JP2015107694A - Air conditioning controller for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an air conditioning controller for a vehicle that suppresses driving of a compressor by an internal combustion engine to improve an actual fuel economy by efficiently collecting deceleration energy of the vehicle and cold storing the energy in a heat exchanger for cooling.SOLUTION: The air conditioning controller for a vehicle comprises regenerative mode determining means for determining whether regenerative energy of the vehicle can be regenerated or not, an evaporator temperature sensor 51 and a control device 5 for controlling a discharge capacity of a variable capacity type compressor 11. The control device 5, when the regenerative mode determining means determines that the energy can be regenerated, cold-stores the energy in an evaporator 6 with a cold-storage agent using a refrigerant compressed by the compressor 11; and when a temperature detected by the evaporator temperature sensor 51 reaches a first temperature threshold T1 higher than a temperature at which the evaporator 6 with the cold-storage agent freezes, controls a compression capacity of the compressor 11 so that the first temperature threshold T1 is maintained.

Description

  The present invention relates to a vehicle air-conditioning control device that collects deceleration energy during vehicle deceleration and stores the energy in a cooling heat exchanger to reduce fuel consumption of the vehicle.

  Conventionally, the temperature of air cooled by a heat exchanger for cooling is detected, and the compressor is driven and controlled so that the detected temperature becomes a target cooling temperature. Patent Document 1 is disclosed as a technology of a vehicle air conditioner that recovers deceleration energy of a vehicle by increasing and accumulating in a cooling heat exchanger.

  According to Patent Document 1, the target cooling temperature of the variable capacity compressor driven by the engine of the vehicle and the air blown into the passenger compartment is calculated, and the detected temperature of the temperature detecting means becomes the target cooling temperature. A control unit for controlling the discharge capacity of the compressor, and a dry determination for determining whether or not the surface of the cooling heat exchanger through which the air passes is dried. And the control means, when the deceleration state detection means detects the vehicle's decelerating running state, controls the capacity of the compressor so that the compression capacity becomes substantially maximum regardless of the target cooling temperature, When the drying determining means determines that the surface of the cooling heat exchanger through which the air passes is dry, the detected temperature becomes the target cooling temperature regardless of the detection result of the deceleration state determining means. Capacity control of compressor discharge capacity To.

By doing in this way, a control means controls to a substantially maximum capacity | capacitance irrespective of the target cooling temperature of the heat exchanger for cooling at the time of vehicle deceleration. Therefore, it is possible to sufficiently recover energy when the vehicle decelerates.
However, if cold storage is performed while the surface of the cooling heat exchanger is dry during vehicle deceleration, moisture in the air condenses and condenses on the surface of the cooled cooling heat exchanger.
When the condensed water adhering to the surface gradually dries after the end of cold storage, the off-flavor components adhering to the surface of the cooling heat exchanger are blown into the passenger compartment along with the air-conditioning wind, causing discomfort to the passengers. End up.
Therefore, the control means does not store the cooling heat exchanger when the surface of the cooling heat exchanger is dry at the start of vehicle deceleration. Accordingly, it is possible to prevent the passenger from feeling uncomfortable due to the odor component being blown into the passenger compartment.

Japanese Patent No. 4417064

According to Patent Document 1, when the vehicle detects a deceleration state, the control device controls the compression capacity of the variable displacement compressor to a maximum extent to sufficiently recover the deceleration energy. It is said that cold storage is not performed when the industrial heat exchanger is dry.
This is because when the cooling heat exchanger is dry, the vehicle deceleration energy is wasted by controlling the compression capacity of the variable capacity compressor to a minimum. Has a problem that it cannot be fully utilized for improving the fuel efficiency of vehicle operation.

  In view of such technical problems, the present invention efficiently recovers vehicle deceleration energy and stores it in a cooling heat exchanger, thereby suppressing the drive of the compressor by the internal combustion engine and improving the practical fuel consumption. An object is to provide a vehicle air-conditioning control device.

In order to solve such a problem, the present invention is a variable capacity compressor that is driven by the power of an internal combustion engine to compress a refrigerant;
A vehicle air-conditioning control device configured to have an evaporator with a cold storage agent provided with a cold storage agent that stores the cold heat of the refrigerant,
Regenerative mode determination means for determining whether the regenerative energy of the vehicle is regenerative,
An evaporator temperature sensor for detecting the temperature of the evaporator with the cold storage agent;
A control device for controlling the discharge capacity of the variable capacity compressor,
When the regenerative mode determining means determines that regeneration is possible, the control device cools the evaporator with the regenerator with the refrigerant compressed by the variable capacity compressor, and the temperature detected by the evaporator temperature sensor indicates the temperature of the regenerator When the first temperature threshold higher than the temperature at which icing occurs in the attached evaporator is reached, the compression capacity of the variable displacement compressor is controlled so as to maintain the first temperature threshold. Equipment can be provided.

According to this invention, when the temperature of the evaporator with the cool storage agent reaches the first threshold when the regeneration mode determination means determines that the regeneration is possible, the cool storage capacity is controlled by maintaining the temperature of the evaporator with the cool storage agent. Since the compression capacity for driving the variable displacement compressor can be reduced, the load for driving the variable displacement compressor of the internal combustion engine is reduced, and the vehicle fuel efficiency of the vehicle is reduced. Improvements can be made.
Furthermore, since the temperature of the evaporator with the cool storage agent is maintained at the first threshold value, the vehicle interior temperature can always be maintained at a comfortable temperature.

  In the present invention, it is preferable that the control device feedback-controls the compression capacity of the variable displacement compressor so that the temperature of the evaporator with the cold storage agent maintains the first temperature threshold.

By adopting such a configuration, the compression capacity for driving the variable capacity compressor can be increased or decreased, so the load for driving the variable capacity compressor of the internal combustion engine is adjusted, and the fuel consumption of the vehicle is improved. be able to.
Furthermore, since the temperature of the evaporator with the cool storage agent is maintained at the first threshold value, the vehicle interior temperature can always be maintained at a comfortable temperature.
In addition, when the temperature of the evaporator with the cool storage agent is equal to or lower than the first threshold value, that is, when the evaporator with the cool storage agent enters a supercooled state, water vapor in the air condenses in a frost state on the cooling fins of the evaporator and heat of the fins and the air. It is possible to prevent the phenomenon that the exchange efficiency is deteriorated.

  Preferably, in the present invention, the determination condition of the regeneration mode determination means is that the temperature detected by the evaporator with the cool storage agent by the evaporator temperature sensor is not less than the first threshold, the speed of the vehicle is not less than a predetermined speed, and the accelerator opening When the condition is zero, the regeneration mode should be enabled.

  With this configuration, whether the regenerative mode is possible is determined by holding the detected temperature of the evaporator with the cool storage agent at the first threshold value on the downhill road of the vehicle, and by changing the speed to a predetermined speed or higher so that the variable capacity compression By preventing shocks due to the operation of the machine and making no fuel injection, comfortable running and indoor air conditioning can be obtained and fuel consumption can be reduced.

  Preferably, in the present invention, when the temperature detected by the vehicle interior temperature sensor is equal to or lower than the vehicle interior set temperature when the regenerative mode determination means determines that regeneration is possible, the heat exchange fin of the evaporator with the regenerator passes through. A part of the cool air may be heated by a heater and mixed with the cool air.

  With such a configuration, when the temperature detected by the vehicle interior temperature sensor is equal to or lower than the vehicle interior preset temperature, the comfort of the room can be maintained by heating a part of the cool air with the heater for heating.

  In the present invention, it is preferable that the evaporator temperature sensor is attached to a heat exchange fin of the evaporator with a cold storage agent.

  In the present invention, it is preferable that the evaporator temperature sensor is attached to the heat exchange fin disposed on the outer periphery of the refrigerant passage through which the refrigerant abuts on a holding case for the cold storage agent of the evaporator with the cold storage agent. It is good to have.

  With this configuration, the evaporator temperature sensor can be attached to the outer periphery of the refrigerant passage that contacts the holding case of the cool storage agent of the heat exchanging fin, so that the temperature with high accuracy of the evaporator with the cool storage agent can be detected, and the variable capacity By improving the operation accuracy of the type compressor, the load on the internal combustion engine can be suppressed to the minimum, and the running fuel consumption of the vehicle can be improved.

  In the present invention, it is preferable that the control device controls the compression capacity of the variable capacity compressor to be small when the vehicle speed is slow and large when the vehicle speed is fast.

  By adopting such a configuration, when the vehicle speed is low, the compression capacity is reduced, thereby minimizing the occurrence of vehicle running shock due to the driving load of the variable displacement compressor, and when the vehicle speed is high, the compression capacity is increased. By increasing the amount of heat storage (cold storage) to the evaporator with the cool storage agent and increasing the amount of energy regeneration, the load for driving the variable capacity compressor of the internal combustion engine during cooling is reduced. It is possible to reduce the fuel consumption of the driving fuel consumption (practical fuel consumption).

  According to such an invention, the vehicle air-conditioning control that efficiently recovers the deceleration energy of the vehicle and stores it in the cooling heat exchanger, thereby suppressing the drive of the compressor by the internal combustion engine and improving the practical fuel consumption. An apparatus can be provided.

1 shows a schematic cross-sectional view of a vehicle air-conditioning control apparatus according to an embodiment of the present invention. 1 is a schematic cross-sectional view of a variable capacity compressor according to an embodiment of the present invention. The external appearance perspective view of the evaporator with a cool storage agent is shown. AA sectional drawing of FIG. 2 is shown. (A) is the figure which showed typically the temperature change of the evaporator with a cool storage agent accompanying the compression capacity of the compressor which concerns on embodiment of this invention, (B) is a schematic temperature change of the evaporator with a cool storage agent by a prior art. The figure shown in is shown. The control flowchart of the control apparatus of this invention is shown. The regeneration mode determination control flowchart in FIG. 6 is shown. The image figure of variable capacity control of a variable capacity type compressor is shown.

Hereinafter, embodiments according to the present invention will be described with reference to the drawings.
However, the dimensions, materials, and relative arrangements of the components described in this embodiment are not intended to limit the scope of the present invention only to specific examples unless otherwise specified. Absent.

FIG. 1 is a schematic cross-sectional view of a vehicular air conditioning control apparatus according to an embodiment of the present invention.
The vehicle air conditioning control device includes a refrigeration cycle device 2, an air conditioning case 3, and an auto air conditioner control device 5.
A refrigeration cycle apparatus 2 for vehicle air conditioning includes a variable capacity compressor 11 that sucks, compresses, and projects refrigerant by driving an engine 1 that is an internal combustion engine, and a high-temperature and high-pressure gas refrigerant discharged from the compressor 11. A condenser 23 that cools and condenses liquid refrigerant, a cooling fan 23a that air-cools the condenser 23, and a gas-liquid separator 24 that separates gas refrigerant that could not be converted into liquid refrigerant by the condenser 23 from liquid. And an expansion valve 25 for injecting the liquid refrigerant separated by the gas-liquid separator 24 into the evaporator 6 with a cool storage agent (hereinafter abbreviated as the evaporator 6) from a minute nozzle hole, and sprayed from the expansion valve 25. The liquid refrigerant is vaporized all at once, and the surrounding heat is taken away by the vaporization heat, and the evaporator 6 is used as a cold heat source.
An evaporator 6 serving as a cooling heat source for the air conditioner is disposed in the air conditioning case 3.

FIG. 2 is a schematic sectional view of the variable capacity compressor 11 in the present embodiment.
In the compressor 11, the protrusion amount of the compressor 11 is controlled by a control current input to the electromagnetic capacity control valve 12.
The compression capacity increases in proportion to the increase in control current.
The compressor 11 is a swash plate type variable capacity compressor, and the variable capacity machine itself is well known.
In the compressor 11, the driving force from the crankshaft of the engine 1 is transmitted to the rotary shaft 20 by a known transmission mechanism (such as a belt and pulley or a gear train).
A swash plate 13 is integrally coupled to the rotary shaft 20, and the tilt angle of the swash plate 13 can be adjusted by a spherical hinge mechanism 14.
2, the swash plate 13 indicates a state where the solid line position has a small inclination angle with respect to the rotating shaft 20 (small compression capacity state), and the two-dot chain line position 13a has a large inclination angle with respect to the rotating shaft 20 (compression capacity). Status).

A plurality of pistons 16 are connected to the swash plate 13 via shoes 15.
Accordingly, by rotating the swash plate 13 integrally with the rotary shaft 20, the plurality of pistons 16 are sequentially reciprocated through the shoe 15 to repeatedly expand and contract the cylinder chamber V, and suck and compress the refrigerant. It is designed to discharge.
When the compression capacity of the compressor 11 is changed, the inclination angle of the swash plate 13 is changed and the stroke of the piston 16 is changed by changing the pressure P of the crank chamber 17 in which the swash plate 13 is accommodated. Let
That is, the piston stroke increases by increasing the tilt angle of the swash plate 13 to increase the compression capacity, and the piston stroke decreases by decreasing the tilt angle of the swash plate to reduce the protrusion amount.

An electromagnetic capacity control valve 12 (not shown) is arranged in the rear housing 18 of the compressor 11.
The electromagnetic capacity control valve 12 controls the inclination angle of the swash plate 13 by changing the pressure P of the crank chamber 17 by the control current input to the electromagnetic capacity control valve 12 from the control device 5. ing.

The air conditioning case 3 is generally disposed in front of the driver's seat.
The air-conditioning case 3 is configured such that the air-conditioned air flows inside and flows out toward the feet of the occupant, the windshield (DEF), and the vicinity of the face.
The air conditioning case 3 alternately closes the inside air circulation port 31a for taking in the air in the passenger compartment to the upstream side of the air conditioning case 3, the outside air introduction port 31b for introducing outside air, and the inside air circulation port 31a and the outside air introduction port 31b. The inside / outside air switching door 35e, the inside / outside air switching motor 34 that drives the inside / outside air switching door 35e, the blower 37 that sucks the inside air or outside air into the air conditioning case 3 and pumps the air downstream, and the blower 37 An evaporator 6 disposed on the downstream side, a heater 36 disposed on the downstream side of the evaporator 6, for heating the cold air that has passed through the evaporator 6 with the heat of the cooling water of the engine 1, and the heater 36 and the evaporator 6 A temperature adjusting door 35a that is disposed between the temperature adjusting door 35a for adjusting the amount of cool air that has passed through the evaporator 6 and flows to the heater 36, a temperature adjusting motor 32 that drives the temperature adjusting door 35a, and a temperature adjusting door. A potentiometer 38 for detecting the opening degree of the door 35a and adjusting the amount of rotation of the temperature control motor 32, and a downstream end of the air conditioning case 3, and the air-conditioned air on the windshield (not shown) A defrost outlet (DEF) 31c that prevents spraying fogging, a defrost door 35d that opens and closes the defrost outlet 31c, a face outlet 31d that blows air in the vicinity of the occupant's face, and a face outlet door 35c that opens and closes the face outlet 31d A foot outlet 31e that blows air to the feet of the passenger, a foot outlet door 35b that opens and closes the foot outlet 31e, a defrost door 35d, a face outlet door 35c, and an indoor outlet switching motor 33 that drives the foot outlet door 35b. And.

An automatic air conditioner control unit (ECU) 5 (hereinafter abbreviated as “control unit 5”) includes, as information input sides, a room temperature from a room temperature sensor 54, a vehicle speed from a vehicle speed sensor 53, and an accelerator opening from an accelerator sensor 52. The temperature of the evaporator 6 from the evaporator temperature sensor 51, which is a temperature sensor, the opening amount of the temperature adjustment door 35a from the potentiometer 38, and a setting instruction signal (desired from the temperature setting switch 58 for setting the room temperature by the passenger) Temperature).
On the output side, based on the information input described above, the clutch 22 is connected or disconnected, and the blower 37, the inside / outside air switching motor 34, the temperature adjustment motor 32, and the indoor blowing switching motor 33 are driven.

FIG. 3 is an external perspective view of the evaporator 6, and FIG. 4 is a cross-sectional view taken along line AA of FIG.
As shown in FIGS. 3 and 4, the evaporator 6 includes an upper first header tank 61 (in FIG. 3) extending in the width direction Y with an interval in the vertical direction, and a lower second intermediate header tank. 62 and a heat exchange core portion 60 provided between both header tanks.

The first header tank 61 has a refrigerant inlet header portion (not shown) having a refrigerant inlet 66 located on the downstream side in the ventilation direction X and a refrigerant outlet header having a refrigerant outlet 67 located on the upstream side in the ventilation direction X. Part (not shown).
The second intermediate header tank 62 has a downstream intermediate header portion (not shown) located downstream in the ventilation direction X, and an upstream intermediate header portion (not shown) located upstream in the ventilation direction X. ing.
The downstream intermediate header portion and the upstream intermediate header portion of the second intermediate header tank 62 are provided with means through which refrigerant passes.

As shown in FIG. 4, the heat exchange core portion 60 further includes a pair of flat refrigerant flow pipes 64 (64 a and 64 b) that form a refrigerant passage having a gap Z in the ventilation direction X and through which the refrigerant passes. It arrange | positions with the space | interval D (ventilation space | interval D) in the width direction Y.
Note that the flat refrigerant flow pipe is generically referred to as a flat refrigerant flow pipe 64, and a description will be given with a and b added when it is easier to specify.
The upper end portion of the downstream refrigerant flow pipe 64a is connected (refrigerant communication) to the refrigerant inlet header portion, and the lower end portion is connected to the downstream intermediate header portion.
Moreover, the upper end part of the upstream refrigerant | coolant circulation pipe 64b is connected to the refrigerant | coolant exit header part, and the same lower end part is connected to the upstream intermediate header part.
A ventilation interval D is formed between adjacent ones of the upstream and downstream refrigerant flow pipes 64a, 64a and 64b, 64b.

In some ventilation intervals D of the total ventilation interval D, the cold storage agent container 63 that is a holding case of the cold storage agent in which the cold storage agent is sealed is disposed so as to straddle the upper and lower refrigerant flow pipes 64a and 64b. .
The entirety of the cool storage agent container 63 is a single cool storage agent storage space.
In the remaining ventilation interval D, the heat exchange fins 65 are arranged so as to straddle the upper and lower refrigerant flow tubes 64a and 64b to form the ventilation interval D.
The heat exchange fins 65 are brazed to the refrigerant flow pipes 64 on both sides in the width direction Y that form the ventilation interval D.
A ventilation interval D is also formed outside the refrigerant circulation pipe 64 on both sides in the width direction, and heat exchange fins 65 are brazed to the refrigerant circulation pipe 64 in the ventilation interval D.

An evaporator temperature sensor 51 for measuring the temperature of the regenerator is attached to the lower side (in FIG. 3) on the downstream side of the evaporator 6 (in FIG. 3).
The evaporator temperature sensor 51 is attached between the heat exchange fins 65 having the ventilation interval D in order to detect the temperature of the evaporator 6 with a cool storage agent.
The evaporator temperature sensor 51 is fixed in a state where it is brazed to the heat exchange fin 65, and heat of the heat exchange fin 65 is easily transmitted to the evaporator temperature sensor 51 by brazing.

By attaching the evaporator temperature sensor 51 at such a position, as described above, the refrigerant entering from the refrigerant inlet header portion flows downward, flows upward again through the intermediate header portion, and is compressed from the refrigerant outlet header portion. It flows out to the machine 21.
Therefore, it is possible to detect an average temperature over the entire air flow surface of the evaporator 6.
In addition, by attaching the evaporator temperature sensor 51 to the heat exchange fin 65 disposed on the outer periphery of the flat refrigerant flow pipe 64 through which the refrigerant abutting against the cold storage agent holding case 63 passes, the temperature of the evaporator with the cold storage agent is increased. By detecting with high accuracy and improving the operation accuracy of the compressor 11, the load on the internal combustion engine can be suppressed to the minimum, and the running fuel consumption of the vehicle can be improved.

Based on the above configuration, drive control of the variable capacity compressor 11 of the vehicle air conditioner will be described.
FIG. 5 (A) is a diagram schematically showing a temperature change of the evaporator with a regenerator according to the compression capacity of the compressor 11 according to the embodiment of the present invention, and (B) is the temperature of the evaporator with a regenerator according to the prior art. The figure which showed the change typically is shown.

In order to clarify the difference between the regeneration mode traveling of the vehicle of the present embodiment and the conventional traveling, the conventional control will be described based on FIG. 5B schematically showing the conventional control.
Even if the vehicle is in steady running or decelerating, and further enters an accelerated state, the postnatal device 5 repeats the compression capacity of the compressor 11 from 0% to 100% and from 100% to 0% in order to maintain the temperature range of the evaporator 6 Therefore, the engine 1 intermittently increases or decreases the refrigerant compression capacity of the compressor 11.
That is, in order to maintain the temperature control range of the evaporator 6, when the temperature of the evaporator 6 reaches the upper limit of the control range, the control device 5 controls the compressor 11 toward 0% to 100% of the refrigerant compression capacity. To reduce the temperature of the evaporator 6.
When the temperature reaches the lower limit of the control range, the compression capacity is controlled toward 100% to 0%, and the compression capacity of the compressor 11 is set to 0%.
For this reason, the fuel consumption for the engine 1 to drive the compressor 11 is increasing.

FIG. 5A shows a schematic diagram of the energy regeneration of the vehicle at the time of decelerating traveling of the present invention.
When the vehicle transitions from steady (normal) running to deceleration (downhill) running, the vehicle is in a state where the engine 1 is turned from the wheel side by acting on the descent energy associated with gravity during the downhill. The traveling energy can be recovered by the rotation of the compressor 11 connected to the pulley 11 by a pulley or the like.
FIG. 5A shows a state in which the evaporator temperature is higher than the first temperature threshold T1 before the vehicle shifts to downhill running.

In this state, the compression capacity of the compressor (Comp) 11 is 100%.
When the vehicle shifts to downhill running, the compression capacity of the compressor 11 is maintained at 100% until the evaporator temperature T reaches the first temperature threshold T1.
When the evaporator temperature T reaches the first temperature threshold T1, the compression capacity of the compressor 11 is controlled to 50%, for example.
This is because the control device 5 adjusts the increase / decrease of the compression capacity by feedback control based on the temperature detected by the evaporator temperature sensor 51 so that the evaporator temperature T can be maintained at the first temperature threshold T1, and is not necessarily limited to a constant compression capacity (50 %) Is not controlled. (Regenerative control range)

In the case of the present embodiment, the first temperature threshold T1 is set in the range of 2 ° C. to 5 ° C. for the following reason.
When the temperature of the heat exchange fin 65 is excessively lowered by the cold storage agent and moisture contained in the air passing through the heat exchange fin 65 condenses and becomes frosty, the first temperature threshold T1 is heat exchange. It is set as the temperature which prevents that the heat exchange efficiency with the fin 65 for air and air falls.
When the downhill traveling of the vehicle is completed, the control device 5 becomes normal control, the compression capacity of the compressor 11 is controlled to 0%, and the load for driving the compressor 11 of the internal combustion engine 1 is reduced, thereby reducing the load of the vehicle. This is intended to improve running fuel efficiency. (Normal control range)

FIG. 6 shows a control flow diagram of the control device 5 of the present invention.
In FIG. 6, the main routing starts (step S1). In step S2, it is determined at the driver's seat whether the air conditioner switch (S / W) is ON (actuated) or OFF (stopped). In the case of S / W-OFF, No is selected, and step S2 is repeated to enter a standby state.
In the case of S / W-ON, Yes is selected and the process proceeds to step S3. In step S3, the control unit (ECU) 5 starts normal control.

In normal control (normal mode), the temperature of the evaporator 6 with the cool storage agent detected by the evaporator temperature sensor 51 is maintained in the range of the first temperature threshold value T1 during traveling.
For example, in order to maintain the temperature between 2 ° C. and 5 ° C., which is the first temperature threshold T1 higher than the temperature at which freezing occurs in the cooling fin 65, the control device 5 increases the compression capacity of the compressor 11 when it approaches 5 ° C. Control is performed to increase the amount from 0% to 100%.
When the detected temperature of the evaporator temperature sensor 51 reaches 2 ° C. by driving the compressor 11, the control device 5 performs control to reduce the compression capacity of the compressor 11 from 100% to a compression capacity that can maintain the first temperature threshold T1. To do.
Proceeding to step S4, when the regeneration mode determination controlled by another routing described later is regeneration mode execution No, the process returns to step S3 as described above.
The determination of the regeneration mode in step S4 is performed according to FIG.

According to FIG. 7, in step S22, it is determined whether the temperature T of the evaporator 6 detected by the evaporator temperature sensor 51 is greater than the first temperature threshold value T1.
When the temperature T of the evaporator 6 is higher than the first temperature threshold value T1, Yes is selected and the process proceeds to step S23.
As described above, when the temperature of the evaporator 6 is lower than the first temperature threshold, the temperature of the heat exchange fin 65 is excessively lowered, and the heat exchange efficiency between the heat exchange fin 65 and air is prevented from being lowered. It is.
If NO is selected in step S22, the process returns to step S21 (step S3) and normal mode control (normal mode) is performed.

In step S23, it is determined whether vehicle speed S (km / h)> predetermined vehicle speed S1 (km / h).
In the present embodiment, the predetermined vehicle speed S1 is set to 10 km / h. When the vehicle speed is low, the kinetic energy of the vehicle is small, so that when the compressor 11 is driven, a drive shock is likely to occur and the vehicle is prevented from becoming slower than predicted.
That is, the control device 5 performs control to set the compression capacity of the compressor 11 to 0% when the predetermined vehicle speed S1 is 10 km / h or less.
If vehicle speed S (km / h)> predetermined vehicle speed S1 (km / h), Yes is selected and the process proceeds to step S24.
If vehicle speed S (km / h) <predetermined vehicle speed So (km / h), the process returns to step S21 and normal mode control is performed.

In step S24, it is determined that fuel injection = 0 (zero).
That is, it is detected whether or not the accelerator pedal is depressed based on a signal from an accelerator sensor 52 attached to an accelerator pedal (not shown).
This detects whether fuel is supplied to the engine 1 at the time of idling or more while the vehicle is running.
If fuel injection = 0 (zero) is determined, Yes is selected and the process proceeds to step S25 (step S4) to enter the regeneration mode.
Therefore, the regeneration mode determination means determines that the regeneration mode is possible (regeneration mode determination means) when the three conditions of steps S22, 23 and 24 are satisfied, and proceeds to step S25 (step S4).
If the accelerator opening is not 0 (zero), that is, if the accelerator pedal is depressed, the routine proceeds to step S21, where the normal mode is set.
If the regeneration mode determination is Yes, the process proceeds to step S5.

In step S5, the vehicle interior temperature Tc> the vehicle interior set temperature Tcs is determined.
If the vehicle interior temperature Tc <the vehicle interior set temperature Tcs, No is selected and the process proceeds to step S8.
In step S8, the control device 5 guides a part of the air that has passed through the evaporator 6 to the heater 36 side by the temperature adjustment door 35a so that the vehicle interior temperature Tc becomes the indoor temperature Tcs set by the occupant. Control is performed such that the heated air is mixed with the other air that has passed through the evaporator 6 with the regenerator so that the air is jetted from the respective outlets of the air conditioning case 3 into the vehicle interior.

If the vehicle interior temperature Tc> the vehicle interior set temperature Tcs, Yes is selected and the process proceeds to step S6.
In step S6, the evaporator temperature T = T1 (first temperature threshold value) is determined.
If the evaporator temperature T ≠ T1, No is selected and the process proceeds to step S9.
In step S9, the control device 5 adjusts the increase or decrease in the compression capacity of the compressor 11 so that the evaporator temperature T = T1 (first temperature threshold).
That is, when the evaporator temperature T ≧ T1, the control device 5 controls the compression capacity increase, and when the evaporator temperature T <T1, the control apparatus 5 controls the compression capacity decrease.
If the evaporator temperature T = T1 (first temperature threshold), Yes is selected and the process proceeds to step S7.
In step S7, the control device 5 performs control to maintain the compression capacity at the current state.
The process returns at step S10.

FIG. 8 shows an image of the protrusion amount control of the compressor 11 during the regeneration mode control.
When both the temperature T of the evaporator 6 and the vehicle speed S (km / h) greatly exceed the threshold values, that is, when the vehicle speed S is fast and the temperature T of the evaporator 6 is high, the control device 5 The discharge amount is controlled to be increased.
By doing in this way, when the vehicle speed S is high, the deceleration energy is large, so even if the driving load of the compressor 11 is large, the deceleration shock applied to the vehicle is small, and the evaporator 6 is efficiently stored cold. Can do.

Conversely, when the temperature T of the evaporator 6 and the vehicle speed S are low, the control device 5 controls the discharge amount of the compressor 11 to be small.
By doing in this way, it has the effect of making the deceleration shock given to a vehicle small and not giving the passenger discomfort.
The compressor 11 is driven in a state in which no fuel is used, and the compressor 11 can compress the refrigerant and store heat (cold heat) in the cold storage agent of the evaporator 6.

  In this way, by efficiently recovering the deceleration energy of the vehicle and storing it in the cooling heat exchanger, it is possible to suppress the driving of the compressor by the internal combustion engine and improve the practical fuel consumption. .

  Deceleration energy at the time of vehicle deceleration can be collected and stored in a cooling heat exchanger to be used for a vehicle air conditioning control device that saves fuel.

1 engine (internal combustion engine)
2 Refrigeration cycle device 3 Air conditioning case 5 Control device 6 Evaporator (Evaporator with cool storage agent)
DESCRIPTION OF SYMBOLS 11 Compressor 12 Electromagnetic capacity control valve 13 Swash plate 16 Piston 17 Crank chamber 23 Condenser 36 Heater (heater for heating)
51 Evaporator temperature sensor (temperature sensor)
52 Accelerator sensor (accelerator opening)
53 Vehicle speed sensor 54 Room temperature sensor 58 Temperature setting switch 59 Eco mode switch 63 Coolant container 64 Refrigerant flow pipe 65 Heat exchange fin T1 First temperature threshold

Claims (7)

A variable displacement compressor driven by the power of the internal combustion engine to compress the refrigerant;
A vehicle air-conditioning control device configured to have an evaporator with a cold storage agent provided with a cold storage agent that stores the cold heat of the refrigerant,
Regenerative mode determination means for determining whether the regenerative energy of the vehicle is regenerative,
An evaporator temperature sensor for detecting the temperature of the evaporator with the cold storage agent;
A control device for controlling the discharge capacity of the variable capacity compressor,
When the regenerative mode determining means determines that regeneration is possible, the control device cools the evaporator with the regenerator with the refrigerant compressed by the variable capacity compressor, and the temperature detected by the evaporator temperature sensor indicates the temperature of the regenerator When the first temperature threshold higher than the temperature at which icing occurs in the attached evaporator is reached, the compression capacity of the variable displacement compressor is controlled so as to maintain the first temperature threshold. apparatus.   2. The air conditioning control for a vehicle according to claim 1, wherein the control device feedback-controls the compression capacity of the variable displacement compressor so that the temperature of the evaporator with the regenerator maintains the first temperature threshold. 3. apparatus.   The determination conditions of the regenerative mode determination means are such that the temperature detected by the evaporator with the regenerator by the evaporator temperature sensor is not less than the first threshold, the speed of the vehicle is not less than a predetermined speed, and the accelerator opening is zero. 3. The vehicle air conditioning control device according to claim 1, wherein the regeneration mode is enabled.   When the temperature detected by the vehicle interior temperature sensor is equal to or lower than the vehicle interior set temperature when the regeneration mode determination means determines that regeneration is possible, a part of the cold air that has passed through the heat exchange fins of the evaporator with the cold storage agent is heated. The vehicle air-conditioning control apparatus according to claim 1, wherein the vehicle air-conditioning control apparatus is heated by a heater for mixing with the cold air.   5. The vehicle air conditioning control device according to claim 1, wherein the evaporator temperature sensor is attached to a heat exchange fin of the evaporator with a regenerator.   The evaporator temperature sensor is attached to the heat exchanging fin disposed on an outer periphery of a refrigerant passage through which the refrigerant abuts on a holding case for the regenerator of the evaporator with a regenerator. Item 6. The vehicle air conditioning control device according to Item 5. 7. The control device according to claim 1, wherein the control device controls the discharge amount of the variable capacity compressor to be small when the vehicle speed is slow and large when the vehicle speed is fast. Vehicle air conditioning control device.

Images