JP2018083500A - Air conditioner for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an air conditioner for a vehicle, which satisfies a basic cooling performance in ones mounted in a racing car, and which can prevent a decrease in engine output in a scene in which the racing car exhibits a maximum speed.SOLUTION: The air conditioner for a vehicle comprises a compressor 141 that is driven by a part of drive force of a vehicle engine 10 and that compresses coolant in a refrigeration cycle 140 to discharge, and a control unit 200 that controls operation of the compressor. The vehicle is a racing car that runs on a circuit and comprises an accelerator sensor 191 that outputs an acceleration signal, which shows a depressing state of an accelerator pedal of the vehicle, to the control unit. When determining that a depressing state of the accelerator pedal is equivalent to full throttle on the basis of the acceleration signal, the control unit minimizes operation power of the compressor while the accelerator pedal is in that state.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a vehicle air conditioner mounted on a racing car.

  As a conventional vehicle air conditioner, for example, one described in Patent Document 1 is known. In the vehicle air conditioner disclosed in Patent Literature 1, a variable displacement compressor is used as the compressor. Then, the main controller determines the compressor capacity based on the compressor rotational speed and the compressor discharge pressure in each control region defined by the upper limit value of the compressor discharge pressure that changes with respect to the preset compressor rotational speed. Is to control.

  Specifically, in the low rotation speed region of the compressor, the capacity of the compressor is controlled to a region where the discharge pressure is high so that the evaporator outlet air temperature becomes a predetermined air temperature. It has been resolved. Also, in the high rotation speed and high discharge pressure region of the compressor, the compressor capacity control signal is kept low so that priority is given to discharge pressure reduction control so that the compressor and refrigerant circuit devices are properly protected. It has become.

  Moreover, in the vehicle air conditioner of Patent Document 2, the operating power of the compressor is temporarily reduced when the vehicle is accelerated, and then the operating power is gradually returned. As a result, at the start of acceleration, the load of the engine is reduced to improve the acceleration of the vehicle, and the operating power of the compressor is gradually returned (during a predetermined time), thereby making the cooling capacity as possible as possible. To secure.

JP 2002-96628 A Japanese Patent No. 4114469

  In the above-mentioned Patent Document 1, when a variable capacity compressor is used in a general passenger car, the compressor capacity control signal is kept low in the high rotation speed and high discharge pressure region of the compressor. In other words, priority is given to discharge pressure reduction control, and only the compressor and refrigerant circuit devices are protected.

  Further, in Patent Document 2 described above, the operating power of the compressor is lowered during the acceleration of the vehicle to reduce the load on the engine, but the cooling capacity is lowered. Therefore, the load on the engine cannot be reduced sufficiently.

  Here, when the vehicle air conditioner is mounted on a racing car that travels on a predetermined course such as a circuit, the control content of the air conditioner that takes into account the way of running unique to the racing car is required. Specifically, in a scene where the basic cooling performance as an air conditioner is met and the maximum speed is exhibited, there is a strong demand for one that can maintain the operation of the air conditioner (compressor) so that the engine output does not decrease. It is done.

  In view of the above problems, an object of the present invention is to provide a vehicle air conditioner that is capable of satisfying basic cooling performance and capable of suppressing a decrease in engine output in a maximum speed display scene when mounted on a racing car. There is.

  In order to achieve the above object, the present invention employs the following technical means.

In the present invention, a compressor (141) driven by a part of the driving force of the engine (10) of the vehicle to compress and discharge the refrigerant in the refrigeration cycle (140);
In a vehicle air conditioner comprising a control unit (200) for controlling the operation of the compressor,
The vehicle is a racing car that runs on a circuit,
An accelerator sensor (191) for outputting an accelerator signal indicating a depression state of an accelerator pedal of the vehicle to the control unit;
When the control unit determines that the depressed state of the accelerator pedal is equivalent to full throttle based on the accelerator signal, the control unit minimizes the operating power of the compressor during that time.

  According to the present invention, when the accelerator pedal is depressed corresponding to full throttle in circuit driving by a racing car, the control unit (200) can determine that it corresponds to the maximum speed display scene on a straight road. . Since the controller (200) minimizes the operating power of the compressor (141) while the maximum speed display scene continues, the load of the compressor (141) on the engine (10) can be reduced. Running at full power (maximum speed) is possible.

  Since the maximum speed display scene is usually about 1 to 2 km on the circuit and about 7 to 10 seconds in time, the cooling performance associated with minimizing the operating power of the compressor (141). The decrease in can be substantially unaffected.

  In addition, the code | symbol in the bracket | parenthesis of each said means shows a corresponding relationship with the specific means of embodiment description mentioned later.

It is a block diagram which shows the whole structure of a vehicle air conditioner. It is explanatory drawing which shows the structural example for detecting the depression state of an accelerator pedal. It is a time chart which shows the timing which minimizes the operating power of the compressor in 1st Embodiment. It is a time chart which shows the timing which minimizes the operating power of the compressor in 2nd Embodiment. It is a time chart which shows the timing which minimizes the operating power of the compressor in 3rd Embodiment.

  A plurality of modes for carrying out the present invention will be described below with reference to the drawings. In each embodiment, parts corresponding to the matters described in the preceding embodiment may be denoted by the same reference numerals, and redundant description may be omitted. When only a part of the configuration is described in each mode, the other modes described above can be applied to the other parts of the configuration. Not only combinations of parts that clearly indicate that the combination is possible in each embodiment, but also a combination of the embodiments even if they are not clearly specified unless there is a problem with the combination. It is also possible.

(First embodiment)
A vehicle air conditioner (hereinafter, air conditioner) 100 according to a first embodiment will be described with reference to FIGS. The air conditioner 100 is mounted on a racing car that travels on a circuit (circular road for competition) having a straight road or a number of curved roads (corners). The straight road on the circuit extends, for example, about 1 to 2 km, and is provided on the front side of the spectator seat, and is a travel path where a scene showing the maximum speed (for example, a level of 250 to 300 km / s) by a racing car can be seen. . The racing car used is not an open car type but a vehicle having a roof and a vehicle interior space.

  As shown in FIG. 1, a cooling water circuit 11 for cooling the engine is formed in the engine 10 as a traveling drive source mounted on the racing car. The cooling water circuit 11 is provided with a water pump 12 for circulating cooling water between the engine 10 and a heater core 150 described later. Further, the engine 10 is provided with an engine pulley 10a for transmitting a part of the power of the engine 10 to a compressor 141 described later.

  The air conditioner 100 includes an air conditioning case 110, an inside / outside air switching unit 120, a blower 130, a refrigeration cycle 140, a heater core 150, an air mix door 160, an outlet switching unit 170, an air conditioner operation panel 180, a sensor group 190, a control unit 200, and the like. It has.

  The air conditioning case 110 is a case (duct) having a flow path through which air for air conditioning circulates, and is disposed on the front side (inside the instrument panel) in the passenger compartment. The most upstream side (windward side) of the air conditioning case 110 is a part constituting the inside / outside air switching unit 120, and this part includes an inside air introduction port 111 for taking in the cabin air (hereinafter, inside air), and the outside of the cabin An outside air inlet 112 for taking in air (hereinafter referred to as outside air) is formed. The inside air introduction port 111 opens toward the vehicle interior, and the outside air introduction port 112 opens toward the outside of the vehicle compartment.

  In addition, a bypass passage 113 through which the cooling air (cold air) cooled by the evaporator 144 circulates bypassing the heater core 150 is formed at an intermediate portion of the air flow of the air conditioning case 110. In the air conditioning case 110, the downstream side of the bypass passage 113 and the heater core 150 is an air mix unit 114 in which the cold air that has passed through the bypass passage 113 and the heated air (hot air) that has passed through the heater core 150 are mixed.

  Furthermore, the most downstream side (leeward side) of the air conditioning case 110 is a part constituting the air outlet switching unit 170. In this part, the face air outlet 115, the foot air outlet 116, and the defroster air outlet 117 are provided. Is formed. Each of the air outlets 115 to 117 is an air outlet located on the downstream side of the air mix unit 114. The face outlet 115 is an outlet that mainly blows out cold air as conditioned air toward the passenger's head and chest (upper body). Moreover, the foot blower outlet 116 becomes a blower outlet which mainly blows out warm air as an air-conditioning wind toward a passenger | crew's foot | leg part (lower body). The defroster air outlet 117 is an air outlet that mainly blows out cold air as conditioned air toward the front wind of the vehicle.

  The inside / outside air switching unit 120 is formed by providing an inside / outside air switching door 121 at the site of each inlet 111, 112. The inside / outside air switching door 121 is a door that opens and closes the introduction ports 111 and 112 by rotating. The inside / outside air switching door 121 is configured to switch the introduction mode to an inside air circulation mode, an inside air circulation / outside air introduction mode, an outside air introduction mode, or the like by opening either one or both of the introduction ports 111 and 112. The inside / outside air switching door 121 is controlled by the control unit 200. The inside air circulation mode corresponds to the inside air mode of the present invention, and the outside air introduction mode corresponds to the outside air mode of the present invention.

  The blower 130 is provided on the downstream side of the inside / outside air switching unit 120, and the centrifugal fan 131 rotatably accommodated in a scroll case integrally formed with the air conditioning case 110, and the centrifugal fan 131 rotate. It has a blower motor 132 for driving. The blower motor 132 is controlled by the control unit 200, and the blower air volume (the rotational speed of the centrifugal fan 131) is controlled based on the blower terminal voltage (hereinafter referred to as blower voltage) applied to the blower motor 132. It has become so.

The refrigeration cycle 140 is a vapor compression type heat cycle for cooling and dehumidifying air-conditioning air. The compressor 141, the condenser 142, the expansion valve 143, the evaporator 144, and the like are connected in a ring shape by a refrigerant pipe. Is formed.

The compressor 141 is a fluid machine that compresses and discharges the refrigerant in the refrigeration cycle 140 and circulates the refrigerant in the refrigeration cycle 140. The tip portion of the shaft of the compressor 141 protrudes to the outside of the housing, and a compressor pulley 141a is provided. The compressor pulley 141a and the engine pulley 10a are connected by a pulley belt 10b, and the compressor 141 is driven by a part of the driving force of the engine 10.

  Here, the compressor 141 is a variable capacity compressor in which the discharge amount (discharge capacity per rotation × rotation speed) is variable (adjustable) by the control unit 200. Furthermore, the compressor 141 uses a swash plate type compressor as a variable capacity compressor. The swash plate compressor has a shaft provided with a swash plate, and is formed by connecting the swash plate and a piston. The swash plate is disposed (incorporated) in a swash plate chamber formed inside the housing of the compressor 141, and the control unit 200 adjusts the pressure Pc in the swash plate chamber, so that the inclination angle of the swash plate is increased. Is to be adjusted. The stroke (compression stroke) of the piston (compression unit) is changed according to the inclination angle of the swash plate, and the discharge capacity (discharge amount) is adjusted.

  Specifically, when the pressure Pc in the swash plate chamber is increased by the control unit 200, the swash plate rises vertically with respect to the shaft (inclination angle is small), the piston stroke is reduced, and the discharge capacity is reduced. Get smaller. On the other hand, when the pressure Pc in the swash plate chamber is decreased by the control unit 200, the swash plate becomes the maximum tilt position (large tilt angle), the piston stroke is increased, and the discharge capacity is increased.

  In the compressor 141, the greater the inclination angle of the swash plate and the greater the stroke of the piston, the greater the compression work and the greater the operating power. That the operating power of the compressor 141 is relatively large means that the load on the engine 10 is relatively large. Conversely, the smaller the tilt angle of the swash plate and the smaller the stroke of the piston, the smaller the compression work and the smaller the operating power. That the operating power of the compressor 141 is relatively small means that the load on the engine 10 is relatively small. When the inclination angle of the swash plate is minimum, the compression work is minimum, the operation power is also minimum, and the load on the engine 10 by the compressor 141 is minimum. The condenser 142 is a heat exchanger that cools the high-temperature and high-pressure refrigerant discharged from the compressor 141 and condenses it. The expansion valve 143 is a decompression unit that decompresses the refrigerant flowing out of the condenser 142 to a low temperature and a low pressure.

  The evaporator 144 is disposed on the low-pressure side of the refrigeration cycle 140, and is a cooling heat exchanger (cooler) that cools and dehumidifies the air-conditioning air that passes through the low-temperature and low-pressure refrigerant that flows out from the expansion valve 143. ). The evaporator 144 is disposed on the downstream side of the blower 130 so as to block the entire surface of the air passage of the air conditioning case 110.

  In the heater core 150, cooling water (hot water) circulating through the cooling water circuit 11 of the engine 10 flows inside, and a heating heat exchanger (heater) that heats air for air conditioning using the cooling water as a heating source for heating, It has become. The heater core 150 is disposed on the downstream side of the evaporator 144 so as to partially block the air passage of the air conditioning case 110. The heater core 150 reheats the cold air cooled by the evaporator 144. The heating capacity of the heater core 150 itself is proportional to the cooling water temperature, and increases as the cooling water temperature increases. In addition, as the heater core 150 (heater), for example, an electric heater using electric power as a heating source may be used, for example, with respect to the cooling water as a heating source.

  The air mix door 160 is an adjustment door that is rotatably provided on the upstream side of the heater core 150. The air mix door 160 passes through the heater core 150 and the cool air passing through the bypass passage 113 without being heated, among the cooling air cooled by the evaporator 144, depending on the rotation stop position (opening degree SW). The flow rate ratio with the heated warm air is adjusted. Then, the cold air and the hot air whose flow rate ratio is adjusted are mixed by the air mix unit 114 and blown out into the vehicle interior as temperature-controlled air.

  The opening SW of the air mix door 160 is from the opening SW = 0% (cooling 100%) that completely closes the front surface of the heater core 150, so that the entire surface of the heater core 150 is completely opened and the bypass passage 113 side is completely closed. It is controlled between degrees SW = 100% (heating 100%). The opening degree SW of the air mix door 160 is controlled by the control unit 200.

  The blower outlet switching unit 170 is formed by providing a face door 171, a foot door 172, and a defroster door 173 at each of the blower outlets 115 to 117. The doors 171 to 173 are doors that open and close the air outlets 115 to 117 by rotating.

  By opening the face door 171 among the doors 171 to 173, a face mode in which air-conditioned air is blown toward the occupant's head and chest (upper body) is formed as a blow-out mode. . Moreover, by opening the foot door 172, a foot mode in which air-conditioned air is blown out toward the feet (lower body) of the occupant is formed as a blow-out mode. Moreover, by opening the defroster door 173, the defroster mode in which the air-conditioned air is blown out toward the front window is formed as the blowing mode. The doors 171 to 173 are configured to be controlled to be opened and closed as described above by the control unit 200.

  The air conditioner operation panel 180 is a panel provided with various switches for operating each part 121, 130, 141, 160, 171 to 173 of the air conditioner 100 under desired control conditions of the occupant.

  The various switches on the air conditioner operation panel 180 include an air conditioner switch for instructing activation and stop of the refrigeration cycle 140 (compressor 141), an introduction port changeover switch for changing the introduction mode (inside / outside air changeover door 121), vehicle A temperature setting switch for setting the room temperature to a desired temperature (set temperature Tset), an air volume switching switch for switching the blower air volume of the blower 130, and an air outlet mode (opening degrees of the doors 171 to 173). This is a blower outlet changeover switch or the like. Switch signals input from various switches by the occupant are output to the control unit 200.

  Various sensor groups 190 include an accelerator sensor 191, a gear position sensor 192, a vehicle speed sensor 193, a rotation sensor 194, and the like related to detection of the running state of the vehicle, an internal air temperature sensor 195 related to detection of air conditioning conditions and states, An air temperature sensor 196, a solar radiation sensor 197, a cold air temperature sensor 198, and the like.

  The accelerator sensor 191 is a sensor that generates an accelerator signal indicating an accelerator pedal depression state (accelerator opening). Here, the accelerator sensor 191 mainly outputs a signal indicating whether or not the depressed state of the accelerator pedal 13 has reached a full throttle equivalent when traveling on a straight road. As the accelerator sensor 191, for example, those shown in FIGS. 2A to 2C can be used.

  In FIG. 2A, an on / off switch 191 a is used as the accelerator sensor 191. The on / off switch 191a is a switch provided on the floor located below the front end of the accelerator pedal 13, and includes a main body 191a1 and a pressing portion 191a2 provided on the upper side of the main body 191a1. When the accelerator pedal 13 is in full throttle (solid pedaling state), the contact point is connected by pressing the pressing portion 191a2 by the accelerator pedal 13. The on / off switch 191a generates the signal before being connected (off signal) or the connected signal (on signal) as an accelerator signal.

  In FIG. 2B, a light source unit 191b and a light receiving unit 191c are used as the accelerator sensor 191. For example, the light source unit 191b emits infrared light between the accelerator pedal 13 and the floor. The light receiving unit 191c is provided on the floor located below the front end of the accelerator pedal 13, and receives light emitted from the light source unit 191b. As the depressed state of the accelerator pedal 13 becomes larger, the gap between the lower side surface of the accelerator pedal 13 and the floor portion becomes smaller, and the amount of light received by the light receiving portion 191c decreases. When the amount of received light is equal to or less than the predetermined amount of received light, it can be associated with being equivalent to full throttle. The light receiving unit 191c generates a signal corresponding to the amount of light received from the light source unit 191b as an accelerator signal.

  In FIG. 2C, a piezoelectric element 191d is used as the accelerator sensor 191. The piezoelectric element 191d is an element provided on the floor located below the tip of the accelerator pedal 13, and generates an electromotive force according to the force when the accelerator pedal 13 is depressed and pressed by the accelerator pedal 13. . When the electromotive force is equal to or higher than the predetermined electromotive force, it can be associated with full throttle. The piezoelectric element 191d generates the electromotive force signal as an accelerator signal.

  The gear position sensor 192 is a sensor that generates a gear position signal indicating the position (first speed, second speed, third speed,...) Of the gear used in the transmission (transmission). The vehicle speed sensor 193 is a sensor that generates a vehicle speed signal indicating the vehicle speed. The rotation sensor 194 is a sensor that generates a rotation speed signal indicating the rotation speed of the engine 10.

  The inside air temperature sensor 195 is a sensor that generates an inside air temperature signal indicating the air temperature (inside air temperature) in the vehicle interior. The outside air temperature sensor 196 is a sensor that generates an outside air temperature signal indicating an air temperature outside the vehicle compartment (outside air temperature). The solar radiation sensor 197 is a sensor that generates a solar radiation signal indicating the amount of solar radiation irradiated into the vehicle interior. The cold air temperature sensor 198 is a sensor that generates a cold air temperature signal indicating the temperature of the cold air that has been cooled after passing through the evaporator 144.

  Various new issues generated by the various sensors 191 to 198 are output to the control unit 200.

  The control unit 200 is a microcomputer having a CPU, a ROM, a RAM, and the like, and is mounted on the vehicle together with the main body of the air conditioner 100. The control unit 200 controls the operation of each part 121, 130, 141, 160, 171 to 173 based on various switch signals from the air conditioner operation panel 180 and various signals from the sensor group 190. . In particular, in this embodiment, the control of the compressor 141 based on the accelerator signal from the accelerator sensor 191 is characterized (details will be described later).

  The control unit 200 may be formed by hardware such as a circuit unit, or may be virtually formed by software on a microcomputer.

  The configuration of the air conditioner 100 is as described above. Next, the operation of the air conditioner 100 will be described.

1. Normal air-conditioning control First, in a racing car, the engine 10 is frequently operated in a high load state, and blow-by gas generated from the engine 10 enters the vehicle compartment through a gap in a partition wall of the engine room. A situation occurs. Therefore, the control unit 200 normally selects the outside air introduction mode preferentially as the introduction mode by the inside / outside air switching unit 120. This is because in the outside air introduction mode, air is introduced from the outside of the vehicle into the vehicle interior, and the air-conditioned air is discharged from the vehicle interior to the outside of the vehicle, so that blow-by gas can be ventilated.

  Next, the control unit 200 uses the inside air temperature Tr obtained from the inside air temperature sensor 195, the outside air temperature Tam obtained from the outside air temperature sensor 196, the solar radiation amount Ts obtained from the solar radiation sensor 196, and the temperature setting switch of the air conditioner operation panel 180. Based on the obtained set temperature Tset, a target air outlet temperature TAO is calculated for air-conditioning air using a pre-stored calculation formula. Further, the control unit 200 calculates a target target cold air temperature TEO for the cold air on the downstream side of the evaporator 144 using a calculation formula stored in advance based on the target outlet temperature TAO.

  And the control part 200 determines the blower air volume (blower voltage) of the air blower 130 from the map memorize | stored beforehand based on the target blowing temperature TAO, and controls the rotational speed of the blower motor 132 so that it may become the determined blower air volume. To do.

  Further, the control unit 200 adjusts the inclination angle of the swash plate of the compressor 141 so that the cold air temperature TE (cold air temperature sensor 198) on the downstream side of the evaporator 144 becomes the target cold air temperature TEO. The amount of discharge is controlled.

  Further, the control unit 200 calculates a target opening degree with respect to the air mix door 160 from a pre-stored calculation formula so that the blown air temperature becomes the target blow temperature TAO, and the rotation position of the air mix door 160 ( Control is performed so that the opening degree SW) becomes the target opening degree. That is, by controlling the rotational position of the air mix door 160, the flow rate ratio between the warm air passing through the heater core 150 and the cool air passing through the bypass passage 113 is reduced with respect to the cooling air cooled by the evaporator 144. Adjust and adjust the temperature of the blown air.

  Further, the control unit 200 determines the blowing mode from a map stored in advance based on the target blowing temperature TAO, controls the rotational positions of the doors 171 to 173 in the blowing port switching unit 170, and determines the determined blowing. Any one of the air outlets 115 to 117 is opened so as to be in the mode.

  In addition, when various switches are input on the air conditioner operation panel 180 by the driver, the control unit 200 controls each part 130, 141, 160, 171-1 of the air conditioner 100 so that the control condition selected by the input is satisfied. The operation state of 173 is switched.

2. Compressor control in the maximum speed scene When driving on the circuit, before entering the straight road, the driver depresses the accelerator pedal 13 to reach the full throttle state to drive at the maximum speed on the straight road. Plunge in (maximum speed display scene).

  At this time, since the compressor 141 is driven by a part of the driving force of the engine 10, the engine 10 is in a state of receiving a load for the compression work from the compressor 141. It becomes a form that cannot run on a straight road with 100% power drawn.

  Therefore, the control unit 200 specially controls the operation of the compressor 141 in the maximum speed display scene.

  That is, as shown in FIG. 3, the control unit 200 determines that the depressed state of the accelerator pedal 13 is equivalent to full throttle (accelerator opening degree is equivalent to 100%) based on an accelerator signal obtained from an accelerator sensor 191 (191a to 191d, etc.). If it is determined that the operating speed of the compressor 141 has been entered, the operating power of the compressor 141 is minimized.

  Here, since the compressor 141 is a variable displacement compressor, more specifically, a swash plate type compressor, substantial compression work can be achieved by minimizing the inclination angle of the swash plate when it corresponds to a full throttle. The operating power of the compressor 141 is minimized by minimizing.

  Note that if the control unit 200 determines that the accelerator signal obtained from the accelerator sensor 191 is no longer equivalent to full throttle, the control of the compressor 141 is returned to the normal control.

  As described above, according to the present embodiment, when the accelerator pedal 13 is depressed in the circuit running by the racing car, the control unit 200 corresponds to the maximum speed display scene on the straight road. Can be determined. The controller 200 minimizes the operating power of the compressor 141 while the maximum speed display scene continues, so the load of the compressor 141 on the engine 10 can be reduced, and the full power (maximum speed) can be reduced. Driving is possible.

  Since the maximum speed display scene is usually about 1 to 2 km on the circuit and about 7 to 10 seconds in time, the cooling performance associated with the minimization of the operating power of the compressor 141. The decrease in the value can be substantially unaffected (acceptable range).

  In addition, by using a variable capacity type compressor (here, a swash plate type compressor) as the compressor 141 and minimizing the discharge amount, the substantial compression work of the compressor 141 is reduced, which is easy. In addition, the operating power of the compressor 141 can be minimized.

  On the other hand, in a curve run where acceleration / deceleration is repeated, there are few scenes in which full throttle operation is performed. Therefore, an operation for minimizing the power of the compressor 141 according to the present embodiment is also reduced. This leads to avoidance of deterioration in cooling performance during curve traveling in the prior art (Patent Document 2).

  That is, in the prior art, even when driving on a curve, the operation of reducing the compressor power is performed during acceleration of the vehicle, but the time for performing the curve driving is the time for traveling on a straight road that is the maximum speed display scene. Since it is overwhelmingly long compared to, deterioration in cooling performance during curve driving is inevitable. However, according to the present embodiment, it is possible to avoid deterioration of the cooling performance during curve traveling.

  Further, in the present embodiment, the problem of insufficient engine torque at the time of curve driving, which is a contradiction, does not occur. In other words, in a normal vehicle to which the prior art (Patent Document 2) is applied, if the operation for reducing the compressor power is not performed during the above-described curve traveling with acceleration / deceleration, the engine torque becomes insufficient even in the low gear position. However, in racing cars with a feature of having a large displacement engine, the engine torque at the low gear position is excessive, so the operation to reduce (minimize) the compressor power is not performed. In both cases, the problem of insufficient engine torque does not occur.

(Second Embodiment)
In the second embodiment, the configuration of the air conditioner 100 is the same as that of the first embodiment, but the control content is changed (FIG. 4).

  As a condition for minimizing the operating power of the compressor 141, the control unit 200 adds the following two conditions to the condition where the accelerator signal is equivalent to full throttle. The first condition to be added is a condition in which the gear position signal in the transmission obtained from the gear position sensor 192 is a predetermined gear position or more (for example, 7th or more out of 1 to 10 speeds). is there. Furthermore, another additional condition is a condition in which the vehicle speed signal obtained from the vehicle speed sensor 193 is equal to or higher than a predetermined vehicle speed (for example, 80 km or higher).

  As shown in FIG. 4, the control unit 200 indicates that the depressed state of the accelerator pedal 13 is equivalent to full throttle (accelerator opening 100% equivalent), the transmission gear position is equal to or greater than a predetermined gear position, and When the vehicle speed is equal to or higher than the predetermined vehicle speed, the operating power of the compressor 141 is minimized.

  FIG. 4 shows an example in which the three conditions are satisfied with a time difference. Here, when all three conditions are satisfied (when the gear position satisfies the conditions), the operation of the compressor 141 is performed. An example in which the power is minimized is shown.

  As a result, in the operation power control of the compressor 141, in addition to the accelerator signal, the conditions of the gear position signal and the vehicle speed signal are used, so whether or not the current racing car driving condition is in the maximum speed display scene. Can be grasped more accurately. Therefore, it is possible to suppress unnecessary minimization of the operating power of the compressor 141, and thus it is possible to suppress a decrease in cooling performance.

(Third embodiment)
In the third embodiment, the configuration of the air conditioner 100 is the same as that of the first embodiment, but the control content is further changed (FIG. 5).

  As described in the first embodiment, the control unit 200 normally selects the outside air introduction mode as the air introduction mode in order to ventilate the blow-by gas, but the operation of the compressor 141 is performed. When the power is minimized, the outside air introduction mode is switched to the inside air introduction mode in the meantime.

  More specifically, as shown in FIG. 5, when the control unit 200 determines that it is equivalent to full throttle (accelerator opening degree 100%), first, the air introduction mode is changed from the outside air introduction mode to the inside air introduction mode. After that (for example, after a predetermined time Δt), the operating power of the compressor 141 is minimized.

  The inside air introduction mode is a mode in which the cooled inside air is used so as to circulate in the vehicle interior, so that the inside air temperature is lower than the outside air temperature. Therefore, in the case where the outside air introduction mode is given priority, when the operating power of the compressor 141 is minimized, the air conditioning operation using the low temperature inside air can be performed by setting the inside air introduction mode. A decrease in cooling performance while the operating power 141 is minimized can be suppressed.

  Further, when considering the order of minimizing the operating power of the compressor 141 and switching to the inside air introduction mode, if the inside air introduction mode is set after the operating power of the compressor 141 is minimized, the inside air introduction mode is set. The cooling performance during the period until switching (while remaining in the outside air introduction mode) is reduced. However, since the operating power of the compressor 141 is minimized after the inside air mode is set, the air conditioning operation using the low-temperature inside air can be performed, so that the above-described deterioration of the cooling performance can be effectively suppressed. it can.

  Note that this embodiment may be combined with the second embodiment.

(Other embodiments)
For each of the above embodiments, for example, the evaporator 144 is provided with a cool storage device (a cool storage material or the like), stored in the cool storage device during normal air-conditioning control, and the stored cool storage heat is used for the compressor 141. You may make it compensate for the cooling performance fall at the time of operation power minimization.

  Further, in order to minimize the operating power of the compressor 141 at the time corresponding to the full throttle, a swash plate type compressor is used as the variable capacity compressor. However, the invention is not limited to this. You may apply to what provided the bypass flow path which bypasses a chamber side, and controls the valve opening degree of the control valve which opens and closes this bypass flow path with a control apparatus.

  Furthermore, the compressor 141 is not limited to a variable displacement compressor, but as a fixed displacement compressor, a clutch mechanism is provided in the compressor pulley 141a, and the clutch is shut off at the time corresponding to the full throttle. The operating power may be minimized.

DESCRIPTION OF SYMBOLS 10 Engine 100 Vehicle air conditioner 120 Inside / outside air switching part 140 Refrigeration cycle 141 Compressor 191 Accelerator sensor 192 Gear position sensor 193 Vehicle speed sensor 200 Control part

Claims (6)

A compressor (141) driven by a part of the driving force of the engine (10) of the vehicle to compress and discharge the refrigerant in the refrigeration cycle (140);
In a vehicle air conditioner comprising a control unit (200) for controlling the operation of the compressor,
The vehicle is a racing car traveling on a circuit,
An accelerator sensor (191) for outputting an accelerator signal indicating a depressed state of an accelerator pedal of the vehicle to the control unit;
When the control unit determines that the depressed state of the accelerator pedal is equivalent to a full throttle based on the accelerator signal, the control unit is a vehicle air conditioner that minimizes the operating power of the compressor during that time. A gear position sensor (192) for outputting a gear position signal indicating a gear position in the transmission of the vehicle to the control unit;
A vehicle speed sensor (193) for outputting a vehicle speed signal indicating the speed of the vehicle to the control unit,
In addition to the condition corresponding to full throttle based on the accelerator signal, the control unit has the gear position signal equal to or higher than a predetermined gear position and the vehicle speed signal equal to or higher than a predetermined vehicle speed. The vehicle air conditioner according to claim 1, wherein the operating power of the compressor in the meantime is minimized. An inside / outside air switching unit (120) for switching the air-conditioning air introduction mode to either the inside air mode or the outside air mode;
In the introduction mode, the outside air mode is prioritized,
The vehicle air conditioner according to claim 1 or 2, wherein the control unit sets the introduction mode by the inside / outside air switching unit to the inside air mode when the operating power of the compressor is minimized.   The said control part is a vehicle air conditioner of Claim 3 which makes the operating power of the said compressor the minimum after making the said introduction mode into the said inside air mode. The compressor is a variable capacity compressor capable of adjusting a discharge amount of the refrigerant,
The said control part is a vehicle air conditioner as described in any one of Claims 1-4 which minimizes the operating power of the said compressor by minimizing the discharge amount of the said compressor. The compressor is a swash plate compressor in which the compression stroke of the compression unit is changed by adjusting the inclination angle of the built-in swash plate,
The vehicle air conditioner according to claim 5, wherein the control unit minimizes the discharge amount of the compressor by minimizing the inclination angle of the swash plate.

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