DE102009024713B4 - Air conditioning for vehicle - Google Patents

Abstract

Vehicle air conditioning, comprising:
a refrigeration circuit (1) having a main circuit (la), which is formed. to sequentially and circularly drive a compressor (2) which is driven by receiving a shaft output of a motor (21) of a vehicle so as to suck and discharge refrigerant, a condenser (3) which cools the discharged refrigerant, a compression reducer (4), which decompresses the refrigerant cooled by the condenser (3), and an evaporator (5) which vaporizes the decompressed refrigerant and cools air to be led into a passenger compartment of the vehicle;
a cold storage section (12, 122); and
a controller (100) that controls the refrigerant flow in the refrigeration cycle (1) so as to perform a plurality of operating modes using the calorimetric consumption, which is an amount of fuel required to reach the shaft output of the engine (21) .
wherein the control means (100) controls the refrigerant flow in the refrigeration cycle (1) in such a manner as to execute a cold storage mode in which refrigeration is stored from the refrigerant flowing in the refrigeration cycle (1), or in a cold release mode in which the cold stored in the cold storage section (12, 122) is released based on the amount of calorimetric consumption, wherein:
the control device (100) has a plurality of threshold values for determining the calorimetric consumption;
the controller (100) controls the refrigerant flow in the refrigeration cycle (1) to execute the cold storage mode when the calorimetric consumption is less than a first threshold (Na); and
the controller (100) controls the refrigerant flow in the refrigeration cycle (1) to execute the cold release mode or the cold storage mode when the calorimetric consumption is greater than a second threshold value (Nb) which is a larger value than the first threshold value (Na).

Description

The present invention relates to an air conditioner for a vehicle that performs air conditioning of a passenger compartment of a vehicle using a refrigerant circuit having a cold storage heat exchanger.

Conventionally, a device described in JP 2007-1 485 A is known as a vehicle air conditioner which performs air conditioning when a compressor is stopped by using a refrigerant cycle having a cold storage heat exchanger , As shown in JP 2007-1 485 A, in the vehicle air conditioner, the cold storage heat exchanger in the refrigerant cycle between an evaporator and a compressor is connected in series with the evaporator.

In a cold storage operation, a thermal storage material of the cold storage heat exchanger is cooled by cold refrigerant, which has been decompressed and expanded by an expansion valve so as to store cold (i.e., store heat of low temperature). At a refrigeration release timing (i.e., at a time for releasing the stored cold) when a motor and the compressor are stopped, the refrigerant evaporated in the evaporator is condensed in the cold storage heat exchanger. The evaporation pressure in the evaporator is accordingly kept low, and the cooling capacity of the evaporator is ensured.

In the vehicle air conditioning, which in the JP 2007 - 1 485A, however, it is assumed to be applied to a so-called idling stop vehicle, and the compressor and the cold storage heat exchanger are connected in series. The refrigerant pressure in the cold storage heat exchanger will therefore become equal to the suction pressure of the compressor. Accordingly, it is not possible to operate the compressor such that a cold release operation of the cold storage heat exchanger is assisted. That is, in order to place a priority on the convenience, it is not possible to suppress a variation in the temperature of air blown from the evaporator in the cold release operation, and an application range of the cold release operation is limited to a time in which the compressor is stopped. In the conventional art, therefore, it is not possible to control the cold accumulating operation, the cold releasing operation, etc. in varying running conditions of a vehicle, and it is not possible to further improve the fuel efficiency in driving.

FR 2 820 369 A1 describes an air conditioning system for a motor vehicle having an electronic control for the fuel supply in dependence on the accelerator pedal position, wherein coolant via an electric valve to a heat exchanger in response to the detected accelerator pedal position provides.

JP 2007-1485 A describes an air conditioner in which a compressor, a condenser, a pressure reducer and an evaporator are connected in sequence and in a ring, wherein the evaporator is arranged in an indoor unit. The air conditioner is provided with a cold storage heat exchanger having a cold storage material on the inside, which enables storage of cold in advance and release of cold when the compressor is stopped.

DE 10 2005 008 481 A1 describes an air conditioning system for a vehicle with a cold storage heat exchanger for in a compressor with stored cooling energy. Cooling energy is stored in the cold storage of the heat exchanger during a normal cooling operation during which the compressor is operated by the internal combustion engine. When the vehicle stops, for example, in front of a traffic light and thus the compressor is not operated, an ejector is actuated to circulate the coolant from the cold storage heat exchanger to an evaporator, so that the cooling process can be continued.

The present invention has been made in view of the above-described problem, and provides an air conditioner for a vehicle which can suitably control operating modes of a refrigerant cycle in accordance with the driving conditions of a vehicle and can further improve fuel efficiency in driving.

According to one example of the present invention, the vehicle air conditioning system comprises: a refrigeration cycle ( 1 ), which has a main circuit ( 1a ), which is formed, sequentially and circularly a compressor ( 2 ) obtained by receiving a shaft output of an engine ( 21 ) of a vehicle is driven, so as to suck refrigerant and discharge a capacitor ( 3 ), which one the discharged refrigerant cools, a compression-reducing device ( 4 ) passing through the capacitor ( 3 ) decompressed refrigerated refrigerant, and an evaporator ( 5 ) which vaporizes the decompressed refrigerant and cools air which is conducted into a passenger compartment of a vehicle; a cold storage section ( 12 . 122 ); and a control device ( 100 ), which controls the refrigerant flow in the refrigeration cycle so as to perform a plurality of operation modes using a calorimetric demand, which is an amount of fuel required to obtain the shaft output of the engine. The controller controls the refrigerant flow in the refrigeration cycle in such a manner as to execute a cold storage mode in which refrigeration is stored by the refrigerant flowing in the refrigeration cycle, or in a cold release mode in which the cold stored in the cold storage section is released based on the extent of calorimetric consumption. The operating modes of the refrigeration cycle are therefore suitably controlled in accordance with the driving conditions of a vehicle, and it is possible to further improve fuel efficiency in driving.

Furthermore, the control means has a plurality of threshold values for determining the calorimetric consumption so as to control the refrigerant flow in the refrigeration cycle to execute the cold storage mode when the calorimetric consumption is less than a first threshold value (Na) Refrigeration release mode or the cold storage mode when the calorimetric consumption is greater than a second threshold (Nb), which is greater than the first threshold (Na).

The refrigeration cycle ( 1 ) can be configured, an auxiliary passage ( 1b) , which is branched from the main circuit and connected to a suction side of the compressor, a cold storage section ( 12 . 122 ), which is a thermal storage material ( 121 ) and which is arranged in the auxiliary passage, and a valve means ( 9 . 10 ), which switches back and forth between a cold storage in the cold storage section and a cold release from the cold storage section.

The control device has a refrigeration storage mode in which the refrigerant in the main circuit is circulated without flowing to the cold storage section, and controls the operation modes including the cold storage mode, the cold release mode, and the cold storage mode based on the calorimetric consumption amount.

Therefore, by controlling the operating modes of the refrigeration cycle to set times for performing the cold storage and the refrigeration release from the refrigeration cycle depending on the amount of fuel required to obtain a certain wave output (calorimetric consumption), the operating modes of the refrigeration cycle become appropriate controlled in accordance with the driving conditions of the vehicle, and it is possible to further improve the fuel efficiency while driving.

When the calorimetric consumption is small and the fuel is hardly consumed (for example, at a time of deceleration or braking), it is therefore possible to execute the cold storage mode. Further, if the calorimetric consumption is large (for example, at idle or at the time of acceleration), it is possible to execute the cold release mode, etc. By using the various operation modes in accordance with these driving conditions of the vehicle and repeating the operation of the refrigeration cycle, a large energy saving effect can be achieved.

It is also desirable that the controller controls the refrigerant flow in the refrigeration cycle to the cold release mode when the calorimetric consumption is greater than the second threshold (Nb), and to the cold storage mode when the calorimetric consumption is between the first threshold and the second threshold ,

Therefore, the cold release mode is executed when the calorimetric consumption is higher than in the other operation modes, and the cold storage mode is executed when the calorimetric consumption is larger than in the cold storage mode and lower than in the cold release mode. Accordingly, when the running load at the idle timing or at the time of acceleration is large, it is possible to efficiently operate the refrigeration cycle by the cold release mode, so that it can reduce a flow rate of the refrigerant. When the travel load is in the middle range, it is possible to efficiently operate the refrigeration cycle by the refrigeration storage mode in which the flow rate of the refrigerant is not required as in the cold storage mode.

The controller further controls the refrigerant flow in the refrigeration cycle so as to reduce an exhaust capacity of the compressor in the refrigeration release mode. The pressure of the refrigerant is lowered by lowering the refrigerant temperature. The refrigerant pressure at a high pressure side is therefore lowered, and a workload of the compressor can be reduced. The engine load is lowered accordingly, and the fuel efficiency of the vehicle is improved.

It is further desirable that the vehicle air conditioner has an outlet port ( 7 ), which is always in an open state and allows a flow of refrigerant when the compressor ( 4 ) interrupts the flow of refrigerant. According to this invention, it is possible to perform the cold release mode so as to provide air conditioning for passengers in the passenger cabin of the vehicle when the compressor is stopped at a vehicle stop time, and so forth. It is therefore possible to provide air conditioning of air which causes no discomfort.

The vehicle air conditioning system further includes an ejector ( 32 ), which is a decompressing means for decompressing the refrigerant and performs fluid transport for circulating the refrigerant using a suction effect from a refrigerant flow which is ejected at a high speed. The ejector has a nozzle portion that sucks in the refrigerant that has leaked out from the condenser, and decompresses and expands the refrigerant isoentropically by reducing a passage area, and a suction portion arranged to communicate with a refrigerant discharge port of the nozzle portion to suck in the refrigerant. The suction portion of the ejector is connected to the cold storage portion through a pipe.

In this case, by the suction effect of the suction portion, it is possible to suck the refrigerant from the cold storage portion into an inside of the ejector. In the cold storage mode, therefore, it is possible to increase the flow rate of the refrigerant from an evaporator side into the cold storage section by the suction effect. Accordingly, it is accordingly possible to increase a cold storage amount in the cold storage mode and further promote the energy saving.

• 1 ist ein schematisches Diagramm, welches eine Ausgestaltung eines Kältekreislaufs vom Typ Dampf/Kompression zeigt, welcher für eine Fahrzeug-Klimaanlage gemäß einer ersten Ausführungsform verwendet wird.
• 2 ist ein Blockdiagramm, welches eine Konfiguration eines elektronischen Motorsteuergeräts ECU und verschiedene Einrichtungen zeigt, welche Eingaben senden zu oder Ausgaben empfangen von dem elektronischen Motorsteuergerät ECU.
• 3 ist ein Flussdiagramm, welches den Ablauf eines Berechnungsprozesses eines Motorsteuerprogramms zeigt, welcher durch das elektronische Motorsteuergerät ECU berechnet wird.
• 4 ist ein Kennfeld, welches bei Schritt 7 der 3 verwendet wird.
• 5 ist ein Flussdiagramm, welches einen Ablauf eines Berechnungsprozesses eines Kompressorsteuerprogramms zeigt, das durch ein elektronisches Steuergerät einer Klimaanlage berechnet wird.
• 6 ist ein Diagramm, welches eine Beziehung zwischen den Betriebsmodi in einer Kältekreislaufsteuerung zeigt, welche durch das elektronische Steuergerät ECU der Klimaanlage ausgeführt wird, und Parametern.
• 7 ist ein Flussdiagramm, welches einen Ablauf eines Berechnungsprozesses eines Kältekreislaufsteuerprogramms zeigt, der durch das elektronische Steuergerät ECU der Klimaanlage ausgeführt wird.
• 8 ist ein Druck-Enthalpie-Diagramm in einem Kältespeichermodus.
• Fig, 9 ist ein Druck-Enthalpie-Diagramm in einem Kältefreigabemodus.
• 10 ist ein Druck-Enthalpie-Diagramm in einem Ausgangszustand (in einem Kälteaufbewahrungsmodus).
• 11 ist ein Diagramm, welches einen Temperaturwechsel eines thermischen Speichermaterials in jeweiligen Betriebsmodi zeigt.
• 12 ist ein Kennfeld zum Abschätzen einer Wellenantriebsleistung Wc von einem elektrischen Ausgangsstrom Ic, welcher zu einem elektromagnetischen Steuerventil gesendet wird.
• 13 ist ein schematisches Diagramm, welches eine Konfiguration eines Kältekreislaufs vom Typ Dampf/Kompression zeigt, welcher für eine Fahrzeug-Klimaanlage gemäß einer zweiten Ausführungsform verwendet wird.
• 14 ist ein schematisches Diagramm, welches eine Konfiguration eines Kältekreislaufs vom Typ Dampf/Kompression zeigt, welcher für eine Fahrzeug-Klimaanlage gemäß einer dritten Ausführungsform verwendet wird.
• 15 ist ein schematisches Diagramm, welches eine Konfiguration eines Kältekreislaufs vom Typ Dampf/Kompression zeigt, welcher für eine Fahrzeug-Klimaanlage gemäß einer vierten Ausführungsform verwendet wird.

Brief description of the drawings:

• 1 FIG. 12 is a schematic diagram showing an embodiment of a vapor / compression type refrigerating cycle used for a vehicle air conditioner according to a first embodiment. FIG.
• 2 FIG. 12 is a block diagram showing a configuration of an electronic engine control unit ECU and various devices which send inputs to or outputs from the electronic engine control unit ECU.
• 3 FIG. 10 is a flowchart showing the flow of a calculation process of an engine control program calculated by the ECU engine ECU.
• 4 is a map, which at step 7 the 3 is used.
• 5 FIG. 10 is a flowchart showing a flow of a calculation process of a compressor control program calculated by an electronic control unit of an air conditioner.
• 6 FIG. 15 is a diagram showing a relation between the operation modes in a refrigeration cycle control executed by the electronic control unit ECU of the air conditioner and parameters.
• 7 FIG. 15 is a flowchart showing a flow of a calculation process of a refrigeration cycle control program executed by the electronic control unit ECU of the air conditioner.
• 8th is a pressure-enthalpy diagram in a cold storage mode.
• Fig. 9 is a pressure-enthalpy diagram in a cold release mode.
• 10 is a pressure-enthalpy diagram in an initial state (in a cold storage mode).
• 11 is a diagram showing a temperature change of a thermal storage material in respective operating modes.
• 12 is a map for estimating a shaft drive power WC from an electrical output current ic , which is sent to an electromagnetic control valve.
• 13 FIG. 10 is a schematic diagram showing a configuration of a vapor-compression type refrigerating cycle used for a vehicle air conditioner according to a second embodiment. FIG.
• 14 FIG. 10 is a schematic diagram showing a configuration of a vapor-compression type refrigerating cycle used for a vehicle air conditioner according to a third embodiment. FIG.
• 15 FIG. 10 is a schematic diagram showing a configuration of a vapor-compression type refrigerating cycle used for a vehicle air conditioner according to a fourth embodiment. FIG.

[Embodiments]

Hereinafter, embodiments for carrying out the present invention will be described with reference to the drawings. In the embodiments, a part corresponding to an article described in a previous embodiment is given the same reference numeral, and an unnecessary description for the part will be omitted. When only a part of a configuration is described in one embodiment, another previous embodiment may be applied to the other parts of the configuration. The parts can be combined with each other, even if it is not explicitly described that the parts can be combined. The embodiments may be partially combined, even though it is not explicitly described that the embodiments may be combined, provided there is no harm in the combination.

First Embodiment

A vehicle air conditioner according to a first embodiment, which is an embodiment of the present invention, is used for a vehicle that reduces the exhaust volume in a vehicle stop time by automatically stopping an engine 21 of the vehicle so as to execute an idling stop state when a predetermined condition in which the vehicle is stopped for waiting for a signal, etc., is satisfied even when an air conditioner is turned on.

To ensure the cooling performance when the engine 21 is stopped, and to reduce the air conditioning load, this vehicle air conditioner has a cold storage heat exchanger 12 and a cold storage tank 122 which are a cold storage section parallel to an evaporator. By using this cold storage section, regenerative energy is actively stored as a low-temperature heat when the vehicle is decelerated, which is also referred to as refrigeration in this application, and a compressor 2 is stopped or the workload of the compressor 2 is reduced in a range of low-efficiency operation to improve fuel efficiency in driving.

Specifically, the vehicle air conditioner actively operates the compressor 2 To store cold in an operating area in which the driving efficiency of the engine 21 is high, or in a range of fuel cut at a time of deceleration / braking, and releases the cold in the low-efficiency operating range to the workload of the compressor 2 to reduce. A cold storage mode and a cold release mode are accordingly controlled to maximize fuel efficiency in driving.

This embodiment will be described below with reference to FIGS 1-12 to be discribed. The 1 FIG. 12 is a schematic diagram showing a configuration of a refrigeration cycle. FIG 1 of the steam / compression type used for the vehicle air conditioner according to this embodiment. As it is in the 1 is shown, the Refrigeration circuit 1 of the type steam / compression a first passage 1a (Main circuit), which is formed by sequentially and circularly connecting the compressor 2 , which by recording the shaft output of the motor 21 of the vehicle is driven to suck refrigerant and discharge a condenser 3 which is that of the compressor 2 discharged refrigerant cools, a first expansion valve 4 that through the capacitor 3 cooled refrigerant decompressed, and an evaporator 5 passing through the first expansion valve 4 decompressed refrigerant evaporates and air cools, which is passed into a passenger compartment of a vehicle. Furthermore, an on-resistance section 6 in the first passage 1a between the evaporator 5 and the suction side of the compressor 2 Installed. The passage resistance section 6 is a restriction mechanism that controls the refrigerant coming out of the evaporator 5 has flowed out, regulated to a predetermined pressure. Although the refrigerant, which is in the refrigeration cycle 1 is used in the steam / compression type, is not limited in a special way is in this embodiment R134a used.

The refrigeration cycle 1 of the type steam / compression has a second passage 1b (Auxiliary passage) in addition to the first passage 1a on. The second passage 1b is an auxiliary passage, which passes by a certain part of a main circuit, which from the first passage 1a at a branching section 14 is branched, which a pipe part between the first expansion valve 4 and the capacitor 3 is and which on an upstream side of the first expansion valve 4 is positioned and which with the first passage 1a at a junction section 17 is connected, which a pipe part on a suction side of the compressor 2 is. Furthermore, the cold storage heat exchanger 12 in the second passage 1b in parallel with the evaporator 5 and the passage resistance portion 6 Installed. The refrigeration circuit 1 The steam / compression type has a bypass passage 1c on which a branching section 15 , which is a pipe part between the evaporator 5 and the passage resistance portion 6 and on a downstream side of the evaporator 5 is, with a pipe section 16 connects, which on an upstream side of the cold storage heat exchanger 12 in the second passage 1b is positioned, and a valve means, which the passage of the refrigerant between an inlet or an outlet of the cold storage heat exchanger 12 and the first passage 1a on. By connecting the first passage 1a with the second passage 1b through the bypass passage 1c becomes the cold storage heat exchanger 12 parallel to the passage resistance section 6 arranged.

The valve means is of a first electromagnetic valve 9 , a second electromagnetic valve 10 and a third electromagnetic valve 11 which are opened and closed by an electric under-energizing a solenoid or a solenoid, for example, by an electronic control unit 100 the air conditioning, which will be described later. The first electromagnetic valve 9 , the second electromagnetic valve 10 and the third electromagnetic valve 11 Switch the passage of the refrigerant between the inlet or the outlet of the cold storage heat exchanger 12 and the first passage 1a , The first electromagnetic valve 9 is on a downstream side of the cold storage heat exchanger 12 in the second passage 1b and on an upstream side of the second expansion valve 8th installed to control whether that is from the condenser 3 flowing refrigerant into the second passage 1b can flow or not. The second electromagnetic valve 10 is in the bypass passage 1c installed to control whether the refrigerant coming out of the evaporator 5 flows out into the cold storage heat exchanger 12 in the second passage 1b can flow or not. The third electromagnetic valve 11 is on a downstream side of the cold storage heat exchanger 12 installed to control whether the refrigerant in the cold storage heat exchanger 12 in the compressor 2 can be sucked or not.

The first electromagnetic valve 9 and the third electromagnetic valve 11 For example, such valves are normally closed. The second electromagnetic valve 10 For example, such a valve is normally open. An electromagnetic valve, which is normally closed, is in an open state in an energized state and in a closed state in a non-energized state. An electromagnetic valve, which is normally open, is in a closed state in an energized state and in an open state in a non-energized state.

The compressor 2 is a fluid machine containing the refrigerant in the refrigeration cycle 1 of the type steam / compression by a compression mechanism sucks and discharges. The compressor 2 is a variable capacity type compressor whose compression capacity is changed by a capacity control mechanism. As a compressor 2 For example, a variable capacity type swash plate compressor is used. An electromagnetic control valve 2a , which is the capacity control mechanism for changing the exhaust capacity, is attached to the variable capacity swash plate type compressor.

The electromagnetic control valve 2a is an electromagnetically driven valve and is an open / close valve which can repeatedly open and close a refrigerant supply passage by receiving an output current (order signals for example) supplied by the electronic control unit ECU 100 the air conditioning is controlled. The electromagnetic control valve 2a is formed to have a valve body which adjusts an opening degree of an air supply passage, a pressure sensor mechanism portion, which is connected to the valve body to be operated on an upper side of the valve body, and an electromagnetic actuator, which is connected to the valve body to be operated on a lower side of the valve body in an interior of a valve housing.

The compressor 2 has an electromagnetic clutch for connecting and disconnecting a drive power. A shaft output of the motor 21 gets on the compressor 2 transmitted through a V-belt and the electromagnetic clutch, which is a power transmission mechanism. The electronic control unit ECU 100 the air conditioner turns on and off an electric power supply to the electromagnetic clutch. When the electromagnetic clutch for driving power is energized, the compressor becomes 2 operated. When the supply of the electromagnetic clutch to cut off the drive power is interrupted, the compressor becomes 2 stopped.

In the variable capacity type swash plate compressor, the drive power is output from the engine 21 for driving the vehicle is transmitted to a shaft, and a swash plate is rotationally driven by a guide pin which is loosely fitted in a drive plate which is fixed to the shaft. The compressor 2 is controlled such that a flow rate of refrigerant proportional to the output current supplied by the controller 100 the air conditioning is sent is increased.

Specifically, the electromagnetic control valve 2a by the output current supplied by the controller 100 the air conditioner is sent, driven, and a control pressure in a housing of the compressor 2 changes. When this control pressure changes, the gradient angle of the swash plate changes, and a stroke of a piston connected to the swash plate by a shoe changes. Therefore, the capacity of the compressor changes 2 , When the opening degree of the electromagnetic control valve 2a through the electronic control unit ECU 100 is set to the air conditioner, a balance between an amount of the refrigerant gas of high pressure, which is introduced into a crankcase, and an amount of the refrigerant gas, which is introduced from the crankcase, adjusted, and an internal pressure of the crankcase is set. When a difference between the inner pressure of the crankcase and an inner pressure of a compression chamber separated by a piston changes in accordance with a change in the inner pressure of the crankcase, the gradient angle of the swash plate is changed, and the discharge capacity of the compressor 2 is set.

As the internal pressure of the crankcase drops, the inclination angle of the swash plate and the discharge capacity of the compressor increase 2 increases. Conversely, as the internal pressure of the crankcase increases, the inclination angle of the swash plate decreases. The stroke of the piston therefore decreases, and the discharge capacity of the compressor 2 decreases. In this way, by changing the inclination angle of the swash plate to adjust the discharge capacity of the compressor 2 the air conditioning of the air in the passenger compartment of the vehicle is kept in optimum condition.

The gaseous refrigerant, which passes through the compressor 2 is compressed to high temperature and high pressure, flows into the condenser 3 , The capacitor 3 is a heat exchanger which cools the refrigerant passing through the compressor 2 has been compressed to high temperature and high pressure to condense and liquefy the refrigerant. By passing cooling wind to the condenser 3 using the vehicle airflow and an electrically driven blower (not shown), the gaseous refrigerant becomes in an interior of the condenser 3 cooled and condensed.

The first expansion valve 4 is a decompressor, which contains the refrigerant, which comes from the condenser 3 out, decompressed and expanded to a predetermined pressure, and is a temperature-type expansion valve equipped with a valve portion and a temperature detecting portion for detecting the temperature of the refrigerant at an outlet of the evaporator 5 , By setting an opening degree of the valve portion in accordance with the temperature of the refrigerant detected by the temperature detecting portion, a degree of superheat of the refrigerant at the outlet of the evaporator becomes 5 set to a specific value. An outlet connection 7 , which is a thin tube which is always in an opened state, is provided separately from the valve portion in a tube in which the first expansion valve 4 is installed. Alternatively, an expansion valve may be used as the first expansion valve 4 can be used, which has an outlet connection.

The evaporator 5 is provided for cooling the air in the passenger compartment of the vehicle using latent heat of vaporization of the refrigerant and is installed in an air conditioning case, which is on a rear side of a console plate 101 the air conditioning is arranged. In the air conditioning case is by passing air, which from the passenger compartment of the vehicle or by a Outside of the vehicle is sucked, to the evaporator 5 by a fan (not shown) the air passing through the evaporator 5 is cooled, directed into the passenger compartment of the vehicle.

A post-evaporator sensor 13 for detecting the temperature of the refrigerant, which is from the evaporator 5 has flowed out, is on a downstream side of the evaporator 5 Installed. The information of the temperature by the post-evaporator sensor 13 is detected, is sent to the electronic control unit ECU 100 transmitted to the air conditioner and is used to adjust the cooling capacity of the evaporator 5 used. The post-evaporator sensor 13 further has a function of preventing frost formation. When the cooling capacity is greater than the cooling load, the evaporation pressure of the refrigerant drops, and the surface temperature of the evaporator decreases 5 will be 0 ° C or lower. Therefore, the freezing of condensed water proceeds, and the passage of air is hindered. As a result, the evaporation pressure further drops, and it is no longer possible for the air to flow. In order to prevent such a condition, a function for adjusting the cooling capacity of the refrigeration cycle is required to prevent the formation of frost. To the temperature of the evaporator 5 to know a rib temperature sensor instead of the post-evaporator sensor 13 which directly determines the temperature of a rib of the evaporator 5 detected.

In the housing of the air conditioner is further an air mixing door (not shown) on a downstream side of the evaporator 5 and a heater core (not shown) which heats air using hot water from the engine 21 as a heat source is disposed on a downstream side of this air mix door. The air mix door has a function of adjusting the temperature of blown air blown into the passenger cabin of the vehicle, and establishes a ratio between hot air from the heater core and air directly from the evaporator 5 has flowed.

The second expansion valve 8th which is in the second passage 1b is installed, is a decompressor, which is similar to the first expansion valve described above 4 , The cold storage heat exchanger 12 is parallel to the evaporator 5 Installed. The cold storage heat exchanger 12 has a configuration to allow heat exchange between three elements, ie, the refrigerant (HFC134a, etc., for example) which is a working medium of the refrigeration cycle, the air, and the thermal storage material (for example, paraffin, ice, etc.). The thermal storage material can store heat (cold heat, warm heat), etc., which is transported by the refrigerant. In the cold storage mode for storing low temperature thermal energy (cold heat) in the thermal storage material by causing the refrigerant, which has a lower temperature than a melting point of the thermal storage material, to the cold storage heat exchanger 12 to flow, the thermal storage material is solidified and the latent heat of solidification is stored. In the cold release mode for releasing the stored cold by the flow of air having a higher temperature than the melting point of the thermal storage material, the thermal storage material is heated, melts by receiving the latent heat of fusion, and changes to a liquid phase.

The cold storage heat exchanger 12 has a configuration in which a cell 121 of thermal storage material, which is filled with the thermal storage material, adjacent to a passage which passes the refrigerant so as to allow a heat exchange between the thermal storage material and the refrigerant. The cold storage heat exchanger 12 further has a configuration in which the cell 121 with thermal storage material adjacent to a passage which passes the air so as to allow heat exchange between the thermal storage material and the air. As concrete constructions of such a heat exchanger, various configurations can be adopted, including a well-known configuration which is the above-mentioned JP 2007 - 1 485 A is described in. For example, in a fin and tube type heat exchanger, a pipe having two construction layers provides a portion including the thermal storage material and a passageway that passes the refrigerant, and the pipe is alternately laminated with a fin that forms the one Promotes heat exchange between an interior of the pipe and the surrounding air.

The cold storage tank 122 , which provides a storage space for storing the refrigerant, which is condensed and liquefied when the thermal storage material, the cold in the cold storage heat exchanger 12 is free, is between the cold storage heat exchanger 12 and the compressor 2 prepared. The cold storage tank 122 is integral with the cold storage heat exchanger 12 provided, and the memory space is arranged in a vertically lower part.

The electronic control unit ECU 100 the air conditioner has a configuration capable of performing two-way communications with the electronic control unit ECU 110 of the engine and with the console plate 101 the air conditioning, and controls respective devices that form the refrigeration cycle. The electronic control unit ECU 100 the air conditioner includes a microcomputer in which control programs, maps, calculation equations, etc. belonging to an air conditioner controller are stored, a communication processing circuit which communicates with external devices such as the electronic control unit ECU 110 of the motor, and an output processing circuit which outputs signals for controlling the devices based on results of calculations performed by the microcomputer.

The microcomputer includes a program which determines operating modes of the refrigeration cycle by controlling the discharge capacity of the compressor 2 and by controlling an operation of the valve means in accordance with the calorimetric consumption (amount of fuel required for obtaining a shaft output of the engine) supplied from the electronic control unit ECU 110 of the engine is determined. The electronic control unit ECU 100 the air conditioner controls a blowby port switching door, an inside door air / outside door air switching door, the air mix door, the electromagnetic clutch, the blower, the compressor 2 etc. based on signals coming in response to inputs to the console panel 101 of the air conditioner, signals output from sensors including an inside air / outside air detection sensor for detecting temperatures of the inside air and / or the outside air, a sun radiation sensor, the post-evaporator sensor 13 , an engine cooling temperature sensor, etc., and signals supplied from the electronic control unit ECU 110 be transmitted to the engine.

Next, referring to the operation of the refrigeration cycle 1 steam / compression type having the above-described configuration, a cold storage mode, the cold storage mode, the cold release mode when the compressor 2 is operated, and the cold release mode when the compressor 2 is stopped.

Relationship between open / close states of electromagnetic valves (EMC) 9 - 11 and the three modes of the refrigeration cycle 1 The steam / compression type, which is the cold storage mode, the cold storage mode, and the cold release mode, is shown in Table 1.

[Table 1] Compressor in operation Compressor stopped control 1. EMC Open Closed Closed Closed Closed 2. EMC Closed Closed Open Open Closed 3. EMC Open Closed Closed Closed Closed mode cold storage cold Storage cold release cold release cold Storage

When the compressor 2 through the engine 21 at a time of driving the vehicle is driven to the refrigeration cycle 1 of the steam / compression type, the refrigeration storage mode, which is an initial state (a state in which the refrigerant is only in the first passage 1a flows) executed. The refrigeration storage mode is an operation mode in which the refrigerant without consuming the in the cold storage tank 122 stored cold circulates. In the cold storage mode, all of the first electromagnetic valve 9 , the second electromagnetic valve and the third electromagnetic valve 11 controlled in closed states, and the refrigerant circulates in the first passage 1a , The refrigerant therefore flows sequentially through the first expansion valve 4 , the evaporator 5 , the on-resistance section 6 , the compressor 2 and the capacitor 3 - one by one. The refrigerant accordingly cools the air for the air conditioning, which is supplied to the air conditioning case, as described above. Furthermore, the refrigerant does not flow down to the cold storage tank 122 and does not flow from the cold storage tank 122 to the compressor 2 , The in the cold storage tank 122 stored cold is therefore not released. The through the insulating function of the cold storage tank 122 stored cold is stored accordingly without being released. In other words, the cold is maintained.

The refrigeration cycle 1 The steam / compression type switches to the cold storage mode after the original state (the state in which the refrigerant is only in the first passage 1a flows). The cold storage mode is a mode in which the cold in the cold storage tank 122 is stored. In the cold storage mode, the first electromagnetic valve 9 and the third electromagnetic valve 11 controlled in open states, and the second electromagnetic valve 10 is controlled in a closed state, so that the refrigerant flowing in the circuit flows in two ways. One of the two ways is one way from the compressor 2 sequentially through the capacitor 3 , the first expansion valve 4 , the evaporator 5 and the passage resistance portion 6 back to the compressor 2 , The other is a way from the compressor 2 sequentially through the capacitor 3 , the second expansion valve 8th , the first electromagnetic valve 9 , the cold storage heat exchanger 12 and the third electromagnetic valve 11 back to the compressor 2 , That of the compressor 2 discharged refrigerant is in the condenser 3 condensed and liquefied. Part of the refrigerant, which is from the condenser 3 has flowed out, is at the first expansion valve 4 decompresses and expands and gets into the evaporator 5 by evaporating heat from the surrounding air to cool the surrounding air. The refrigerant which is in the evaporator 5 has evaporated, becomes in the passage resistance portion 6 decompressed, is at the confluence section 17 , which is on the suction side of the compressor 2 is arranged, with the refrigerant, which through the second passage 1b has flowed, mixed together and into the compressor 2 sucked.

On the other hand, the rest of the refrigerant, which is from the condenser 3 has flowed out, at the branching section 14 branched off, which between the first expansion valve 4 and the capacitor 3 and on an upstream side of the first expansion valve 4 is arranged, and flows into the second passage 1b , The remainder of the refrigerant is then passed through the second expansion valve 8th decompressed and expanded, goes through the first electromagnetic valve 9 and flows into a refrigerant passage of the cold storage heat exchanger 12 , In the cold storage heat exchanger 12 becomes the thermal storage material in the thermal storage material cell 121 from a heated state by evaporation of the refrigerant cooled, and the thermal energy of low temperature (cold heat) is stored in the thermal storage material. The refrigerant, which from the cold storage heat exchanger 12 has flowed out through the third electromagnetic valve 11 , becomes at the confluence section 17 , which is on the suction side of the compressor 2 is arranged, with the refrigerant, which through the first passage 1a has flowed, mixed and is in the compressor 2 sucked. After the cold storage in the thermal storage material is completed, the thermal transfer between the refrigerant and the thermal storage material in the cold storage heat exchanger is stopped.

Next, the cold release mode will be described. The cold release mode is a mode in which a thermal amount stored in the thermal storage material is released by the refrigerant of the refrigeration cycle. When the first electromagnetic valve 9 and the third electromagnetic valve 11 are controlled in the closed states and the second electromagnetic valve 10 is controlled in the open state at a final stage of the cold storage mode, the cold release mode is started. At this time, the refrigerant flows in the refrigerant cycle on a path in which the refrigerant passes through the first passage 1a circulates, and on a path in which the refrigerant from the first passage 1a at a branching section 15 is branched off, which on the downstream side of the evaporator 5 is arranged, and flows into the cold storage heat exchanger 12 through the bypass passage 1c , In the cold release mode, there is a flow rate of the refrigerant passing through the bypass passage 1c goes through and into the cold storage heat exchanger 12 flows, proportional to a pressure difference between the cell 121 from thermal storage material and the outlet of the evaporator 5 , which is due to the temperature of the thermal storage material of the cell 121 of thermal storage material and the temperature at the outlet of the evaporator 5 is determined. The flow rate of the refrigerant, which in the cold storage heat exchanger 12 flows, corresponds to a decrease in the pressure on the high pressure side of the refrigerant (refrigerant pressure in the condenser 3 ) with respect to the initial state described above. Therefore, the pressure of the high-pressure side refrigerant is lowered in the cold release mode with respect to the initial state and the cold storage mode, and the refrigeration cycle coefficient (COP) is improved.

On the other hand, when the vehicle stops and a predetermined idling stop condition is satisfied, for example, the engine becomes the engine 21 from the electronic engine control unit ECU 110 stopped, and also the compressor 2 is stopped. Even if the compressor 2 is stopped in this manner, the cold storage mode, in which all of the first electromagnetic valve 9 , the second electromagnetic valve 10 and the third electromagnetic valve 11 in closed States are controlled, executed. In the cold release mode, when the compressor 2 stopped in this way, become the first electromagnetic valve 9 and the third electromagnetic valve 11 controlled in the closed states, and the second electromagnetic valve 10 is controlled in the open state. At this time, the refrigerant in the refrigeration cycle flows from the condenser 3 , which is on the high pressure side, to the evaporator 5 , which is on the low pressure side, by a residual pressure. The refrigerant, which is from the evaporator 5 has flowed out, becomes the bypass passage 1c branched off, flows into the second passage 1b and continues to flow into the cold storage heat exchanger 12 , By this cold release mode, it is further possible to provide air conditioning even when the compressor 2 stopped to cause no discomfort. Further, in the cold release mode, when the vehicle state switches to a running state, the electronic engine control unit ECU starts 110 the engine 2 , and the compressor 2 is also started. Then, the operating mode of the refrigeration cycle switches to another mode.

In this cold release mode, further, when the first expansion valve 4 one of the type which is normally closed while the first expansion valve 4 is closed, but the residual pressure in the high-pressure side condenser 3 etc. remains, liquid refrigerant through the outlet port 7 go through and into the evaporator 5 stream. It is therefore possible to help the cooling capacity through the evaporator 5 maintain. By this cold release mode, it is further possible to provide air conditioning of air, even if the compressor 2 is stopped so as not to cause discomfort. In the cold release mode, the electronic control unit ECU of the engine starts 110 Furthermore, the engine 21 when the vehicle state changes to a driving state, and the compressor 2 is also started. The operating mode then switches to the cold storage mode described above.

The 2 FIG. 10 is a block diagram showing a configuration of the electronic engine control unit ECU. FIG 110 and means shows which inputs are sending to or receiving outputs from the electronic engine control unit ECU 110 , As it is in the 2 is shown, the electronic engine control unit ECU 110 a configuration capable of performing a two-way communication with the electronic control unit ECU 100 the air conditioning.

The electronic control unit ECU 110 the engine is a control or a control unit, which is the engine 21 controls, which has electronic means for fuel injection, in accordance with signals from sensors, which operating conditions of the engine 21 such as an engine speed signal, a vehicle speed signal and a brake signal, and the operating conditions of the engine 21 to the electronic control unit ECU 100 the air conditioning transmits.

As it is in the 2 is shown, the electronic engine control unit ECU 110 a communication processing circuit 115 which is used to carry out two-way communications with external devices such as the electronic control unit ECU 100 the air conditioning system is provided, an input processing circuit 111 which processes inputted signals, an A / D (analog / digital) conversion circuit 114 which performs A / D conversions of detection signals, a microcomputer 112 which contains control programs, maps, calculation formulas, etc. and calculations using input processing circuitry 111 etc., and an output processing circuit 113 , which electrical signals in accordance with the calculation results in the microcomputer 112 outputs.

Electrical signals from an air flow sensor 116 which measures an amount of airflow in the engine 21 is sucked, and a throttle position detector 117 are input to and converted by the A / D conversion circuit 114 , The electrical signals are then transferred to the microcomputer 112 entered. An electrical signal of a crankshaft angle, which by a crankshaft angle detector 118 is detected in the input processing circuit 111 entered. The electrical signal is then transferred to the microcomputer 112 entered. The microcomputer 112 gives electrical signals to injectors 119 and injection coils 120 in accordance with the calculation results. The injection coils 120 activate spark plugs 123 in accordance with the electrical signals input thereto.

By such a configuration, the electronic engine control unit interrupts ECU 110 the power to the starting devices and stops fuel injections when the electronic engine control unit ECU 110 a stop state of the vehicle based on the rotational speed signal of the engine 21 , the vehicle speed signal, the brake signal, and so on. The motor 21 is therefore automatically stopped. After the engine 21 was stopped when a condition of the vehicle in one State of a starting of the vehicle is switched by a driving operation of a driver, detects the electronic engine control unit ECU 110 the state of starting the vehicle based on an accelerator pedal signal, etc., and starts the engine 21 ,

A routine or an auxiliary program of an engine control program, which by the electronic control unit ECU 110 the engine is executed, is hereinafter with reference to the 3 to be discribed. The 3 FIG. 11 is a flowchart showing a procedure of a calculation process of the engine control program executed by the ECU. FIG 110 of the engine is calculated. That in the 3 shown control program is in the microcomputer 112 of the electronic engine control unit ECU 110 saved in advance.

First read at step 1 the electronic engine control unit ECU 110 an intake air flow rate (l / h) passing through the air flow meter 116 is detected. Then calculated at step 2 the electronic engine control unit ECU 110 the rotational speed (rpm) of the engine using pulse signals generated by the crankshaft angle detector 118 be recorded. Next, the electronic engine control unit searches ECU 110 Maps, which in advance in the electronic engine control unit ECU 110 using the engine speed and the intake air flow rate as parameters, and calculates a basic fuel injection amount (mg / str) using the selected map. This basic fuel injection amount will be over a predetermined correction map based on a characteristic of the engine 21 is corrected, and a corrected fuel injection amount is calculated (step 4 ). The electronic engine control unit ECU 110 then calculates a fuel injection amount per injection (mg / str) (step 5 ) and a total fuel injection amount per unit time (g / s) (step 6 ). The electronic engine control unit ECU 110 controls the injectors 119 in accordance with these calculation results.

Next, go to step 7 the electronic engine control unit ECU 110 a calculation to estimate the shaft output of the motor 21 based on the base fuel injection. The shaft output of the motor 21 is estimated using maps provided in the electronic engine control unit ECU 110 are included in advance and in the 4 are shown, the above-mentioned rotational speed of the engine and the intake air flow amount. The 4 shows maps which are included in the calculation for estimating the shaft output of the motor 21 be used based on the basic fuel injection. The electronic engine control unit ECU 110 further corrects an estimated value of the shaft output of the motor 21 which at step 7 is obtained by the corrective fuel injection amount, which in step 4 is obtained using a predetermined correction map to correct the shaft output of the motor (step 8th ).

Next, the electronic engine control unit ECU calculates 110 a calorimetric consumption or demand (g / kW) at step 9 , The calorimetric consumption is an amount of fuel required to obtain the calculated shaft output of the engine. The calorimetric consumption is, for example, a value obtained by dividing this amount of fuel by the shaft output (kW) of the engine. At this step 9 calorimetric consumption is calculated by dividing the total fuel injection amount determined at step 6 is calculated by the wave output, which in step 8th is obtained. Then transfer at step 10 the electronic engine control unit ECU 110 the calculation result of the calorimetric consumption to the electronic control unit ECU 100 the air conditioning. Thereafter, the process returns to the first step, and the subsequent steps are repeatedly executed.

Next, a routine of a control program for the compressor 2 for the air conditioning in the passenger compartment of the vehicle with reference to the 5 to be discribed. The 5 FIG. 14 is a flowchart showing a procedure of a calculation process of the compressor control program executed by the electronic control unit ECU 100 the air conditioner is running. This control for the compressor 2 is always performed while the power is on, so that the air conditioning can meet a set temperature of the air conditioning. This control program for the compressor 2 is in the microcomputer 112 of the electronic control unit ECU 100 the air conditioning stored in advance.

In this control, the electronic control unit ECU closes 100 the air conditioning all from the first electromagnetic valve 9 , the second electromagnetic valve 10 and the third electromagnetic valve 11 just after the power supply of the electronic control unit ECU 100 the air conditioning was turned on, and activates the compressor 2 to set the initial state, in which the refrigerant only through the first passage 1a (Step 20 ) flows. At this time, the electronic control unit ECU 100 the air conditioning an output current Ic, which to the electromagnetic control valve 2a is created, at a current value 10 , and controls an outlet capacity of the compressor 2 , In this initial state, the refrigeration storage mode is performed as described above.

Next, an air-conditioning setting temperature Tt is obtained by operating the console plate 101 the air conditioner is set in the electronic control unit ECU 100 entered the air conditioner (step 21 ). Further, a refrigerant temperature Tr, which is a temperature of the refrigerant, which is out of the evaporator 5 has flowed out and through the post-evaporator sensor 13 is detected in the electronic control unit ECU 100 entered the air conditioner (step 22 ). Then at step 23 determined whether the post-evaporator refrigerant temperature Tr is higher than the temperature set in the air conditioner tt , When the post-evaporator refrigerant temperature Tr is higher than the set air conditioning temperature Tt, the electronic control unit ECU increases 100 the air conditioning the output current ic , which is connected to the electromagnetic control valve 2a is applied to increase the cooling capacity (step 24 ). Conversely, if the set air conditioning temperature tt is higher than the post-evaporator refrigerant temperature Tr , the electronic control unit reduces ECU 100 the air conditioning the output current ic , which is connected to the electromagnetic control valve 2a is applied, so as to lower the cooling capacity (step 24 ).

In this way, the output current flowing to the electromagnetic control valve 2a is controlled by a feedback control such that the post-evaporator refrigerant temperature Tr would be made equal to the set air conditioning temperature tt , The cooling capacity of the evaporator 5 is therefore controlled in a suitable manner. The air conditioning by this control therefore meets the set air conditioning temperature tt in the passenger compartment of the vehicle. In this control, a temperature of a rib of the evaporator 5 , which is detected by a rib temperature sensor, or a temperature of air passing through the evaporator 5 was used instead of the post-evaporator refrigerant temperature Tr ,

A state of the refrigerant in this initial state will be described with reference to FIGS 10 to be discribed. The 10 is a pressure-enthalpy diagram in the initial state (in the cold storage mode). In the initial state, the refrigerant flows from the compressor 2 through the capacitor 3 , the first expansion valve 4 , the evaporator 5 , the on-resistance section 6 back to the compressor 2 , This flow of refrigerant, which in the Mollier diagram of 10 is reproduced, a0 → b → c → d → a → a0. In this initial state, the cooling is carried out by cooling the surrounding air by the evaporator 5 , A difference between a pressure Pa and a pressure Pa0 is a pressure difference passing through the passage resistance portion 6 is produced. An efficiency of the refrigeration cycle in the initial state is Q0 / W0.

Next, a refrigeration cycle control in which the electronic control unit ECU 100 the air conditioner, the operation of the refrigeration cycle in accordance with the calculation results of calorimetric consumption, which of the electronic engine control unit ECU 110 are received, with reference to the 6-12 to be discribed. The 6 FIG. 13 is a graph showing the relationship between the cycle modes in the refrigeration cycle control and parameters (vehicle speed, engine rotation speed, and calorimetric consumption). The 7 FIG. 14 is a flowchart showing a process of a calculation process of a refrigeration cycle control program executed by the electronic control unit ECU 100 the air conditioning is performed. As described above, this calorimetric consumption is a value obtained by dividing the amount of fuel required for obtaining the shaft output of the engine at this time by this shaft output.

As it is in the 6 is shown, in respective driving conditions of the vehicle from an engine start to an idle start, acceleration, constant speed driving, braking and deceleration to a stop, the calorimetric consumption is generally maximized at the idle time, is applied during braking and in Delay times are minimized and take a mean value at the time of acceleration and in the time of constant speed driving. In this refrigeration cycle control, the refrigeration cycle mode is set to the refrigeration release mode, the refrigeration storage mode or the cold storage mode in accordance with the calorimetric consumption amount (g / kW) so as to improve the fuel efficiency in running. In particular, in this refrigeration cycle control in the idle state, in which the engine 21 idle, at low speed without receiving a load, the refrigeration cycle mode is on Refrigeration release mode or the cold storage mode set in accordance with the extent of the calorimetric consumption to maximize the fuel efficiency when driving.

A routine of the control program for the operation of this refrigeration cycle will be described with reference to FIGS 7 to be discribed. The control program for the operation of the refrigeration cycle is in the microcomputer 112 of the electronic control unit ECU 100 the air conditioning stored in advance. In this control, the electronic control unit ECU first receives 100 the air conditioner, the calculation result of calorimetric consumption Nh, which of the electronic control unit ECU 110 of the engine at the step described above 10 is transmitted (step 30 ). The electronic control unit ECU 100 the air conditioner determines a level of calorimetric consumption at step 40 , At step 40 determines the electronic control unit ECU 100 the air conditioner, to which of the cold storage mode, the cold storage mode and the cold release mode to control the refrigerant flow of the refrigeration cycle, in accordance with the amount of calorimetric consumption Nh.

If at step 40 is determined that the calorimetric consumption Nh is less than a first threshold Na, the electronic control unit ECU opens 100 the air conditioning is the first electromagnetic valve 9 and the third electromagnetic valve 11 and closes the second electromagnetic valve 10 to execute the cold storage mode (step 401 ). Furthermore, the electronic control unit ECU increases 100 the air conditioning the output current ic to the electromagnetic control valve 2a only once by a first predetermined value (Δ11) to the outlet capacity of the compressor 2 increase (step 402 ). The process then goes to the first step 30 back, and the routine of this control is repeated.

The state of the refrigerant in the cold storage mode when the steps 401 . 402 will be explained with reference to the 8th to be discribed. The 8th is a pressure-enthalpy diagram in cold storage mode. In the cold storage mode, the refrigerant flows in two paths. On one way, the refrigerant flows from the compressor 2 through the capacitor 3 , the first expansion valve 4 , the evaporator 5 , the on-resistance section 6 back to the compressor 2 , The flow of the refrigerant, which in the 8th is reproduced, a0 → b1 → c1 → d1 → a → a0. On the other way, the refrigerant flows from the compressor 2 through the capacitor 3 , the second expansion valve 8th , the first electromagnetic valve 9 , the cold storage heat exchanger 12 , the third electromagnetic valve 11 back to the compressor 2 , This flow of refrigerant, which in the Mollier diagram of 8th is reproduced, a0 → b1 → c1 → d0 → a0. Furthermore, in the 8th a flow, which is represented by dashed lines of a0 → b → c → d → a → a0, the flow of the refrigerant in the initial state (in the refrigerated storage mode). In this mode, the surrounding air is passed through the evaporator 5 cooled to provide cooling, and the low temperature thermal energy (cold heat) is stored in the thermal storage material.

An inlet pressure Pb1 of the condenser 3 will become higher than the inlet pressure Pb of the condenser 3 in the initial state (in the cold storage mode). The increase in pressure ( pb1 - pb ) is provided by increasing the discharge capacity of the compressor 2 at the step described above 402 ,

In this way, when the calorimetric consumption Nh is low, the operation mode is set to the cold storage mode, and the low-temperature thermal energy (cold heat) becomes in the cold storage tank 122 saved. To the discharge capacity of the compressor 2 from the initial state, further, the workload of the compressor becomes 2 get big, and the superficial efficiency Q1 / W1 of the refrigeration cycle will become lower than that (Q0 / W0) in the initial state.

The 11 is a diagram showing a temperature change of the thermal storage material in respective operating modes. In this cold storage mode, as in the 11 is shown, the temperature of the thermal storage material is lowered from the initial state, so that the refrigerant, which has a lower temperature than a melting point, through the cold storage heat exchanger 12 flows ( t0 - t3 ). On the other side is at t1 - t2 the amount of heat corresponding to the latent heat released.

If it is at step 40 is determined that the calorimetric consumption Nh is greater than the second threshold value Nb, further includes the electronic control unit ECU 100 the air conditioning is the first electromagnetic valve 9 and the third electromagnetic valve 11 and opens the second electromagnetic valve 10 to execute the cold release mode (step 421 ). The electronic control unit ECU 100 the air conditioner further reduces the output current ic to the electromagnetic control valve 2a by a second predetermined value (ΔI2) to the discharge capacity of the compressor 2 to decrease (step 422 ). The procedure then goes to the first step 30 back, and the routine of this control is repeated.

A state of the refrigerant in the cold release mode when the steps 421 . 422 will be explained with reference to the 9 to be discribed. The 9 is a pressure-enthalpy diagram in the cold release mode. In the cold release mode, the refrigerant flows from the compressor 2 through the capacitor 3 , the first expansion valve 4 , the evaporator 5 , the on-resistance section 6 back to the compressor 2 , Part of the refrigerant, which is from the evaporator 5 has flowed out, flows through the second electromagnetic valve 10 in the cold storage heat exchanger 12 , This flow of refrigerant, which in the Mollier diagram of the 9 is shown, a → b2 → c2 → d2 → a.

An inlet pressure Pb2 of the condenser 3 (High-pressure side pressure) in this operation mode becomes lower than the inlet pressure Pb of the condenser 3 in the initial state (in the cold storage mode). This pressure decrease ( pb - Pb2 ) is produced by performing a process of reducing the discharge capacity of the compressor 2 while the cold release at the step described above 422 is performed. The workload of the compressor 2 is therefore low, and the superficial efficiency Q2 / W2 of the refrigeration cycle becomes higher than that (Q0 / W0) in the initial state. The pressure decrease ( pb - Pb2 ) further corresponds to a flow rate Grc of the refrigerant which is in the cold storage heat exchanger 12 flows.

The flow rate Grc of the refrigerant flowing through the second electromagnetic valve 10 can further be calculated from (is proportional to) a difference between the refrigerant pressure pc which is due to the temperature tc of the thermal storage material in the cell 121 from thermal storage material of the cold storage heat exchanger 12 is determined, and a refrigerant pressure pr , which is determined by the temperature of the refrigerant at the outlet of the evaporator 5 , If Tr is higher than tc , becomes pr greater than pc , and grc , which is proportional to this pressure difference, flows into the cold storage heat exchanger 12 , While the latent heat is absorbed, the refrigerant that enters the cold storage heat exchanger 12 has flowed, liquefied, and the inflow of refrigerant is continued. In this cold release mode ( t4 - t7 ) rises, as in the 11 shown, the temperature of the thermal storage material gradually or stepwise in a stepped shape, as the cooling release progresses.

If at step 40 it is determined that the calorimetric consumption Nh is between the first threshold value Na and the second threshold value Nb, the electronic control unit ECU closes 100 the air conditioning all from the first electromagnetic valve 9 , the second electromagnetic valve 10 and the third electromagnetic valve 11 to execute the cold storage mode (step 411 ). Further, when the operation mode switches from the cold storage mode to the cold storage mode, the electronic control unit ECU decreases 100 the air conditioning the output current ic , which is connected to the electromagnetic control valve 2a is sent to the first predetermined value (.DELTA.I1) to the outlet capacity of the compressor 2 to decrease (step 412 ). The process then goes back to the first step 30 , and the routine of this control is repeated.

A state of the refrigerant in the refrigeration storage mode when the steps 411 . 412 will be explained with reference to the 10 to be discribed. The flow of refrigerant in the cold storage mode is substantially the same as in the initial state described above. That is, the refrigerant flows from the compressor 2 through the capacitor 3 , the first expansion valve 4 , the evaporator 5 , the on-resistance section 6 back to the compressor 2 , In the 10 is this flow of the refrigerant a0 → b → c → d → a → a0. When the operation mode switches from the cold storage mode to the cold storage mode, the cold (thermal energy of low temperature) stored in the cold storage mode is stored in the cold storage tank 122 maintained in the refrigeration storage mode by a thermal insulation performance of the cold storage tank 122 without being released. Further, in this operation mode, the electromagnetic valves are controlled to be closed. The outlet capacity of the compressor 2 is therefore through a process for reducing the output current ic , which is connected to the electromagnetic control valve 2a is sent to the predetermined value ( ΔI1 ) is reduced to correspond to the decrease in the flow rate of the refrigerant. The efficiency of the refrigeration cycle in the refrigeration storage mode is Q0 / W0, which is the same as in the initial state. As it is in the 11 2, in the refrigeration storage mode (t3-t4), the temperature of the thermal storage material is constant as in the initial state, and has a tendency to be lower in temperature than in the other modes of operation.

As described above, in this control, the operation of the refrigeration cycle is set to the refrigeration release mode, the refrigeration storage mode, or the cold storage mode, in accordance with the calorimetric consumption amount provided by the electronic engine control unit ECU 110 is calculated, and the outlet capacity of the compressor 2 is set to match the operating modes.

The 12 is a map for estimating shaft power WC of the compressor 2 from the output current ic , which is connected to the electromagnetic control valve 2a is sent. The electronic control unit ECU 100 The air conditioner calculates and estimates the shaft power Wc (kW) from the output current ic which at the steps 402 . 412 . 422 of the control program described above, which in 7 is shown, processed and connected to the electromagnetic control valve 2a is sent, with reference to the map shown in the 12 is shown. The electronic control unit ECU 100 the air conditioner further calculates a shaft torque TRc of the compressor 2 from the estimated value of the shaft power Wc and an estimated value of a rotational speed of the compressor 2 which is calculated from the rotational speed of the motor. The electronic control unit ECU 100 the air conditioner then transmits the shaft torque TRc of the compressor 2 to the electronic control unit ECU 110 of the motor. The electronic control unit ECU 110 of the motor uses the shaft torque TRc of the compressor 2 which is the electronic engine control unit ECU 110 received for the above-described calculation process, which in the 3 is shown.

The effects of the automotive air conditioner according to this embodiment will be described hereinafter. In the refrigeration cycle 1 The steam / compression type is the on-resistance section 6 on the downstream side of the evaporator 5 arranged. Therefore, even if the above-described control, which is the feature of this embodiment, is not performed, it is possible to control the temperature of the refrigerant at the outlet of the evaporator 5 to be higher than the melting point of the thermal storage material, even if the compressor 2 is in operation. It is therefore possible to carry out the cooling release, even if the compressor 2 is in operation. However, the parameter that should be controlled is the temperature of the refrigerant at the outlet of the evaporator 5 , If nothing is done, therefore, the temperature of the evaporator changes 5 , and the discharge temperature changes when the control is executed. Furthermore, from the point of view of energy storage, an effective cooling release is not with the temperature at the outlet of the evaporator 5 but with the operation of the engine 21 which power to the compressor 2 transfers.

The electronic control unit ECU 100 The air conditioner controls the operation modes including the cold storage mode in which the cold storage is performed by flowing the refrigerant to the cold storage section, the cold release mode in which the cold stored in the cold storage section is released, and the cold storage mode in which the refrigerant in the passage (main circuit ) circulates without flowing to the cold storage section in accordance with the degree of calorimetric consumption. The operating modes of the refrigeration cycle are therefore suitably controlled in accordance with the vehicle driving conditions, and it is possible to further improve the fuel efficiency while driving. It is also possible to independently control the times of a cold release. When the temperature at the outlet of the evaporator 5 Therefore, it is possible to prevent the release of cold more than necessary. It is also possible to control the times of a cold storage independently. It is therefore possible to keep the cold storage at appropriate times regardless of the temperature at the outlet of the evaporator 5 perform.

The electronic control unit ECU 100 The air conditioner further includes two or more thresholds used to determine the calorimetric consumption Nh. When the calorimetric consumption Nh is lower than the first threshold Na, the operation mode is controlled to the cold storage mode. When the calorimetric consumption Nh is larger than the second threshold Nb, which is larger than the first threshold Na, the operation mode is controlled to the cold release mode or the cold storage mode.

By this control, it is possible to execute the cold storage mode when the calorimetric consumption is low and fuel is hardly consumed (for example, when the vehicle is in deceleration). Further, it is possible to execute the cold release mode or the cold storage mode when the calorimetric consumption is large. In this way, it is possible to provide a large energy-saving effect to the vehicle by repeatedly using various modes in accordance with the driving conditions of the vehicle.

Further, when the calorimetric consumption Nh is lower than the first threshold Na, the electronic control unit ECU controls 100 the air conditioner the operating mode to the cold storage mode. When the calorimetric consumption Nh is greater than the second threshold Nb, the electronic control unit ECU controls 100 the air conditioning the operating mode on the cold release mode. When the calorimetric consumption Nh is between the first threshold Na and the second threshold Nb, the electronic control unit ECU controls 100 the air conditioning the operating mode to the cold storage mode.

By this control, the operation of the refrigeration cycle is controlled to be switched from the refrigeration release mode through the refrigeration storage mode to the cold storage mode as the calorimetric consumption becomes smaller. Accordingly, when the running load of the vehicle is large at the time of idling or at the time of acceleration, it is possible to decrease the discharge flow rate of the compressor by performing the cold release mode which can reduce the flow rate of the refrigerant. When the running load of the vehicle is in the middle range, it is possible to decrease the discharge flow rate of the compressor by performing the cold storage mode in which the refrigerant flow rate is not so much required as in the cold storage mode. The engine load is therefore lowered, and the fuel consumption efficiency is improved, so that the operation of the refrigeration cycle of the vehicle becomes more efficient overall.

By performing the calculation method of the refrigeration cycle control program which is incorporated in the 7 is shown, it is further possible to carry out the cold storage mode when the calorimetric consumption Nh is low and the fuel is hardly consumed (for example, at the time of deceleration in FIG 6 ). After the cold storage is completed, the cold storage mode is executed. When the calorimetric consumption is large (for example, at the time of idling or at the time of acceleration in the 6 ), the cold release mode is executed. By repeating these operations of the refrigeration cycle, it is possible to realize a significant energy saving.

According to the above-described configuration of the refrigeration cycle 1 of the steam / compression type, it is further possible to carry out the operation which repeats the cold storage mode, accompanied by the transportation of the cold, the cold release mode in which the compressor 2 is operated, the cold release mode in which the compressor 2 is stopped, and the cold storage mode, allowing it to stop and start the engine 21 is added, which are performed by the idle-stop function. In this way, the cold storage is actively carried out by actively using regenerative energy at the time of deceleration of the vehicle to the compressor 2 drive. In a low-efficiency driving range, the operation of the air conditioner is performed by stopping the compressor or by decreasing the workload of the compressor. In this way, the fuel efficiency for driving is improved.

Further, in this embodiment, the cold storage, the cold release, and the cold storage can be independently controlled. It is therefore possible to realize even more energy savings than with conventional technologies.

By performing the cold release while the compressor 2 In addition, the control of the operation of the refrigeration cycle becomes more flexible, and it is possible to apply the cold storage operation and the cold release operation in accordance with varying driving conditions of the vehicle. It therefore becomes easier to operate the refrigeration cycle in a range in which the combustion efficiency of the engine 21 is high, and it is possible to improve the fuel efficiency while driving. By performing the cold release mode using the in the cold storage heat exchanger 12 stored cold, even if the compressor 2 In addition, it is possible to provide the refrigeration cycle, which has a function of supporting the performance of the compressor 2 having. It is therefore possible to improve the coefficient of performance (COP) of the refrigeration cycle.

Second Embodiment

A refrigeration cycle 20 of the steam / compression type for a vehicle air conditioner according to a second embodiment will be described with reference to FIGS 13 to be discribed. The 13 is a schematic diagram showing a configuration of the refrigeration cycle 20 of the type steam / compression shows.

As it is in the 13 is shown is the refrigeration cycle 20 of the steam / compression type other than the refrigeration cycle 1 of the steam / compression type in the first embodiment at a point where the second expansion valve 8th is eliminated, at a point where the branching section 14 through a branching section 14A which is on a downstream side of the first expansion valve 4 is arranged, and at a point where the third electromagnetic valve 11 through a check valve 18 is replaced (a valve which prevents the refrigerant from a suction port side of the compressor 2 to the cold storage heat exchanger 12 Suction connection side of the compressor 2 to the cold storage heat exchanger 12 to stream). A second passage 20b is from a first passage 20a at the branching section 14A branched, which a pipe part on the downstream side of the first expansion valve 4 is. A bypass passage 20c corresponds to the bypass passage 1c of the refrigeration cycle 1 of the type steam / compression. In other points, this embodiment has similar configurations as in the first embodiment. The actions and effects of this embodiment, the control programs etc. employed in this embodiment are substantially the same as in the first embodiment.

Third Embodiment

A refrigeration cycle 30 The steam / compression type added to a vehicle air conditioner according to a third embodiment will be described with reference to FIGS 14 to be discribed. The 14 is a schematic diagram showing a configuration of the refrigeration cycle 30 of the type steam / compression shows.

As it is in the 14 is shown is the refrigeration cycle 30 of the type steam / compression significantly different from the refrigeration cycle 1 of the steam / compression type in the first embodiment at a point where an ejector 32 as a pressure reducing means is installed instead of the second expansion valve 8th so that the refrigerant from the cold storage tank 122 in a suction portion of the ejector 32 would be sucked in the cold storage mode.

In this configuration, there is a second passage 30b an auxiliary passage or circulation. The second passage 30b is from a first passage 30a at the branching section 14 diverted and becomes with the first passage 30a recombined at a point which is on a downstream side of the first expansion valve 4 and on an upstream side of the evaporator 5 is arranged. The first electromagnetic valve 9 and the ejector 32 are on a way from the second passage 30b Installed.

A bypass passage 30c is an auxiliary passage and forms a passage which the branching section 15 with the junction section 17 connects to the on-resistance section 6 to get around. The second electromagnetic valve 10 , the cold storage heat exchanger 12 , the cold storage tank 122 and the check valve 18 , which instead of the third electromagnetic valve 11 are installed on a path of the bypass passage 30c arranged. A liquid receiving tank 31 is still on the first passage 30a between the capacitor 3 and the first expansion valve 4 furthermore installed. The liquid receiving tank 31 is a collection vessel containing the refrigerant which is in the condenser 3 was condensed, separated into gas refrigerant and liquid refrigerant and the liquid refrigerant flows from there. In other points, this embodiment has similar configurations to those of the first embodiment. The actions and effects of this embodiment, the control programs employed in this embodiment, etc. are substantially the same as those of the first embodiment.

The ejector 32 is a decompressing agent that decompresses the refrigerant, and also a refrigerant circulating means that performs a fluid transport that circulates the refrigerant using the suction effect of the refrigerant flow that is expelled at high speed. The ejector 32 has a nozzle portion which draws the refrigerant, which flows through the first electromagnetic valve 9 is passed through to depressurize and expand the refrigerant isoentropically by reducing the passage area, and a draw-in portion which is arranged to communicate with the refrigerant discharge port of the nozzle portion to the refrigerant from the cold storage tank 122 to attract.

A mixing portion that mixes a high-speed refrigerant flow from the nozzle portion with the refrigerant attracted by the suction portion is disposed on a downstream side of the nozzle portion and the suction portion. A diffuser portion serving as a pressure increasing portion is further on a downstream side of the mixing portion arranged. The diffuser portion is formed in a shape that gradually increases the passage area of the refrigerant, and has a function of raising the refrigerant pressure by delaying the refrigerant flow, that is, a function of transforming the speed energy of the refrigerant into pressure energy. In this way, in the ejector 32 the refrigerant quickly decompresses and expands in the nozzle portion from the pressure at the inlet of the nozzle portion, and the pressure at the outlet of the nozzle portion becomes minimum. By mixing at the mixing portion with the refrigerant attracted by the suction portion, the pressure gradually increases, and the pressure in the diffuser portion further increases by the delay. The evaporator 5 is connected on a downstream side of the diffuser portion in a refrigerant flow direction.

Relationship between the open / close states of electromagnetic valves (EMC) 9 . 10 and the operating modes of the refrigeration cycle (cold storage mode, cold storage mode and cold release mode) is shown in Table 2.

[Table 2] Cold Storage Mode Cold storage mode Cold release mode 1. EMC Closed Open Closed 2. EMC Closed Open Open

The effects of the vehicle air conditioner according to this embodiment will be described hereinafter. This embodiment has a configuration in which a pipe is the suction portion of the ejector 32 with the cold storage tank 122 combines. It is therefore possible to remove the refrigerant from the cold storage tank 122 into the ejector 32 using the suction effect of the suction section. In the cold storage mode, therefore, it is possible by this suction effect to increase the amount of refrigerant passing through the bypass passage 30c goes through and into the cold storage tank 122 flows. Accordingly, by configuring the refrigeration cycle according to this embodiment, it is possible to increase the amount of cold storage in the operation of the refrigeration cycle when the calorimetric consumption is low to further promote the energy saving.

Fourth Embodiment

A refrigeration cycle 40 of the steam / compression type for a vehicle air conditioner according to a fourth embodiment will be described with reference to FIGS 15 to be discribed. The 15 is a schematic diagram showing a configuration of the refrigeration cycle 40 of the type steam / compression shows.

As it is in the 15 is shown is the refrigeration cycle 40 of the type steam / compression significantly different from the refrigeration cycle 1 of the steam / compression type in the first embodiment at a point where the second expansion valve 8th , the passage resistance section 6 , the second electromagnetic valve 10 and the bypass passage 1c are eliminated, and at a point where the branching section 14 is replaced by a branching section 41 which is on a downstream side of the first expansion valve 4 is arranged. A second passage 40b is from a first passage 40a at the branching section 41 branched, which a pipe part on the downstream side of the first expansion valve 4 is. The cold storage heat exchanger 12 is at the second passage 40b parallel to the evaporator 5 arranged, which in the first passage 40a is arranged.

In accordance with the configuration described above, the operating modes of the refrigeration cycle 40 controlled by the type of steam / compression in the cold storage mode and in the cold release mode, while the compressor 2 is in operation. A relationship between the open / closed states of the electromagnetic valves 9 . 11 and the operating modes of the refrigeration cycle (cold storage mode, cold storage mode and cold release mode) is shown in Table 3.

[Table 3] Compressor in operation 1. EMC Open Closed Closed 3. EMC Open Closed Open mode Cold storage mode Cold Storage Mode Cold free mode

Other Embodiments

Preferred embodiments of the present invention have been described above. However, the present invention is by no means limited to the embodiments described above, but may be modified and carried out in various ways within the scope of the present invention.

In the above-described embodiment, it is possible to have a check valve (ie, a valve that prevents the refrigerant therefrom) from the suction port side of the compressor 2 to the cold storage heat exchanger 12 to flow) instead of the third electromagnetic valve 11 of the refrigeration cycle 1 of the type steam / compression to install.

Further, the cold storage portion in the above-described embodiments need not necessarily store cold using latent heat. For example, the cold storage portion may include a thermal storage material that does not freeze and does not cause a phase change in a temperature of the refrigerant at the outlet from the evaporator.

In the embodiments described above, the present invention is applied to refrigeration cycles in which the evaporator 5 and the cold storage heat exchanger 12 are formed separately from each other. However, the present invention can also be applied to a refrigeration cycle having a cold storage heat exchanger formed by incorporating a cold storage medium into an evaporator. The operation modes are specifically controlled in a cold storage mode in which the compressor runs to store cold in the cold storage portion in the cold storage heat exchanger by the refrigerant flowing in the refrigeration cycle and in a cold release mode in which the compressor is stopped to release the cold stored in the cold storage section in accordance with the amount of calorimetric consumption. This means that if the calorimetric consumption is greater than the first predetermined value, the operating mode is set to the cold release mode. If the calorimetric consumption is less than the second predetermined value, the operating mode is set to the cold storage mode. The first predetermined value and the second predetermined value may be the same values. The first predetermined value and the second predetermined value may be different values.

Claims (7)

A vehicle air conditioner comprising: a refrigeration cycle (1) having a main circuit (1a) which is formed. to sequentially and circularly drive a compressor (2) which is driven by receiving a shaft output of a motor (21) of a vehicle so as to suck and discharge refrigerant, a condenser (3) which cools the discharged refrigerant, a compression reducer (4), which decompresses the refrigerant cooled by the condenser (3), and an evaporator (5) which vaporizes the decompressed refrigerant and cools air to be led into a passenger compartment of the vehicle; a cold storage section (12, 122); and a controller (100) that controls the refrigerant flow in the refrigeration cycle (1) so as to obtain a plurality of operating modes using the calorimetric consumption, which is an amount of fuel required to reach the shaft output of the engine (21); wherein the control means (100) controls the refrigerant flow in the refrigeration cycle (1) in such a manner as to execute a cold storage mode in which refrigeration is stored from the refrigerant flowing in the refrigeration cycle (1), or in a cold release mode, in which the cold stored in the cold storage section (12, 122) is released based on the amount of calorimetric consumption, wherein: the control device (100) has a plurality of threshold values for determining the calorimetric consumption; the controller (100) controls the refrigerant flow in the refrigeration cycle (1) to execute the cold storage mode when the calorimetric consumption is less than a first threshold (Na); and the controller (100) controls the refrigerant flow in the refrigeration cycle (1) to execute the cold release mode or the cold storage mode when the calorimetric consumption is greater than a second threshold (Nb) which is greater than the first threshold (Na) , Vehicle air conditioning after Claim 1 wherein the refrigeration cycle (1) further comprises: an auxiliary passage (1b) branched from the main circuit (la) and connected to a suction side of the compressor (2); a cold storage portion (12, 122) having a thermal storage material (121) and disposed in the auxiliary passage (1b); and a valve means (9, 10) which switches between a cold storage in the cold storage section (12, 122) and a cold release from the cold storage section. Vehicle air conditioning after Claim 1 or 2 wherein: the control means (100) is configured to execute a refrigeration storage mode in which the refrigerant in the main circuit (1a) is circulated without flowing to the cold storage section (12, 122), and the control means (100) includes the operation modes the cold storage mode, the cold release mode and the cold storage mode based on the amount of calorimetric consumption controls. Vehicle air conditioning according to any of the Claims 1 to 3 wherein: the controller (100) controls the refrigerant flow in the refrigeration cycle (1) to perform the refrigeration release mode when the calorimetric consumption is greater than the second threshold (Nb); and the controller (100) controls the refrigerant flow in the refrigeration cycle (1) to execute the refrigeration storage mode when the calorimetric consumption is between the first threshold (Na) and the second threshold (Nb). Vehicle air conditioning according to any of the Claims 1 to 4 wherein the control means (100) controls the refrigerant flow in the refrigeration cycle (1) so as to reduce an exhaust capacity of the compressor (2) in the refrigeration release mode. Vehicle air conditioning according to any of the Claims 1 to 5 , further comprising an outlet port (7), which is always in an open state and allows a flow of the refrigerant when the compression reducing means (4) interrupts the flow of refrigerant. Vehicle air conditioning according to any of the Claims 1 to 6 , further comprising an ejector (32) which is a decompressing means for decompressing the refrigerant and performs a fluid transport for circulating the refrigerant using a suction effect of a Kältemilteistroms which is ejected at high speed, wherein the ejector (32) has a nozzle portion, which sucking the refrigerant that has flowed out from the condenser (3), and the refrigerant isoentropically decompresses and expands by reducing a passage area, and a suction portion arranged to communicate with a refrigerant jet nozzle portion of the nozzle portion so as to suck the refrigerant and wherein the suction portion of the ejector (32) is connected to the cold storage portion (12, 122) through a pipe.

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