JP2016124433A - Control unit of vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To improve an effect to be exerted with inclusion of a cold storage agent in which coldness can be fully stored in a situation in which cold storage is needed, and to improve fuel consumption by prolonging an automatic stop time of an engine.SOLUTION: A control unit turns on or off a compressor on the basis of the temperature detected by an evaporator sensor 37. When detecting that an engine is restarted by an engine automatic stop control system, the control unit sets the temperature, at which the compressor is turned off, to a point equal to or lower than a melting point of a cold storage agent.SELECTED DRAWING: Figure 4

Description

  The present invention relates to an air conditioner and an automatic engine stop that automatically stops the engine when a predetermined engine stop condition is satisfied, and restarts the automatically stopped engine when the predetermined engine restart condition is satisfied. The present invention relates to a vehicle control device including a control device, and particularly belongs to a technical field of control of a compressor of an air conditioner.

  2. Description of the Related Art Conventionally, it is known to automatically stop (idle stop) an engine mounted on a vehicle when the vehicle stops due to a signal or the like for the purpose of improving fuel consumption or reducing exhaust gas emission. In such a vehicle, for example, when the brake pedal is depressed and the predetermined engine stop condition such as the vehicle speed becomes zero is satisfied, the engine is automatically stopped, and then, for example, the brake pedal is depressed. When a predetermined engine restart condition such as release or depression of an accelerator pedal is satisfied, the automatically stopped engine is restarted.

  On the other hand, the vehicle is usually provided with an air conditioner that performs air conditioning in the passenger compartment of the vehicle. This air conditioner usually has a heat exchanger to which a refrigerant is supplied and a compressor that supplies the refrigerant to the heat exchanger, and the air that passes through the heat exchanger is supplied to the heat exchanger. It is cooled by exchanging heat with the air and blown into the vehicle interior, thereby air conditioning the vehicle interior.

  In recent years, a heat exchanger having a cold storage agent is sometimes used as a heat exchanger of an air conditioner (see, for example, Patent Document 1). By storing the cold heat of the refrigerant supplied to the heat exchanger in the cool storage agent, even if the engine automatically stops and the compressor stops thereafter, the cooling of the passenger compartment is cooled for a certain amount of time by the cool heat of the cool storage agent. As a result, the automatic engine stop time becomes longer.

JP 2010-234836 A

  By the way, switching of ON and OFF of the compressor is generally performed by detecting the temperature state of the surface of the heat exchanger. When the temperature state of the surface of the heat exchanger increases, the compressor is turned on, and when the surface temperature state becomes low, the compressor is turned off so that the surface of the heat exchanger does not freeze.

  Further, the temperature at which the compressor is turned off may be changed depending on the temperature outside the vehicle compartment (outside air temperature), the temperature inside the vehicle compartment (inside air temperature), or the like. In other words, when the outside air temperature is low or when the difference between the set temperature and the inside air temperature by the occupant is small, weak cooling is sufficient, so the temperature at which the compressor is turned off is set high, which allows the compressor to operate. It is possible to reduce the engine load by shortening the time and further improve the fuel consumption.

  The higher the temperature at which the compressor is turned off, the better the fuel efficiency will be. However, if the temperature at which the compressor is turned off is higher than the melting point of the regenerator of the heat exchanger, the latent heat will be increased. Therefore, there is a problem that the amount of cold heat that can be stored in the cold storage agent is greatly reduced, and the effect of providing the cold storage agent is reduced.

  Therefore, a method of uniformly setting the temperature at which the compressor is turned off so as not to exceed the melting point of the cool storage agent can be considered, but in such a case, the compressor is operated more than necessary during the above-described weak cooling. This makes it difficult to improve fuel efficiency.

  The present invention has been made in view of the above points, and the object of the present invention is to change the temperature at which the compressor is turned off and perform control to shorten the operation time of the compressor in accordance with the degree of cooling request. In a situation where cold storage is necessary, the effect of providing the cold storage agent can be enhanced so that the cold storage agent can sufficiently store cold energy, and the automatic stop time of the engine is extended to improve fuel efficiency.

  In order to achieve the above object, in the present invention, when it is estimated that the degree of cooling requirement for cooling in the passenger compartment is low, it is assumed that the temperature at which the compressor is turned off is higher than the melting point of the regenerator, and the engine is automatically stopped. When it was detected by the control device that the engine was restarted, the temperature at which the compressor was turned off was set to be equal to or lower than the melting point of the regenerator for a predetermined period.

The first invention is
A heat exchanger for cooling that cools air blown into the vehicle interior of the vehicle by heat exchange with a refrigerant supplied from a compressor driven by the engine of the vehicle, and a regenerator that stores the cold heat of the refrigerant supplied from the compressor. And an automatic engine stop control for automatically stopping the engine when a predetermined engine stop condition is satisfied, and restarting the automatically stopped engine when the predetermined engine restart condition is satisfied A control device for a vehicle comprising the device,
A temperature state detection unit that detects a temperature state of the cooling heat exchanger, and a cooling request degree estimation unit that estimates a degree of request for cooling in the passenger compartment,
The control device operates the compressor when the temperature detected by the temperature state detection unit is equal to or higher than a first predetermined temperature, and the temperature detected by the temperature state detection unit is the first predetermined temperature. When the second predetermined temperature lower than the above is reached, the compressor is stopped, and when the cooling requirement level estimation unit estimates that the cooling requirement level in the passenger compartment is low, the cooling requirement level is estimated to be high. Comparing the second predetermined temperature to be higher than the melting point of the regenerator,
Further, when the control device detects that the engine has been restarted by the engine automatic stop control device, the control device stores the second predetermined temperature in the cold storage only for a predetermined period regardless of the estimation result by the cooling request level estimation unit. Control is performed to set the melting point of the agent or lower.

  According to this configuration, since the compressor starts to operate when the temperature detected by the temperature state detection unit becomes equal to or higher than the first predetermined temperature, the low-temperature refrigerant is supplied to the cooling heat exchanger and the cold storage Cold energy is stored in the agent. Then, when the temperature detected by the temperature state detection unit reaches the second predetermined temperature, the compressor stops. Since cold energy is stored in the cold storage agent, it is possible to cool the passenger compartment by releasing the cold energy even when the engine is automatically stopped.

  Further, when the cooling requirement level estimation unit estimates that the cooling requirement level of the cooling in the passenger compartment is low, compared to when the cooling requirement level is estimated to be high, the temperature at which the compressor is stopped, that is, the second Since the predetermined temperature is increased, the operation time of the compressor is shortened. This reduces the load on the engine. At this time, since the temperature at the time of stopping the compressor is higher than the melting point of the regenerator, the operation time of the compressor can be further shortened.

  And if an engine restarts by the engine automatic stop control apparatus, the temperature at the time of stopping a compressor will be made below into the melting point of a cool storage agent. Immediately after the engine was restarted, the compressor was also stopped until then, so the amount of cold heat stored in the cool storage agent was greatly reduced, and it seems that cold storage is necessary. By setting the temperature at which the engine is stopped below the melting point of the regenerator, a sufficient amount of cold heat can be stored in the regenerator, and then the vehicle interior can be cooled even if the engine automatically stops It becomes possible. Since the period during which the temperature at which the compressor is stopped is equal to or lower than the melting point of the regenerator is only a predetermined period, it is estimated that after the predetermined period has elapsed, as described above, the degree of cooling requirement for cooling in the passenger compartment is low. When the engine is running, the temperature at which the compressor is stopped increases, so that the overall operation time of the compressor is shortened and the load on the engine is reduced.

According to a second invention, in the first invention,
The air conditioner includes a heating heat exchanger that heats blown air, an air mix door that changes the amount of air that passes through the cooling heat exchanger and the heating heat exchanger,
The control device detects the frequency at which the air mix door enters a state in which air flows into the cooling heat exchanger and does not flow into the heating heat exchanger, and the frequency exceeds a predetermined value. When it is detected that it has become, the second predetermined temperature is controlled to be equal to or lower than the melting point of the regenerator.

  In other words, the fact that the air mix door is in a state in which air is allowed to flow through the cooling heat exchanger and is not allowed to flow through the heating heat exchanger means that cold air is required. It is presumed that the frequency is more than a predetermined value, and as a situation, cold energy is demanded more strongly. In this case, since a sufficient amount of cold heat is stored in the cold storage agent by setting the second predetermined temperature, which is the temperature when stopping the compressor, to be equal to or lower than the melting point of the cold storage agent, it is suitable for the situation. Control can be performed.

According to a third invention, in the first or second invention,
The cooling requirement level estimation unit is configured to estimate a cooling requirement level in the passenger compartment based on at least the temperature outside the passenger compartment and the temperature in the passenger compartment.

  According to this configuration, for example, when the temperature outside the passenger compartment is high or the temperature inside the passenger compartment is high, it can be estimated that the degree of cooling required in the passenger compartment is high, and when the temperature outside the passenger compartment is low, When the temperature of the vehicle is low, it can be estimated that the required degree of cooling in the passenger compartment is low.

  According to the first invention, when the temperature detected by the temperature state detection unit becomes equal to or higher than the first predetermined temperature, the compressor is operated, and when the second predetermined temperature lower than the first predetermined temperature is reached. When the compressor is stopped and it is estimated that the cooling requirement of the cooling in the passenger compartment is low, the second predetermined temperature is set higher than the melting point of the cool storage agent. It can be shortened according to. And if it detects that the engine was restarted by the engine automatic stop control device, the second predetermined temperature is kept below the melting point of the regenerator only for a predetermined period. The cold storage can be sufficiently performed, and the effect of providing the cold storage agent can be enhanced, and the fuel consumption can be improved by extending the automatic engine stop time.

  According to the second aspect of the invention, the frequency at which the air mix door enters a state in which air is allowed to flow through the cooling heat exchanger and is not allowed to flow through the heating heat exchanger is detected, and the frequency exceeds a predetermined value. When it is detected that the second predetermined temperature is set below the melting point of the regenerator, control suitable for the situation can be performed, and passenger comfort and fuel efficiency Improvement can be achieved at a high level.

  According to the third aspect of the invention, the cooling requirement level estimation unit estimates the required degree of cooling of the vehicle interior based on at least the temperature outside the vehicle interior and the temperature inside the vehicle interior, so that the cooling corresponding to the temperature state outside the vehicle interior is performed. The degree of demand can be obtained and passenger comfort can be improved.

It is a figure which shows schematic structure of the air conditioning apparatus by which the control apparatus of the vehicle which concerns on embodiment of this invention is mounted. It is a perspective view which shows the vehicle interior front side of a vehicle. It is a block diagram which shows the structure of the control apparatus of a vehicle. It is a flowchart which shows the control content by a control apparatus. It is a time chart which concerns on control of a vehicle. It is a flowchart which shows normal air-conditioning control. It is a flowchart which shows an air-conditioning control at the time of an engine automatic stop. It is a flowchart which shows cool storage air-conditioning control.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. It should be noted that the following description of the preferred embodiment is merely illustrative in nature, and is not intended to limit the present invention, its application, or its use.

  FIG. 1 shows an air conditioner 1 according to an embodiment of the present invention (in this embodiment, a passenger car). The air conditioner 1 is controlled by the control apparatus 100 shown in FIG. The vehicle control device 100 includes an air conditioner 1 also shown in FIG. 1, an engine control unit 3 that controls an ignition device 4 and a fuel injection device 5 of the vehicle engine, and an engine control unit 3 that controls the engine control unit 3. And a vehicle control unit 6 that outputs stop and restart signals. The air conditioner 1 includes an air conditioner control unit 2 that controls the operation of the air conditioner 1.

  The air conditioner 1 is accommodated in an instrument panel IP disposed at the front end of the vehicle compartment shown in FIG. An operation panel B of the air conditioner 1 is disposed at a substantially central portion in the vehicle width direction of the instrument panel IP. A driver's seat (not shown) is provided on the right side of the vehicle behind the instrument panel IP, and a passenger seat (not shown) is provided on the left side of the vehicle. A defroster port 7 through which conditioned air generated by the air conditioner 1 blows out opens at the front end of the upper surface of the instrument panel IP toward the inner surface of a front window (not shown) in the vehicle interior. Further, demister ports 8 through which the conditioned air blows out are opened at both ends in the vehicle width direction on the upper surface of the instrument panel IP toward the inner surface of a side window (not shown) in the vehicle interior. Further, a center vent port 9 through which the conditioned air blows out opens toward the upper body of the passenger in the vehicle interior at a substantially central portion in the vehicle width direction of the instrument panel IP, and the vehicle width of the instrument panel IP. Side vent ports 10 through which the conditioned air blows out also open at both ends in the direction toward the upper body of the passenger in the passenger compartment.

  As shown in FIG. 1, the air conditioner 1 includes a case 20 formed by molding a resin material. The case 20 is provided with an air introduction portion 21, a temperature adjustment portion 22, and a conditioned air distribution portion 23. The case 20 is divided into, for example, an air introduction part 21, a temperature adjustment part 22 and a conditioned air distribution part 23, or an air introduction part 21, a temperature adjustment part 22 and a conditioned air distribution part 23. It may be divided into two parts (one divided into a blower unit and an air conditioning unit).

  The air introduction portion 21 is connected to an inside air introduction port 25 for opening the inside of the vehicle interior and taking air inside the vehicle interior into the case 20 and a duct (not shown) communicating with the outside of the vehicle interior. An outside air inlet 26 for taking air into the case 20 is formed. Inside the air introduction part 21, an inside / outside air switching door 27 is provided that opens one of the inside air introduction port 25 and the outside air introduction port 26 and closes the other. The inside / outside air switching door 27 is operated by an inside / outside air actuator 28 (see FIG. 3) fixed to the outer surface of the case 20 to open one of the inside air introduction port 25 and the outside air introduction port 26 and close the other. Yes. The inside / outside air actuator 28 has a known structure with a built-in servo motor. With this inside / outside air actuator 28, the air introduction mode can be switched between an inside air introduction mode in which only inside air is introduced into the case 20 and an outside air introduction mode in which only outside air is introduced into the case 20.

  In the vicinity of the inside / outside air switching door 27 in the air introduction portion 21, an air filter 31 for filtering the air taken into the case 20 is disposed, and the back side in the case 20 with respect to the air filter 31. The air blowing fan for introducing air from the inside air introduction port 25 or the outside air introduction port 26 into the air introduction unit 21 of the case 20 and flowing the air from there to the temperature adjustment unit 22 and the conditioned air distribution unit 23. 32 is disposed. The blower fan 32 is a centrifugal fan, and is arranged such that its rotation shaft extends in the vertical direction. A blower motor 33 for rotationally driving the blower fan 32 is disposed below the blower fan 32. The blower motor 33 is fixed to the case 20 with a part protruding outside the case 20. Hereinafter, the upstream side and the downstream side in the air flow direction are simply referred to as the upstream side and the downstream side, respectively.

  A cooling passage 22a is formed in the upstream portion of the temperature adjustment unit 22 located on the downstream side (right side in FIG. 1) of the air introduction unit 21. The cooling passage 22a is introduced into the case 20 into the cooling passage 22a. An evaporator 35 serving as a cooling heat exchanger that cools the air (that is, the air blown into the vehicle interior) is accommodated. The evaporator 35, a compressor 36 (see FIG. 3) as an auxiliary machine driven by the engine, a refrigerant condenser (not shown), an expansion valve (not shown), and a cooler pipe (which connects them) (Not shown) constitutes a known refrigeration cycle apparatus.

  The evaporator 35 is a tube and fin type heat exchanger in which a plurality of tubes and fins (both not shown) are alternately arranged and integrated. A refrigerant as a heat medium is supplied to and discharged from the evaporator 35 via a cooler pipe, and this refrigerant flows through the tube. The air passing between the fins of the evaporator 35 exchanges heat with the refrigerant supplied from the compressor 36 and flowing through the tubes, thereby cooling the air.

  The evaporator 35 is provided with a cold storage container 35a containing a cold storage agent. The cold storage container 35a can be provided between the fins and the fins, or can be provided between the fins and the tubes. Since the cool storage agent is conventionally used in a vehicle air conditioner, detailed description thereof is omitted. The cold storage container 35a is configured to transmit the cold heat of the refrigerant flowing through the tube of the evaporator 35. Thereby, the cool storage agent can store the cold heat of the refrigerant supplied from the compressor 36. The melting point of the regenerator is above the freezing point and is set to about 8 ° C., for example, but is not limited thereto.

  An evaporator sensor 37 for detecting the temperature state of the evaporator 35 is disposed immediately downstream of the evaporator 35. The evaporator sensor 37 is a temperature sensor for detecting the temperature of air immediately after passing through the evaporator 35 (which can be regarded as the surface temperature of the evaporator 35). The EVA sensor 37 constitutes a temperature state detection unit of the present invention. In addition, as a temperature state detection part, the surface temperature of the evaporator 35 may be detected directly, and the temperature of a refrigerant | coolant may be detected.

  A heating passage 22b through which a part or all of the air flowing through the cooling passage 22a (air cooled by the evaporator 35) flows is formed on the downstream side of the cooling passage 22a in the temperature adjusting unit 22. The upstream end of the heating passage 22b (the inlet of the heating passage 22b) is connected to the downstream end of the cooling passage 22a. In the heating passage 22b, a heater core 43 as a heating heat exchanger that heats the air flowing through the cooling passage 22a (air blown into the vehicle interior) is accommodated.

  The heater core 43 is a tube-and-fin type heat exchanger similar to the evaporator 35. The heater core 43 is supplied and discharged with engine cooling water as a heat medium from a water pump (not shown) as an auxiliary machine driven by the engine via a heater pipe (not shown). . The air passing through the heater core 43 exchanges heat with the engine cooling water flowing through the tube, whereby the air is heated.

  A heater core sensor 38 including a temperature sensor for detecting the temperature of air immediately after passing through the heater core 43 (which can be regarded as the temperature of the heater core 43) is disposed immediately downstream of the heater core 43. . The heater core sensor 38 constitutes a heating heat exchanger temperature detecting means for detecting the temperature of the heating heat exchanger. The heating heat exchanger temperature detection means may directly detect the surface temperature of the heater core 43.

  A bypass passage 44 is formed on the side of the heating passage 22b to allow a part or all of the air flowing through the cooling passage 22a to flow by bypassing the heating passage 22b (heater core 43). The upstream end of the bypass passage 44 is also connected to the downstream end of the cooling passage 22a. When a part of the air flowing through the cooling passage 22a flows into the heating passage 22b, the remaining air flows through the bypass passage 44. The bypass passage 44 can be regarded as a part of the cooling passage 22a. In this case, the heating passage 22b is branched from the downstream portion of the evaporator 35 in the cooling passage 22a.

  The downstream ends of the heating passage 22 b and the bypass passage 44 (cooling passage 22 a) communicate with the air mix space 45. The air mix space 45 is a space for generating conditioned air that is mixed into the air flowing from the heating passage 22b and the bypass passage 44 (cooling passage 22a) and blown into the vehicle interior. The temperature of the conditioned air obtained by mixing in the air mix space 45 is determined by the flow rate ratio between the air flowing through the bypass passage 44 (cooling passage 22a) and the air flowing through the heating passage 22b. This flow rate ratio can be adjusted by an air mix door 46 provided at the inlet of the heating passage 22b and changing the opening of the inlet of the heating passage 22b. That is, the air mix door 46 changes the opening degree of the inlet of the heating passage 22b, changes the amount of air passing through the evaporator 35 and the heater core 43, and adjusts the temperature of the conditioned air.

  The air mix door 46 is operated by an air mix actuator 48 (see FIG. 3) fixed to the outer surface of the case 20. The air mix actuator 48 is configured in the same manner as the inside / outside air actuator 28. By operating the air mix actuator 48 and changing the opening of the inlet of the heating passage 22b by the air mix door 46 (hereinafter referred to as the opening of the air mix door 46), the air flow rate of the bypass passage 44 and the air of the heating passage 22b are changed. As a result, the temperature of the conditioned air obtained by mixing in the air mix space 45 is changed.

  The state in which the air mix door 46 allows air to flow to the evaporator 35 and not to flow to the heater core 43 is the MAX COLD state. In the description of the present embodiment, the opening degree of the air mix door 46 is 0% ( As shown in FIG. In this MAX COLD state, the inlet of the heating passage 22 b is fully closed, and all the air that has flowed through the cooling passage 22 a flows to the bypass passage 44. On the other hand, the state in which the air mix door 46 prevents the air from flowing into the evaporator 35 and the flow into the heater core 43 is the MAX HOT state. In the description of the present embodiment, the opening degree of the air mix door 46 is Assume 100% (shown in FIG. 5). In the MAX HOT state, the inlet of the heating passage 22b is fully opened, and all the air that has flowed through the cooling passage 22a flows to the heating passage 22b. The opening degree of the air mix door 46 can be set to an arbitrary value between 0% and 100%.

  A conditioned air distribution unit 23 that distributes the conditioned air in the air mix space 45 to the defroster port 7, the center vent port 9, and the like is located downstream of the temperature adjustment unit 22 (air mix space 45). A vent passage 47, a heat passage 49, and a defroster passage 59 extending from the air mix space 45 are formed in the conditioned air distributor 23. The downstream end of the vent passage 47 is opened as a vent outlet 50 on the outer surface of the case 20, the downstream end of the heat passage 49 is opened as a heat outlet 51 on the outer surface of the case 20, and the downstream end of the defroster passage 59 is A defroster outlet 52 is opened on the outer surface of the case 20.

  An upstream end of a vent duct 53 communicating with the center vent port 9 and the side vent 10 of the instrument panel IP is connected to the vent outlet 50. In addition, upstream ends of a plurality of heat ducts 54 (parts of which are shown in FIG. 2) are connected to the heat outlet 51, and the downstream ends (openings) of the heat ducts 54 are front passengers (driver's seats). It is located near the feet of the passengers and passengers) and in the vicinity of the rear passengers. The defroster outlet 52 is connected to an upstream end of a defroster duct 55 that communicates with the defroster port 7 and the demister port 8 of the instrument panel IP. The vent passage 47, the heat passage 49, and the defroster passage 59 are opened and closed by a vent door 56, a heat door 57, and a defroster door 58 disposed inside the conditioned air distribution unit 23, respectively.

  Although not shown, the vent door 56, the heat door 57, and the defroster door 58 are connected to each other by a link member, and operate in conjunction with each other by a blow mode actuator 60 (see FIG. 3) for switching a blow mode to be described later. It has become. The blow-out mode actuator 60 has a known structure with a built-in servo motor, similar to the inside / outside air actuator 28, and is fixed to the outer surface of the case 20.

  As shown in FIG. 3, the air conditioner 1 includes an engine water temperature sensor 64, an outside air sensor 65, an inside air sensor 66, and a solar radiation sensor 67. The engine water temperature sensor 64 is a temperature sensor for detecting the temperature of engine cooling water. The outside air sensor 65 is a temperature sensor for detecting the temperature around the vehicle (outside the passenger compartment), and is disposed outside the passenger compartment near the front grille (not shown) or near the door mirror (not shown). . The inside air sensor 66 is a temperature sensor for detecting the temperature in the passenger compartment, and is disposed on the driver seat side of the instrument panel IP (see FIG. 2). The said solar radiation sensor 67 is for detecting the solar radiation amount which is the intensity | strength of the sunlight which inserts into a vehicle interior, Comprising: It arrange | positions at the front-end part of instrument panel IP (refer FIG. 2).

  As shown in FIG. 3, the operation panel B of the instrument panel IP includes a temperature setting switch 68, a blow mode switch 69, an air conditioner switch 70, an inside / outside air changeover switch 71, a fan switch 72, an air conditioner priority switch 73, and a DEF switch. 80 and an auto switch 81 are provided.

  The temperature setting switch 68 is a switch operated by an occupant of the vehicle to set the passenger compartment temperature to a desired temperature. The temperature setting switch 68 constitutes a set temperature detecting means for detecting the set temperature set by the operation of the vehicle occupant.

  The blowing mode switch 69 is a switch operated by a passenger to select the conditioned air blowing mode. As this blowing mode, in addition to the vent mode in which conditioned air blows out from the center vent port 9 and the side vent port 10, and the center vent port 9 and the side vent port 10, conditioned air also blows out from the downstream opening of the heat duct 54. A bi-level mode, a heat mode in which conditioned air is blown out from the downstream opening of the heat duct 54, a heat differential mode in which conditioned air is blown out from the defroster port 7, the demister port 8 and the downstream opening of the heat duct 54, the defroster port 7 and There is a defroster mode in which conditioned air blows out from the demister port 8. In the automatic air conditioning mode described later, the heat differential mode and the defroster mode are when the engine cooling water detected by the engine water temperature sensor 64 is cold when the temperature of the engine cooling water is equal to or lower than a predetermined value. When the engine temperature is higher than the predetermined value, the vent mode, the bi-level mode, or the heat mode is set (however, when the DEF switch 80 is turned on, the defroster mode is set). When the engine is cold, the engine that will be described later is not automatically stopped. For this reason, in the control of the air conditioner control unit 2 described later, the control when the engine is warm will be described. Even when the engine is warm, the engine is not automatically stopped even when it is determined that idling stop is prohibited, such as when the DEF switch 80 is ON.

  The air conditioner switch 70 is a switch operated by an occupant of the vehicle to set an operation mode of the compressor 36 of the refrigeration cycle, and is an A / C for selecting an A / C mode in which the compressor 36 is normally operated. It has an ECO position for selecting an economy mode (ECO mode) when there is a need for weak cooling, and an OFF position for selecting an OFF mode in which the compressor 36 is not operated. Any one can be selected.

  The inside / outside air changeover switch 71 is a switch operated by the vehicle occupant to switch the air introduction mode between the inside air introduction mode and the outside air introduction mode.

  The fan switch 72 is a switch operated by an occupant of the vehicle to select whether the air conditioner 1 is to be activated or deactivated. When the fan switch 72 is turned on, the air conditioner 1 is operated. When the fan switch 72 is turned off, the operation of the air conditioner 1 is stopped. In addition, when the fan switch 72 is in the ON state, the amount of air blown by the blower fan 32 can be increased or decreased in multiple stages by being operated by the vehicle occupant.

  The air conditioner priority switch 73 is a switch that is operated by the vehicle occupant so that the operation of the air conditioner 1 is prioritized and the engine is not automatically stopped as described later (the air conditioner priority mode is set). That is, in this vehicle, the automatic engine stop (idling stop) function can be canceled by setting the air conditioner priority mode.

  The DEF switch 80 is a switch operated by the vehicle occupant to clear the fog when the front window or the side window is clouded. When the DEF switch 80 is turned on, the blowing mode is changed to the defroster mode. In addition, the air volume is increased.

  The auto switch 81 is a switch operated by the vehicle occupant to select one of the automatic air conditioning mode and the manual mode. When the automatic air-conditioning mode is selected, the blow-out mode, the introduction mode, and the air volume are automatically set according to the air-conditioning state of the passenger compartment. On the other hand, when the manual mode is selected, the blowing mode, the introduction mode, and the air flow rate are set (selected) by the blowing mode switch 69, the inside / outside air changeover switch 71, and the fan switch 72, respectively. It becomes air volume.

  Although not shown, the air conditioner control unit 2 includes a central processing unit, a random access memory (RAM), a read only memory (ROM), an input / output port, and the like, and is supplied with power from an in-vehicle battery (not shown). In response to the operation. The switches 68 to 73, 80, 81 and the sensors 37, 38, 64 to 67 are connected to the input / output ports of the air conditioner control unit 2 through signal lines, and the blower motor 33 and the actuators 28 are connected to each other. , 48, 60 are connected via signal lines. The air conditioner control unit 2 inputs information from the switches 68 to 73, 80, 81 and the sensors 37, 38, 64 to 67, and the blower motor 33 and the actuators 28 are input based on the input information. , 48, 60 are controlled.

  An ignition device 4, a fuel injection device 5, and a compressor 36 are connected to the engine control unit 3 through signal lines. The compressor 36 is provided with an electromagnetic clutch that is mechanically connected to or disconnected from the engine. The engine control unit 3 performs connection / disconnection control of the electromagnetic clutch. When the electromagnetic clutch is in the connected state, the engine power is transmitted to the compressor 36, while when the electromagnetic clutch is in the disconnected state, the engine power is not transmitted to the compressor 36.

  The air conditioner control unit 2 and the engine control unit 3 are connected via a signal line. When the air conditioner control unit 2 determines that the compressor 36 needs to be operated, the compressor ON signal is transmitted to the engine control unit 3, and the engine control unit 3 receiving the compressor ON signal connects the electromagnetic clutch of the compressor 36. On the other hand, when the air conditioner control unit 2 determines that it is not necessary to operate the compressor 36, the compressor OFF signal is transmitted to the engine control unit 3, and the engine control unit 3 receiving the compressor OFF signal receives the electromagnetic clutch. Is in a disconnected state.

  When the automatic air conditioning mode is selected by the auto switch 81, the air conditioner control unit 2 is mainly based on input information from the temperature setting switch 68, the outside air sensor 65, the inside air sensor 66, and the solar radiation sensor 67 according to a predetermined program. Then, the opening degree of the air mix door 46 is determined, and the air mix actuator 48 is controlled so as to be the opening degree, and the blowing mode actuator is set so as to be in a predetermined blowing mode corresponding to the opening degree. 60 is controlled. The opening degree of the air mix door 46 may be determined based on at least input information from the temperature setting switch 68 (particularly, in the manual mode, based on the input information from the temperature setting switch 68). Just determine the opening of the).

  In addition, when the engine is automatically stopped as will be described later, the air conditioner control unit 2 inputs information from the EVA sensor 37, the heater core sensor 38, and the temperature setting switch 68, and the blown air before the automatic stop (the conditioned air). Whether or not to restart the engine is determined based on the predicted temperature.

  A vehicle speed sensor 76 for detecting the vehicle speed of the vehicle and a brake switch 77 for detecting a depression operation of the brake pedal are connected to the vehicle control unit 6 via a signal line. The vehicle control unit 6 and the air conditioner control unit 2 are connected by a signal line, and the air conditioner control unit 2 receives one of the idling stop permission signal and the prohibition signal generated by the air conditioner control unit 2. A signal is output and input to the vehicle control unit 6. When the fan switch 72 is OFF, an idling stop permission signal is output from the air conditioner control unit 2 to the vehicle control unit 6. Further, the vehicle control unit 6 is configured to output a determination signal indicating whether or not the engine is automatically stopped to the air conditioner control unit 2.

  The vehicle control unit 6 automatically stops the engine as long as the idling stop permission signal is input from the air conditioner control unit 2 when a predetermined engine stop condition is satisfied. In the present embodiment, the predetermined engine stop condition is a condition that a brake pedal depression operation is detected by the brake switch 77 and the vehicle speed detected by the vehicle speed sensor 76 is zero. A predetermined engine stop condition can also be achieved when a pedal depression operation is detected and the vehicle speed is extremely low.

  When the vehicle control unit 6 automatically stops the engine, a stop signal is output to the engine control unit 3 to make the ignition device 4 and the fuel injection device 5 inoperative.

  In addition, after the engine is automatically stopped, the vehicle control unit 6 performs predetermined engine restart related to the operation of the accelerator pedal or the brake pedal of the vehicle, for example, the depression of the brake pedal is released or the accelerator pedal is depressed. When the start condition is satisfied, the engine that has been automatically stopped is restarted. In the present embodiment, the predetermined engine restart condition is a condition that the depression of the brake pedal is released by the brake switch 77. When a predetermined engine restart condition is satisfied, the vehicle control unit 6 outputs a restart signal to the engine control unit 3 to restart the engine.

  Further, the vehicle control unit 6 receives the engine automatic stop inhibition signal from the air conditioner control unit 2 when the engine is automatically stopped and the air conditioner 1 is in operation (the fan switch 72 is ON). Even if the restart condition is not satisfied, the engine is restarted (a restart signal is output to the engine control unit 3). On the other hand, when the engine automatic stop permission signal is input from the air conditioner control unit 2 during the automatic stop of the engine and the operation of the air conditioner 1, the automatic stop of the engine is continued as it is. However, regardless of the engine automatic stop permission signal, the engine is restarted when the predetermined engine restart condition is satisfied.

  As shown in FIG. 3, the air conditioner control unit 2 includes a cooling requirement level estimation unit 2a that estimates the degree of cooling requirement in the passenger compartment. The cooling requirement level estimation unit 2 a sets the temperature outside the vehicle compartment output from the outside air sensor 65, the temperature inside the vehicle compartment output from the inside air sensor 66, the amount of solar radiation output from the solar radiation sensor 67, and the set temperature of the temperature setting switch 68. Based on this, it is configured to estimate the level of the degree of cooling requirement in the passenger compartment. That is, when the temperature outside the passenger compartment output from the outside air sensor 65 is a high temperature of, for example, 30 ° C. or higher, it is basically estimated that the degree of cooling demand in the passenger compartment is high, but is output from the inside air sensor 66. If the vehicle interior temperature is about 25 ° C., it is estimated that the degree of cooling requirement is low even if the vehicle exterior temperature output from the outside air sensor 65 is high. If the amount of solar radiation output from the solar radiation sensor 67 is large as in midsummer, it is basically estimated that the degree of cooling requirement in the vehicle interior is high, but the temperature in the vehicle interior output from the inside air sensor 66 is 25 ° C. If so, it is estimated that the degree of cooling requirement is low even if the amount of solar radiation output from the solar radiation sensor 67 is large. If the set temperature of the temperature setting switch 68 is as low as about 20 ° C., it is basically estimated that the degree of cooling demand in the vehicle interior is high, but the vehicle interior temperature output from the inside air sensor 66 and the temperature setting switch If the difference from the set temperature of 68 is small, it is estimated that the degree of cooling request is low. The cooling requirement level estimation unit 2a can estimate the degree of cooling requirement in the vehicle interior based on at least the temperature outside the vehicle interior and the temperature in the vehicle interior, and the vehicle based on other conditions (such as the set air volume). The degree of request for indoor cooling may be estimated.

  Next, a specific control operation of the air conditioner control unit 2 during the operation of the air conditioner 1 will be described based on the flowchart shown in FIG. This control is repeatedly performed every predetermined time (for example, several tens of ms). The control shown in this flowchart starts when the ignition is turned on and ends when the ignition is turned off.

  In step SA1 after the ignition is turned on and started, the engine is basically started and put into operation. In step SA2 following step SA1, it is determined whether or not the predetermined engine stop condition is satisfied, that is, whether or not automatic engine stop is permitted. If it is determined as NO in step SA2 and automatic stop of the engine is not permitted, the process proceeds to step SA3 and normal air conditioning control is performed.

  The normal air conditioning control is performed according to the flowchart shown in FIG. In step SB1 of the flowchart shown in FIG. 6, the air conditioner control unit 2 reads signals from the sensors 37, 38, 64 to 67 and the switches 68 to 73, 80, 81.

  Then, it progresses to step SB2 and the air mix door 46 is controlled. That is, based on the air conditioning state including the temperature set by the temperature setting switch 68 (in the automatic air conditioning mode, the detection values by the outside air sensor 65, the inside air sensor 66, and the solar radiation sensor 67 are taken into account), the target vehicle interior temperature is calculated, The opening degree of the air mix door 46 is calculated from the target vehicle interior temperature, and the air mix actuator 48 is operated so as to reach this opening degree.

  Thereafter, the process proceeds to step SB3, and the blow-out mode and the introduction mode control are performed. That is, in the automatic air conditioning mode, the blowing mode actuator 60 is operated so as to be in a predetermined blowing mode corresponding to the opening degree of the air mix door 46. Further, the introduction mode is determined in consideration of the outside air temperature and the passenger compartment temperature, and the inside / outside air actuator 28 is operated so as to be in the determined introduction mode.

  For example, when the outside air temperature detected by the outside air sensor 65 is as high as 30 ° C. or higher and strong cooling is required, such as in summer, the blowing mode is the vent mode, and the introduction mode is the inside air introduction mode. By setting the blow-out mode to the vent mode, the cool air is directly supplied to the upper body of the occupant, and by setting the introduction mode to the inside air introduction mode, the inside temperature of the vehicle interior is closer to the target vehicle interior temperature than the air outside the vehicle interior. Air can be taken into the case 20 and efficient cooling becomes possible. When the outside air temperature is about 20 ° C. and relatively weak cooling is sufficient, the blowing mode is the bi-level mode, and the introduction mode is the outside air introduction mode. On the other hand, when the outside air temperature detected by the outside air sensor 65 is a low temperature of 10 ° C. or lower and heating is required as in winter, the blowing mode becomes the heat mode and the introduction mode becomes the outside air introduction mode. By setting the introduction mode to the outside air introduction mode, it is possible to take dry outside air into the passenger compartment and prevent the wind glass from fogging.

  Subsequently, it progresses to step SB4 and controls a ventilation fan. That is, in the automatic air-conditioning mode, the air flow rate is calculated from the difference between the vehicle interior temperature detected by the internal air sensor 66 and the target vehicle interior temperature, and the voltage applied to the blower motor 33 is changed so as to be the air flow rate. To do. The air flow rate is increased as the difference between the vehicle interior temperature and the target vehicle interior temperature increases.

  Then, the process proceeds to step SB5, and it is determined whether the compressor 36 is to be operated or stopped. That is, when the air conditioner mode set by the air conditioner switch 70 is the A / C mode or the ECO mode, the compressor 36 is operated, and when the air conditioner mode is the OFF mode, the compressor 36 is stopped. If the compressor 36 is activated in step SB5, a compressor ON signal is output from the air conditioner control unit 2 to the engine control unit 3, and the engine control unit 3 puts the electromagnetic clutch of the compressor 36 into a connected state. On the other hand, when the compressor 36 is stopped, the compressor OFF signal is output from the air conditioner control unit 2 to the engine control unit 3, and the electromagnetic clutch is disengaged.

  When the air conditioner mode is set to the A / C mode or the ECO mode, the compressor 36 is not always operated, but the compressor 36 is operated (output of the compressor ON signal) and stopped according to the temperature detected by the EVA sensor 37. (Output of compressor OFF signal) is repeated. That is, the compressor ON signal is output when the temperature detected by the EVA sensor 37 is equal to or higher than the ON temperature (first predetermined temperature), and the compressor OFF signal is the OFF temperature (the temperature detected by the EVA sensor 37 is lower than the ON temperature ( It is output when the second predetermined temperature is reached. The compressor OFF temperature in the normal air conditioning control is Tof (° C.), and can be changed to, for example, three stages of 2.5 ° C., 7.0 ° C., and 11 ° C. 11 degreeC is temperature higher than the melting point (8 degreeC) of a cool storage agent. The higher the compressor OFF temperature Tof (° C.), the closer to the compressor ON temperature, the shorter the operation time of the compressor 36.

  In this embodiment, the cooling requirement level estimation unit 2a estimates the degree of cooling requirement in the vehicle compartment in three stages, and the compressor OFF temperature Tof (° C.) is based on the estimated degree of cooling requirement in the passenger compartment as described above. To change. The lower the cooling requirement level in the passenger compartment estimated by the cooling requirement level estimation unit 2a, the higher the compressor OFF temperature Tof (° C.) and the shorter the operation time of the compressor 36. When the degree of cooling demand in the passenger compartment is low, the engine load can be reduced with little effect on passenger comfort even if the operating time of the compressor 36 is shortened. On the other hand, the higher the cooling requirement in the passenger compartment, the lower the compressor OFF temperature Tof (° C.). Thereby, a passenger | crew's comfort is ensured. Assuming this control, when the cooling requirement level estimation unit 2a estimates that the degree of cooling requirement in the passenger compartment is low, the compressor OFF temperature Tof (° C.) compared to when the cooling requirement level is estimated to be high. Can be made 11 degreeC higher than the melting point of a cool storage agent.

  After the normal air-conditioning control in step SA3 in the flowchart shown in FIG. 4, the determination in step SA2 is performed. If NO is determined in step SA2 and the automatic engine stop is not permitted, the process proceeds to step SA3, where Perform air conditioning control. That is, the normal air conditioning control is repeatedly performed while the automatic engine stop is not permitted.

  If it is determined as YES in step SA2 and automatic stop of the engine is permitted, the process proceeds to step SA4. In step SA4, the engine is automatically stopped. Then, the process proceeds to Step SA5. In step SA5, air conditioning control during engine automatic stop is performed as air conditioning control while the engine is automatically stopped. The air conditioning control at the time of engine automatic stop is performed according to the flowchart shown in FIG.

  Steps SC1 and SC2 in the flowchart of FIG. 7 are the same as SB1 and SB2 of the flowchart shown in FIG. In step SC3, MAX COLD count control is performed to count the number of times the air mix door 46 is in the MAX COLD state. That is, as shown in the time chart of FIG. 5, when the engine automatically stops during cooling and the compressor 36 also stops, the temperature of the evaporator 35 increases, so the opening degree of the air mix door 46 gradually decreases. . When the air mix door 46 is in the MAX COLD state, it means that the cooling capacity is insufficient for the request. In other words, in step SC3, the cooling capacity is insufficient for the request. Count the number of times. The number of times counted in step SC3 is stored in the air conditioner control unit 2 together with the time when the MAX COLD state is reached. If the MAX COLD state is entered in step SC3 in the next flow, the number of times and the time when the MAX COLD state is entered are stored together with the number and time counted in the previous step SC3.

  Steps SC4, SC5, and SC6 in the flowchart shown in FIG. 7 are the same as steps SB3, SB4, and SB5 in the flowchart shown in FIG.

  After the engine automatic stop air-conditioning control in step SA5 of the flowchart shown in FIG. 4, the determination in step SA6 is performed. If it is determined YES in step SA6 and the automatic stop of the engine is continuously permitted, Air-conditioning control is repeatedly performed when the engine is automatically stopped.

  If it is determined as NO in step SA6 and automatic stop of the engine is not permitted, the process proceeds to step SA7 and the engine is restarted. After restarting the engine in step SA7, the process proceeds to step SA8. In step SA8, it is determined whether or not the compressor OFF temperature Tof (° C.) set in step SC6 of the flowchart shown in FIG. 7 (the same control content as step SB5 in the flowchart shown in FIG. 6) is higher than the melting point of the regenerator. judge. If it is determined as NO in step SA8 and the compressor OFF temperature Tof (° C.) is equal to or lower than the melting point of the cool storage agent, the process proceeds to step SA3 and the above-described normal air conditioning control is performed. In this case, in the normal air conditioning control, the compressor OFF temperature Tof (° C.) is equal to or lower than the melting point of the cold storage agent, so that the cold storage agent can be cooled to the melting point or lower. Therefore, the amount of cold heat stored in the cold storage agent after engine restart can be increased.

  If it is determined as YES in step SA8 and the compressor OFF temperature Tof (° C.) is higher than the melting point of the cool storage agent, the process proceeds to step SA9. In step SA9, it is determined whether or not the number of times that the air mix door 46 is in the MAX COLD state during the predetermined time T1 is equal to or greater than the predetermined number X1. The number of times that the air mix door 46 is in the MAX COLD state can be obtained based on the number of times counted in step SC3 of the flowchart shown in FIG. 7, and is the cumulative number within the predetermined time T1.

  The predetermined time T1 can be set to about 5 to 10 minutes, for example. The predetermined number X1 can be set to 2 to 3 times, for example. Accordingly, it is possible to detect the frequency at which the air mix door 46 is in the MAX COLD state, that is, the frequency at which the air is allowed to flow through the evaporator 35 and not to the heater core 43.

  The number of times that the air mix door 46 is in the MAX COLD state during the predetermined time T1 is equal to or more than the predetermined number X1, which means that the vehicle speed frequently becomes 0 in the short time of about 5 to 10 minutes and the compressor 36 Is stopped, and the air mix door 46 has entered the MAX COLD state 2-3 times in order to maintain cooling. Therefore, in step SA9, it is possible to configure an estimation means that can estimate whether or not the driving state of the automobile is congested.

  If it is determined NO in step SA9 and the number of times the air mix door 46 is in the MAX COLD state during the predetermined time T1 is less than the predetermined number X1, the process proceeds to step SA3 and the above-described normal air conditioning control is performed.

  The determination of NO in step SA9 means that the frequency of the air mix door 46 entering the MAX COLD state is low, and it is estimated that the driving state of the automobile is not congested. If the vehicle is not in a traffic jam, the frequency of automatic stop of the engine decreases and the frequency of stop of the compressor 36 also decreases, so that a sufficient amount of cold heat can be stored in the cold storage agent. Therefore, improvement of fuel efficiency and passenger comfort can be realized at a high level even with normal air conditioning control.

  On the other hand, if YES is determined in step SA9 and the number of times the air mix door 46 is in the MAX COLD state during the predetermined time T1 is equal to or greater than the predetermined number X1, the process proceeds to step SA10. If it is determined as YES in step SA9, it is estimated that the air mix door 46 is frequently in the MAX COLD state, and the driving state of the automobile is congested. In this case, in step SA10, the compressor OFF temperature Tof (° C.) is set to a temperature Tof 1 (° C.) below the melting point of the cold storage agent. Tof1 (° C.) can be set to any temperature as long as it is equal to or lower than the melting point of the regenerator, but may be set to 5 ° C., for example, as shown in the time chart of FIG. Tof1 (° C.) may be changed by, for example, the amount of solar radiation or the outside air temperature.

  And it progresses to step SA11 and cool storage air-conditioning control is performed. Cold storage air conditioning control is performed according to the flowchart shown in FIG. Steps SD1, SD2, SD3, and SD4 in the flowchart of FIG. 8 are the same as SB1, SB2, SB3, and SB4 of the flowchart shown in FIG.

  In step SD5, compressor control is performed. The control content of the SB5 in the flowchart shown in FIG. 6 is basically the same, but when the temperature detected by the EVA sensor 37 reaches Tof1 (° C.), which is lower than the melting point of the regenerator, the compressor OFF signal Is output. That is, the air conditioner control unit 2 performs control to set the compressor OFF temperature to be equal to or lower than the melting point of the regenerator, regardless of the estimation result of the cooling request level by the cooling request level estimation unit 2a after the engine restarts.

  As a result, the compressor 36 operates until the temperature output from the evaporator sensor 37 becomes Tof1 (° C.) lower than the melting point of the cool storage agent, and thus the cool storage agent stores cold heat until the temperature becomes equal to or lower than the melting point. Therefore, the amount of cold heat stored in the cold storage agent is sufficiently increased.

  Thereafter, the process proceeds to step SA12 in the flowchart shown in FIG. In step SA12, it is determined whether or not the elapsed time after setting the compressor OFF temperature Tof (° C.) in step SA10 to a temperature Tof1 (° C.) below the melting point of the regenerator exceeds a predetermined time T2. When T2 is exceeded, the process proceeds to Step SA3, while when the predetermined time T2 is not exceeded, the regenerative air conditioning control at Step SA11 is repeated.

  The predetermined time T2 of step SA12 is n seconds in the time chart of FIG. 5, and this number of seconds can be set to a fixed value, or can be arbitrarily changed according to, for example, the amount of solar radiation or the outside air temperature. For example, it is possible to increase the predetermined time T2 as the amount of solar radiation increases, or to increase the predetermined time T2 as the outside air temperature increases. On the contrary, the predetermined time T2 can be shortened as the amount of solar radiation is small, or the predetermined time T2 can be shortened as the outside air temperature is low. That is, it is preferable to increase the predetermined time T2 as the air conditioning load during cooling increases.

  The predetermined time T2 is preferably shorter than the predetermined time T1, and can be set to about 30 seconds to 1 minute, for example. That is, by setting the compressor OFF temperature Tof (° C.) to a temperature Tof 1 (° C.) that is equal to or lower than the melting point of the cool storage agent and performing the compressor control of the flowchart in FIG. 6, the amount of cold heat stored in the cool storage agent is increased. However, in this embodiment, the compressor OFF temperature Tof (° C.) is set to the temperature Tof 1 (° C.) for a predetermined time T2, and the flow chart of FIG. Since the compressor control is performed and then the routine proceeds to step SA3 to perform the normal air conditioning control, the fuel consumption is disadvantageous only during the predetermined time T2.

  As described above, according to the vehicle control apparatus 100 of this embodiment, basically, the compressor 36 starts to operate when the temperature detected by the evaporation sensor 37 becomes equal to or higher than the ON temperature of the compressor 36. The low-temperature refrigerant is supplied to the evaporator 35, and the cold heat of the refrigerant is stored in the cold storage agent. Then, when the temperature detected by the evaporation sensor 37 reaches the compressor OFF temperature Tof (° C.), the compressor 36 stops. Since cold energy is stored in the cold storage agent, it is possible to cool the passenger compartment by releasing the cold energy even when the engine is automatically stopped.

  Further, when the cooling requirement level estimation unit 2a estimates that the cooling requirement level of the cooling in the passenger compartment is low, the temperature at which the compressor 36 is stopped, that is, the compressor, is compared to when the cooling requirement level is estimated to be high. Since the OFF temperature Tof (° C.) is increased, the operation time of the compressor 36 is shortened. This reduces the load on the engine. At this time, since the temperature at which the compressor 36 is stopped is higher than the melting point of the cold storage agent, the operation time of the compressor 36 can be further shortened.

  When the engine that has been automatically stopped is restarted, the temperature at which the compressor 36 is stopped can be made equal to or lower than the melting point of the regenerator regardless of the cooling request level estimated by the cooling request level estimation unit 2a. . Immediately after the engine is restarted, the compressor 36 was also stopped so far, so the amount of cold heat stored in the cold storage agent is greatly reduced, and it is considered that cold storage is necessary. By setting the temperature at which the compressor 36 is stopped to be equal to or lower than the melting point of the cool storage agent, a sufficient amount of cold heat is stored in the cool storage agent, and then the vehicle interior is cooled even if the engine is automatically stopped. It becomes possible. The period during which the temperature at which the compressor 36 is stopped is equal to or lower than the melting point of the regenerator is only the predetermined time T2 in step SA12. Therefore, after the predetermined time T2 has elapsed, as described above, a cooling request for cooling the vehicle interior When the degree is estimated to be low, the compressor OFF temperature Tof (° C.) becomes high, so that the operation time of the compressor 36 as a whole is shortened and the load on the engine is reduced. Therefore, in the situation where cold storage is necessary, it is possible to increase the effect of providing the cold storage agent so that the cold storage agent can sufficiently store cold heat, and improve the fuel efficiency by extending the automatic engine stop time. Can be made.

  The above-described embodiment is merely an example in all respects and should not be interpreted in a limited manner. Further, all modifications and changes belonging to the equivalent scope of the claims are within the scope of the present invention.

  As described above, the vehicle control apparatus according to the present invention can be applied to, for example, an automobile equipped with a refrigeration cycle apparatus.

1 Air conditioner 2 Air conditioner control unit (Engine automatic stop control device)
2a Cooling requirement level estimation unit 6 Vehicle control unit (engine automatic stop control device)
22a Cooling passage 22b Heating passage 35 Evaporator (cooling heat exchanger)
36 Compressor 37 EVA sensor (temperature state detection unit)
38 Heater core sensor 43 Heater core (heat exchanger for heating)
44 Air Mix Space 46 Air Mix Door 100 Vehicle Control Device

Claims (3)

A heat exchanger for cooling that cools air blown into the vehicle interior of the vehicle by heat exchange with a refrigerant supplied from a compressor driven by the engine of the vehicle, and a regenerator that stores the cold heat of the refrigerant supplied from the compressor. An air conditioner having
A vehicle provided with an engine automatic stop control device that automatically stops the engine when a predetermined engine stop condition is satisfied, and restarts the automatically stopped engine when a predetermined engine restart condition is satisfied A control device of
A temperature state detection unit that detects a temperature state of the cooling heat exchanger, and a cooling request degree estimation unit that estimates a degree of request for cooling in the passenger compartment,
The control device operates the compressor when the temperature detected by the temperature state detection unit is equal to or higher than a first predetermined temperature, and the temperature detected by the temperature state detection unit is the first predetermined temperature. When the second predetermined temperature lower than the above is reached, the compressor is stopped, and when the cooling requirement level estimation unit estimates that the cooling requirement level in the passenger compartment is low, the cooling requirement level is estimated to be high. Comparing the second predetermined temperature to be higher than the melting point of the regenerator,
Further, when the control device detects that the engine has been restarted by the engine automatic stop control device, the control device stores the second predetermined temperature in the cold storage only for a predetermined period regardless of the estimation result by the cooling request level estimation unit. A control apparatus for a vehicle, wherein control is performed to set the melting point of the agent or lower. The vehicle control device according to claim 1,
The air conditioner includes a heating heat exchanger that heats blown air, an air mix door that changes the amount of air that passes through the cooling heat exchanger and the heating heat exchanger,
The control device detects the frequency at which the air mix door enters a state in which air flows into the cooling heat exchanger and does not flow into the heating heat exchanger, and the frequency exceeds a predetermined value. A control apparatus for a vehicle, characterized in that, when it is detected, the second predetermined temperature is controlled to be equal to or lower than the melting point of the regenerator. The vehicle control device according to claim 1 or 2,
The vehicle control apparatus is characterized in that the cooling requirement level estimation unit is configured to estimate a cooling requirement level in the vehicle interior based on at least a temperature outside the vehicle interior and a temperature in the vehicle interior.

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