(Item 6)
a pressure equalizing section (28) for equalizing pressure by communicating the suction side and the discharge side of the compressor (21);
a pressure equalizing valve (26) for opening and closing the pressure equalizing section (28),
4. The vehicle refrigeration cycle device according to claim 3, wherein the control unit (40) performs a valve opening control to open the pressure equalizing valve (26) so that a suction side and a discharge side of the compressor (21) communicate with each other when the brake pedal is depressed.
(Item 7)
The vehicle refrigeration cycle device according to any one of items 4 to 6, wherein, when the compressor stop control and the valve opening control are being performed, the control unit (40) controls the magnetic clutch so that the driving force is transmitted to the compressor (21) when a stop time of the compressor (21) becomes equal to or longer than a predetermined stop time (T1) and the vehicle speed becomes 0, thereby terminating the compressor stop control.
(Item 8)
8. The vehicle refrigeration cycle device according to claim 7, wherein the control unit (40) terminates the valve opening control when the valve opening time becomes equal to or longer than a predetermined valve opening time (T2) that is longer than the predetermined stop time (T1).

2 Gasoline engine 4 Alternator (on-board equipment)
21 First compressor (vehicle equipment, compressor)
22 First condenser (heat radiator)
23 First expansion valve (pressure reducing section)
25 First bypass valve (bypass valve)
26 First pressure equalization valve (pressure equalization valve)
27 First bypass flow path (bypass section)
28 First pressure equalization flow path (pressure equalization section)
40 Control device (control unit)
123 First evaporator (evaporator)

Claims (8)

a control unit (40) that performs an in-vehicle device stop control for stopping an in-vehicle device (4, 21) that applies a load to the gasoline engine (2) when a brake pedal, the operation force of which is reduced by a brake booster that utilizes the negative pressure of the intake air of the gasoline engine (2), is depressed;
The control unit (40) restarts the in-vehicle device (4, 21) and terminates the in-vehicle device stop control when the vehicle speed becomes 0 while the in-vehicle device stop control is being performed. The on-vehicle device is a compressor (21) that is driven by the gasoline engine (2) and draws in, compresses, and discharges a refrigerant from a refrigeration cycle device,
2. The vehicle-mounted equipment control device according to claim 1, wherein the control unit (40) performs vehicle-mounted equipment stop control by controlling a magnetic clutch, which interrupts the transmission of driving force from the gasoline engine (2) to the compressor (21), so that the driving force is interrupted when the brake pedal is depressed. a compressor (21) driven by a gasoline engine (2) for sucking, compressing and discharging a refrigerant;
a radiator (22) for radiating heat from the refrigerant discharged from the compressor (21);
a pressure reducing section (23) for reducing the pressure of the refrigerant whose heat has been radiated by the radiator (22);
an evaporator (123) that evaporates the refrigerant decompressed in the decompression section (23);
a control unit (40) for controlling a magnetic clutch that interrupts the transmission of driving force from the gasoline engine (2) to the compressor (21);
The control unit (40)
When a brake pedal, the operating force of which is reduced by a brake booster that utilizes the negative pressure of the intake air of the gasoline engine (2), is depressed, a compressor stop control is performed to control the magnetic clutch so that the driving force is cut off and the compressor (21) is stopped.
When the vehicle speed becomes 0, the magnetic clutch is controlled so that the driving force is transmitted to the compressor (21), thereby ending the compressor stop control. a bypass section (27) that guides the refrigerant discharged from the compressor (21) to the evaporator, bypassing the radiator (22) and the pressure reducing section (23);
a bypass valve (25) for opening and closing the bypass portion (27),
4. The vehicle refrigeration cycle device according to claim 3, wherein, when the brake pedal is depressed, the control unit (40) performs valve opening control to open the bypass valve (25) so that the refrigerant discharged from the compressor (21) bypasses the radiator (22) and the pressure reduction unit (23) and is guided to the evaporator (123). a pressure equalizing section (28) for equalizing pressure by communicating the suction side and the discharge side of the compressor (21);
a pressure equalizing valve (26) for opening and closing the pressure equalizing section (28),
5. The vehicle refrigeration cycle device according to claim 4, wherein, in the valve opening control, the control unit (40) opens the bypass valve (25) and opens the pressure equalizing valve (26) so that a suction side and a discharge side of the compressor (21) communicate with each other. a pressure equalizing section (28) for equalizing pressure by communicating the suction side and the discharge side of the compressor (21);
a pressure equalizing valve (26) for opening and closing the pressure equalizing section (28),
4. The vehicle refrigeration cycle device according to claim 3, wherein the control unit (40) performs valve opening control to open the pressure equalizing valve (26) so that a suction side and a discharge side of the compressor (21) communicate with each other, when the brake pedal is depressed. The vehicle refrigeration cycle device according to any one of claims 4 to 6, wherein the control unit (40) controls the magnetic clutch to transmit the driving force to the compressor (21) when the compressor stop control and the valve opening control are being performed, and ends the compressor stop control when the stop time of the compressor (21) becomes equal to or longer than a predetermined stop time (T1) and the vehicle speed becomes 0. The vehicle refrigeration cycle device according to claim 7, wherein the control unit (40) terminates the valve opening control when the valve opening time reaches or exceeds a predetermined valve opening time (T2) that is longer than the predetermined stop time (T1).

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