JP2003019908A - Cooling equipment for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a cooling equipment for a vehicle ensuring averaged cooling performance at each stopping time, in stopping of an engine repeated during running, to surely prevent a battery from being used up by excessive operation of a motor. SOLUTION: This cooling equipment for a vehicle is applied to the vehicle stopping an engine 10 when the vehicle is temporarily stopped during running, and provided with a refrigerating cycle device 110 including compressors 111, 122 operated by receiving drive force of the engine 10 and a motor 121 and a control device 130 controlling operation of the motor 121, to operate the motor 121 by the control device 130 for driving the compressor 122 in the case of stopping the engine 10 when the refrigerating cycle device 110 is operated, and an accumulated operating time of the motor 121 is controlled so as to be a first prescribed time t1 or less. The motor 121 is operated after the cooling equipment is placed in a prescribed cooling condition from stopping the engine 10.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle air conditioner for a so-called idle stop vehicle in which the engine is stopped when the vehicle is temporarily stopped during traveling.

[0002]

2. Description of the Related Art A conventional vehicle air conditioner is disclosed in Japanese Patent Laid-Open No. 2000-2000.
As disclosed in Japanese Patent Publication No. 80348, a device having a compressor having an engine and a motor as a driving source in a device, and driving the compressor with the motor as a driving source when the engine is stopped, means for reducing a load on the motor. Those provided with are known. Specifically, when the motor is operated, the air mix door is fixed to the full cool position, fixed to the inside air circulation mode side, or the evaporator freeze prevention temperature is increased by a predetermined value.

As a result, the compression work required when the engine is being driven is reduced, the power consumption of the compressor is reduced, and the load on the motor is reduced. Then, the abnormal consumption of the battery power source is prevented.

[0004]

However, although the power consumption of the compressor under the steady use condition can be reduced by the above-mentioned technique, the use condition of the cooling by the occupant and the frequency of the engine stop during traveling are considered. Of course, there are variations, and even under unsteady conditions such as when the cooling load condition is high or when the engine is stopped for a long time, if the compressor is operated in accordance with it, the charge capacity of the battery power supply should be secured. Can not be. That is, the battery goes up.

In view of the above problems, it is an object of the present invention to ensure an average cooling performance at each stop of the engine that is repeated while the vehicle is running, and to reliably prevent battery exhaustion due to excessive operation of the motor. To provide a cooling device for a vehicle.

[0006]

The present invention employs the following technical means in order to achieve the above object.

The invention according to claim 1 is applied to a vehicle in which the engine (10) is stopped when the vehicle is temporarily stopped during traveling, and the engine (10) and the battery (140) are used as power sources. A refrigeration cycle device (110) including a compressor (111, 122) that operates by receiving the driving force of a motor (121) that operates and a control device (130) that controls the operation of the motor (121) are provided. A controller for a vehicle air conditioner in which a motor (121) is operated by a controller (130) to drive a compressor (122) when the engine (10) stops during operation of the cycle device (110). (130) is characterized in that the motor (121) is operated so that the cumulative operating time of the motor (121) during one stop is within a first predetermined time (t1).

As a result, since the motor (121) is not operated for the first predetermined time (t1) or longer, it is possible to reliably prevent battery exhaustion.

Here, the first predetermined time (t1) is determined, for example, from the idling frequency when simulating from the vehicle running conditions and the depth of discharge (usage time) obtained from the number of times the battery (140) has been used. By doing so, it becomes possible to reliably prevent the battery from rising while ensuring the cooling performance evenly when the vehicle is stopped.

Then, as in the invention described in claim 2,
If the first predetermined time (t1) is set to be shorter as the outside air temperature or the cooling load of the refrigeration cycle apparatus (110) is shorter, the motor (121) can be operated according to the outside air temperature and the cooling load. Since it becomes better, it is possible to suppress unnecessary power consumption and further reduce the power consumption of the motor (121).

Further, as in the third aspect of the invention, if the first predetermined time (t1) is set to be longer when the outside air temperature or the cooling load becomes lower than the predetermined value, the first predetermined time (t1) is set longer. It is possible to improve the anti-fog property on the window glass of the vehicle in winter.

In a fourth aspect of the invention, the control device (1
30) has an engine start request function for requesting the engine control device (11) for controlling the operation of the engine (10) to start the engine (10). When the battery capacity (C) of the battery (140) is lower than the predetermined capacity (C1), the control device (130) causes the cumulative operating time of the motor (121) to be the first predetermined time ( Even within t1), the motor (121) is stopped at that time, and the engine (10) is started by the engine start request function.

As a result, the compressor (111) is driven by using the engine (10) as a drive source, so that it is possible to reliably prevent the battery from rising while ensuring the cooling performance. It should be noted that the battery 140 is charged after the engine 10 is started.

According to the invention of claim 5, the motor (12
The cumulative operating time of 1) has passed the first predetermined time (t1),
When the engine (10) is in a stopped state even after the motor (121) is stopped by the control device (130) and the cooling temperature at the predetermined portion (114) exceeds the first predetermined temperature (T1), the control device ( 130) is characterized in that the engine (10) is started by the engine start request function.

As a result, even when the engine (10) stop time is longer than the first predetermined time (t1), the motor (121) is stopped at the first predetermined time (t1) to prevent the battery from going up, and By operating the compressor (111) using the engine (10) as a drive source, cooling performance can be ensured.

In a sixth aspect of the invention, the control device (1
When the motor (121) is operated by 30) and the cooling temperature at the predetermined portion (114) becomes lower than the second predetermined temperature (T2), the control device (130) controls the cumulative operating time of the motor (121). Even if within the first predetermined time (t1), the motor (121) is stopped at that time.

As a result, if the cooling temperature is sufficiently lowered at an early point, the operation of the motor (121) is stopped accordingly, so that the power consumption of the battery (140) can be further reduced.

In the invention described in claim 7, the control device (1
30) is characterized in that the motor (121) is operated after the second predetermined time (t2) has elapsed after the engine (10) was stopped.

As a result, the discharge pressure (P) obtained during the operation of the engine (10) is gradually reduced during the second predetermined time (t2). This reduced discharge pressure (P
Since the motor (121) of the compressor (122) may be started in d), the power consumption of the compressor (122) is higher than that of starting the discharge pressure (P) when the engine (10) is operating. Can be reduced, and the power consumption of the motor (121) can be reduced. In accordance with this, the inrush current value at the time of starting the motor (121) can be reduced, so that the life of related parts is prevented from being shortened due to the inrush current, and the battery (1
It is possible to prevent malfunction of auxiliary machinery by suppressing the voltage drop of 40).

Here, as in the invention described in claim 8,
If the second predetermined time (t2) is set to be longer as the outside air temperature or the cooling load of the refrigeration cycle device (110) is lower, the motor (121) can be operated according to the outside air temperature and the cooling load. Therefore, unnecessary power consumption can be suppressed, and the power consumption of the motor (121) and the inrush current can be further reduced.

Further, as in the invention described in claim 9, if the second predetermined time (t2) is set so as to be shortened conversely when the outside air temperature or the cooling load becomes further lower than the predetermined value, Similar to the invention described in claim 3, it is possible to improve the anti-cloud property to the vehicle window glass in winter.

According to the tenth aspect of the invention, the temperature rising time from when the engine (10) is stopped until the cooling temperature at the predetermined portion (114) exceeds the third predetermined temperature (T3) is the second predetermined time. When it is longer than (t2), the control device (130) is characterized in that the temperature rising time is prioritized over the second predetermined time (t2) to operate the motor (121).

As a result, the cooling performance up to the third predetermined temperature (T3) can be ensured, and the motor (121) can be prevented from operating for a time longer than the second predetermined time (t2). Power consumption can be saved.

Further, since the timing for operating the motor (121) can be determined based on the third predetermined temperature (T3),
This can be handled more easily than setting the second predetermined time (t2).

According to the eleventh aspect of the invention, when the engine (10) is started from the stopped state, the motor (12
When 1) is operating within the range of the first predetermined time (t1), the control device (130) stops the motor (121) and causes the engine start request function to perform the third predetermined time ( After the elapse of t3), the engine (10)
The feature is that it is started.

As a result, the starter for starting the engine (10) and the motor (121) do not operate at the same time, the voltage drop of the battery (140) can be reduced, and the malfunction of auxiliary machinery can be prevented. You can

Here, as in the invention described in claim 12, it is preferable that the third predetermined time (t3) is 0.5 seconds or less.

As a result, the time until the engine (10) is started is not unnecessarily extended, and the occupant can be smoothly driven from the stop to the start.

According to the thirteenth aspect of the present invention, when the discharge pressure (P) by the compressor (111) during operation of the engine (10) falls below the first predetermined pressure (P1) after the engine (10) is stopped. The control device (130) is characterized in that the motor (121) is operated.

In the fourteenth aspect of the invention, the control device (130) has a control function of varying the discharge pressure (P) when the compressor (111) is driven by the engine (10). If the discharge pressure (P) of the compressor (111) driven by the engine (10) is controlled to decrease by the control device (130) before the engine (10) is stopped, the control device (130). ) Is characterized in that the motor (121) is operated when the engine (10) is stopped.

In the fifteenth aspect of the invention, the control device (130) has a control function of varying the discharge pressure (P) when the compressor (111) is driven by the engine (10). While the vehicle is in the deceleration state and before the vehicle stops, the control device (130) lowers the discharge pressure (P) of the compressor (111) driven by the engine (10) from a value before that. , Engine (10)
It is characterized in that the motor (121) is operated after being stopped.

As in the invention described in claims 16 and 17, the discharge amount of the compressor (111) is reduced,
A condenser (1) provided in the refrigeration cycle apparatus (110)
It is preferable to decrease the discharge pressure (P) by increasing the amount of air blown by the blower (112a) that blows air to 12).

According to the invention described in claims 13 to 17, the discharge pressure (P) is lowered before the motor (121) is operated, and thereby the same effect as the invention described in claim 7 is obtained. Obtainable.

In the eighteenth aspect of the present invention, when the cooling load of the refrigeration cycle device (110) is higher than the predetermined load, the control device (130) controls the engine by the engine start request function even when the vehicle is stopped. (10) is not stopped and the compressor (111) is continuously operated using the engine (10) as a drive source, or even when the engine (10) is stopped, the motor (12) is stopped.
The feature is that 1) is not activated.

As a result, when the cooling load is very high, the motor (121) is not fully operated, so that the power consumption of the motor (121) is suppressed to an extreme extent and the battery exhaustion is surely prevented. You can

During this time, by starting the engine (10), the cooling performance can be secured by the compressor (111).

According to the invention described in any one of claims 1 to 18, as in the invention described in claim 19, the compressor (11
1) is a first compressor (111) and a second compressor (122)
And the first compressor (111) comprises an engine (1
0) as a drive source, and the second compressor (1
22) operates using a motor (121) as a drive source, and includes a first compressor (111) and a second compressor (12).
1) is preferably used by being connected in parallel in the refrigeration cycle apparatus (110).

Further, as in the invention described in claim 20,
The compressor (111) may be a hybrid compressor (111a) that selectively operates with the engine (10) and the motor (121) as drive sources.

The reference numerals in parentheses of the above-mentioned means indicate the correspondence with the concrete means described in the embodiments described later.

[0040]

BEST MODE FOR CARRYING OUT THE INVENTION (First Embodiment) A first embodiment of the present invention is shown in FIGS. 1 to 5, and first, a specific structure will be described with reference to FIG.

The vehicle cooling device 100 is applied to a so-called idle stop vehicle in which the engine 10 is stopped when the vehicle is temporarily stopped during traveling, and includes a refrigeration cycle device 110, a control device 130, and a battery 140.

The refrigeration cycle apparatus 110 forms a well-known refrigeration cycle, and here, two compressors 1 are used.
11, 122 are provided. First, a first compressor (hereinafter, compressor) 111 that compresses the refrigerant in the refrigeration cycle to high temperature and high pressure, a condenser 112 that liquefies and condenses the compressed refrigerant, and an expansion valve 1 that adiabatically expands the liquefied refrigerant.
13. The evaporator 114 that evaporates the expanded refrigerant and cools the air passing therethrough by the latent heat of evaporation is the refrigerant pipe 1
They are sequentially connected by 15. The compressor 111
Uses a vehicle running engine 10 as a drive source and operates via a pulley and a pulley belt.

The condenser 112 is provided with a blower 112a for blowing air to the condenser 112 to accelerate the liquefaction condensation of the refrigerant.

Similarly, the evaporator 114 includes a blower 114.
b is provided so that the blown air is cooled by heat exchange with the refrigerant and blown into the vehicle interior. Further, an evaporator temperature sensor 114a for detecting a cooled air temperature (evaporator rear air temperature) is provided on the downstream side of the evaporator 114 in the air flow.

The second compressor 122 is arranged in parallel with the compressor 111, specifically, between the inflow side of the condenser 112 and the outflow side of the evaporator 114. And are connected by a refrigerant pipe 123. The second compressor 122 is driven by a motor 121 operated by a battery 140 as a power source, and constitutes an electric compressor 120 together with the motor 121. The second compressor 122 is driven when the engine 10 is stopped and the compressor 111 is stopped.

A current sensor 140a for detecting a current value during operation of the motor 121 is provided in a lead wire portion connected from the battery 140 to a control device 120 described later. A pressure sensor 116 that detects the discharge pressure P is provided on the discharge side of both of the compressors 111 and 122.

Next, the control device 130 which is the main part of the present invention.
The configuration of will be described.

The controller 130 controls the electric compressor 120.
It controls the operation of. Detection signals from the evaporator temperature sensor 114a, the pressure sensor 116, and the current sensor 140a are input, and signals from various sensors (not shown), that is, vehicle speed, engine speed, idle stop determination, inside air temperature, outside air temperature. , A / C request signals and the like are input. Then, based on these signals, the motor 121 is driven and the second compressor 122 is operated. (Details will be described later) Further, the control device 130 is, of course, the refrigeration cycle device 1
For normal operation of the compressor 10, ON-OFF control of the compressor 111 and blowers 112a and 114 are performed based on the above signals.
ON / OFF of b and variable control of the air flow rate are performed.

In the present embodiment, the control program for effectively operating the motor 121 in terms of power consumption and for surely preventing the battery exhaustion associated with the operation of the motor 121 is stored in advance. There is.

First, while the vehicle is stopped and the engine 10 is stopped (idle stop), the motor 121
The cumulative operating time for activating is defined as the first predetermined time t1. In setting the first predetermined time t1,
For example, it is set based on the idling frequency at the time of simulating the vehicle traveling conditions and the depth of discharge (use time) obtained from the number of times the battery 140 is used. That is, although there may be long and short variations in each repeated idling time, here, in consideration of the battery life time, the cumulative operating time of the motor 121 (first predetermined time) per idling is considered. The time t1) is set as an average value.

The first predetermined time t1 is as shown in FIG.
As shown in (1), it is set so as to change depending on the outside air temperature, and this characteristic diagram is stored in the control device 130 in advance. Specifically, the lower the outside air temperature, the shorter the first predetermined time t1. This is because if the outside air temperature is low, the amount of compression work performed by the second compressor 122 is naturally small, so the time for operating the motor 121 is set to be short.

Next, a delay time is provided so that the motor 121 is operated after the second predetermined time t2 has elapsed from the time when the vehicle stopped and the engine 10 was stopped. This is the discharge pressure P of the refrigerant compressed by the compressor 111 driven by the engine 10,
It is set as a time for lowering to a predetermined value (discharge pressure Pd) during the second predetermined time t2 accompanying the stop of the engine 10 (stop of the compressor 111). When the motor 121 is operated, this lowered discharge pressure P
The second compressor 122 is started at d.

The second predetermined time t2 is as shown in FIG.
As shown in (1), it is set so as to change depending on the outside air temperature, and this characteristic diagram is stored in the control device 130 in advance. Specifically, the lower the outside air temperature, the longer the second predetermined time t2. This is because if the outside air temperature is low, the delay time is set to be long because the cooling performance is less affected even if the amount by which the discharge pressure P drops is increased.

Then, the first and second predetermined times t1, t
The control program incorporating 2 is stored in the motor 12
The operation of 1 is controlled.

The operation of this embodiment based on the above configuration will be described.

When the vehicle is running, that is, when the engine 10 is operating, the refrigerating cycle device 110 operates normally. That is, the compressor 1 receives the driving force of the engine 10.
11 operates to compress the refrigerant, and the compressed refrigerant is liquefied and condensed, adiabatic expansion, and evaporated in sequence by the condenser 112, the expansion valve 113, and the evaporator 114, and cools the air passing through the evaporator 114.

However, since the applicable vehicle is an idle stop vehicle, when the vehicle is temporarily stopped, the engine 10
Is stopped and the compressor 111 using the engine 10 as a drive source does not operate. Therefore, basically, at this time, the electric compressor 120, that is, the motor 121 is operated.

Hereinafter, the motor 121 by the controller 130
The details of the control will be described with reference to the flowchart shown in FIG. 4 and the time chart shown in FIG.

First, after the engine 10 is stopped, step S1
At 0, the motor 121 is stopped. Next, in step S20, the first and second predetermined times t1 and t2 are determined.
That is, as shown in FIGS. 2 (a) and 3 (a), both the predetermined times in the current control are determined from the characteristic diagrams of the first predetermined time t1 and the second predetermined time t2 stored in advance with respect to the outside air temperature. Determine t1 and t2. Then, the second predetermined time t
Timing of 2 is started.

Next, in step S30, the second predetermined time t
It is determined whether or not only 2 has elapsed, and if so, the process proceeds to step S40. If NO, step S30 is repeated.

Next, in step S40, the motor 121 is operated. At this time, as described above, the second predetermined time t
The second compressor 122 is started by the discharge pressure Pd that has dropped between the two. At this time, timing of the first predetermined time t1 is started.

Next, in step S50, the first predetermined time t
It is determined whether 1 has elapsed, and if it has elapsed, the motor 121 is stopped in step S60. If it is determined to be no in step S50, this step is repeated.

The operation and effect of the present embodiment will be described based on the above-mentioned configuration and operation description.

According to this embodiment, the motor 121 is not operated for the predetermined first predetermined time t1 or longer, so that the battery exhaustion can be reliably prevented.
Here, since the first predetermined time t1 is set as an average value with respect to repeated idling, the cooling performance during idling can be ensured on average.

Since the first predetermined time t1 is changed according to the outside air temperature, it is possible to suppress unnecessary power consumption and further reduce the power consumption of the motor 121.

Further, since the second predetermined time t2 is provided as a delay time until the motor 121 is operated, the discharge pressure P obtained when the engine 10 is operated may be sequentially decreased during the second predetermined time t2. become. Since the motor 121 of the second compressor 122 is started with this reduced discharge pressure Pd, the power consumption of the second compressor 122 can be reduced compared to starting with the discharge pressure P when the engine 10 is operating, The power consumption of the motor 121 can be reduced. In accordance therewith, the inrush current value at the time of starting the motor 121 can be reduced, so that it is possible to prevent the life of related parts from being shortened due to the inrush current and to prevent malfunction of auxiliary machinery by suppressing the voltage drop of the battery 140. You can

Further, since the second predetermined time t2 is changed according to the outside air temperature, it is possible to suppress unnecessary power consumption and further reduce power consumption and inrush current.

The first predetermined time t1 may be set so as to become longer when the outside air temperature exceeds a predetermined value and further lowers, as shown in FIG. 2 (b). Then, as shown in FIG. 3 (b), the second predetermined time t2 may be set to be shorter on the contrary when the outside air temperature exceeds a predetermined value and further lowers. As a result, it is possible to improve the cloud proof property of the vehicle window glass in winter.

The first and second predetermined times t1 and t2 are
Instead of the outside air temperature, it may be associated as a variable corresponding to the cooling load of the refrigeration cycle apparatus 110.

(Second Embodiment) A second embodiment of the present invention is shown in FIGS. As compared with the first embodiment, the basic configuration is such that the control device 130 has an engine start request function for requesting the start of the engine 10 according to the battery capacity C, as shown in FIG. There is.

That is, the battery capacity C is calculated based on the signal from the current sensor 140a. When the battery capacity C falls below the predetermined capacity C1, the motor 121 is stopped and the operation of the engine 10 is started. The engine 10 is started by outputting an engine start request signal to the engine control device 11 to be controlled.

7 and 8 show a flow chart and a time chart when the motor 121 is controlled. Similar to the first embodiment, the basic control includes steps S10 to S60, but at the same time, the battery capacity C is checked in step S70. That is, when the motor 121 is operated while the engine 10 is stopped, the battery capacity C of the battery 140 decreases, but when it falls below a predetermined capacity C1 set in advance,
Even if the operation elapsed time of the motor 121 is within the first predetermined time t1, the motor 121 is stopped in step S60, an engine start request signal is output to the engine control device 11 in step S80, and the engine 10 is started. I am trying.

As a result, the compressor 111 is driven by using the engine 10 as a drive source, so that it is possible to reliably prevent the battery from rising while ensuring the cooling performance. It should be noted that the battery 140 is charged after the engine 10 is started.

(Third Embodiment) FIG. 9 shows a third embodiment of the present invention. The third embodiment is different from the first embodiment in that after the motor 121 is stopped, the engine 10 is started according to the cooling temperature. In addition, here
The control device 130 has an engine start request function as in the second embodiment.

First, here, the evaporator 114 is defined as a portion (predetermined portion) for grasping a typical cooling temperature in the cooling device 100, and the evaporator temperature sensor 11 shown in FIG.
Of the rear air temperature (hereinafter, evaporator temperature) Te obtained by 4a, an allowable upper limit value for cooling performance is preset as the first predetermined temperature T1.

Then, as shown in FIG.
Is stopped and the motor 121 is operated after the second predetermined time t2 has elapsed, and the motor 121 is stopped when the operation time has passed the first predetermined time t1. After that, if the engine 10 is in a stopped state for a long time, the evaporator temperature Te will rise, but this evaporator temperature Te is the first predetermined temperature T1.
When it exceeds the above, the engine 10 is started as in the second embodiment.

As a result, the engine 10 stop time becomes the first
Even if it is longer than the predetermined time t1, the first predetermined time t1
Thus, the cooling performance can be secured by stopping the motor 121 to prevent the battery from going up and operating the compressor 111 using the engine 10 as a drive source.

(Fourth Embodiment) A fourth embodiment of the present invention is shown in FIGS. In the fourth embodiment, the ON-OF of the motor 121 is turned on according to the evaporator temperature Te as the cooling temperature.
The engine F and the engine 10 are started.

First, at the evaporator temperature Te, a first predetermined temperature T1 which is an allowable upper limit value for cooling performance, a second predetermined temperature T2 which is an allowable lower limit value, and a third predetermined temperature T3 which is a value between the two are set. As shown in FIG. 10A, a characteristic diagram corresponding to the outside air temperature is predetermined and stored in the control device 130.

Then, as shown in FIGS. 11 and 12, the motor 121 is turned on and off and the engine 10 is started under these predetermined temperatures T1, T2, and T3 as judgment conditions.

The control flowchart shown in FIG.
Step S20 is replaced with step S21 with respect to that shown in FIG. 4 in the embodiment, and steps S31, S
51 and S61 are added, and other steps are the same. Here, the content of the control will be mainly described focusing on these added steps.

First, in step S21, in addition to the first and second predetermined times t1 and t2, first to third predetermined temperatures T1 and T2 are set.
2. T3 is determined from a predetermined characteristic diagram.

Next, at step S30, the second predetermined time t2
After elapse of time, it is determined in step S31 whether the evaporator temperature Te is higher than the third predetermined temperature T3, and if not, this step is repeated and the time after the second predetermined time t2 elapses. To go. At this time, the evaporator temperature Te rises, and the evaporator temperature Te is the third predetermined temperature T3.
When it exceeds, the motor 121 is operated in step S40. That is, when the temperature rise time until the evaporator temperature Te exceeds the third predetermined temperature T3 is longer than the second predetermined time t2, this temperature rise time is prioritized and the motor 121 is operated. .

Next, as the motor 121 is operated, the evaporator temperature Te decreases in reverse, so that the evaporator temperature Te remains at the second predetermined temperature until the first predetermined time t1 elapses. It is determined in step S51 whether T2 has been exceeded. When the evaporator temperature Te is lower than the second predetermined temperature T2, the motor 121 is operated even if the operating time of the motor 121 is within the first predetermined time t1.
Is stopped in step S60.

Further, the evaporator temperature Te will rise again, and in step S61, the subsequent evaporator temperature T
It is determined whether or not e has exceeded the first predetermined temperature T1, and if it has exceeded e, the engine 10 is started.

As a result, after the engine 10 is stopped, the cooling performance up to the third predetermined temperature T3 can be ensured, and the motor 121 can be prevented from operating for a time longer than the second predetermined time t2. Can save

Further, since the timing for operating the motor 121 can be determined based on the third predetermined temperature T3, it can be more easily handled than the setting of the second predetermined time t2.

Further, if the evaporator temperature Te is sufficiently lowered at an early stage by the operation of the motor 121, the operation of the motor 121 is stopped accordingly, so that the power consumption of the battery 140 can be further reduced.

After the engine 10 is started, the compressor 1
By 11, the cooling performance is secured.

The first to third predetermined temperatures T1, T2, T3
As shown in FIG. 10 (b), when the outside air temperature exceeds a predetermined value and becomes lower, the temperature may be set to lower. As a result, it is possible to improve the cloud proof property of the vehicle window glass in winter.

Further, the first to third predetermined temperatures T1, T2, T
3 may be associated as a variable corresponding to the cooling load of the refrigeration cycle apparatus 110 instead of the outside air temperature.

(Fifth Embodiment) A fifth embodiment of the present invention is shown in FIGS. In the fifth embodiment, the third predetermined time t3 is set, the motor 121 is stopped, and then the start of the engine 10 is delayed by the third predetermined time t3.

Here, the delay time from the stop of the motor 121 to the start of the engine 10 is the third
The predetermined time t3 is stored in the control device 130 in advance. This third predetermined time t3 is 0.5 second or less here. Then, the control is performed as shown in FIGS. (Step S10 to Step S in FIG. 13)
The processes up to 50 are the same as those in the first embodiment, and detailed description thereof will be omitted. ) After the second predetermined time t2 has elapsed, the motor 121 is operated,
While the operation time is being measured, in step S52, it is checked whether or not the start signal of the engine 10 is generated. This check is to check whether or not an operation signal to a starter (not shown) for starting the engine 10 is output in the engine control device 11 shown in FIG.

If it is determined that the engine 10 start signal is generated before the first predetermined time t1 has elapsed, the motor 121 is stopped in step S60, and at the same time, the engine 10 is started in step S81. Make a request. In this case, the start request is to start the engine 10 by operating the starter after the third predetermined time t3 has elapsed since the motor 121 was stopped.

As a result, the starter for starting the engine 10 and the motor 121 do not operate at the same time, the voltage drop of the battery 140 can be reduced, and the malfunction of auxiliary machinery can be prevented.

Here, since the third predetermined time t3 is set to a short time such that it is 0.5 seconds or less, the engine 10
It is possible to allow the occupant to smoothly drive from the stop to the start without unnecessarily extending the time until the start.

(Sixth Embodiment) FIG. 15 shows a sixth embodiment of the present invention. In the sixth embodiment, the motor 121 is operated according to the discharge pressure P of the compressor 111.

Here, after the engine 10 is stopped, the motor 1
The timing of operating 21 is set according to the discharge pressure P of the compressor 111. That is, the engine 10
The motor 121 is operated on the side lower than the normal discharge pressure P of the compressor 111 driven by the motor 111 and when the pressure falls below a first predetermined pressure P1 that is predetermined as a pressure value that can allow the cooling performance. ing.

As a result, if the motor 121 of the compressor 122 is started at the lowered first discharge pressure P1, the discharge pressure during operation of the engine 10 is maintained, while ensuring the cooling performance. The power consumption of the compressor 122 can be reduced as compared with the case where the motor 12 is started.
The power consumption of 1 can be reduced. In addition, the inrush current value at the time of starting the motor 121 can be reduced, the life of related components can be prevented from being shortened due to the inrush current, and the malfunction of the auxiliary machinery can be prevented by suppressing the voltage drop of the battery 140.

(Seventh Embodiment) FIG. 16 shows a seventh embodiment of the present invention. In the seventh embodiment, the discharge pressure P of the compressor 111 driven by the engine 10 is the engine 1
When it is controlled to the side that decreases before 0 stop, that is, when the compressor 111 is in the OFF state,
The motor 121 is operated when the engine 10 is stopped.

As a result, when the motor 121 of the compressor 122 is started with the reduced discharge pressure P, compression is performed as compared with the case where the motor 121 is started with the discharge pressure P when the engine 10 is operating, as in the first embodiment. The power consumption of the machine 122 can be reduced, and the power consumption of the motor 121 can be reduced. In addition, it is possible to reduce the inrush current value at the time of starting the motor 121, prevent the life of related parts from being shortened due to the inrush current, and
It is possible to prevent malfunction of the auxiliary machinery by suppressing the voltage drop of the battery 140.

The compressor 111 is not limited to the ON-OFF control type, but may be a variable capacity type.

(Eighth Embodiment) FIG. 17 shows an eighth embodiment of the present invention. In the eighth embodiment, the compressor 1 driven by the engine 10 is in a decelerating state until the vehicle stops (for example, when the vehicle speed falls below a predetermined vehicle speed V1).
The discharge pressure P of the engine 11 is reduced so that the engine 1
The motor 121 is operated after 0 is stopped. Here, specifically, the compressor 111 is turned off, and the discharge amount is reduced to reduce the discharge pressure P.

As a result, the same effect as that of the seventh embodiment can be obtained.

(Ninth Embodiment) FIG. 18 shows a ninth embodiment of the present invention. In the ninth embodiment, the discharge pressure P is lowered by increasing the air flow rate of the blower 112a of the condenser 112 shown in FIG. 1 as compared with the eighth embodiment.

As a result, the cooling of the refrigerant in the condenser 112 is promoted, and the discharge pressure P before the motor 121 is operated.
Can be reduced, and the same effects as those of the seventh and eighth embodiments can be obtained.

(Tenth Embodiment) The tenth embodiment of the present invention is shown in FIGS. In the tenth embodiment, when the cooling load of the refrigeration cycle apparatus 110 before the engine 10 is stopped is higher than a predetermined load, the motor 121 is not operated as an emergency measure.

Here, the cooling load of the refrigeration cycle apparatus 110 is taken as the representative variable of the discharge pressure P of the compressor 111, and is set on the side higher than the first predetermined pressure P1 shown in FIG. 15 of the sixth embodiment. The determined second predetermined pressure P2 is set as the determination value.

Specifically, as shown in FIG. 19, when the discharge pressure P before the engine 10 is stopped is higher than the second predetermined pressure P2, an engine start request signal is sent to the engine control unit 11 even when the vehicle is stopped. Input to prevent the engine 10 from being stopped, and the compressor 11 using the engine 10 as a drive source
1 is operated continuously. (Motor 12
1 does not work. Further, as shown in FIG. 20, the motor 121 is not operated even when the engine 10 is stopped.

As a result, the discharge pressure P becomes the second predetermined pressure P.
When the cooling load is higher than 2, and the cooling load is very high, the motor 121 is not fully operated as an emergency measure, so that the power consumption of the motor 121 can be suppressed extremely and the battery exhaustion can be surely prevented. .

Incidentally, as shown in FIG. 19, when the engine 10 is started, the cooling performance can be secured by the compressor 111.

Further, as the cooling load of the refrigeration cycle apparatus 110, the vehicle inside air temperature, the evaporator temperature Te, etc. may be used.

(Other Embodiments) In the first to tenth embodiments, the compressors are the first compressor 111 and the second compressor 1.
22 and the engine 10
Although it is described as being driven by the motor 121 and the motor 121, a so-called hybrid compressor 111a that selectively operates the engine 10 and the motor 121 as a drive source may be used as shown in FIG.

[Brief description of drawings]

FIG. 1 is a schematic diagram showing an overall configuration in a first embodiment of the present invention.

FIG. 2 shows the relationship between the outside air temperature and the first predetermined time (a).
Is a characteristic diagram in the first pattern, and FIG. 9B is a characteristic diagram in the second pattern.

FIG. 3 shows the relationship between the outside air temperature and the second predetermined time (a).
Is a characteristic diagram in the first pattern, and FIG. 9B is a characteristic diagram in the second pattern.

FIG. 4 is a flowchart showing operation control of the motor in FIG.

5A is a vehicle speed, FIG. 5B is a discharge pressure, FIG. 5C is a motor ON / OFF state, and FIG.
Is a time chart showing the current value of the motor.

FIG. 6 is a schematic diagram showing a partial configuration according to a second embodiment of the present invention.

FIG. 7 is a flowchart showing operation control of the motor in FIG.

FIG. 8A is a vehicle speed during control in FIG. 6, FIG. 8B is an engine speed, FIG. 8C is discharge pressure, FIG. 8D is a motor ON / OFF state, and FIG. f) is a time chart showing the evaporator temperature.

FIG. 9 (a) at the time of control in the third embodiment of the present invention.
Is the vehicle speed, (b) is the engine speed, (c) is the discharge pressure,
(D) is a motor ON-OFF state, (e) is a time chart which shows an evaporator temperature.

FIG. 10 is a characteristic diagram showing the relationship between the outside air temperature and the first, second, and third predetermined temperatures according to the fourth embodiment of the present invention, FIG. is there.

FIG. 11 is a flowchart showing operation control of a motor according to the fourth embodiment.

FIG. 12A is a vehicle speed, and FIG. 12B is a fourth embodiment.
Is the engine speed, (c) is the discharge pressure, (d) is the motor ON-OFF state, and (e) is a time chart showing the evaporator temperature.

FIG. 13 is a flowchart showing motor operation control according to the fifth embodiment of the present invention.

FIG. 14A is a vehicle speed, and FIG. 14B is a fifth embodiment.
Is the engine speed, (c) is the discharge pressure, (d) is the motor ON-OFF state, and (e) is the starter ON-OFF.
State (f) is a time chart showing the battery voltage.

FIG. 15A is a vehicle speed, FIG. 15B is a discharge pressure, and FIG. 15C is a motor ON / OFF state in the sixth embodiment of the present invention.
It is a time chart which shows a state.

FIG. 16A is a vehicle speed, FIG. 16B is a compressor ON-OFF state, FIG. 16C is a discharge pressure, and FIG. 16D is a motor ON-OFF state in the seventh embodiment of the present invention. It is a chart.

FIG. 17A is a vehicle speed, FIG. 17B is an ON-OFF state of a compressor, FIG. 17C is a discharge pressure, and FIG. 17D is a time showing an ON-OFF state of a motor in an eighth embodiment of the present invention. It is a chart.

FIG. 18A is a vehicle speed, FIG. 18B is a blower amount of a blower, and FIG. 18C is a discharge pressure in a ninth embodiment of the present invention.
(D) is a time chart showing the ON-OFF state of the motor.

FIG. 19A is a vehicle speed, FIG. 19B is an engine speed, FIG. 19C is a discharge pressure, and FIG. 19D is a time indicating an ON-OFF state of a motor in the first pattern of the tenth embodiment of the present invention. It is a chart.

20A is a vehicle speed, FIG. 20B is an engine speed, FIG. 20C is a discharge pressure, and FIG. 20D is a time chart showing an ON-OFF state of a motor. .

FIG. 21 is a schematic diagram showing an overall configuration in another embodiment.

[Explanation of symbols]

10 engine 11 Engine control unit 100 Vehicle cooling system 110 Refrigeration cycle device 111 compressor (first compressor) 111a hybrid compressor 112 condenser 112a blower 114 Evaporator (predetermined part) 121 motor 122 Compressor (second compressor) 130 control device 140 battery

   ─────────────────────────────────────────────────── ─── Continued front page    (72) Inventor Keiichi Uno             1-1, Showa-cho, Kariya city, Aichi stock market             Inside the company DENSO

Claims (20)

[Claims] 1. A motor (121) which is applied to a vehicle in which the engine (10) is stopped when the vehicle is temporarily stopped during traveling, the motor (121) using the engine (10) and a battery (140) as power sources. Refrigeration cycle device (11) including compressors (111, 122) that operate by receiving driving force
0) and a control device (13) for controlling the operation of the motor (121).
0) is provided, and the motor (121) is driven by the control device (130) to drive the compressor (122) when the engine (10) is stopped during the operation of the refrigeration cycle device (110). ) Is operated, the control device (130) is configured such that the cumulative operating time of the motor (121) during one stop is a first predetermined time (t).
A cooling device for a vehicle, which is operated so as to be within 1). 2. The first predetermined time (t1) is set to be shorter as the outside air temperature or the cooling load of the refrigeration cycle apparatus (110) is lower. Vehicle cooling system. 3. The first predetermined time (t1) is set so as to conversely become longer when the outside air temperature or the cooling load becomes lower than a predetermined value and further lowers. The vehicle cooling device described. 4. The engine control device (11) for controlling the operation of the engine (10).
The engine (10) has an engine start request function for requesting the start of the engine (10), and the control device (130) controls the motor (12).
1) is operated and the battery capacity (C) of the battery (140) is below a predetermined capacity (C1), the control device (130) controls the cumulative operating time of the motor (121) to be equal to the first operation time. The motor (121) is stopped at that time, and the engine (10) is started by the engine start request function even within one predetermined time (t1). The vehicle cooling device according to any one of claims 1 to 3. 5. The engine control device (11) for controlling the operation of the engine (10).
The engine (10) has a function of requesting to start the engine, and the cumulative operating time of the motor (121) has passed the first predetermined time (t1), When the engine (10) is in a stopped state even after the motor (121) is stopped by (130) and the cooling temperature at the predetermined portion (114) exceeds the first predetermined temperature (T1), the control device The vehicle cooling device according to any one of claims 1 to 3, wherein (130) starts the engine (10) by the engine start request function. 6. The motor (121) is operated by the control device (130), and the predetermined portion (11).
When the cooling temperature in 4) falls below the second predetermined temperature (T2), the control device (130) determines that the cumulative operating time of the motor (121) is within the first predetermined time (t1). The vehicle cooling device according to any one of claims 1 to 3, wherein the motor (121) is stopped at that time. 7. The control device (130) is configured to operate the motor (121) after a second predetermined time (t2) has elapsed since the engine (10) was stopped. The vehicle cooling device according to any one of claims 1 to 6. 8. The second predetermined time (t2) is set to be longer as the outside air temperature or the cooling load of the refrigeration cycle apparatus (110) is lower. Vehicle cooling system. 9. The second predetermined time period (t2) is set so as to become shorter when the outside air temperature or the cooling load becomes lower than a predetermined value and further lowers. The vehicle cooling device described. 10. The temperature rise time from when the engine (10) is stopped until the cooling temperature at the predetermined portion (114) exceeds a third predetermined temperature (T3), which is longer than the second predetermined time (t2). Is longer, the control device (130) determines the second predetermined time (t2).
Priority is given to the temperature rise time with respect to the motor (1
21) The cooling device for a vehicle according to claim 7, characterized in that the cooling device (21) is activated. 11. The engine controller (1) controls the operation of the engine (10).
1) has an engine start request function for requesting the start of the engine (10), and when the engine (10) starts from a stopped state, the motor (121) causes the first predetermined number. When operating within the range of time (t1), the control device (130) stops the motor (121) and causes the engine start request function to
11. The engine (10) is started after a lapse of a third predetermined time (t3) from that time point, according to any one of claims 1 to 3 and claims 6 to 10. Vehicle cooling system. 12. The third predetermined time (t3) is 0.5
The vehicle cooling device according to claim 11, wherein the cooling device is set to be equal to or less than a second. 13. The control device when the discharge pressure (P) of the compressor (111) during operation of the engine (10) falls below a first predetermined pressure (P1) after the engine (10) is stopped. (130) The motor (121) was made to operate, The vehicle air conditioner in any one of Claims 1-6 and Claims 11-12. 14. The control device (130) has a control function of varying the discharge pressure (P) when the compressor (111) is driven by the engine (10). (10) Before stopping, the engine (10)
When the discharge pressure (P) of the compressor (111) driven by is controlled by the control device (130) to the lower side, the control device (130) causes the engine (10) to The vehicle cooling device according to any one of claims 1 to 6 and 11 to 12, characterized in that the motor (121) is operated when stopped. 15. A motor (121) which is applied to a vehicle in which the engine (10) is stopped when the vehicle is temporarily stopped during traveling, the motor (121) using the engine (10) and a battery (140) as power sources. Refrigeration cycle device (11) including compressors (111, 122) that operate by receiving driving force
0) and a control device (13) for controlling the operation of the motor (121).
0) is provided, and the motor (121) is driven by the control device (130) to drive the compressor (122) when the engine (10) is stopped during the operation of the refrigeration cycle device (110). ) Is operated, the control device (130) has a control function of varying the discharge pressure (P) when the compressor (111) is driven by the engine (10). The control device (130) controls the discharge pressure (P) of the compressor (111) driven by the engine (10) until the vehicle is in a decelerating state and stops.
Is decreased from the value before that, and the motor (121) is operated after the engine (10) is stopped. 16. The control device (130) according to claim 15, wherein the discharge pressure (P) is reduced by reducing the discharge amount of the compressor (111). Vehicle cooling system. 17. A condenser (112) provided in the refrigeration cycle apparatus (110) includes the condenser (11).
2) is provided with a blower (112a) for blowing air,
The control device (130) has a control function of increasing or decreasing the amount of air blown by the blower (112a), and the control means (130) increases the amount of air blown by the blower (112a). The vehicle cooling device according to claim 15, wherein the discharge pressure (P) is reduced. 18. A motor (121) which is applied to a vehicle in which the engine (10) is stopped when the vehicle is temporarily stopped during traveling, the motor (121) using the engine (10) and a battery (140) as power sources. Refrigeration cycle device (11) including compressors (111, 122) that operate by receiving driving force
0) and a control device (13) for controlling the operation of the motor (121).
0) is provided, and the motor (121) is driven by the control device (130) to drive the compressor (122) when the engine (10) is stopped during the operation of the refrigeration cycle device (110). ) Is operated, the control device (130) requests the engine control device (11) for controlling the operation of the engine (10) to start the engine (10). When the cooling load of the refrigeration cycle device (110) is higher than a predetermined load, the control device (130) uses the engine start request function even when the vehicle is stopped. The engine (10)
The engine (1
0) as a driving source, the compressor (111) is continuously operated, or the motor (121) is not operated even when the engine (10) is stopped. Vehicle cooling system. 19. The compressor (111) comprises a first compressor (111) and a second compressor (122), and the first compressor (111) drives the engine (10) as a drive source. The second compressor (122) operates by using the motor (121) as a driving source, and the first compressor (111) and the second compressor (12).
The cooling device for a vehicle according to any one of claims 1 to 18, wherein 1) is connected in parallel within the refrigeration cycle device (110). 20. A hybrid compressor (111) wherein the compressor (111) operates by selectively using the engine (10) and the motor (121) as drive sources.
The vehicle cooling device according to any one of claims 1 to 18, wherein the cooling device is a).