JP2021160575A - Vehicle air conditioner - Google Patents

Abstract

To provide a vehicle air conditioner capable of maintaining the comfort of an occupant even when the driving of a compressor is temporarily stopped.SOLUTION: A controller acquires a restartable time T, which is a time from when an engine E is stopped by an idling stop function until the engine E can be restarted in order to restart traveling, and maintains the air blowing amount of an indoor blower 12 at the time of driving the engine E without reducing the air blowing amount of the indoor blower 12, when the acquired restartable time T is equal to or less than a predetermined time T1. As a result, even when the engine E is stopped by the idling stop function, temperature-controlled air can be supplied into a cabin and the air blowing amount of the air supplied into the cabin can be maintained, and thereby the comfort of an occupant can be kept.SELECTED DRAWING: Figure 1

Description

The present invention relates to a vehicle air conditioner applied to a vehicle having a so-called idling stop function.

Conventionally, as an air conditioner for a vehicle of this type, a so-called idling stop is used in which the running engine is stopped when the vehicle is temporarily stopped during running, and the engine is restarted when the running is restarted from the stopped state. It is applied to vehicles with functions, and is connected to a compressor driven by the driving force of the engine and a refrigerant circuit through which the refrigerant discharged from the compressor flows, and the air supplied to the passenger compartment is supplied to the refrigerant circuit. There is known one provided with an evaporator that cools by exchanging heat with a circulating refrigerant and a blower that sends the cooled air in the evaporator into the vehicle interior (see, for example, Patent Document 1).

In the vehicle air conditioner, when the engine is stopped by the idling stop function, the compressor is also stopped, so that the flow of the refrigerant in the evaporator is stopped.

The vehicle air conditioner evaporates by continuing the operation of the blower after the flow of the refrigerant in the evaporator is stopped until the temperature of the evaporator becomes equal to or higher than the target temperature of the air supplied to the passenger compartment. It is possible to cool the air supplied to the passenger compartment by the vessel.

Therefore, the vehicle air conditioner supplies cooled air to the vehicle interior by continuing the operation of the blower when the engine is stopped by the idling stop function.

However, when the temperature of the evaporator becomes higher than the target temperature of the air supplied to the passenger compartment, the vehicle air conditioner cannot supply the cooled air to the passenger compartment, and the passenger comfort is improved. It is impaired.

Therefore, the vehicle air conditioner reduces the amount of air blown by the blower when the engine is stopped by the idling stop function to be lower than the amount of air blown when the engine is driven, so that the cooled air is kept in the vehicle interior for a long time. It can be supplied to maintain passenger comfort.

Japanese Unexamined Patent Publication No. 2003-80937

In the vehicle air conditioner, the amount of air blown by the blower changes each time the engine is stopped and restarted by the idling stop function, so that the comfort of the occupant may be impaired due to repeated changes in the amount of air blown. ..

An object of the present invention is to provide a vehicle air conditioner capable of maintaining the comfort of a occupant even when the drive of a compressor is temporarily stopped.

In order to achieve the above object, the vehicle air conditioner of the present invention stops the running engine when the vehicle is temporarily stopped during running, and restarts the running engine when the running is restarted from the stopped state. An air conditioner for vehicles applied to a vehicle to be started, which is connected to a compressor driven by the driving force of the engine and a refrigerant circuit through which the refrigerant discharged from the compressor flows, and flows through the refrigerant circuit. A heat exchanger that exchanges heat between the refrigerant and the air supplied to the passenger compartment, a blower that sends the air that has exchanged heat with the refrigerant in the heat exchanger to the passenger compartment, and the engine are temporarily stopped. In order to have a blower amount control unit that reduces the blower amount of the blower in the case to be lower than the blower amount of the blower when the engine is driven, and to temporarily stop the engine to stop the engine and then restart the running. The restartable time acquisition unit for acquiring the restartable time, which is the time until the engine can be restarted, is provided, and the air blower control unit is acquired by the restartable time acquisition unit. When the restartable time is equal to or less than a predetermined time, the amount of air blown by the blower is maintained when the engine is driven without reducing the amount of air blown by the blower.

Further, in the vehicle air conditioner of the present invention, when the restartable time acquired by the air blower control unit by the restartable time acquisition unit becomes longer than the predetermined time, the restart is performed. As the possible time becomes longer, the rate of decrease in the amount of air blown by the blower is increased.

Further, in the vehicle air conditioner of the present invention, the restartable time acquisition unit transmits a signal including information on the vehicle traveling on the road transmitted from a transmission unit provided on the road on which the vehicle travels. By receiving, the restartable time is acquired.

Further, in the vehicle air conditioner of the present invention, the restartable time acquisition unit acquires the restartable time by communicating with a server that calculates the restartable time based on the position information of the vehicle. ..

Further, in the vehicle air conditioner of the present invention, the restartable time is the time from when the vehicle is temporarily stopped by the instruction to stop the progress of the traffic signal to when the vehicle can be driven by the instruction to permit the progress. Is.

Further, in the vehicle air conditioner of the present invention, the restartable time is the time from when the vehicle is temporarily stopped due to traffic congestion on the road until the vehicle can travel.

According to the present invention, even when the engine is stopped by the idling stop function, the temperature-controlled air can be supplied to the passenger compartment and the amount of air supplied to the passenger compartment can be maintained. It is possible to maintain the comfort of the car.

It is a schematic block diagram of the air conditioner for vehicles which shows one Embodiment of this invention. It is a block diagram which shows the control system. It is a flowchart which shows the air flow amount adjustment process. It is a block diagram which shows the control system of another embodiment of this invention.

1 to 3 show an embodiment of the present invention.

The vehicle air conditioner 1 of the present invention travels by utilizing the driving force of the engine E, stops the engine E when the vehicle is temporarily stopped during traveling, and restarts the engine E when the traveling is resumed. It is applied to a vehicle having a so-called idling stop function.

As shown in FIG. 1, the vehicle air conditioner 1 is for cooling the air conditioning unit 10 for supplying cooled or heated air to the vehicle interior and the air supplied to the vehicle interior in the air conditioning unit 10. 20 and a cooling water circuit 30 for cooling the engine E and circulating cooling water for heating the air supplied to the vehicle interior in the air conditioning unit 10.

The air conditioning unit 10 has an air flow passage 11 for circulating air supplied to the vehicle interior. On one end side of the air flow passage 11, an outside air intake port 11a for allowing air outside the vehicle interior to flow into the air flow passage 11 and an inside air intake port 11b for allowing air inside the vehicle interior to flow into the air flow passage 11 Is provided. Further, on the other end side of the air flow passage 11, a foot outlet (not shown) for blowing out the air flowing through the air flow passage 11 toward the feet of the passenger and an outlet (not shown) for blowing out toward the upper body of the passenger are not shown. A vent outlet and a differential outlet (not shown) that blows out toward the vehicle interior side surface of the windshield of the vehicle are provided.

An indoor blower 12 such as a sirocco fan for circulating air from one end side to the other end side of the air flow passage 11 is provided on one end side in the air flow passage 11. The indoor blower 12 is an electric blower driven by the electric power of the battery.

On one end side of the air flow passage 11, a suction port switching damper 13 capable of opening one of the outside air suction port 11a and the inside air suction port 11b and closing the other is provided. The suction port switching damper 13 has an outside air supply mode in which the inside air suction port 11b is closed and the outside air suction port 11a is opened, an inside air circulation mode in which the outside air suction port 11a is closed and the inside air suction port 11b is opened, and an outside air suction port. By locating it between the 11a and the inside air suction port 11b, it is possible to switch between the inside / outside air suction mode in which the outside air suction port 11a and the inside air suction port 11b are opened.

A heat absorber 14 as a heat exchanger for cooling and dehumidifying the air flowing through the air flow passage 11 is provided on the downstream side of the indoor blower 12 in the air flow passage 11 in the air flow direction. Further, the downstream side of the heat absorber 14 in the air flow passage 11 in the air flow direction is partitioned by a partition wall 11c in a direction orthogonal to the extending direction of the air flow passage 11, so that the heated air flow passage 11d and the heated air flow flow. A bypass flow passage 11e that bypasses the road 11d is formed. The heated air flow passage 11d is provided with a heater core 15 as a heat exchanger for heating the air flowing through the heated air flow passage 11d.

The heat absorber 14 is a heat exchanger having a cold storage unit filled with a cold storage agent. The heat absorber 14 cools the air flowing through the air flow passage 11 and cools the cold storage agent in the cold storage unit by evaporating the refrigerant described later in the refrigerant circuit 20. The cooled cold storage unit can cool the air flowing through the air flow passage 11 when the compressor described later in the refrigerant circuit 20 is stopped.

An air mix damper 17 for adjusting the ratio of the air heated by the heater core 15 to the air passing through the heat absorber 14 is provided between the heat absorber 14 and the heater core 15 in the air flow passage 11. .. The air mix damper 17 closes one of the heated air flow passage 11d and the bypass flow passage 11e and opens the other on the upstream side of the heated air flow passage 11d and the bypass flow passage 11e in the air flow direction, or the heated air flow passage 17e. Both 11d and the bypass flow passage 11e are opened to adjust the opening degree of the heated air flow passage 11d on the upstream side in the air flow direction. The air mix damper 17 has an opening degree of 0% when the heated air flow passage 11d is closed and the bypass flow passage 11e is opened, and is opened when the heated air flow passage 11d is opened and the bypass flow passage 11e is closed. The degree is 100%.

The refrigerant circuit 20 includes the heat absorber 14, a compressor 21 for compressing and discharging the refrigerant, an outdoor heat exchanger 22 for heat exchange between the refrigerant and the air outside the vehicle interior, and an expansion valve 23 for compression. The machine 21, the outdoor heat exchanger 22, the expansion valve 23, and the heat absorber 14 are connected in this order by aluminum pipes and copper pipes. As the refrigerant flowing through the refrigerant circuit 20, HFO-1234yf or the like is used.

The outdoor heat exchanger 22 is arranged outside the vehicle interior such as an engine room so that the flow direction of the air that exchanges heat with the refrigerant is the front-rear direction of the vehicle. In the vicinity of the outdoor heat exchanger 22, an outdoor blower 22a for circulating air outside the vehicle interior in the front-rear direction when the vehicle is stopped is provided.

The cooling water circuit 30 includes the heater core 15, a pump 31 for pumping the cooling water, a radiator 32 for radiating the cooling water into the air outside the vehicle interior, a water jacket for the engine E, and cooling for heating the cooling water. The water heater 33, the heater core side flow rate adjusting valve 34 for adjusting the flow rate of the cooling water flowing toward the heater core 15, and the radiator side flow rate adjusting valve for adjusting the flow rate of the cooling water flowing toward the radiator 32. 35, which are connected by, for example, an aluminum tube or a copper tube. As the cooling water flowing through the cooling water circuit 30, for example, a coolant (LLC) containing ethylene glycol as a main component is used.

The radiator 32 is arranged so as to line up with the outdoor heat exchanger 22 outside the vehicle interior such as the engine room so that the flow direction of the air that exchanges heat with the cooling water is the front-rear direction of the vehicle.

The cooling water heater 33 is an electric heater that generates heat by using the electric power of the battery.

Specifically explaining the configuration of the cooling water circuit 30, the cooling water inflow side of the water jacket of the engine E is connected to the cooling water discharge side of the pump 31. Further, on the cooling water outflow side of the engine E, the cooling water inflow side of the heater core 15 and the cooling water inflow side of the radiator 32 are connected in parallel to each other via a branch portion 30a that branches into the heater core 15 side and the radiator 32 side. ing. A flow rate adjusting valve 34 on the heater core side and a cooling water heating heater 33 are provided between the branch portion 30a and the heater core 15 in this order from the branch portion 30a side. Further, a radiator-side flow rate adjusting valve 35 is provided between the branch portion 30a and the radiator 32. The cooling water suction side of the pump 31 is connected to the cooling water outflow side of the heater core 15 and the cooling water outflow side of the radiator 32 via the confluence portion 30b. Here, in the cooling water circuit 30, the flow path of the cooling water from the branch portion 30a through the heater core 15 to the confluence portion 30b is the heating flow path 30c. Further, the flow path of the cooling water from the branch portion 30a to the confluence portion 30b through the radiator 32 is a heat dissipation flow path 30d.

Further, the vehicle air conditioner 1 includes a controller 40 as an air flow amount control unit and a restartable time acquisition unit for controlling the temperature and humidity in the vehicle interior.

The controller 40 has a CPU, a ROM, and a RAM. When the controller 40 receives the input signal from the device connected to the input side, the CPU reads the program stored in the ROM based on the input signal and stores the state detected by the input signal in the RAM. , Send an output signal to a device connected to the output side.

On the input side of the controller 40, as shown in FIG. 2, the vehicle interior temperature sensor 41 for detecting the temperature inside the vehicle interior, the outside air temperature sensor 42 for detecting the temperature outside the vehicle interior, and the amount of solar radiation are detected. It is transmitted from the solar radiation amount sensor 43 for setting the temperature of the vehicle interior, the vehicle interior temperature setting unit 44 for setting the target temperature in the vehicle interior, the heat absorber temperature sensor 45 for detecting the temperature of the heat absorber 14, and the traffic signal. The receiving unit 46 for receiving the time information for issuing the progress permission and progress prohibition signals of the traffic signal, and the engine E are connected.

As shown in FIG. 2, the receiving unit 46 receives a signal including signal information transmitted from a signal information transmitting unit 51 provided in a traffic signal 50 installed on a general road. The signal information transmission unit 51 transmits a signal including information on the time when the traffic signal 50 switches between the display of the instruction to stop the progress (red light) and the display of the instruction to allow the progress (green light).

As shown in FIG. 2, an indoor blower 12 is connected to the output side of the controller 40.

In the vehicle air conditioner 1 configured as described above, the temperature and humidity of the air in the vehicle interior are adjusted by using the air conditioning unit 10, the refrigerant circuit 20, and the cooling water circuit 30. Specifically, the vehicle air conditioner 1 has a cooling operation that lowers the temperature inside the vehicle interior, a heating operation that raises the temperature inside the vehicle interior, and a dehumidifying cooling operation that lowers the temperature inside the vehicle interior and lowers the humidity. And the dehumidifying and heating operation that raises the temperature inside the vehicle and lowers the humidity.

When the cooling operation is performed, the indoor blower 12 is driven in the air conditioning unit 10, the air mix damper 17 is set to an opening degree of 0%, and the compressor 21 is driven in the refrigerant circuit 20. Further, in the cooling water circuit 30, when the engine E needs to be cooled, the pump 31 is driven and the valve opening degree of the heater core side flow rate adjusting valve 34 is reduced to reduce the valve opening degree of the radiator side flow rate adjusting valve 35. To increase.

As a result, in the refrigerant circuit 20, the refrigerant discharged from the compressor 21 circulates in the order of the outdoor heat exchanger 22, the expansion valve 23, and the heat absorber 14 and is sucked into the compressor 21 as shown in FIG. .. The refrigerant flowing through the refrigerant circuit 20 dissipates heat in the outdoor heat exchanger 22, is depressurized in the expansion valve 23, and absorbs heat in the heat absorber 14.

The air flowing through the air flow passage 11 is cooled to the target blowing temperature TAO by exchanging heat with the refrigerant that absorbs heat in the heat absorber 14, and is blown into the vehicle interior.

Further, in the case of performing the heating operation, the air conditioning unit 10 drives the indoor blower 12 and sets the opening degree of the air mix damper 17 to an opening degree larger than 0%. Further, in the refrigerant circuit 20, the compressor 21 is stopped. Further, in the cooling water circuit 30, the pump 31 is driven, the valve opening degree of the heater core side flow rate adjusting valve 34 is increased, and the valve opening degree of the radiator side flow rate adjusting valve 35 is increased according to the necessity of cooling the engine E. To adjust.

As a result, in the cooling water circuit 30, the cooling water discharged from the pump 31 passes through the water jacket of the engine E, and then a part of the cooling water flows through the heater core 15 and is sucked into the pump 31. The cooling water passes through the radiator 32 and is sucked into the pump 31. The cooling water flowing through the cooling water circuit 30 absorbs heat in the engine E and dissipates heat in the heater core 15 and the radiator 32. When the amount of heat radiated from the heater core 15 is insufficient, the cooling water is heated by the cooling water heating heater 33.

The air flowing through the air flow passage 11 is heated by exchanging heat with the cooling water dissipated in the heater core 15, is adjusted to the target blowing temperature TAO, and is blown into the vehicle interior.

When performing the dehumidifying / cooling operation and the dehumidifying / heating operation, the air conditioning unit 10 drives the indoor blower 12 and sets the opening degree of the air mix damper 17 to an opening degree larger than 0%. Further, in the refrigerant circuit 20, the compressor 21 is driven. Further, in the cooling water circuit 30, the pump 31 is driven, the valve opening degree of the heater core side flow rate adjusting valve 34 is increased, and the valve opening degree of the radiator side flow rate adjusting valve 35 is increased according to the necessity of cooling the engine E. To adjust.

The air flowing through the air flow passage 11 is cooled and dehumidified by exchanging heat with the refrigerant that absorbs heat in the heat absorber 14, and is heated by exchanging heat with the cooling water dissipated in the heater core 15 to reach the target blowout temperature TAO. It is adjusted and blown into the passenger compartment.

Further, when the vehicle is temporarily stopped according to an instruction (red light) for stopping the progress displayed on the traffic signal 50 installed at an intersection or the like, the engine E is stopped by the idling stop function. When the traffic signal 50 displays an instruction (green light) to allow the vehicle to proceed and the vehicle can proceed, the vehicle that has stopped the engine E restarts the engine E and resumes traveling.

The idling stop function stops the engine E when, for example, the operation of the brake pedal is detected while the vehicle is running, and when the running speed of the vehicle is detected to be equal to or lower than a predetermined speed. Further, in the engine E stopped by the idling stop function, the temperature of the heat absorber 14 is raised by the heat absorber temperature sensor 45 in the state where the operation of the brake pedal is released or in the cooling operation and the dehumidifying cooling operation of the vehicle air conditioner 1. It restarts by detecting a state where the temperature exceeds the predetermined temperature Tm. The predetermined temperature Tm is the upper limit temperature of the heat absorber 14 capable of supplying air at a temperature that does not cause discomfort to the passenger in the cooling operation and the dehumidifying cooling operation. For example, the predetermined temperature Tm is a temperature (TAO + α) obtained by adding the rising temperature α to the target blowing temperature TAO.

When the engine E is stopped by the idling stop function, the controller 40 of the vehicle air conditioner 1 performs a blower amount adjusting process for adjusting the blower amount of the indoor blower 12. The operation of the controller 40 at this time will be described with reference to the flowchart of FIG.

(Step S1)
In step S1, the CPU determines whether or not the engine E has stopped by the idling stop function. If it is determined that the engine E has stopped by the idling stop function, the process is moved to step S2, and if it is not determined by the idling stop function that the engine E has stopped, the air flow amount adjustment process is terminated.

(Step S2)
When it is determined in step S1 that the engine E has stopped by the idling stop function, in step S2, the CPU acquires the restartable time T, which is the time during which the engine E stopped by the idling stop function can be restarted. The process is moved to step S3.

Here, the restartable time T is the time until the display of the traffic signal 50 is switched to the instruction to allow the progress (green light) in the state of the instruction to stop the progress (red light) of the traffic signal 50. .. The restartable time T includes a display of an instruction (red light) for the traffic signal 50 to stop the progress and an instruction (green light) for permitting the progress, which are included in the signal transmitted from the signal information transmission unit 51. Acquires based on the information of the time when is switched.

(Step S3)
In step S3, the CPU determines whether or not the restartable time T acquired in step S2 is equal to or less than the predetermined time T1. If it is determined that the restartable time T is equal to or less than the predetermined time T1, the process is transferred to step S4, and if it is not determined that the restartable time T is equal to or less than the predetermined time T1, the process is performed in step S5. Transfer.

Here, in the predetermined time T1, after the engine E is stopped by the idling stop function in the cooling operation and the dehumidifying cooling operation, the temperature of the heat absorber 14 restarts the engine E while maintaining the air flow amount of the indoor blower 12. It is the time required to reach the predetermined temperature Tm for starting. The predetermined time T1 is a calculated value calculated by detecting environmental conditions such as the temperature inside the vehicle interior, the temperature outside the vehicle interior, and the amount of solar radiation by the vehicle interior temperature sensor 41, the outside air temperature sensor 42, the solar radiation amount sensor 43, and the like. be.

(Step S4)
When it is determined that the restartable time T acquired in step S3 is equal to or less than the predetermined time T1, the CPU maintains the air flow amount of the indoor blower 12 and ends the air flow amount adjustment process in step S4.

(Step S5)
When it is not determined that the restartable time T acquired in step S3 is equal to or less than the predetermined time T1, in step S5, the CPU performs air blower amount reduction control for lowering the air blower amount of the indoor blower 12 to adjust the air blower amount. End the process.

Here, the blower amount reduction control is a control that adjusts the reduction rate of the blower amount of the indoor blower 12 based on the restartable time T, and as the restartable time T becomes longer, the blower amount of the indoor blower 12 increases. Increase the rate of decrease.

As described above, according to the vehicle air conditioner of the present embodiment, the controller 40 stops the engine E by the idling stop function until the engine E can be restarted in order to resume the running. When the restartable time T, which is the time, is acquired and the acquired restartable time T is the predetermined time T1 or less, the indoor blower 12 at the time of driving the engine E without reducing the amount of air blown by the indoor blower 12. Maintain the air volume.

As a result, even when the engine E is stopped by the idling stop function, the temperature-controlled air can be supplied to the passenger compartment and the amount of air supplied to the passenger compartment can be maintained, so that the passenger is comfortable. It becomes possible to maintain the sex.

Further, when the acquired restartable time T is longer than the predetermined time T1, the controller 40 increases the rate of decrease in the amount of air blown by the indoor blower 12 as the restartable time T becomes longer.

As a result, even if the engine E is stopped for a long time by the idling stop function, the temperature-controlled air can be continuously supplied to the passenger compartment, so that the passenger's minimum comfort is achieved. It becomes possible to maintain the sex.

Further, the controller 40 receives a signal including information on the traveling of the vehicle transmitted from the signal information transmitting unit 51 of the traffic signal 50 provided on the road on which the vehicle travels, and restarts based on the received signal. Acquire the possible time T.

As a result, it is possible to accurately acquire a signal including information on the traveling of the vehicle, so that the temperature of the air supplied to the vehicle interior and the amount of air blown can be adjusted more accurately.

Further, the restartable time T is the time from when the vehicle is temporarily stopped by the instruction to stop the progress of the traffic signal 50 to when the vehicle can be driven by the instruction to permit the progress.

As a result, it is possible to suppress a decrease in passenger comfort that occurs when the vehicle is stopped due to an instruction from the traffic signal 50, which occupies most of the temporary stop of the vehicle.

FIG. 4 shows another embodiment of the present invention.

The vehicle air conditioner 1 of the present embodiment does not have the receiving unit 46 of the above embodiment, and wirelessly communicates with the positioning unit 47 for measuring the position of the vehicle and the server 60 for calculating the restartable time T. It is provided with a communication unit 48 for performing the above.

The positioning unit 47 is, for example, a mobile station in RTK (Real Time Kinematic) positioning of a GPS (Global Positioning System). The positioning unit 47 receives a radio signal from an artificial satellite via an antenna, and outputs, for example, a signal including information on a position in a so-called ENU coordinate system and time information to a controller 40.

The server 60 of each vehicle is based on information on traffic congestion on the road, information on the time for switching between the display of the instruction to stop the progress (red light) and the display of the instruction to allow the progress (green light) of the traffic signal, and the like. The restartable time T is calculated. The server 60 can be connected to a vehicle traveling by wireless communication via the communication unit 61, calculates the restartable time T using the position information of each vehicle, and calculates the restartable time T for the vehicle. To send.

In the vehicle air conditioner 1 configured as described above, the display of the traffic signal 50 is switched to the instruction to allow the progress (green light) in the state of the instruction to stop the progress (red light). In addition to the time until the vehicle is stopped due to traffic congestion on the road, the time until the vehicle can proceed can be acquired as the restartable time T.

As described above, according to the vehicle air conditioner of the present embodiment, similarly to the above-described embodiment, even when the engine E is stopped by the idling stop function, the temperature-controlled air is supplied to the vehicle interior and the air is supplied to the vehicle interior. Since the amount of air supplied to the passenger compartment can be maintained, it is possible to maintain the comfort of the passengers.

Further, the controller 40 acquires the restartable time T by communicating with the server 60 that calculates the restartable time T based on the position information of the vehicle.

As a result, it is possible to acquire various types of restartable times T, so that it is possible to further suppress a decrease in passenger comfort.

The restartable time T is the time from when the vehicle is temporarily stopped due to traffic congestion on the road until the vehicle can travel.

As a result, it is possible to suppress a decrease in passenger comfort that occurs when the vehicle is stopped due to traffic congestion.

In the above embodiment, it is shown that the restartable time T at the time of stopping is acquired due to the instruction to stop the progress of the traffic signal 50, but the cause is an alarm or a barrier issued by a railroad crossing alarm. Similarly, it is possible to obtain the restartable time T when the vehicle is stopped.

Further, in the above-described embodiment, the heat absorber 14 having the cold storage portion is shown, but the present invention is not limited to this. Even in a heat absorber that does not have a cold storage unit, it is possible to supply cooled air to the passenger compartment for a while after the compressor is stopped. Therefore, if a predetermined temperature Tm and a predetermined time T1 are set accordingly. good.

Further, in the above-described embodiment, the refrigerant supplied to the vehicle interior is cooled by using the refrigerant of the refrigerant circuit 20, and the cooling water of the cooling water circuit 30 is used to heat the air supplied to the vehicle interior. However, the present invention is not limited to this as long as it is possible to heat and cool the air supplied to the vehicle interior. For example, the present invention is also applied to a vehicle provided with a refrigerant circuit that cools the air supplied to the vehicle interior by using a refrigeration cycle and heats the air supplied to the vehicle interior by using a heat pump cycle. Is possible. In this case, in the heating operation and the dehumidifying heating operation, even if the engine E is stopped by the idling stop function and the compressor is stopped, the comfort of the passenger is reduced by controlling the amount of air blown by the indoor blower. Can be suppressed.

Further, in the above-described embodiment, after the engine E is stopped by the idling stop function, the indoor blower 12 is set to a predetermined time T1 of the restartable time T as a reference for maintaining the amount of air blown by the indoor blower 12 after the engine E is stopped. The time required for the temperature of the heat absorber 14 to reach the predetermined temperature Tm for restarting the engine E while maintaining the air flow rate of the above is shown, but the present invention is not limited to this. For example, the passenger may arbitrarily set a predetermined time of the restartable time T. In this case, depending on the passenger's choice, the time for maintaining the air volume can be set longer, or the time for maintaining the air volume can be set shorter, and the time for supplying the cooled air is set to be longer. It is also possible to improve the comfort of the passengers.

Further, in the above-described embodiment, after the engine E is stopped by the idling stop function, the amount of air blown by the indoor blower 12 is maintained when the restartable time T is T1 or less for a predetermined time. The function of maintaining the air volume of the blower 12 may be canceled by the passenger. In this case, the comfort of the passenger can be further improved by turning on / off the function of maintaining the amount of air blown by the indoor blower 12 according to the selection of the passenger in the vehicle interior.

1 Air conditioner for vehicles 10 Air conditioner unit 12 Indoor blower 14 Heat absorber 20 Refrigerant circuit 21 Compressor 40 Controller 46 Receiver 47 Positioning unit 48 Communication unit 50 Traffic signal 51 Signal information transmission unit 60 Server 61 Communication unit E engine

Claims (6)

A vehicle air conditioner applied to a vehicle in which a running engine is stopped when the vehicle is temporarily stopped during running and the engine is restarted when the running is restarted from the stopped state.
A compressor driven by the driving force of the engine and
A heat exchanger that is connected to a refrigerant circuit through which the refrigerant discharged from the compressor flows and exchanges heat between the refrigerant flowing through the refrigerant circuit and the air supplied to the vehicle interior.
A blower that sends air that has exchanged heat with the refrigerant in the heat exchanger into the passenger compartment,
A blower amount control unit that reduces the blower amount of the blower when the vehicle is temporarily stopped and the engine is stopped is lower than the blower amount of the blower when the engine is driven.
A restartable time acquisition unit that acquires a restartable time, which is the time from when the engine is temporarily stopped and the engine is stopped until the engine can be restarted in order to resume running. Prepare,
When the restartable time acquired by the restartable time acquisition unit is equal to or less than a predetermined time, the blower amount control unit does not reduce the blower amount of the blower, and the blower of the blower when the engine is driven. An air conditioner for vehicles that maintains the amount of air blown. When the restartable time acquired by the restartable time acquisition unit is longer than the predetermined time, the blower amount control unit increases the amount of air blown by the blower as the restartable time becomes longer. The vehicle air conditioner according to claim 1, wherein the rate of decrease is increased. The restartable time acquisition unit acquires the restartable time by receiving a signal including information on the vehicle traveling on the road transmitted from a transmission unit provided on the road on which the vehicle travels. The vehicle air conditioner according to claim 1 or 2. The vehicle air conditioning according to claim 1 or 2, wherein the restartable time acquisition unit acquires the restartable time by communicating with a server that calculates the restartable time based on the position information of the vehicle. Device. The restartable time is the time from when the vehicle is temporarily stopped by the instruction to stop the progress of the traffic signal to when the vehicle can be driven by the instruction to permit the progress, according to any one of claims 1 to 4. Air conditioner for vehicles. The vehicle air conditioner according to any one of claims 1 to 4, wherein the restartable time is a time from when the vehicle is temporarily stopped due to a traffic jam on the road until the vehicle can travel.

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