JP2005053474A - Control method and device for cooling fan of vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a control method and device for a cooling fan of a vehicle capable of eliminating such a problem wherein the refrigerant pressure on the high pressure side in a refrigeration cycle rises caused by conduction of the heat of a radiator to a condenser when an air-conditioner of the vehicle is turned off. <P>SOLUTION: The control device 41 of the cooling fan 11 is to send winds to the radiator 4 for the cooling water in the driving system of the vehicle and the condenser 3 installed in the refrigeration cycle of the vehicle air-conditioner 1, wherein the cooling fan 11 is driven regardless of the air-conditioner 1 being on or off in case the high pressure side refrigerant pressure in the refrigeration cycle remains equal to or above the specified value P1. <P>COPYRIGHT: (C)2005,JPO&NCIPI

Description

  The present invention relates to a vehicle for cooling a heat exchanger in which a radiator for a vehicle drive system cooling water and a condenser incorporated in a refrigeration cycle of a vehicle air conditioner are arranged close to each other or integrated through a heat conducting unit. The present invention relates to a control device and a control method for a cooling fan for a vehicle.

  It is well known that a heat exchanger in which a radiator for a vehicle driving system cooling water and a condenser incorporated in a refrigeration cycle of a vehicle air conditioner are arranged close to each other or integrated through a heat conduction unit is used. It is as follows.

  In the case of the close arrangement, there is also the influence of radiant heat in addition to the heat conduction phenomenon, and even if the tube surface ends are separated by about 30 mm, the influence of the radiation cannot be completely removed, and it is only about a half in 20 mm. . Therefore, in order to save space, the influence of radiant heat is large when the distance between the tubes is 20 mm or less, particularly 10 mm or less, in the proximity of the radiator and capacitor, or in the integrated heat exchanger. In a vehicle equipped with this type of heat exchanger, if the vehicle air conditioner is turned off while the vehicle driving power source such as the engine is heated, heat is transferred from the radiator to the condenser. The refrigerant pressure on the high-pressure side of the refrigeration cycle of the vehicle air conditioner may increase and reach the pressure at the time of operation of the vehicle air conditioner.

When the vehicle air conditioner is turned on in this state, the high-pressure side refrigerant pressure may further increase, and the high-pressure protection circuit may stop the vehicle air conditioner. Further, even when the vehicle air conditioner is activated, the liquid refrigerant in the condenser is heated and vaporized, so that there is a problem that a large noise is generated in the expansion valve.
Japanese Patent Laid-Open No. 9-21591 JP-A-10-246588

  The problem to be solved is that the heat of the radiator is transmitted to the condenser when the vehicle air conditioner is OFF, and the refrigerant pressure on the high pressure side of the refrigeration cycle increases.

  The main feature of the present invention is that when the high-pressure side refrigerant pressure of the refrigeration cycle is equal to or greater than a predetermined value P1, the cooling fan 11 is driven regardless of whether the vehicle air conditioner 1 is turned on or off.

  According to the present invention, when the high-pressure side refrigerant pressure of the refrigeration cycle is greater than or equal to the predetermined value P1, the cooling fan 11 is driven regardless of whether the vehicle air conditioner 1 is on or off. Since the high-pressure side refrigerant pressure is lowered, the high-pressure protection circuit does not operate and stop when the vehicle air conditioner 1 is turned on, and no large noise is generated in the expansion valve 6.

  In addition, when the vehicle air conditioner 1 is turned on, the cooling fan 11 is driven before the compressor 2 is driven, so that the high-pressure side refrigerant pressure of the refrigeration cycle is lowered. Therefore, the high pressure protection circuit is not activated and stopped, and the expansion valve 6 does not generate a large noise.

  Hereinafter, an embodiment of the present invention will be described with reference to the drawings. 1 is a schematic configuration diagram of a vehicle air conditioner to which the present invention is applied, FIG. 2 is an overall view of a heat exchanger applicable to the vehicle air conditioner of FIG. 1, (a) is a front view, (b) ) Is a top view, FIG. 3C is a side view, and FIGS. 3 and 4 are flowcharts showing a control procedure of the cooling fan.

  The vehicle air conditioner 1 shown in FIG. 1 includes a refrigeration cycle that circulates refrigerant and exchanges heat between the refrigerant and air. In this refrigeration cycle, a compressor 2, a condenser 3, a liquid tank 5, an expansion valve 6, and an evaporator 7 are connected in communication via a piping member, and a refrigerant given kinetic energy by the compressor 2 is interposed between them. It is configured to circulate.

  The compressor 2 is disposed outside the passenger compartment such as an engine room, compresses the sucked low-pressure gaseous refrigerant, and discharges it as a high-pressure gaseous refrigerant. The compressor 2 is driven, for example, by transmitting the power of the crankshaft of the engine 10 via the clutch 8. In the case of a clutchless compressor, it rotates together with the engine, but when the vehicle air conditioner 1 is turned on, the angle of the rotating swash plate is changed so that a predetermined capacity is obtained, and the refrigerant introduced inside is compressed.・ Discharge. The condenser 3 is disposed outside the passenger compartment and radiates the heat of the high-temperature and high-pressure gaseous refrigerant discharged from the compressor 2 to the outside air. The condenser 3 is integrated with a radiator 4 as a radiator that radiates engine cooling water, and constitutes a heat exchanger 100. The radiator 4 is provided with a water temperature sensor 13 for detecting the water temperature of the engine cooling water.

  As shown in FIGS. 2A to 2C, the vehicle heat exchanger 100 as the heat exchanger of the present embodiment is integrally stacked along the direction of the wind passing through the heat radiating portions 101 and 102. The heat exchangers 3 and 4 having two different sizes are arranged close to each other. Among these heat exchangers, a large heat exchanger is a radiator 4 that cools engine coolant, and a small heat exchanger is a condenser 3 that cools a refrigerant of a vehicle air conditioner.

  In addition, the radiator 4 and the condenser 3 of the vehicle heat exchanger 100 according to the present embodiment include a plurality of tubes 103 and 104 arranged in parallel and outer fins 105 sandwiched between adjacent tubes 103 and 104, Both of the heat dissipating parts 101 and 102 composed of 106 are provided. And in this thermal radiation part 101,102, the left-right paired header arrange | positioned along the up-down direction at the both ends of the tubes 103,104 laminated | stacked in multiple stages via the outer fins 105,106 shape | molded by the waveform. The pipes 107 and 108 are connected in communication to form a flow path through which engine coolant and refrigerant flow.

  In addition, as shown in FIG. 12, the radiator 4 and the capacitor 3 are adjacent to each other so that the tube ends facing each other of the radiator 4 and the capacitor 3 are held at a predetermined interval L in an overlapped state. They are fixed together by a patch end 109 assembled to the ends of the pipes 107 and 108.

  In the case where the radiator 4 and the capacitor 3 are integrally formed through the heat conduction part, the heat conduction part is mainly responsible for heat transfer. However, when the radiator 4 and the capacitor 3 are arranged close to each other, the heat conduction phenomenon is caused. In addition, radiant heat greatly affects, and as shown in FIG. 14, even if the tube surface ends are separated by about 30 mm, the influence of radiation cannot be completely removed, and is almost reduced to half by 20 mm. In this embodiment, the radiator 4 and the capacitor 3 are disposed close to each other so that the space L is about 5 to 10 mm for space saving.

  Further, as the heat conducting unit 12 that integrates the capacitor 3 and the radiator 4, for example, when fins are used as shown in FIG. 1 of Japanese Patent Laid-Open No. 2002-277180, as shown in FIG. 2 of Japanese Patent Laid-Open No. 2003-42685. In the case where a side plate is used, a case where a tank is used as shown in FIG. 1 of JP-A-2002-81887 has been proposed. Furthermore, as shown in FIG. 13 of this embodiment, the tubes 103 and 104 constituting the heat radiating portion of the capacitor 3 and the radiator 4 may be integrated to form a heat conducting portion.

  The condenser 3 and the radiator 4 are driven by a cooling fan 11 so that outside air is blown. The capacitor 3 radiates the heat of the high-temperature and high-pressure gaseous refrigerant to the outside air by exchanging heat between the high-temperature and high-pressure gaseous refrigerant passing through the inside and the outside air blown onto the capacitor 3.

  The liquid tank 5 temporarily stores the refrigerant liquefied at a low temperature by being radiated by the condenser 3. The liquid tank 5 is provided with a pressure sensor 14 for detecting the pressure of the refrigerant. Such a pressure sensor 14 may be provided between the compressor 2 and the expansion valve 6, but is preferably provided in the liquid tank 5 because it can detect heat received from the radiator 4 and perform highly accurate control. .

  The expansion valve 6 supplies the evaporator 7 as a low-temperature and low-pressure mist-like refrigerant by rapidly expanding the liquid refrigerant radiated by the condenser 3 and temporarily stored in the liquid tank 5.

  The evaporator 7 is disposed on the upstream side in the vehicle interior air flow path R, and absorbs the heat of the air flowing through the vehicle interior air flow path R into the low-temperature and low-pressure mist refrigerant supplied from the expansion valve 6. Is.

  The refrigerant supplied to the evaporator 7 as a low-temperature and low-pressure mist by the expansion valve 6 takes the heat of the air flowing in the vehicle interior air flow path M and vaporizes when passing through the evaporator 7. And this gaseous refrigerant is suck | inhaled by the compressor 2, is compressed again, and is discharged. On the other hand, the air absorbed by the refrigerant in the evaporator 7 is dehumidified and becomes cold air, and flows to the downstream side of the vehicle interior air flow path M.

  In the refrigeration cycle, the refrigerant is circulated as described above, and heat is exchanged in the condenser 3 and the evaporator 7 to generate cold air in the vehicle interior air flow path M.

  In addition, the vehicle air conditioner includes a hot water line that circulates engine cooling water warmed by exhaust heat of the engine 10 to exchange heat between the engine cooling water and air. A heater core 21 is incorporated in this hot water line.

  The heater core 21 is disposed on the downstream side of the evaporator 7 in the vehicle interior air flow path M, and becomes a high temperature due to cooling water supplied from a water jacket of the engine 10 via a piping member, that is, exhaust heat of the engine. The engine cooling water is used as a heat medium, and heat is dissipated by the retained heat of the engine cooling water. The air flowing in the vehicle interior air flow path M absorbs heat from the heater core 21, and hot air is generated in the vehicle interior air flow path M. A pipe member that supplies engine cooling water from the water jacket of the engine 10 to the heater core 21 is provided with a water valve 22, and the water valve 22 is adjusted by an amplifier 41 to be described later. The flow rate of the supplied engine cooling water, that is, the heat radiation amount of the heater core 21 is adjusted.

  A blower fan 31 is provided on the upstream side of the vehicle interior air flow path M. When the blower fan 31 is driven, outside air is introduced into the vehicle interior air flow path M from the outside air introduction port, or inside air is introduced into the vehicle interior air flow path M from the inside air introduction port. An intake door 32 is provided in the vicinity of the outside air introduction port and the inside air introduction port, and the ratio of the outside air and the inside air introduced into the vehicle interior air flow path M is controlled by driving the intake door 32. Is made to be adjusted.

  The air introduced from the outside air inlet or the inside air inlet into the vehicle interior air flow path M first passes through the evaporator 7 disposed on the upstream side of the vehicle interior air flow path M. At this time, as described above, the air passing through the evaporator 7 is dehumidified by being absorbed by the refrigerant in the evaporator 7 and flows into the downstream side as cold air.

  In the vehicle interior air flow path M, the downstream side of the evaporator 7 is branched into a warm air flow path R1 in which the heater core 21 is disposed and a bypass flow path R2 that bypasses the heater core 21. As described above, when the air that has flowed through the hot air flow path R1 passes through the heater core 21, it absorbs heat from the heater core 21 to become hot air, and flows downstream. On the other hand, the air that has flowed into the bypass flow path R <b> 2 flows downstream in the state of the cold air that has been absorbed by the refrigerant in the evaporator 7.

  Here, at the branch point where the hot air flow path R1 and the bypass flow path R2 are branched, the ratio of the flow rate of air flowing through the hot air flow path R1 and the flow rate of air flowing through the bypass flow path R2 is adjusted. The air mix door 33 is provided. Then, the air mix door 33 is driven and controlled so that the ratio between the flow rate of the air flowing in the hot air flow path R1 and the flow rate of the air flowing in the bypass flow path R2 is adjusted, and finally, the defroster outlet The temperature of the air blown out from the vent outlet and the foot outlet is adjusted.

  An air mix chamber 34 for mixing the hot air from the hot air flow path R1 and the cold air from the detour flow path R2 further downstream of the warm air flow path R1 and the detour flow path R2 of the vehicle interior air flow path M. Is provided. In the air mix chamber 34, a defroster outlet for blowing out the air whose temperature is adjusted by mixing hot air and cold air toward the front window glass, and a vent outlet for blowing out the air toward the upper body of the occupant Each has a foot outlet for blowing out toward the foot of the occupant. A defroster door 35, a vent door 36, and a foot door 37 are provided in the vicinity of each air outlet, and the flow rate of air blown out from each air outlet is adjusted by driving and controlling these doors. It is made like that.

  In the vehicle air conditioner 1 configured as described above, air that has been dehumidified by passing through the evaporator 7 is heated by the heater core 21 so as to generate hot air, and thus dehumidification is performed during heating operation. You can also

  Reference numeral 41 denotes an amplifier as a control device that controls the entire vehicle air conditioner 1. The amplifier 41 receives detection values of the water temperature sensor 13 and the pressure sensor 14, and controls the driving source of the cooling fan 11 based on these detection values.

  For example, when the vehicle is idling and the vehicle air conditioner 1 is turned off, the heat of the engine cooling water that has been warmed is transmitted to the condenser 3 via the heat conducting unit 12, and the refrigerant pressure P on the high-pressure side of the refrigeration cycle. Rises. When the refrigerant pressure P becomes equal to or higher than a predetermined value P1 (0.97 MPa in the present embodiment), the amplifier 41 drives the cooling fan 11.

  In this embodiment, the cooling fan 11 is not driven when the vehicle speed is equal to or higher than the predetermined value V0 (50 km / h in this embodiment) regardless of the operating state of the vehicle air conditioner 1. . Furthermore, in this embodiment, the air flow rate of the cooling fan 11 is controlled in multiple stages according to the magnitude of the refrigerant pressure P.

  The control procedure will be described with reference to FIGS. First, the value of the pressure sensor 14, that is, the high-pressure side refrigerant pressure P is read (step S10), and it is determined whether or not P is smaller than a predetermined value P3 (1.57 MPa in this embodiment) larger than P1 (step S10). S20).

  In the case of YES, the value of the water temperature sensor 13, that is, the engine cooling water temperature Tw is read (step S30), and it is determined whether Tw is smaller than a predetermined value T2 (100 ° C. in this embodiment) (step S40). . In the case of NO in step S20 and in the case of NO in step S40, each of the cooling fans 11 is driven with a predetermined air flow High (large air volume).

  If YES in step S40, it is determined whether Tw is greater than a predetermined value T1 (95 ° C. in the present embodiment) (step S50). In the case of YES, it is determined whether or not P is larger than a predetermined value P2 (1.37 MPa in the present embodiment) that is larger than P1 and smaller than P3 (step S60), and in the case of NO, a vehicle speed sensor. A value Vc (not shown) is read (step S70).

  Next, it is determined whether or not Vc is larger than a predetermined value V0 (step S80). If YES, the cooling fan 11 is not driven. This is because if the vehicle speed is 50 km / h or more, the refrigerant is cooled by the wind hitting the condenser 3 and the radiator 4 as the vehicle travels, and no problem occurs.

  If NO in step S80, it is determined whether or not the refrigerant pressure P is smaller than a predetermined value P1, and if YES, the cooling fan 11 is not driven (step S90). In the case of YES in step S50, in the case of YES in step S60, or in the case of NO in step S90, each of the cooling fans 11 is driven with a predetermined air flow rate Low (small air volume).

  As described above, the flowcharts shown in FIGS. 3 and 4 are repeatedly controlled after a predetermined time has elapsed regardless of the operating state of the vehicle air conditioner 1 during vehicle operation.

  As described above, the cooling fan 11 is driven when the refrigerant pressure P is equal to or higher than the predetermined value P1 regardless of whether the vehicle air conditioner 1 is ON or OFF, so that the refrigerant is cooled and the high pressure side of the refrigeration cycle. Since the refrigerant pressure decreases, when the vehicle air conditioner 1 is turned on, the high-pressure protection circuit does not operate and stops, and the expansion valve 6 does not generate a large noise.

  Further, in this embodiment, since the air flow rate of the cooling fan 11 is adjusted to High or Low according to the magnitude of the refrigerant pressure P, power saving can be achieved.

  Further, in the present embodiment, when the vehicle speed is equal to or higher than the predetermined value V0, the cooling fan 11 is not driven because the increase in the refrigerant pressure is suppressed by the traveling wind, so that power saving can be achieved.

  Further, even when the vehicle speed is 50 km / h or less, gasification of the refrigerant in the condenser 3 is suppressed by the traveling wind, and there is a case where it is not necessary to drive the cooling fan 11 even if the refrigerant pressure exceeds the predetermined value P1. Therefore, if the cooling fan 11 is driven at a predetermined value P4 higher than the P1 when the vehicle speed is a predetermined speed V1 lower than V0 (for example, 20 km / h) or higher, power saving can be achieved. Can do.

  In addition, in this embodiment, whether or not the cooling fan 11 is driven with the blowing amount High depending on whether the high-pressure side pressure P read in Step S20 is higher or lower than P3 (1.57 MPa in this embodiment). However, even if the threshold pressure is increased to, for example, about 2.7 MPa according to various conditions such as the amount of refrigerant sealed in the refrigeration cycle and the type of the expansion valve 6, noise generation is prevented. It is also possible to do. In such a case, power saving can be achieved by reducing the driving frequency of the cooling fan 11.

  Next, the control method immediately after starting the vehicle air conditioner 1 is shown. When the amplifier 41 detects that an air conditioner switch (not shown) is turned on, the compressor 2 is operated after the cooling fan 11 is operated with a predetermined air volume according to the conditions. The control procedure will be described with reference to FIGS.

  As shown in FIG. 5, first, when the amplifier 41 detects that an air conditioner switch (not shown) is turned on, the process proceeds to this control, and a process A described later is performed. In the process A, determination conditions described later are determined. If YES, the cooling fan 11 is driven with a predetermined air flow Low (small air volume) (step S110), and if NO, the compressor 2 is driven. (Step S120).

  After driving the cooling fan 11 with the air flow Low in step S110, the process B described later is performed to drive the compressor 2 (step S120).

  And after driving the compressor 2 by step S120, the cooling fan 11 is stopped (step S130) and this control is complete | finished.

  In the process A, as shown in FIGS. 6 to 8, three types of processes can be performed. As shown in FIG. 6, the first processing A1 is a processing method for determining whether or not to drive the cooling fan 11 according to the vehicle speed. First, a value Vc of a vehicle speed sensor (not shown) is read (step S1). SA1-10). Next, it is determined whether or not Vc is greater than a predetermined value V0 (step SA1-20). If YES, the cooling fan 11 is driven with a predetermined air flow Low (small air volume) (step S110). In the case of NO, the compressor 2 is driven (step S120).

  As shown in FIG. 7, the second processing A2 is a processing method for determining whether to drive the cooling fan 11 according to the high-pressure side refrigerant pressure P. First, the value of the pressure sensor 14, that is, the high-pressure side refrigerant is determined. The pressure P is read (step SA2-10), and it is determined whether or not the high-pressure side refrigerant pressure P is larger than a predetermined value P3 (1.57 MPa in the present embodiment) (step SA2-20). Then, the cooling fan 11 is driven with a predetermined blowing amount Low (small air amount) (step S110), and in the case of NO, the compressor 2 is driven (step S120).

  As shown in FIG. 8, the third process A3 is a processing method in which the first process A1 and the second process A2 are combined. First, the vehicle speed Vc is read (step SA3-10), and the vehicle speed Vc is a predetermined value. It is determined whether or not it is greater than V0 (step SA3-20). If YES, the cooling fan 11 is driven with a predetermined air flow Low (small air volume) (step S110). In the case of NO, the value of the pressure sensor 14, that is, the high-pressure side refrigerant pressure P is read (step SA3-30), and it is determined whether or not the high-pressure side refrigerant pressure P is larger than the predetermined value P3 (step SA3-40). In the case of YES, the cooling fan 11 is driven with a predetermined air flow Low (small air volume) (step S110), and in the case of NO, the compressor 2 is driven (step S120).

  In this processing example, the cooling fan 11 is driven when either one of the vehicle speed Vc and the high-pressure side refrigerant pressure P is satisfied. However, the conditions of the vehicle speed Vc and the high-pressure side refrigerant pressure P are set as follows. If both are not satisfied, the cooling fan 11 can be prevented from being driven, and the driving frequency of the cooling fan 11 can be changed in addition to changing the predetermined values V0 and P3.

  In the process B, as shown in FIGS. 9 to 11, three types of processes can be performed. As shown in FIG. 9, the first process B1 is a processing method for determining whether a predetermined time has elapsed after the cooling fan 11 is driven. First, the counter T is reset (step SB1-10). 1 is added (step SB1-20). Next, it is determined whether the value of the counter T is larger or smaller than the predetermined value T0 (step SB1-30). In the case of YES, the compressor 2 is driven (step S120), and in the case of NO, 1 is again added to the counter T in step SB1-20.

  As shown in FIG. 10, the second process B2 is a processing method for determining whether or not the high-pressure side refrigerant pressure P has fallen below a predetermined pressure value. First, the high-pressure side refrigerant pressure P is read (step SB3-10). ), It is determined whether the high-pressure side refrigerant pressure P is smaller than a predetermined value P3 (1.57 MPa in this embodiment) (step SB2-10). If YES, the compressor 2 is driven (step S120). In the case of NO, the high-pressure side refrigerant pressure P is read again in step SB2-10.

  As shown in FIG. 11, the third process B3 is a processing method in which the first process B1 and the second process B2 are combined. First, the counter T is reset (step SB3-10). Is added (step SB3-20). Next, it is determined whether the value of the counter T is larger or smaller than the predetermined value T0 (step SB3-30). If YES, the compressor 2 is driven (step S120). In the case of NO, the high-pressure side refrigerant pressure P is read (step SB3-40), and it is determined whether or not the high-pressure side refrigerant pressure P is smaller than a predetermined value P3 (1.57 MPa in this embodiment) (step SB3). -50). In the case of YES, the compressor 2 is driven (step S120), and in the case of NO, 1 is again added to the counter T in step SB3-20.

  In this processing example, the compressor 2 is driven when either one of the elapsed time after driving the cooling fan 11 and the high-pressure side refrigerant pressure P is satisfied. If both the elapsed time and the high-pressure side refrigerant pressure P do not satisfy the conditions, the compressor 2 can be stopped. In addition to changing the predetermined values T0 and P3, the compressor 2 is driven after the cooling fan 11 is driven. The time taken to drive the can be changed.

  As described above, when the vehicle air conditioner 1 is turned on, the cooling fan 11 is driven before the compressor 2 is driven, so that the high-pressure side refrigerant pressure of the refrigeration cycle is lowered. In such a case, the high pressure protection circuit is not activated and stopped, and the expansion valve 6 does not generate a large noise.

  The control shown in FIGS. 3 to 11 is used to control the cooling fan 11 that cools the heat exchanger 100 in which the radiator 4 and the condenser 3 are arranged close to each other with an interval L. As shown in FIG. It can also be used to control the cooling fan 11 that cools the body heat exchanger.

  Furthermore, the present invention can also be applied to a vehicle driven by a vehicle driving power source other than the engine. In addition, various modifications can be made to the above-described embodiment without departing from the gist of the present invention.

It is a schematic block diagram of the vehicle air conditioner to which this invention is applied. It is a general view of the heat exchanger applicable to the vehicle air conditioner of FIG. 1, Comprising: (a) is a front view, (b) is a top view, (c) is a side view. It is a flowchart which shows the control procedure of a cooling fan. It is a flowchart which shows the control procedure of a cooling fan. It is a flowchart which shows the control procedure immediately after starting a vehicle air conditioner. It is a flowchart which shows the process sequence of 1st process A1. It is a flowchart which shows the process sequence of 2nd process A2. It is a flowchart which shows the process sequence of 3rd process A3. It is a flowchart which shows the process sequence of 1st process B1. It is a flowchart which shows the process sequence of 2nd process B2. It is a flowchart which shows the process sequence of 3rd process B3. It is a principal part enlarged view which shows the space | interval L of a radiator and a capacitor | condenser. It is a perspective view which shows the example of the heat exchanger which integrated the tube. It is a graph which shows the influence of radiant heat in the distance from the tube edge of a radiator.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 ... Vehicle air conditioner 2 ... Compressor 3 ... Condenser 4 ... Radiator (radiator)
5 ... Liquid tank 11 ... Cooling fan 41 ... Amplifier (control device)
101 ... Heat dissipation part 102 ... Heat dissipation part

Claims (21)

A cooling fan that applies wind to the heat radiating portion (102) of the vehicle drive system cooling water radiator (4) and the heat radiating portion (101) of the condenser (3) incorporated in the refrigeration cycle of the vehicle air conditioner (1). 11) the control device (41),
When the high-pressure side refrigerant pressure of the refrigeration cycle is equal to or higher than a predetermined value (P1), the vehicle cooling fan is driven regardless of whether the vehicle air conditioner (1) is on or off. Control device.   The control device for a vehicle cooling fan according to claim 1, wherein the cooling fan (11) is not driven when the vehicle speed is equal to or higher than a predetermined value (V0).   When the vehicle speed is equal to or higher than a predetermined value (V1), the cooling fan (11) is driven when the high-pressure side refrigerant pressure of the refrigeration cycle is a predetermined value (P4) higher than the predetermined value (P1). The control device for a cooling fan for a vehicle according to claim 1 or 2.   The control of the cooling fan for a vehicle according to any one of claims 1 to 3, wherein the air flow rate of the cooling fan (11) is adjusted according to the magnitude of the high-pressure side refrigerant pressure of the refrigeration cycle. apparatus.   The cooling fan (11) is started before the compressor (2) is activated when the vehicle air conditioner (1) shifts from the stopped state to the operating state. The vehicle cooling fan control device according to claim 1. When the cooling fan operating condition is satisfied when the vehicle air conditioner shifts from the stopped state to the operating state, the cooling fan (11) is started, and then the compressor operating condition is determined, and the compressor operating condition is satisfied. 6. The control device for a vehicle cooling fan according to claim 5, wherein when it is done, the compressor (2) constituting the refrigeration cycle is started.   The control device for a vehicle cooling fan according to claim 5 or 6, wherein the cooling fan (11) is activated when the vehicle speed is equal to or lower than a predetermined value (V0) as the cooling fan operating condition.   The control device for a vehicle cooling fan according to claim 5 or 6, wherein the cooling fan (11) is driven when the high-pressure side refrigerant pressure is equal to or higher than a predetermined value (P3) as the cooling fan operating condition. .   The compressor (2) is driven as a compressor operating condition after a predetermined time (T0) has elapsed since the vehicle air conditioner (1) has shifted from the stopped state to the operating state. The vehicle cooling fan control device according to any one of the preceding claims.   The vehicle cooling fan according to any one of claims 6 to 8, wherein the compressor (2) is driven when the high-pressure side refrigerant pressure is equal to or lower than a predetermined value (P3) as the compressor operating condition. Control device. A cooling fan that applies wind to the heat radiating portion (102) of the vehicle drive system cooling water radiator (4) and the heat radiating portion (101) of the condenser (3) incorporated in the refrigeration cycle of the vehicle air conditioner (1). 11) a control method,
When the high-pressure side refrigerant pressure of the refrigeration cycle is equal to or greater than a predetermined value (P1), the vehicle cooling fan is driven regardless of whether the vehicle air conditioner (1) is on or off. Control method.   The method for controlling a cooling fan for a vehicle according to claim 11, wherein the cooling fan (11) is not driven when the vehicle speed is equal to or higher than a predetermined value (V0).   When the vehicle speed is equal to or higher than a predetermined value (V1), the cooling fan (11) is driven when the high-pressure side refrigerant pressure of the refrigeration cycle is a predetermined value (P4) higher than the predetermined value (P1). The method for controlling a cooling fan for a vehicle according to claim 11 or 12.   Control of the cooling fan for vehicles as described in any one of Claim 11 thru | or 12 which adjusts the ventilation volume of a cooling fan (11) according to the magnitude | size of the high voltage | pressure side refrigerant pressure of a refrigerating cycle. Method.   The method for controlling a cooling fan for a vehicle according to any one of claims 11 to 14, wherein the refrigerant pressure in the liquid tank (5) integrated with the condenser (3) is detected.   The cooling fan (11) is started before the compressor (2) is activated when the vehicle air conditioner (1) shifts from the stopped state to the operating state. The method for controlling a cooling fan for a vehicle according to claim 1.   When the cooling fan operating condition is satisfied when the vehicle air conditioner shifts from the stopped state to the operating state, the cooling fan (11) is started, and then the compressor operating condition is determined, and the compressor operating condition is satisfied. The method for controlling a cooling fan for a vehicle according to claim 16, wherein, when it is done, the compressor (2) constituting the refrigeration cycle is started.   The method for controlling a cooling fan for a vehicle according to claim 16 or 17, wherein the cooling fan (11) is activated when the vehicle speed is a predetermined value (V0) or less as the cooling fan operating condition.   The method for controlling a vehicle cooling fan according to claim 16 or 17, wherein the cooling fan (11) is driven when the high pressure side refrigerant pressure is equal to or greater than a predetermined value (P3) as the cooling fan operating condition. .   The compressor (2) is driven as a compressor operating condition after a predetermined time (T0) has elapsed since the vehicle air conditioner (1) transitioned from the stopped state to the operating state. The control method of the cooling fan for vehicles as described in any one. The vehicle cooling fan according to any one of claims 17 to 19, wherein the compressor (2) is driven when the high-pressure side refrigerant pressure is equal to or lower than a predetermined value (P3) as the compressor operating condition. Control method.

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