JP2009067160A - On-vehicle air-conditioning system - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide an on-vehicle air-conditioning system capable of reducing the fuel consumption by the air-conditioning drive when the remaining amount of the fuel is small, and suppressing reduction of the traveling distance to the next fuel oil supply. <P>SOLUTION: In the on-vehicle air-conditioning system A, in a cooling output condition in which an air-conditioning compressor 1 to be driven with an engine of a vehicle being a power source is in a driving condition, an air-conditioner ECU sets the control state of the compressor 1 to a limited control state in which the cooling output level is reduced below that of the normal control state if the remaining amount of the fuel to be detected by a fuel sensor 221 is below the threshold of the remaining amount, and performs the drive control of the compressor 1 based on the set control state. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to an in-vehicle air conditioning system for vehicles, particularly automobiles.

JP 2002-67652 A

  2. Description of the Related Art Conventionally, an in-vehicle air conditioner for a vehicle, particularly an in-vehicle air conditioner for an automobile, includes a refrigeration cycle having an air-conditioning compressor that is driven by a vehicle engine, and is capable of cooling output operation. Specifically, the refrigeration cycle of the vehicle includes a compressor, a condenser, a receiver, an expansion valve, an evaporator, and the like.

  However, since the air conditioning compressor operates using the engine as a power source, it contributes to the deterioration of fuel consumption. Users don't care much about fuel efficiency deterioration due to such air conditioners, but they are seriously concerned in emergencies when the remaining fuel level is low and the gas station is not nearby. Is what you think.

  The subject of this invention is providing the vehicle-mounted air conditioning system which can reduce the fuel consumption by an air-conditioning drive, and can suppress the reduction | decrease of the driving | running | working distance to the next refueling when the fuel remaining amount becomes small. is there.

In order to solve the above-described problems, an in-vehicle air conditioning system of the present invention is an in-vehicle air conditioning system that includes a refrigeration cycle having an air conditioning compressor that is driven by a vehicle engine as a power source and is configured to be capable of cooling output. And
Fuel remaining amount detecting means for detecting the remaining amount of fuel in the fuel tank of the vehicle;
In the cooling output state in which the air conditioning compressor is in the drive state, if the fuel remaining amount exceeds a predetermined remaining amount threshold, the control state of the air conditioning compressor is input from the air conditioning output state setting operation unit. When the normal control state calculated based on the information or based on the operation input information and the detection result information from the air conditioning sensor is set while the remaining fuel amount is below the remaining amount threshold value, Compressor control state setting means for setting the control state of the air conditioning compressor to a limit control state in which the cooling output level is reduced from the normal control state;
Compressor control means for driving and controlling the air conditioning compressor based on the set control state of the air conditioning compressor;
It is characterized by providing.

  According to the configuration of the present invention, since the cooling output is limited when the remaining fuel amount falls below the predetermined remaining amount threshold value, it is possible to suppress the driving of the air conditioning compressor that drives the engine as a power source. Fuel consumption can be suppressed. Thereby, when the remaining amount of fuel is reduced, the travelable distance can be extended.

  The compressor control state setting means can set the control parameter relating to the driving condition of the air conditioning compressor as a limit control state to a value at which the cooling output level is reduced compared to the normal control state. Specifically, a post-evaporator sensor that detects the temperature of air immediately after passing through the evaporator constituting the refrigeration cycle is provided, and the temperature detected by the post-evaporator sensor is the predetermined limit control state start temperature. When the air conditioning compressor is driven and controlled in a direction to decrease the cooling output level when the temperature falls below the level, while the normal control state return temperature level that is higher than or set to the limit control state start temperature level is exceeded. Is configured to drive and control the air conditioning compressor in a direction to increase the cooling output level. Then, the compressor control state setting means can set the restriction control state start temperature level and the normal control state return temperature level higher in the restriction control state than in the normal control state. According to this configuration, the compressor is controlled such that the drive level is high when it exceeds a predetermined temperature level, and the drive level is low when it is below, and the temperature level is lower in the limited control state than in the normal control state. Therefore, since the state where the drive level of the compressor is lower continues in the limited control state than in the normal control state, the burden on the interlocking engine can be reduced. Further, there is an advantage that the limited control state can be easily realized only by changing the control target value such as changing the temperature level.

  In the above configuration, when the temperature detected by the post-evaporator sensor falls below the limit control state start temperature level, the compressor control means disconnects the air-conditioning compressor from the engine that is the power source and disables both of them to rotate together. When the detected temperature of the post-evaporator sensor, which decreases as the cooling output level decreases while the cooling output level decreases, exceeds the normal control state return level, the engine is connected to the power source for the air conditioning compressor. The cooling output level can be increased by enabling both to rotate together. The compressor control state setting means in this case can set the restriction control state start temperature level and the normal control state return level higher in the restriction control state than in the normal control state. As a result, the engine load can be easily reduced in the limited control state in which the remaining amount of fuel is low. Further, the limited control state can be easily realized only by changing the control target value such as changing the temperature level.

  On the other hand, the compressor control state setting means may set the off state (off hold state) of the air conditioning compressor as the limit control state. For example, the restriction control state can be easily executed by holding the magnet clutch off.

  The air conditioning output state setting means has a first remaining amount threshold value as a remaining amount threshold value and a second remaining amount threshold value having a fuel remaining level lower than the first remaining amount threshold value. If the remaining amount is lower than the first remaining amount threshold value and exceeds the second remaining fuel amount, the first limiting control state that is the limiting control state is set, and the remaining fuel amount is set to the second remaining fuel amount. When the amount is below the amount threshold, the second limit control state, which is a limit control state in which the cooling output level is reduced as compared with the first limit control state, can be set. According to this configuration, it is possible to limit the compressor drive control step by step according to the remaining amount of fuel. As a result, when the predetermined fuel remaining amount is reached, the cooling off state is not suddenly turned off, the cooling capacity is reduced step by step, and the remaining driving distance can be extended while maintaining a certain degree of air conditioning in the passenger compartment. it can.

  In the in-vehicle air conditioning system of the present invention, normal control for returning the restriction control state set by the compressor control state setting means to the normal control state based on an operation input to the restriction control release operation unit provided in the passenger compartment. A state return means can be provided. According to this configuration, for example, when it is not necessary to provide a drive limit to the compressor, such as when the fueling point is in front of the user, the limit can be released at the user's discretion.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. FIG. 1 is a block diagram showing a configuration of an in-vehicle air conditioning system of the present invention. The in-vehicle air conditioning system A in the present embodiment shown in FIG. 1 can be selectively driven and controlled by switching between heating output and cooling output, and includes a well-known refrigeration cycle RC for cooling output. Configured.

  The refrigeration cycle RC shown in FIG. 1 has the same configuration as a well-known refrigeration cycle provided in a vehicle air conditioner, and a compressor (compressor) that sucks and compresses gaseous refrigerant and delivers it as a high-temperature and high-pressure gas. 1 and an engine-driven condenser (condenser) 2 that cools the delivered refrigerant (high-temperature, high-pressure gas) with outside air (taken in by a cooling fan) and takes away the latent heat of condensation, and liquefied refrigerant A receiver (receiver) 3 that separates gas and liquid and sends out only liquid refrigerant; an expansion valve (expansion valve) 4 that expands the sent liquid refrigerant to form a low-temperature, low-pressure mist refrigerant; The low-temperature and low-pressure mist refrigerant removes latent heat from the passenger compartment air and cools the passenger compartment air, and the refrigerant evaporated at this time is compressed with a compressor (air conditioning compressor). ) It is composed of an evaporator (evaporator) 5 for feeding the 1.

  The compressor 1 is driven and controlled by the air conditioner ECU 100 in a direction to decrease the cooling output level when the temperature detected by the post-evaporator sensor 123 described below falls below a predetermined temperature, and increases the cooling output level when the temperature exceeds the predetermined temperature. It is configured to be driven and controlled in the direction. The compressor 1 of the present embodiment is driven by using the engine 300 of the vehicle as a power source. When the temperature falls below a predetermined temperature, the compressor 1 is disconnected from the engine 300, while when the temperature rises above the predetermined temperature, the compressor 1 is driven. And the engine 300 are reconnected, and the interlocking driving with the engine 300 is resumed.

  Specifically, the compressor 1 is driven to receive the driving force of the engine 300 from the belt 301 and includes a magnet clutch 302 for switching between connection and disconnection with the engine 300. The connection / disconnection is implemented by the magnet clutch 302. Magnet clutch 302 is turned off based on a control command from air conditioner ECU 100 and engine 300 and compressor 1 are disconnected when a temperature detected by a post-evaporator sensor 123 described later becomes lower than a predetermined temperature. When the compressor 1 is disconnected from the engine 300, the temperature detected by the post-evaporator sensor 123 gradually increases. However, when the temperature detected by the post-evaporator sensor 123 exceeds a predetermined temperature, the magnet clutch 302 controls the control command from the air conditioner ECU 100. The engine 300 and the compressor 1 are connected again so as to be capable of interlocking driving (interlocking rotation is possible), and the driving of the compressor 1 is started.

  In the present embodiment, in normal time (normal control state), the above-mentioned predetermined temperature is the temperature after the lower limit evacuation (limit control state start temperature level: 3 ° C., for example) and the upper temperature after the upper limit evacuation higher than that (normal control state return) When the temperature detected by the post-evaporator sensor 123 is lower than the lower limit evaporating temperature, the compressor 1 is disconnected from the engine 300 as the power source, and the upper limit elapses. When the temperature exceeds the temperature, the compressor 1 is controlled to be connected again so as to be rotationally driven using the engine 300 as a power source.

  Further, as shown in FIG. 1, the in-vehicle air conditioning system A is configured by connecting an air conditioner ECU 100 and an engine ECU 200 via (via) an in-vehicle LAN 50.

  As shown in FIG. 2, the air conditioner ECU 100 includes an air conditioning sensor 120, an air conditioning drive unit 130, and an air conditioning operation unit (air conditioning output state setting operation unit) 140. FIG. 3 is a diagram schematically showing an overall configuration of an air conditioner unit U controlled by the air conditioner ECU 100. The air conditioner unit U is a so-called HVAC (Heating, Ventilating and Air-Conditioning) unit, and is configured to be able to independently adjust the air-conditioning state of the passenger compartment between the driver's seat side and the passenger seat side.

  The duct 28 of the air conditioner unit U is formed with an inside air suction port 42 for circulating the air inside the vehicle and an outside air suction port 41 for taking in air outside the vehicle, and is switched to either by the inside / outside air switching damper 24. used. The air from the inside air inlet 42 or the outside air inlet 41 is sucked into the duct 28 by the blower 21. In the duct 28, an evaporator 22 is provided for cooling the sucked air to generate cool air. Further, the downstream side (air outlet side) of the evaporator 22 is branched into a route leading to the driver seat side air outlets 43 to 45 and a route reaching the passenger seat side air outlets 46 and 47.

  As shown in FIG. 3, the air conditioner unit U has a defroster outlet 43 for preventing windshield fogging in the upper rear of the instrument panel corresponding to the lower edge of the inner surface of the windshield. Is located on the right front corner of the instrument panel and on the right corner, the passenger side face outlet 46 is located on the left center and left corner of the front panel of the instrument panel, and the driver side foot outlet 44 is located on the driver's side on the driver seat side on the lower right side of the instrument panel. Foot outlets 47 are respectively opened at the passenger seat side feet on the lower left side of the instrument panel lower surface, and the opening / closing states are switched by the outlet switching dampers 32 to 36 in FIG.

  The air conditioning drive unit 130 (FIG. 2) connected to the air conditioner ECU 100 includes the damper switching dampers 32 to 36, the damper drive gear mechanism 31 for switching the open / closed state of the dampers 32 to 36, the air mix dampers 25 and 26, and the inside and outside. These are the air switching damper 24 and servo motors 71 to 74 for driving them. These servo motors (actuators) 71 to 74 are rotationally controlled by the air conditioner ECU 100 and detect information such as the rotational position and rotational speed of the rotor and feed back to the air conditioner ECU 100. Specifically, the drive circuits 131 to 134 receive input of drive command signals from the air conditioner ECU 100 and drive the corresponding servo motors 71 to 74.

  In addition to the servo motors 71 to 74, the blower 21 and the compressor 1 can also be referred to as an air conditioning drive unit 130 connected to the air conditioner ECU 100. However, the direct drive source of the compressor 1 is the in-vehicle engine 300 (FIG. 1), and the air conditioner ECU 100 executes the drive control.

  The air conditioning sensor 120 (FIG. 2) connected to the air conditioner ECU 100 includes an inside air temperature sensor (inside temperature detecting means) 121 for detecting the inside temperature of the vehicle, an outside temperature sensor (outside temperature detecting means) 122 for detecting the outside temperature, and an evaporator. It consists of well-known air conditioning sensors such as a post-evaporator sensor 123 that detects the temperature of the air immediately after passing, and a solar radiation sensor 124 that detects the amount of solar radiation.

  The air-conditioning operation unit 140 (FIG. 2) connected to the air-conditioner ECU 100 is provided on the main panel 20 provided in the center front of the instrument panel that can be operated by the driver and the passenger on the passenger seat. 142, outlet switching switch (MODE switch) 143, inside / outside air switching switch 144, air volume switching switch 145, temperature setting switch 146, defroster switch 147, A / C switch 148, independent / collective control switching switch (DUAL switch) 149, etc. And a restriction release switch (restriction control release operation part) 150 for releasing a restriction air-conditioning output state (restriction control state) described later, each of which is configured as a well-known pressing operation part or dial operation part. .

  The air conditioner ECU 100 has a known configuration including a CPU, a ROM, a RAM, and the like, and drives and controls the air conditioning drive unit 130 based on the operation states of the various air conditioning operation units 140 and the detection results of the various air conditioning sensors 120. Thus, well-known air conditioning control such as blowout temperature control, air volume control, inside air / outside air intake switching control, and outlet switching control is executed. These air conditioning controls are executed in such a manner that the CPU of the air conditioner ECU 100 executes an air conditioning control program PG (FIG. 2) stored in its own ROM.

  As shown in FIG. 1, engine ECU 200 performs various controls related to engine 300, and has a known configuration including a CPU, a ROM, a RAM, and the like, similar to air conditioner ECU 100. Further, it is connected to the fuel sensor 221, and the remaining amount of fuel can be acquired.

  The fuel sensor 221 is provided, for example, in a fuel tank of a vehicle (not shown), and the resistance value of a well-known potentiometer provided in a floating attachment portion changes depending on the floating position that moves up and down according to the position of the fuel level. It is. The engine ECU 200 A / D converts the voltage value corresponding to the resistance value into a digital value, and acquires this as the remaining fuel amount. This fuel sensor 221 corresponds to the fuel remaining amount detecting means of the present invention. The acquired remaining fuel amount can be transmitted to the air conditioner ECU via the in-vehicle LAN 50.

  By the way, the on-vehicle air conditioning system A of the present embodiment has a configuration in which the on-vehicle air conditioning unit U is operated by the power generated by the generator that generates power when the on-vehicle engine 300 is driven. Is greater than a predetermined remaining amount threshold value, based on the operation input information from the air conditioning operation unit 140 or based on the operation input information and the detection result information from the air conditioning sensor 120. If the remaining fuel level is lower than the remaining threshold value, set to the limited air conditioning output state where the air conditioning output level is reduced from the normal air conditioning output state. (Air conditioning output state setting means), and based on the set air conditioning output state, the air conditioning drive unit 130 (vehicle air conditioning unit U or refrigeration cycle RC) It can be driven control (air-conditioning output control means).

  Specifically, at the time of cooling output when the air conditioning compressor 1 is in a driving state, the air conditioner ECU 100 controls the control state of the air conditioning compressor 1 when the remaining fuel amount exceeds a predetermined remaining amount threshold value. Is set to the normal control state calculated based on the operation input information from the air conditioning operation unit 140 or based on the operation input information and the detection result information from the air conditioning sensor 120. Is below the remaining amount threshold, the control state of the air conditioning compressor 1 can be set to a limit control state in which the cooling output level is reduced from the normal control state (compressor control state setting means), Based on the set control state of the air-conditioning compressor 1, the air-conditioning compressor 1 constituting the air-conditioning drive unit 130 can be driven and controlled (comp Tsu control means).

  Hereinafter, the compressor drive control by the air conditioner ECU 100 will be described with reference to the flowchart of FIG.

  First, in S1, it is determined whether or not the air conditioner is turned on. Specifically, the determination is made from the operation setting state of the A / C switch 148. If it is in the off state, the process ends. If it is in the on state, the process proceeds to S2.

  In S2, it is determined whether or not the restricted air conditioning output state (restricted control state) is released. Specifically, the determination is made from the operation setting state of the restriction release switch 150. If not released, the process proceeds to S3, and if released, the process proceeds to S5, where the normal control mode is set, and this process ends.

  In S3, it is determined whether or not the remaining amount of fuel has fallen below a predetermined remaining amount threshold value (fuel consumption priority threshold value in the figure) (in this case, it has become equal to or less than the remaining amount threshold value). Specifically, the fuel remaining amount detected by the fuel sensor 221 is acquired from the engine ECU 200, and the determination is made by comparing whether or not the fuel remaining amount is equal to or less than the remaining amount threshold value stored in the air conditioner ECU 100. If it is less than the remaining amount threshold value, the process proceeds to S4 to set the fuel efficiency priority control mode, and if not less than the remaining amount threshold value, the process proceeds to S5 to set the normal control mode. Then, when S4 or S5 ends, this process ends. This process is repeatedly executed at a predetermined cycle.

  In the present embodiment, when the normal control mode is set in S5, the target blowing temperature is calculated based on the set temperature set by the temperature setting switch 146 and the difference between the cabin temperature detected by the inside air temperature sensor 121. Then, air-conditioning output control is performed based on the target blowing temperature. On the other hand, when the fuel efficiency priority control mode is set in S4, the fuel efficiency priority control for reducing the air conditioning output level is performed as compared with the normal control mode. As a result, it is possible to effectively use a small amount of remaining fuel and extend the vehicle travel distance.

  As the fuel efficiency priority control mode (restricted control state), for example, the control parameter relating to the driving condition of the compressor 1 can be set to a value at which the cooling output level is reduced compared to the normal control mode (normal control state). Specifically, for example, either or both of the above-described lower limit evaporating temperature and upper limit evaporating temperature are set higher than in the normal control mode (therefore, the drive frequency of the compressor 1 is set higher than in the normal control mode. Alternatively, the magnet clutch 302 can be turned off, and the compressor 1 can be held in a state of being disconnected from the engine and stopped.

  As described above, when changing the settings of the lower limit evaporative temperature and the upper limit evaporative temperature between the normal control mode (normal control state) and the fuel efficiency priority control mode (restricted control state), The timing of connection / disconnection with the compressor 1 changes. That is, when the lower limit evaporative temperature is set higher, the engine 300 and the compressor 1 are disconnected even when the detected temperature of the post-evaporator sensor 123 is higher than before, so that the engine load is reduced. It will last long. On the other hand, if the upper limit post-evaporation temperature is set higher, the engine 300 and the compressor 1 are not connected unless the detection temperature of the post-evaporator sensor 123 returns to a higher state than before, so that the engine load is reduced. Will continue for a long time.

  In the present embodiment, as the fuel efficiency priority control mode is set, a notification unit 160 that notifies that the fuel efficiency priority control mode is set is provided. Specifically, a fuel meter (for example, a fuel meter in a meter display device provided so as to be visible from the driver's seat) is set to a different highlighted state (for example, a lighting display or a display color change), and It can be performed by either or both of guiding by voice. In the case of voice guidance, after notifying that the remaining amount of fuel is low, it is notified that the fuel efficiency priority control mode has been set.

  According to the above process, the fuel efficiency priority control mode (limit control state) can be canceled by either operating the limit cancel switch 150 or by additionally replenishing fuel so as to exceed the remaining amount threshold value. .

  As mentioned above, although one Embodiment of this invention was described, these are only illustrations to the last, and this invention is not limited to these, A various change is possible unless it deviates from the meaning of a claim. is there.

  For example, the air conditioner ECU 100 has a first remaining amount threshold value and a second remaining amount threshold value having a fuel remaining level lower than the first remaining amount threshold value as the remaining amount threshold value (fuel efficiency priority threshold value). If the remaining fuel amount is below the first remaining amount threshold value and above the second remaining fuel amount, the first limiting control state that is the limiting control state is set, and the remaining fuel amount is When the second remaining amount threshold value is below, the second restriction control state, which is a restriction control state in which the cooling output level is reduced as compared with the first restriction control state, may be set.

  A specific processing flow is shown in the flowchart of FIG. S1 and S2 are the same processes as in FIG. In S3A, it is determined whether or not the remaining fuel amount is lower than a predetermined remaining amount threshold value 1 (fuel consumption priority threshold value 1 in the figure) (here, the remaining fuel amount threshold value 1 or less). In step S4A, the first fuel consumption priority mode is set and the fuel consumption priority control 1 is executed. On the other hand, if the remaining amount threshold value is 1 or less in S3, the process proceeds to S3B, and whether the remaining fuel amount falls below a predetermined remaining amount threshold value 2 (fuel consumption priority threshold value 2 in the figure) (here, the remaining amount threshold value is 2 or less) Is determined). If the remaining amount threshold value is 2 or less, the process proceeds to S4B, the second fuel efficiency priority mode is set, and the fuel efficiency priority control 2 is executed. On the other hand, if the remaining amount threshold value is 2 or less in S3B, the normal control mode is set. Then, when S4A, S4B, or S5 ends, this process ends. This process is also repeatedly executed at a predetermined cycle.

  Note that the normal control mode is the same as that of the above-described embodiment. On the other hand, in the first fuel consumption priority mode, in the present embodiment, the fuel clutch priority control 1 for turning off the magnet clutch 302 and stopping the compressor 1 is executed. On the other hand, in the second fuel consumption priority mode, the above described in the present embodiment in the present embodiment. Fuel efficiency priority control 2 is performed in which either or both of the lower limit evaporating temperature and the upper limit evaporating temperature are set higher than in the normal control mode. Note that, in the fuel efficiency priority control 1, in the first fuel efficiency priority mode, either or both of the lower limit evaporative temperature and the upper limit evaporative temperature may be set higher than in the second fuel efficiency priority mode of the fuel efficiency priority control 2. .

  Further, in a vehicle equipped with the navigation device 400 of the present embodiment (connected to the air conditioner ECU 100 via the in-vehicle LAN 50), the remaining amount threshold value (fuel efficiency priority threshold value) is the fuel efficiency information calculated for the vehicle. You may make it set to the quantity of the fuel required in order to reach the next fueling point calculated based on the distance to the next fueling point. Note that the fuel consumption information of the vehicle used at this time is determined by the engine ECU 200 of the vehicle based on the travel distance (acquisable from the navigation device) and the amount of fuel reduction during that time (in the normal control mode (in the normal control state)). Recently calculated fuel consumption information can be used. Further, the next refueling point may be determined as the refueling point that is closest to the current position, or when the destination and the guidance route to the destination are set in the navigation device 400, The refueling point that appears next on the set guide route may be determined.

  Further, the compressor 1 can be a variable capacity compressor capable of varying the refrigerant discharge capacity. In this case, when the temperature detected by the post-evaporator sensor 123 is lower than the predetermined temperature, the air conditioner ECU 100 performs the first capacity mode in which the refrigerant discharge capacity becomes the first capacity (for example, 50% capacity). If the compressor 1 is driven and controlled (for example, the solenoid valve that varies the capacity is controlled) and the temperature exceeds a predetermined temperature, the refrigerant discharge capacity is increased to a second capacity (for example, larger than the first capacity). The compressor 1 can be driven and controlled (for example, a solenoid valve that varies the capacity is controlled) so as to be implemented in the second capacity mode (100% capacity). Then, the air conditioner ECU 100 sets the above predetermined temperature so as to be higher in the fuel consumption priority control mode (limit control state) than in the normal control mode (normal control state), thereby using a method other than the control of the magnet clutch 302. The cooling output level of the compressor 1 can be varied. Alternatively, the cooling output level of the compressor 1 can be varied in combination with the control of the magnet clutch 302.

The block diagram which shows roughly the vehicle-mounted air conditioning system of this invention. The block diagram which shows roughly the whole structure of an air-conditioning control apparatus. The figure which shows the positional relationship of the blower outlet distribute | arranged to the vehicle interior. The flowchart explaining the flow of compressor drive control. The flowchart explaining the flow of compressor drive control.

Explanation of symbols

A On-vehicle air conditioning system RC Refrigeration cycle 1 Compressor 100 Air conditioner ECU (air conditioning output state setting means (compressor control state setting means), air conditioning output control means (compressor control means))
120 Air Conditioning Sensor 130 Air Conditioning Driving Unit 140 Air Conditioning Operation Unit (Air Conditioning Output State Setting Operation Unit)
150 Restriction release switch (restriction control release operation part)
200 Engine ECU
221 Fuel sensor (fuel remaining amount detection means)
300 On-board engine 302 Magnet clutch

Claims (6)

An in-vehicle air conditioning system including a refrigeration cycle having an air conditioning compressor that drives a vehicle engine as a power source, and configured to be capable of cooling output,
Fuel remaining amount detecting means for detecting the remaining amount of fuel in the fuel tank of the vehicle;
In the cooling output when the air conditioning compressor is in a driving state, if the fuel remaining amount exceeds a predetermined remaining amount threshold, the control state of the air conditioning compressor is set to an air conditioning output state setting operation unit. Is set to the normal control state calculated based on the operation input information from or from the operation input information and the detection result information from the air conditioning sensor, while the fuel remaining amount falls below the remaining amount threshold. A compressor control state setting means for setting the control state of the air conditioning compressor to a restriction control state in which a cooling output level is reduced as compared with the normal control state;
Compressor control means for driving and controlling the air conditioning compressor based on the set control state of the air conditioning compressor;
A vehicle-mounted air conditioning system comprising: A post-evaporator sensor for detecting the temperature of air immediately after passing through the evaporator constituting the refrigeration cycle,
The compressor control means drives and controls the air conditioning compressor in a direction to decrease the cooling output level when the temperature detected by the post-evaporator sensor falls below a predetermined limit control state start temperature level. The air conditioning compressor is driven and controlled in a direction to increase the cooling output level when the normal control state return temperature level that is higher than or set to the limit control state start temperature level is exceeded.
The in-vehicle air conditioning system according to claim 1, wherein the compressor control state setting means sets the limit control state start temperature level higher than the normal control state return temperature level in the limit control state. When the temperature detected by the post-evaporator sensor is lower than the limit control state start temperature level, the compressor control means disconnects the air conditioning compressor from the engine so that the engine cannot rotate in conjunction with the cooling output level. On the other hand, when the temperature detected by the post-evaporator sensor that rises as the cooling output level decreases exceeds the normal control state return temperature level, the air conditioning compressor and the engine rotate together. The cooling output level is increased by connecting to be possible,
The in-vehicle air conditioner according to claim 2, wherein the compressor control state setting means sets the restriction control state start temperature level and the normal control state return temperature level higher than the normal control state in the restriction control state. system.   The on-vehicle air conditioning system according to claim 1, wherein the compressor control state setting means sets an off state of the air conditioning compressor as the restriction control state. A first remaining amount threshold as the remaining amount threshold and a second remaining amount threshold having a fuel remaining level lower than the first remaining amount threshold;
In the cooling output, the air conditioning output state setting means is in the restriction control state when the fuel remaining amount is lower than the first remaining amount threshold and exceeds the second remaining fuel amount. When the first limit control state is set and the fuel remaining amount is lower than the second remaining amount threshold, the limit in which the cooling output level is reduced compared to the first limit control state. The in-vehicle air conditioning system according to any one of claims 1 to 4, wherein a second restriction control state that is a control state is set.   And a normal control state return means for returning the restriction control state set by the compressor control state setting means to the normal control state based on an operation input to a restriction control release operation portion provided in a vehicle interior. The in-vehicle air conditioning system according to any one of claims 1 to 5.

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