JP2010006218A - Vehicular air-conditioner - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a vehicular air-conditioner capable of attaining saving energy, improving comfortability of an occupant, and preventing an air-conditioner odor. <P>SOLUTION: When the travel of a vehicle stops and a refrigerant compressor stops by idle stoppage in a state a cooling operation is demanded, draft air conditioning in which the air flow not passing an evaporator 6 is blown out into a cabin is performed and comfortability of the occupant during idle stoppage is secured with less energy consumption. In the draft air conditioning, blowing out of the air-conditioner odor into the cabin can be prevented because the air flow not passing the evaporator 6 is blown out into the cabin. In other words, during the idle stoppage, the draft air conditioning without the air-conditioner odor is performed with less energy consumption and comfortability of the occupant can be secured. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to an air conditioner mounted on a vehicle (hereinafter referred to as an “eco-run vehicle”) that performs an energy saving operation (idle stop) by stopping the operation of an internal combustion engine (hereinafter referred to as an engine) when the vehicle is stopped. In particular, the present invention relates to a cooling operation technique while the vehicle is stopped.

As a technique for performing a cooling operation while the engine is stopped due to a vehicle traveling stop, a technique for operating a cooling operation by operating an electric compressor in which an electric motor is combined with a refrigerant compressor and performing an idling stop is known. .
However, during idle stop, the charging operation is not performed as the engine is stopped, and the load on the battery increases. In addition, since the cooling energy consumed for the idle stop is collected (battery charging by power consumption) while the vehicle is running after the engine is started, fuel consumption is hindered.

As another technique, there is known a technique in which an evaporator bypass that bypasses an evaporator (refrigerant evaporator) is provided in an air conditioning duct, and a regenerator heat exchanger is disposed in the evaporator bypass (see, for example, Patent Document 1). . The cool storage agent heat exchanger is a heat exchanger that performs heat exchange between the cool storage agent that is stored by the operation of the refrigeration cycle while the vehicle is running, and the air that flows through the EVA bypass.
The technique of Patent Document 1 is a technique for blowing out air cooled by a regenerator heat exchanger into a vehicle compartment while the refrigerant compressor is stopped when the vehicle is stopped.
However, if the cooling operation in the passenger compartment is performed with the cold energy stored in the cold storage agent, about 100 kJ is required as the cold storage amount potential of the cold storage agent. As a result, the regenerator heat exchanger becomes large and there is a problem that it is difficult to secure a vehicle mounting space.

As another technique, when the refrigerant compressor is stopped along with the stoppage of the vehicle, the air volume of the blower is increased and the comfort of passengers is maintained by the wind blown from the air conditioner.
However, with this technique, the wind that has passed through the evaporator is blown into the passenger compartment. At this time, water (drain water) on the evaporator surface evaporates. At this time, moisture containing off-flavor components adhering to the surface of the evaporator (such as acetic odor components derived from passenger sweat, odor components released from vehicle interior materials such as vehicle interior materials) evaporates. As a result, the air-conditioner odor with an unpleasant odor is blown into the passenger compartment, causing discomfort to the passenger.
JP 2000-289451 A

  The present invention has been made in view of the above-mentioned problems, and its purpose is (1) ensuring passenger comfort even when the refrigerant compressor is stopped while the engine is stopped when the vehicle is stopped. However, (2) it is easy to secure a vehicle mounting space, and (3) to provide a vehicle air conditioner that can prevent the air conditioner odor from being blown into the passenger compartment.

[Means of claim 1]
The vehicle air conditioner adopting the means of claim 1 implements draft air conditioning that blows an air flow that does not pass through the evaporator (6) when the refrigerant compressor is stopped and the energy saving operation is performed when the vehicle is stopped. To do.
Thus, even in a state where the refrigerant compressor is stopped, the comfort of the occupant can be ensured by the draft air conditioning.
Moreover, by using draft air conditioning, the cool storage agent heat exchanger (31) using a cool storage agent can be made unnecessary. Or even if it uses a cool storage agent heat exchanger (31), since it does not aim at the cooling by a cool storage agent, a big cool storage amount potential is not required. For this reason, securing of a vehicle mounting space can be facilitated.
Furthermore, in the draft air conditioning, since the air flow that does not pass through the evaporator (6) is blown out into the vehicle interior, it is possible to prevent the air conditioner odor from being blown out into the vehicle interior. That is, it is possible to ensure the comfort of the occupant by performing the draft air conditioning by the air flow without the air conditioner odor.

[Means of claim 2]
In an air passage (23) for performing draft air conditioning in a vehicle air conditioner employing the means of claim 2, heat exchange between a cold storage agent cooled by the operation of the refrigeration cycle and an air flow toward the vehicle interior by the draft air conditioning. A regenerator passage in which the regenerator heat exchanger (31) for performing the operation is disposed is provided, and a regenerator bypass (32) for bypassing the regenerator passage is provided. Then, when performing the draft air conditioning, the control device controls the operation of the blower that performs the draft air conditioning and the open / close control of the regenerator passage or the regenerator bypass (32) based on the amount of solar radiation, the passenger surface temperature, or the target outlet temperature. (Selection control) is performed.
Thereby, useless energy consumption can be suppressed and energy saving and passenger comfort can be achieved at a high level.

[Means of claim 3]
The vehicle air conditioner employing the means of claim 3 has a cold storage amount potential of 40 to 60 kJ of the cold storage agent mounted on the cold storage agent heat exchanger (31).
Thus, since the cold storage potential of the cold storage agent is 40 to 60 kJ, which is small compared to the conventional technology (the conventional technology requiring about 100 kJ as the cold storage amount potential of the cold storage agent), the cold storage agent heat exchanger (31) is installed. Even if it is mounted, it is possible to easily secure a vehicle mounting space.

[Means of claim 4]
The control device for a vehicle air conditioner adopting the means of claim 4 is a cooling operation for operating the refrigerant compressor when performing the draft air conditioning by stopping the refrigerant compressor from the cooling operation for operating the refrigerant compressor. The draft air volume increasing means for increasing the draft volume of the draft air-conditioning is provided.
Thereby, even in a state where the refrigerant compressor is stopped, the comfort of the occupant can be maintained high by increasing the air volume of the draft air conditioning.

Further, the control device for a vehicle air conditioner adopting the means of claim 4 stores the air volume change when an instruction to change the air volume is made by manual operation of the occupant during the draft air conditioning. Learning means for performing draft air conditioning with the air volume after the air volume change is provided.
Thereby, at the time of the next draft air conditioning, even if a passenger | crew does not perform manual operation, the draft air conditioning by the air volume according to a passenger | crew's liking can be implemented.

[Means of claim 5]
A vehicle equipped with a vehicle air conditioner that employs the means of claim 5 is equipped with an information receiving device that receives information on traffic from the outside of the vehicle.
Then, the control device controls the cold storage amount of the cold storage agent based on the “time until the next signal stops” and the “next signal stop time” detected by the information receiving device during traveling of the vehicle.
Thereby, before the vehicle stops, the cold storage capacity required when the vehicle is stopped (while the refrigerant compressor is stopped) can be stored in the cold storage agent heat exchanger (31).

Further, the control device in the vehicle air conditioner adopting the means of claim 4 is configured to control the amount of cool storage agent to cool based on the “signal stop time” detected by the information receiving device when the vehicle stops by a signal. To control.
Thereby, cold wind can be stably blown into the vehicle interior while the vehicle is stopped.

[Means of claim 6]
The control device for a vehicle air conditioner adopting the means of claim 6 controls the cold storage amount and the cooling amount of the cool storage agent in addition to the means of claim 5 and further taking into account the number of passengers. . Thereby, a useless amount of cold storage can be suppressed, and energy saving and passenger comfort can be achieved at a high level.

The vehicle air conditioner includes a refrigeration cycle including a refrigerant compressor that performs a refrigerant suction compression operation, and an evaporator (6) that performs heat exchange between the air flow and a low-temperature and low-pressure refrigerant to cool the air flow. When the vehicle stops traveling, the refrigerant compressor is stopped and energy saving operation is performed.
This vehicle air conditioner performs draft air conditioning that blows an air flow that does not pass through the evaporator (6) when the refrigerant compressor is stopped and the energy-saving operation is performed when the vehicle is stopped (for example, when idling is stopped). To do.

An example of a vehicle air conditioner mounted on a vehicle that performs an energy saving operation by stopping the engine when the vehicle is stopped will be described with reference to FIGS.
In the following embodiments, an example in which the refrigerant compressor of the refrigeration cycle is driven by the engine is shown. That is, in the following embodiments, a vehicle air conditioner in which the refrigerant compressor stops with idle stop is shown.

(Schematic configuration of vehicle air conditioner)
The vehicle air conditioner includes an HVAC (heater / ventilation / air conditioner unit: see FIG. 1) that performs heating, ventilation, and cooling of the passenger compartment, and a control device (hereinafter referred to as an air conditioning ECU) that controls the operation of the HVAC. (Not shown).
The HVAC is arranged inside an instrument panel (dashboard) at the front part of the vehicle interior, and is roughly divided into two parts, a blower unit 1 and an air conditioning unit 2, and the blower unit 1 and the air conditioning unit. 2 is mounted on the vehicle in a coupled state. In FIG. 1, the front, rear, upper, and lower arrows indicate the direction of the HVAC mounted in the vehicle.

(Description of blower unit 1)
The blower unit 1 includes an internal / external air switching box 3 for selecting and taking in the inside air (vehicle interior air) or the outside air (vehicle exterior air), and a main blower that blows air selected in the internal / external air switching box 3 to the air conditioning unit 2. 4 in combination.
The inside / outside air switching box 3 includes an outside air introduction port communicating with the outside of the vehicle interior, an inside air introduction port communicating with the vehicle interior, and an inside / outside air switching door capable of opening and closing the outside air introduction port or the inside air introduction port. The air selected by the above (outside air, inside air, or mixed air of outside air and inside air) is introduced into the inside / outside air switching box 3.
The main blower 4 is a centrifugal electric fan formed by combining a fan and an electric motor. When energized from an air conditioning ECU (not shown), the main blower 4 is selected by an inside / outside air switching box 3 (specifically, an inside / outside air switching door). The sucked air is sucked and pumped into the air conditioning unit 2.

(Description of air conditioning unit 2)
The air conditioning unit 2 includes a resin air conditioning case 5 that forms an air passage from the connection port of the blower unit 1 toward the vehicle interior. The air conditioning case 5 is formed of a resin having elasticity like polypropylene and high mechanical strength. Specifically, the air conditioning case 5 adopts a structure in which it is divided into a plurality of parts and then joined together by fastening parts for reasons such as die cutting during molding and reasons for assembling functional parts inside. is doing.

  In the air conditioning unit 2, from the upstream side to the downstream side of the air flow, (a) a cooling unit that cools the air flow blown into the vehicle interior, and (b) heating of the air flow blown into the vehicle interior. The heating part to perform, (c) The blower outlet switching part which switches the blower outlet of the airflow which blows off into a vehicle interior is provided.

(Description of cooling part)
The cooling unit is provided with an evaporator 6 that cools the air flow. The evaporator 6 is a part of the vehicle refrigeration cycle.
A schematic configuration of the refrigeration cycle for a vehicle will be described. The vehicle refrigeration cycle includes a refrigerant compressor that performs a suction and compression operation of the refrigerant, a condenser (refrigerant condenser) that liquefies and condenses the high-temperature and high-pressure refrigerant compressed by the refrigerant compressor with the outside air, and the condenser The pressure reduction device (expansion valve, etc.) that converts the high-temperature and high-pressure liquid refrigerant liquefied at the low-temperature and low-pressure into a low-temperature and low-pressure mist-like refrigerant, and heat exchange with the air blown into the vehicle compartment. In addition, an evaporator 6 (refrigerant evaporator) that evaporates low-temperature and low-pressure mist refrigerant is provided. The vapor refrigerant evaporated by the evaporator 6 is again sucked into the refrigerant compressor, and the above cycle is repeated.
The means for storing the refrigerant in the vehicle refrigeration cycle may be a receiver that is arranged between the condenser and the decompression device and guides only the liquid refrigerant to the decompression device, or is arranged between the evaporator 6 and the refrigerant compressor. An accumulator that guides only the gas refrigerant to the refrigerant compressor may be used.

The refrigerant compressor according to the first embodiment is driven by an engine for running a vehicle (for example, a swash plate type variable displacement compressor whose discharge capacity is controlled according to an instruction from an air conditioning ECU). The rotational output of the shaft is transmitted through a pulley and a belt, and refrigerant suction operation and compression discharge operation are performed.
As described above, the evaporator 6 disposed in the air conditioning unit 2 flows in the low-temperature and low-pressure mist refrigerant decompressed by the decompression device, and the low-temperature and low-pressure mist refrigerant absorbs heat from the air passing through the evaporator 6. Evaporate. At this time, the mist refrigerant absorbs heat from the air passing through the evaporator 6, whereby the air passing through the evaporator 6 is cooled.
Details of the cooling unit will be described later.

(Description of heating unit)
Inside the air conditioning case 5, there is provided a hot air passage in which a hot water heater core 7 (an example of a heat exchanger for heating) is disposed, and a cold air bypass 8 that bypasses the hot air passage (bypasses the heater core 7). It has been.
Here, the heater core 7 is provided so that the engine cooling water (hot water) can be circulated and supplied, and the air passing through the heater core 7 is heated by exchanging heat between the engine cooling water and the air passing through the heater core 7. The

On the upstream side of the air flow of the heater core 7, the flow rate of air passing through the heater core 7 (that is, the amount of hot air heated by the heater core 7) and the flow rate of air passing through the cold air bypass 8 (that is, the amount of cold air that bypasses the heater core 7). ) And an air mix door 9 for adjusting the ratio. In addition, this air mix door 9 may be comprised with a plate-shaped door, and may be a film-type door.
Here, in FIG. 1, a second cold air bypass 10 that bypasses both the heater core 7 and the cold air bypass 8 is provided above the cold air bypass 8, and the second cold air bypass 10 is provided so as to be opened and closed by an opening / closing door 11. Although an example is shown, the 2nd cold wind bypass 10 and its opening-and-closing door 11 may be omitted.

(Explanation of outlet switching unit)
The air outlet switching unit switches the air outlet of the conditioned air that has passed through the air conditioning unit 2. The air conditioned air (mainly) is directed toward the inside of the windshield at the downstream side of the air flow in the air conditioning case 5. Defroster opening 12 leading to the defroster outlet for blowing out the warm air), face opening 13 leading to the face outlet for blowing the conditioned air (mainly cold air) toward the upper body of the front seat occupant, the feet of the front seat occupant A foot opening (not shown) that leads to a foot outlet for blowing conditioned air (mainly hot air) toward the section is provided.

The defroster opening 12 is provided with a defroster door 14 that opens and closes the defroster opening 12 and adjusts the opening degree of the defroster opening 12.
The face opening 13 is provided with a face door 15 that adjusts the opening and closing of the face opening 13 and the opening degree of the face opening 13.
A foot door (not shown) that adjusts the opening and closing of the foot opening and the opening degree of the foot opening is disposed in the foot opening.
The defroster door 14, the face door 15, and the foot door may be constituted by plate-like doors, film type doors, or rotary doors.

  In addition to the air outlets described above, the air outlet switching unit shown in FIG. 1 includes a rear face opening 16 that leads to a rear face air outlet for blowing air-conditioned air toward the upper body of the rear seat occupant, A rear foot opening 17 leading to a rear foot outlet for blowing conditioned air toward the foot is provided, and a rear face door 18 and a rear foot door 19 for opening and closing the rear face opening 16 and the rear foot opening 17 are provided. In addition, a rear air conditioning opening 20 that guides the conditioned air to the rear face opening 16 and the rear foot opening 17 and a rear air conditioning switching door 21 that opens and closes the rear air conditioning opening 20 are provided downstream of the air flow of the air conditioning unit 2. ing. Note that these rear seat outlet switching units may not be provided.

(Explanation of ECU for air conditioning)
The air conditioning ECU includes a CPU for performing control processing and arithmetic processing, a storage device (memory such as RAM, ROM, SRAM, and EEPROM) for storing various programs and data, an input circuit, an output circuit, a power supply circuit, and the like. In accordance with signals (such as occupant operation instructions and detected temperatures) from the read sensors (including switches operated by the occupant, etc.) and the control program stored in the vehicle. The operation control of various electric operation parts (the main blower 4 mentioned above, the refrigerant compressor mentioned above, the servo motor which drives each door mentioned above, etc.) mounted in the air conditioner for a vehicle is performed.

Specifically, the air conditioning ECU calculates a target blowing temperature (hereinafter referred to as TAO) of the conditioned air to be blown into the vehicle interior, and controls the operation of the main blower 4 and the air mix door 9 based on the calculated TAO. Opening / closing control of each door that performs opening control and switching of the air outlet is provided so as to be automatically controllable.
The TAO is a blowing temperature necessary for maintaining the passenger compartment at a set temperature Tset of a passenger compartment temperature setting means (not shown) operated by a passenger, and is calculated based on the following Equation 1.
[Formula 1]
TAO = Kset * Tset-Kr * Tr-Kam * Tam-Ks * Ts + C
Here, Tr in the above formula is an inside air suction temperature detected by an inside air sensor (not shown), Tam is an outside air suction temperature detected by an outside air sensor (not shown), and Ts is a solar radiation sensor (not shown). ) Is the amount of solar radiation detected. In the above equation, Kset, Kr, Kam, and Ks are preset control gains, and C is a correction constant.

[Features of Example 1]
The vehicle equipped with the vehicle air conditioner of the first embodiment is an idle stop vehicle that performs an energy saving operation by stopping the operation of the vehicle traveling engine when the vehicle traveling is stopped.
In such an idle stop vehicle, the engine is stopped while the vehicle is stopped, such as waiting for a signal. Therefore, even if the vehicle air conditioner is required to perform a cooling operation, the cooling operation of the vehicle is stopped by stopping the refrigerant compressor. It will not be possible to continue.

Therefore, the air conditioner of the first embodiment (1) ensures passenger comfort while the refrigerant compressor is stopped due to idle stop, (2) it is easy to secure a vehicle mounting space, and (3) air conditioner odor. The following measures will be taken in order to prevent the car from blowing into the passenger compartment.
This vehicle air conditioner is provided so as to perform draft air conditioning in which an air flow that does not pass through the evaporator 6 is blown into the vehicle interior when the refrigerant compressor is stopped and energy saving operation is performed when the vehicle is stopped (idle stop). It has been.

Specifically, the cooling unit of the air conditioning unit 2 is provided with an evaporator bypass 23 that bypasses the evaporator channel 22 (bypasses the evaporator 6) separately from the evaporator channel 22 through which the air passing through the evaporator 6 flows. Yes. The cooling section is provided with an EVA open / close door 24 for opening and closing the EVA flow path 22 and an EVA bypass open / close door 25 for opening and closing the EVA bypass 23.
The EVA opening / closing door 24 and the EVA bypass opening / closing door 25 may be constituted by a plate-shaped door as shown in FIG. 1, or may be other opening / closing means such as a film type door.
Further, the opening / closing door 24 and the opening / closing door 25 may be opened / closed in conjunction with one servo motor, or each of the opening / closing door 24 and the opening / closing door 25 is independent by a servo motor. Thus, the opening / closing control may be performed.
In addition, although the attachment position of the EVA bypass opening / closing door 25 differs in FIG. 1 and FIG. 2, either may be sufficient.

  The air conditioning ECU requires a cooling operation (when TAO is equal to or lower than a predetermined temperature: specifically, TAO is equal to or lower than the temperature at which the face air outlet is selected in the automatic air outlet selection mode in the automatic air conditioner. When the draft air conditioning is performed during idling stop, the air volume of the main blower 4 is increased by one level from the air volume of the cooling operation (cooling operation while the engine is operating) while the vehicle is running. Draft air volume increasing means (control program) is provided.

In addition, when the air conditioning ECU performs the draft air conditioning by stopping at an idle stop in a state where the cooling operation is required, the EVA passage 22 is closed by the EVA opening / closing door 24 and the EVA bypass opening / closing door 25 is used for the EVA bypass. Draft air conditioning execution means (control program) for performing draft air conditioning by performing an operation of opening 23 is provided.
The air conditioning ECU opens the evaporative flow path 22 by the evaporative opening / closing door 24 and the evaporative bypass opening / closing door 25 during the cooling operation in which the vehicle travels in a state where the cooling operation is required (during the cooling operation not during idling stop). Normal air-conditioning control (air-conditioning control in the operating state of the refrigeration cycle) for cooling the passenger compartment by the cooling air passing through the evaporator 6 with the evaporator bypass 23 closed is performed.

The inside / outside air switching door of the inside / outside air switching box 3 is automatically switched to inside air circulation when draft air conditioning is performed. When the occupant manually selects the introduction of outside air, the manual operation is prioritized and the introduction of outside air is selected. Further, when the draft air conditioning is performed, if the outside air temperature is lower than the inside air temperature, the inside / outside air switching door may be automatically switched to the outside air introduction.
On the other hand, the outlet at the time of draft air conditioning is automatically switched to the face outlet mode. When the occupant manually sets the blowing mode, the manual operation is prioritized and the blowing mode is selected.

Next, a specific control example when the vehicle is stopped at idle stop in a state where the cooling operation is required will be described with reference to the flowchart of FIG.
If the control routine is entered during operation of the vehicle air conditioner (start), it is determined whether or not the eco-run engine is stopped (step S11).
If the determination result in step S11 is NO (during engine operation), the routine proceeds to a control routine for performing normal air conditioning control (air conditioning control in the operating state of the refrigeration cycle) (step S12).

If the determination result in step S11 is YES (when the engine is stopped), the amount of solar radiation detected by a solar radiation sensor (not shown) is read (step S13).
Next, it is determined whether or not the amount of solar radiation read in step S13 is larger than a preset value. Specifically, it is determined whether the amount of solar radiation is 0 (zero) or larger than 0 (zero) (step S14).

When the amount of solar radiation is 0 (zero) in the determination result of step S14, it is determined that there is a high possibility that the occupant does not desire an aggressive cooling effect such as at night, and the air conditioning stop in which the operation of the main blower 4 is stopped is determined. Implement (step S15).
On the other hand, if the amount of solar radiation is greater than 0 (zero) in the determination result of step S14, it is determined that the occupant desires a positive cooling effect such as daytime, and the air volume of the main blower 4 is increased by one level to increase the air volume. At the same time, the air flow path 22 is closed by the open / close door 24, and the open air bypass 23 is opened by the open / close door 25 to perform draft air conditioning (step S16).
After executing step S15 or step S16, the process returns. That is, after that, the process proceeds to step S11 and follows the determination result of step S11.

[Effect of Example 1]
As described above, the vehicle air conditioner according to the first embodiment blows an air flow that does not pass through the evaporator 6 into the vehicle interior when the refrigerant compressor is stopped and the energy saving operation is performed when the vehicle is stopped (idle stop). Implement draft air conditioning.
Thus, even during idle stop when the refrigerant compressor stops, passenger comfort can be ensured by draft air conditioning.
Moreover, in this Example 1, since the cool storage agent heat exchanger (refer 31 code | symbol 31 of Example 3 mentioned later) is not mounted, the enlargement of the air conditioning unit 2 can be suppressed, and the vehicle mounting property of the air conditioning unit 2 deteriorates. Can be prevented. That is, it is possible to easily secure a vehicle mounting space.
Further, in the draft air conditioning, since the air flow that does not pass through the evaporator 6 is blown out into the vehicle interior, it is possible to prevent the air conditioner odor from being blown out into the vehicle interior. That is, it is possible to ensure the comfort of the occupant by performing the draft air conditioning by the air flow without the air conditioner odor.

  On the other hand, in the first embodiment, when the vehicle is stopped and the refrigerant compressor is stopped and the energy saving operation is performed, when the amount of solar radiation is 0 (zero) such as at night, the operation of the main blower 4 is stopped and the draft air conditioning is performed. Therefore, battery consumption during idle stop when charging operation is not performed can be suppressed. Thus, since battery consumption is suppressed, the amount of charge of the battery after the vehicle starts can be suppressed, and as a result, fuel consumption of the vehicle can be suppressed.

A second embodiment will be described with reference to FIGS. In the following embodiments, the same reference numerals as those in the first embodiment denote the same functional objects.
In the first embodiment, when the refrigerant compressor is stopped and the energy saving operation is performed when the vehicle is stopped, the operation state of the draft air conditioning is controlled based on the amount of solar radiation.
In contrast, the second embodiment is an example of controlling the operation state of the draft air conditioning based on the occupant surface temperature (the surface temperature of the vehicle occupant) when the refrigerant compressor is stopped and the energy saving operation is performed when the vehicle travel is stopped. Indicates.

As shown in FIG. 4, an IR sensor 26 (infrared sensor) that detects at least a driver's passenger surface temperature is provided in the passenger compartment, and the passenger surface temperature detected by the IR sensor 26 is used as an IR sensor value for air conditioning. It is provided so as to be read by the ECU.
On the other hand, the air conditioning ECU is equipped with a control program for controlling the operation state of the draft air conditioning based on the IR sensor value (value related to the passenger surface temperature) detected by the IR sensor 26.

Next, a specific control example when the vehicle is stopped at idle stop in a state where the cooling operation is required will be described with reference to the flowchart of FIG.
If the control routine is entered during operation of the vehicle air conditioner (start), it is determined whether or not the eco-run engine is stopped (step S21).
If the determination result in step S21 is NO (during engine operation), the process proceeds to a control routine for performing normal air conditioning control (step S22).

When the determination result in step S21 is YES (when the engine is stopped), the IR sensor value detected by the IR sensor 26 is read (step S23).
Next, it is determined whether or not the IR sensor value read in step S23 is larger than a preset value. Specifically, it is determined whether the IR sensor value is 18 or less (corresponding to a sufficiently cool passenger surface temperature) or greater than 18 (corresponding to a sufficiently cool passenger surface temperature) ( Step S24).

If the IR sensor value is 18 or less (corresponding to a sufficiently cool passenger surface temperature) in the determination result of step S24, it is determined that there is a high possibility that the passenger has cooled and the passenger does not desire an active cooling effect. Then, the air conditioning is stopped after the operation of the main blower 4 is stopped (step S25).
On the other hand, if the IR sensor value is larger than 18 (corresponding to a sufficiently cool passenger surface temperature) in the determination result of step S24, it is determined that the passenger is not cooled and the passenger desires a cooling effect, and the main blower The air volume of No. 4 is increased by one level to increase the air volume, and the air flow path 22 is closed by the open / close door 24, and the open air bypass 23 is opened by the open / close door 25 to perform draft air conditioning (step S26). ).
After executing step S25 or step S26, the process returns. That is, after that, the process proceeds to step S21 and follows the determination result of step S21.

  In the second embodiment, in addition to the effects of the first embodiment, when the refrigerant compressor is stopped and the energy saving operation is performed when the vehicle is stopped, the main engine is operated when it is determined that the occupant is cooled by detection of the IR sensor 26. By stopping the operation of the blower 4, it is possible to suppress battery consumption during the idle stop when the charging operation is not performed. Thus, since battery consumption is suppressed, the amount of charge of the battery after the vehicle starts can be suppressed, and as a result, fuel consumption of the vehicle can be suppressed.

A third embodiment will be described with reference to FIGS.
In the third embodiment, the EVA bypass 23 shown in the first embodiment is divided into a regenerator passage in which the regenerator heat exchanger 31 is disposed and a regenerator bypass 32 that bypasses the regenerator heat exchanger 31. It is.
Further, in the third embodiment, in addition to the EVA bypass opening / closing door 25 for opening and closing the EVA bypass 23, one of the regenerator passage or the regenerator bypass 32 is closed, and both the regenerator passage and the regenerator bypass 32 are simultaneously closed. A cold storage selection door 33 that can be opened is provided.

  The cool storage agent heat exchanger 31 is a heat exchanger that performs heat exchange between the cool storage agent that is stored by the operation of the refrigeration cycle while the vehicle is running and the air that flows through the cool storage passage in the EVA bypass 23. The specific structure of the regenerator heat exchanger 31 employs a structure in which, for example, a plurality of tubes are arranged with gaps, the regenerator is filled in the tubes, and air passes between the tubes. . The cold storage agent filled in the cold storage agent heat exchanger 31 is a hydrate cold storage agent using paraffin, for example.

  The cool storage agent heat exchanger 31 used in the third embodiment is used when cooling the air blown out during draft air conditioning, and the cool storage potential of the cool storage agent mounted on the cool storage agent heat exchanger 31 is , Provided in the range of 40 to 60 kJ (If the cooling of the vehicle interior is carried out by the cold energy stored in the cold storage agent, about 100 kJ is required as the cold storage amount potential of the cold storage agent. The regenerator used in is small).

As described above, the regenerator heat exchanger 31 is regenerated by the operation of the refrigeration cycle. As a specific example, a regenerator heat exchanger 31 mounted on the top of the evaporator 6 is provided so as to come into contact with the evaporator 6 over a wide area, and the regenerator heat exchanger 31 is cooled by the cold heat generated by the operation of the evaporator 6. It is provided so that the regenerator filled in the container can be cooled.
In addition, as another cool storage means, the cool storage agent may be directly cooled by a low-temperature refrigerant by the operation of the refrigeration cycle to actively store cool. Specifically, for example, the cool storage agent may be directly cooled by a liquid refrigerant that bypasses the decompression device.

  The air conditioning ECU according to the third embodiment performs the operation control of the main blower 4 and the opening degree control of the cool storage selection door 33 based on the amount of solar radiation and TAO (when the cool storage heat exchanger 31 is disposed) when performing draft air conditioning by idling stop. Switching control between the regenerator passage to be performed and the regenerator bypass 32). In other words, the air conditioning ECU is equipped with a control program for controlling the operating state of the draft air conditioning based on the amount of solar radiation detected by the solar radiation sensor and TAO.

Next, a specific control example when stopping at an idle stop will be described with reference to the flowchart of FIG.
If the control routine is entered during operation of the vehicle air conditioner (start), it is determined whether or not the eco-run engine is stopped (step S31).
If the determination result in step S31 is NO (during engine operation), the process proceeds to a control routine for performing normal air conditioning control (step S32).

If the determination result in step S31 is YES (when the engine is stopped), the amount of solar radiation detected by a solar radiation sensor (not shown) and TAO are read (step S33).
Next, it is determined whether or not the TAO read in step S33 is 38 ° C. or less, and the solar radiation amount read in step S33 is 0 (zero) or the solar radiation amount is 0 (zero) to 400 W / It is determined whether it is within the range of m ² or the amount of solar radiation is greater than 400 W / m ² (step S34).

In the determination result of step S34, when TAO is higher than 38 ° C. or the amount of solar radiation is 0 (zero), it is determined that there is a high possibility that the occupant does not desire an active cooling effect, and the main blower 4 The air conditioning is stopped after stopping the operation (step S35).
On the other hand, in the determination result of step S34, when TAO is 38 ° C. or less and the amount of solar radiation is in the range of 0 (zero) to 400 W / m ² , the occupant desires a large cooling effect although the cooling effect is desired. In other words, the air flow rate of the main blower 4 is increased by one level to increase the air flow rate, the EVA flow path 22 is closed by the EVA open / close door 24, the EVA bypass 23 is opened by the EVA bypass open / close door 25, and the cold storage selection door 33 Closes the regenerator passage in which the regenerator heat exchanger 31 is disposed, and performs draft air conditioning (hereinafter referred to as draft airconditioning with only air blowing) by air blowing operation that does not pass through the regenerator heat exchanger 31 (step S36). .

Furthermore, in the judgment result of step S34, when TAO is 38 ° C. or less and the amount of solar radiation is larger than 400 W / m ^2, it is judged that the occupant desires a large cooling effect, and the air volume of the main blower 4 is set to one level. In addition to increasing the air volume, the EVA flow path 22 is closed by the EVA open / close door 24, the EVA bypass 23 is opened by the EVA bypass open / close door 25, and the regenerator bypass 32 is closed by the cool storage selection door 33, so Draft air conditioning (hereinafter referred to as cold storage draft air conditioning) using cold air (cooling agent purge air) that has passed through the vessel 31 is performed (step S37).
After executing step S35, step S36, or step S37, the process returns. That is, after that, the process proceeds to step S31 and follows the determination result of step S31.

(Effect 1 of Example 3)
In the third embodiment, in addition to the effects of the first embodiment, the following effects can be obtained.
In the third embodiment, even when the engine is stopped at idle stop and the refrigerant compressor is stopped, when the air conditioning ECU determines that the occupant desires a large cooling effect, Draft air conditioning is carried out, and the cool air that has passed through the regenerator heat exchanger 31 is blown into the passenger compartment to continue the cooling operation. Thus, since the cooling operation during the idle stop can be continued, the comfort of the occupant during the idle stop can be kept high.

  Further, in the third embodiment, even when the engine is stopped at the idle stop and the refrigerant compressor is stopped, the cooling effect is desired, but the passenger does not desire a large cooling effect, but the air conditioning When the ECU determines, draft air conditioning with only air blowing can be performed to maintain the comfort of the occupant during idle stop.

  Further, in the third embodiment, even when the engine is stopped at the idle stop and the refrigerant compressor is stopped, it is highly likely that the passenger does not desire the positive cooling effect. Since the main blower 4 is stopped when the ECU determines, it is possible to suppress battery consumption during the idle stop when the charging operation is not performed without impairing the comfort of the passenger during the idle stop.

Here, the cold storage draft air conditioning purges the cold energy of the cold storage agent stored during the period during which the refrigerant compressor operates (during engine operation) during idle stop.
For this reason, as represented by the specific experimental results shown in FIG. 9, the air conditioning capacity (capacity in the figure) of the cooling operation (cooling operation during engine operation) in which the refrigerant compressor operates is 100%. The air conditioning capacity of draft air conditioning with only air blowing decreases to 71%, but the cold storage air conditioning capacity can maintain the air conditioning capacity at 81%.
From this experimental result, it can be understood that the cool storage draft air conditioning keeps the passenger comfort high during idling stop as compared with the draft air conditioning using only air blowing.

Further, as represented by the specific experimental results shown in FIG. 9, when the energy consumption (power in the figure) of the cooling operation (cooling operation during engine operation) in which the refrigerant compressor operates is 100%, The energy consumption of the cold storage draft air conditioning is suppressed to 85%. That is, in the cold storage draft air conditioning, the comfort of the passenger during the idling stop can be kept high with a small energy consumption.
On the other hand, the energy consumption of draft air conditioning using only air blowing is suppressed to 77% compared to the cooling operation in which the refrigerant compressor operates (cooling operation during engine operation). Also from this experimental result, it can be understood that the draft air-conditioning with only air blowing consumes less energy.

(Effect 2 of Example 3)
In this third embodiment, the regenerator heat exchanger 31 is used. However, in the regenerator draft air conditioner, the cooling operation using the regenerator is not the main purpose, so a large regenerator potential is not required. For this reason, securing of a vehicle mounting space can be facilitated. Specifically, the cold storage potential of the cold storage agent mounted on the cold storage agent heat exchanger 31 is 40 to 60 kJ, compared to the conventional technology (conventional technology requiring about 100 kJ as the cold storage potential of the cold storage agent). Thus, the regenerator heat exchanger 31 can be made small. For this reason, the small regenerator heat exchanger 31 can be mounted on the EVA bypass 23. As a result, an increase in the size of the air conditioning unit 2 can be suppressed, and a vehicle mounting space can be easily secured.

(Effect 3 of Example 3)
The air-conditioning ECU according to the third embodiment performs an occupant switching operation between the main blower 4 OFF control, the draft air-conditioning only for the air blowing, and the cold-storage draft air-conditioning based on the amount of solar radiation and TAO during the idling stop. Energy consumption can be reduced while maintaining comfort. That is, it is possible to achieve both energy saving and passenger comfort at a high level.

Example 4 will be described with reference to FIG.
In the third embodiment, when the refrigerant compressor is stopped and the energy saving operation is performed when the vehicle is stopped, the operation state of the draft air conditioning is controlled based on the amount of solar radiation.
In contrast, the fourth embodiment is an example in which the operating state of the draft air conditioning is controlled based on the passenger surface temperature detected by the IR sensor 26 when the refrigerant compressor is stopped and the energy saving operation is performed when the vehicle is stopped. Indicates.
The air conditioning ECU controls the operating state of the draft air conditioning (operation stop, draft air conditioning only for blowing air, cold storage draft air conditioning) based on the IR sensor value (value relating to the passenger surface temperature) detected by the IR sensor 26. A control program is installed.

Next, a specific control example when stopping at an idle stop will be described with reference to the flowchart of FIG.
If the control routine is entered during operation of the vehicle air conditioner (start), it is determined whether or not the eco-run engine is stopped (step S41).
If the determination result in step S41 is NO (during engine operation), the routine proceeds to a control routine for performing normal air conditioning control (step S42).

If the determination result in step S41 is YES (when the engine is stopped), the IR sensor value and TAO detected by the IR sensor 26 are read (step S43).
Next, it is determined whether the TAO read in step S43 is 38 ° C. or less, and whether the IR sensor value read in step S43 is 18 (corresponding to a sufficiently cool passenger surface temperature) or less, It is determined whether the IR sensor value is 18 to 22 (corresponding to an occupant surface temperature within a normal range) or greater than 22 (corresponding to an occupant surface temperature that is hotter than normal). (Step S44).

In the determination result of step S44, when TAO is higher than 38 ° C. or when the IR sensor value is 18 or less, it is determined that there is a high possibility that the occupant does not desire an active cooling effect. The air conditioning is stopped after the operation is stopped (step S45).
On the other hand, in the determination result of step S44, when TAO is 38 ° C. or less and the IR sensor value is in the range of 18 to 22, it is determined that the occupant does not desire a large cooling effect although the cooling effect is desired, The air volume of the main blower 4 is increased by one level to increase the air volume, the EVA flow path 22 is closed by the EVA open / close door 24, the EVA bypass 23 is opened by the EVA bypass open / close door 25, and the regenerator heat exchange is performed by the cold storage selection door 33. The regenerator passage in which the cooler 31 is disposed is closed, and draft air conditioning with only blowing is performed (step S46).

Further, in the determination result of step S44, if TAO is 38 ° C. or lower and the IR sensor value is larger than 22, it is determined that the passenger desires a large cooling effect, and the air flow rate of the main blower 4 is increased by one level. While the air flow rate is increased, the EVA flow path 22 is closed by the EVA open / close door 24, the EVA bypass 23 is opened by the EVA bypass open / close door 25, and the regenerator bypass 32 is closed by the cold storage selection door 33. The cold storage draft air-conditioning with the cold air that has passed through (purge air of the cold storage agent) is performed (step S47).
After executing step S45, step S46, or step S47, the process returns. That is, after that, the process proceeds to step S41 and follows the determination result of step S41.
In the fourth embodiment, the same effect as in the third embodiment can be obtained.

The fifth embodiment is a modification of the third and fourth embodiments.
In the third and fourth embodiments, when the air conditioning ECU determines that the occupant desires a large cooling effect, the cool storage draft air conditioning is performed, and the cool air that has passed through the cool storage agent heat exchanger 31 is placed in the vehicle interior. An example of blowing out and continuing the cooling operation was shown.
On the other hand, when the air conditioning ECU determines that the occupant desires a large cooling effect, the open / close state of the cool storage selection door 33 may be controlled according to the cool storage amount of the cool storage agent heat exchanger 31.
Specifically, when it is determined that the cold storage amount of the cold storage agent heat exchanger 31 is larger than the predetermined amount (cooled), the cold storage bypass 32 is closed by the cold storage selection door 33 and the cold storage draft air conditioning is performed. When it is determined that the amount of cold stored in the regenerator heat exchanger 31 is less than the predetermined amount (not cooled), both the regenerator bypass 32 and the regenerator passage (cold regenerator heat exchanger 31) are selected by the regenerator selection door 33. Draft air conditioning (hereinafter referred to as air blow + cold storage draft air conditioning) may be performed.

The criterion for determining whether the amount of cold stored in the regenerator heat exchanger 31 is larger or smaller than a predetermined amount is to detect, for example, the air flow temperature (blowing temperature) on the downstream side of the air flow of the air conditioning unit 2, and the blowing temperature is preliminarily determined. When the temperature is lower than the set reference temperature, it is determined that “the amount of cold stored in the regenerator heat exchanger 31 is greater than a predetermined amount”, and when the blowout temperature is higher than the preset reference temperature, “of the regenerator heat exchanger 31 It may be determined that the cold storage amount is less than a predetermined amount.
Alternatively, the operation time of the cold storage draft air conditioning is counted, and when the operation time of the cold storage draft air conditioning is shorter than a preset time, it is determined that “the cold storage amount of the cold storage heat exchanger 31 is greater than a predetermined amount”, and the cold storage When the operation time of the draft air conditioning is longer than a preset set time, it may be determined that “the cold storage amount of the cold storage agent heat exchanger 31 is less than a predetermined amount”.

  By adopting the fifth embodiment, when the cold storage amount of the regenerator heat exchanger 31 decreases during the idling stop, both the regenerator bypass 32 and the regenerator passage (cold regenerator heat exchanger 31) are opened. Since ventilation + cold storage draft air-conditioning is performed, the amount of air blown into the passenger compartment is increased due to a decrease in flow path resistance, and passenger comfort can be ensured.

Example 6 will be described with reference to FIG.
In each of the above-described embodiments, the main air blower 4 is operated and the draft air conditioning is performed by the air flow passing through the EVA bypass 23.
On the other hand, in the sixth embodiment, draft air conditioning is performed by the sub blower 41 different from the main blower 4 without providing the air bypass 23 in the air conditioning unit 2.

  The HVAC of the sixth embodiment has a sub blower 41 mounted on the downstream side of the air flow in the air conditioning unit 2 separately from the main blower 4. The air conditioning unit 2 of the sixth embodiment is divided into two upper and lower layers, and the primary purpose of mounting the sub blower 41 is to assist the rear air volume. An air flow toward the rear seat side of the room is generated.

In the sixth embodiment, draft air conditioning at the time of idling stop is performed using the sub blower 41.
Specifically, in the suction port of the sub blower 41 in the sixth embodiment, the intake air switching means for switching the air suction destination to the inside of the lower passage of the air conditioning unit 2 or the inside air of the lower part of the instrument panel P ( (Not shown) is provided.
The blower outlet of the sub blower 41 is provided with blown air switching means (not shown) for switching the air blow destination to the rear seat side, which is the original purpose, or to the upper body of the front seat occupant.
And when performing draft air conditioning at the time of idling stop, while switching the suction inlet of the sub air blower 41 to the inside air of the lower part of the instrument panel P, switching the blower outlet of the sub air blower 41 to the upper body of a front seat passenger, sub air blower 41 The air flow that does not pass through the evaporator 6 is blown out into the passenger compartment.

Here, when draft air-conditioning is performed by the sub blower 41, the inside air below the instrument panel P is sucked from the suction port of the sub blower 41. There is a high possibility that air having a relatively low temperature exists in the lower part of the instrument panel P. For this reason, low-temperature air is blown into the passenger compartment by the draft air conditioning, and the comfort of the passenger can be enhanced.
Specifically, when the main blower 4 of the blower unit 1 sucks the inside air selected by the inside / outside air switching box 3 (reference numeral, see FIG. 1 and the like), the main blower 4 has a gap between the instrument panel P and an instrument. In order to suck in the inside air that has passed through the gap between the internal equipment arranged inside the panel P, the inside air sucked into the HVAC is warmed by the heat accumulation of the instrument panel P and the internal equipment. For this reason, even if the main air blower 4 is operated and the draft air conditioning by the inside air blowing is performed, warm air is blown out.
On the other hand, in the sixth embodiment, as described above, low-temperature air is blown into the vehicle interior by the draft air conditioning, and the comfort of the passenger can be enhanced.

Example 7 will be described with reference to FIG.
In each of the above-described embodiments, an example in which draft air conditioning is performed by the blower (the main blower 4 or the sub blower 41) provided in the HVAC is shown.
In contrast to this, in the seventh embodiment, as shown in FIG. 12, a ventilation unit 42 that blows air toward the upper body of the occupant is provided separately from the HVAC, and a ventilation fan 43 that is mounted on the ventilation unit 42. Draft air conditioning is carried out by operating.
As in the sixth embodiment, the ventilation unit 42 sucks air having a relatively low temperature below the instrument panel P and blows it out toward the upper body of the occupant, thereby improving the comfort of the occupant.
Further, in the seventh embodiment, since the draft air conditioning at the time of idling stop is performed by operating the ventilation unit 42 different from the HVAC, it is not necessary to change the structure of the existing HVAC.

In each of the above-described embodiments, when the draft air volume increasing means (control program) is provided in the air conditioning ECU and the draft air conditioning is performed, the amount of air blown during the cooling operation (cooling operation during engine operation) while the vehicle is running, An example of increasing the air volume by increasing the air volume by one level was shown.
On the other hand, the air conditioning ECU of the eighth embodiment is provided with a learning means (control program), and when the air volume change instruction is given by the occupant's manual operation during the draft air conditioning, the air volume is increased. The change is stored, and the draft air conditioning is performed with the air volume after the air volume change from the next time.
As a specific example, when an instruction to reduce the air volume is issued during manual operation by the occupant during draft air conditioning, the fact that an instruction to reduce air volume has been issued during draft air conditioning is stored in the storage device. In the next draft air conditioning, the increase in the air volume by the draft air volume increasing means is canceled.
Thereby, at the time of the next draft air conditioning, even if a passenger | crew does not perform manual operation, the draft air conditioning by the air volume according to a passenger | crew's liking can be implemented.

  The ninth embodiment is a technique applicable to a vehicle air conditioner (see, for example, the third and fourth embodiments) in which the regenerator heat exchanger 31 is disposed in an air passage that performs draft air conditioning. That is, it is a technique applicable to a vehicle air conditioner capable of cold storage draft air conditioning.

A vehicle equipped with a vehicle air conditioner capable of cold storage air conditioning is equipped with an information receiving device that receives information on traffic (such as IT information obtained from a navigation system or inter-vehicle communication) from the outside of the vehicle.
On the other hand, the air-conditioning ECU detects “the next signal stop” detected by the information receiving device while the vehicle is running, in addition to the “air-conditioning state (sunlight amount, outside air temperature, required cooling capacity, etc.)” that can be detected in the vehicle. The amount of cold storage of the cold storage agent is controlled based on the “time until” and “next signal stop time”. Specifically, the refrigerant compressor is calculated so that the cold storage amount required for the cold storage draft air conditioning performed at the “next signal stop time” is calculated, and the calculated cold storage amount is stored in the cold storage agent heat exchanger 31. This is to control the operation state.
As a result, the cold storage capacity required when the vehicle is stopped (while the refrigerant compressor is stopped) can be stored in the cold storage agent heat exchanger 31 until the vehicle stops, and cold storage draft air conditioning can be performed while the signal is stopped. Can be implemented.

  In this way, while the vehicle is running, by controlling the cold storage amount of the cool storage agent based on the “time until the next signal stops” and the “next signal stop time”, The amount of cold storage required for the cold storage draft air conditioning can be ensured, and fuel consumption can be reduced by suppressing unnecessary cold storage.

  In addition to the “air-conditioning state (amount of solar radiation, outside air temperature, required cooling capacity, etc.)” that can be detected in the vehicle when the vehicle stops, the ECU for air conditioning “signal stop time” detected by the information receiving device Based on the above, the amount of cool storage agent is controlled. Specifically, the air volume control in the cold storage draft air conditioning is performed based on the “cold storage amount of the cold storage agent” and the “signal stop time”, and the cold storage draft air conditioning is performed without waste while the signal is stopped. Also by this, useless cold storage is suppressed and low fuel consumption can be realized.

The tenth embodiment is a modification of the ninth embodiment.
As for the number of occupants on the vehicle, there is a data that the ratio of only the driver is 75% on weekdays and 62% on weekends and holidays. Thus, it is highly possible that only one driver is on the vehicle. For this reason, if the amount of cold storage in cold storage draft air conditioning is set based on the number of vehicles, there is a high possibility of performing unnecessary cold storage.

In the tenth embodiment, the number of passengers actually on the vehicle (the number of passengers) is detected by a seat sensor (means for detecting the number of passengers based on the weight of the passenger on the seat), an IR sensor, or the like.
On the other hand, the air-conditioning ECU detects “the next signal stop” detected by the information receiving device while the vehicle is running in addition to the “air-conditioning state (sunlight amount, outside air temperature, required cooling capacity, etc.)” that can be detected in the vehicle. The amount of cold storage of the cold storage agent is controlled based on the “time to do”, “next signal stop time”, and “number of passengers”. Specifically, the operation state of the refrigerant compressor is controlled so that the cold storage amount corresponding to the “air conditioning state”, “passenger number of passengers”, and “next signal stop time” is stored in the cold storage agent heat exchanger 31. . Thereby, useless cold storage can be suppressed and low fuel consumption can be realized.

  In addition to the “air-conditioning state (amount of solar radiation, outside air temperature, required cooling capacity, etc.)” that can be detected in the vehicle when the vehicle stops, the ECU for air conditioning “signal stop time” detected by the information receiving device And the amount of cool storage agent is controlled based on the number of passengers. Specifically, air volume control in cool storage draft air-conditioning is performed based on “cool storage amount of cool storage agent”, “number of passengers”, “signal stop time” and “air condition”, and cool storage without waste during signal stop. Draft air conditioning is implemented. Also by this, useless cold storage is suppressed and low fuel consumption can be realized. In addition, when performing cold storage draft air conditioning according to the number of passengers, it is desirable to automatically close the air outlets toward the seats on which passengers are not boarded.

In addition, when controlling the amount of cool storage and cooling of the cool storage agent according to the number of passengers, the numerical value of 1.0 Met (stationary person) to 1.2 Met (person with high surface temperature) per passenger It may be used to control the amount of cold storage and the amount of cooling.
Further, in addition to the above, a cold storage amount and a cooling amount may be controlled using a technique called “SET start”.

[Modification]
In each of the above embodiments, in order to explain a specific example, an example in which the refrigerant compressor is driven by the vehicle running engine is shown, but the refrigerant compressor may be driven by an electric motor. good. When the electric compressor is used as described above and does not have a large battery capacity as in the hybrid vehicle, there is a request to stop the electric compressor during the power generation stop accompanying the idle stop. At this time, by implementing the draft air conditioning according to the present invention, energy saving, passenger comfort improvement, and air conditioning odor prevention can be achieved.

It is a schematic block diagram of HVAC (Example 1). (Example 1) which is the principal part enlarged view of FIG. It is a flowchart which shows the example of control (Example 1). (Example 2) which is explanatory drawing which shows the attachment position of IR sensor. It is a flowchart which shows the example of control (Example 2). It is a schematic block diagram of HVAC (Example 3). (Example 3) which is the principal part enlarged view of FIG. It is a flowchart which shows the example of control (Example 3). It is a graph which shows the comparative example of an air-conditioning capability and energy consumption (Example 3). It is a flowchart which shows the example of control (Example 4). (Example 6) which is a schematic block diagram of HVAC. (Example 7) which is a schematic block diagram of HVAC and a ventilation unit.

Explanation of symbols

4 Main blower 6 Evaporator 22 Eva flow path 23 Eva bypass (example of air passage for draft air conditioning)
24 EVA door 31 Coolant heat exchanger 32 Cold storage bypass 33 Cold storage selection door 41 Sub blower 42 Ventilation unit 43 Ventilation blower

Claims (6)

A refrigerant compressor that performs suction and compression operation of the refrigerant, and a refrigeration cycle that includes an evaporator (6) that performs heat exchange between the air flow and the low-temperature and low-pressure refrigerant to cool the air flow,
In a vehicle air conditioner that performs energy saving operation by stopping the refrigerant compressor when the vehicle stops traveling,
The vehicle air conditioner performs draft air conditioning that blows an air flow that does not pass through the evaporator (6) when the refrigerant compressor is stopped and energy saving operation is performed when the vehicle stops running. A vehicle air conditioner. In the vehicle air conditioner according to claim 1,
In the air passage (23) for performing the draft air conditioning, a cold storage heat exchanger (31) for performing heat exchange between the cold storage agent cooled by the operation of the refrigeration cycle and the air flow toward the vehicle interior by the draft air conditioning. Is provided, and a regenerator bypass (32) for bypassing the regenerator passage is provided,
The control device that performs the operation control of the electric operation parts in the vehicle air conditioner is the operation control of the blower that performs the draft air conditioning based on the amount of solar radiation, the occupant surface temperature, or the target blowing temperature when the draft air conditioning is performed. And a vehicle air conditioner that controls opening and closing of the regenerator passage or the regenerator bypass (32). In the vehicle air conditioner according to claim 2,
The cold storage amount potential of the cold storage agent mounted on the cold storage heat exchanger (31) is 40 to 60 kJ. In the vehicle air conditioner according to any one of claims 1 to 3,
The control device that controls the operation of the electric operation parts in the vehicle air conditioner is configured to stop the refrigerant compressor and perform the draft air conditioning from the cooling operation for operating the refrigerant compressor. A draft air volume increasing means for increasing the air volume of the draft air conditioning than the air volume of the cooling operation for operating
During the draft air conditioning, when an instruction to change the air volume is made by a passenger's manual operation, the air volume change is stored, and learning means is provided for performing the draft air conditioning with the air volume after the air volume change from the next time. A vehicle air conditioner. In the vehicle air conditioner according to any one of claims 1 to 4,
In the air passage (23) for performing the draft air conditioning, a cold storage heat exchanger (31) for performing heat exchange between the cold storage agent cooled by the operation of the refrigeration cycle and the air flow toward the vehicle interior by the draft air conditioning. Is provided with a regenerator passage,
A vehicle equipped with the vehicle air conditioner is equipped with an information receiving device that receives information about traffic from outside the vehicle,
The control device for controlling the operation of the electric operation parts in the vehicle air conditioner,
While running the vehicle, based on the time until the next signal detected by the information receiving device and the next signal stop time, to control the cold storage amount of the cold storage agent,
An air conditioner for a vehicle, wherein when the vehicle stops by a signal, the cooling amount of the cool storage agent is controlled based on a signal stop time detected by the information receiving device. In the vehicle air conditioner according to claim 5,
The control device comprises means for detecting the number of passengers on board,
The control device, when controlling the cold storage amount of the cold storage agent, in addition to the time until the next signal stop detected by the information receiving device and the next signal stop time, based on the number of passengers, While controlling the amount of cold storage of the cold storage agent,
When controlling the cooling amount of the cool storage agent, in addition to the signal stop time detected by the information receiving device, the cool storage amount of the cool storage agent is controlled based on the number of passengers. Air conditioner.

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