JP4506825B2 - Air conditioner for vehicles - Google Patents

Description

  The present invention relates to a vehicle air conditioner having a refrigeration cycle having a compressor driven by an auxiliary drive source such as a vehicle engine or an electric motor, and improves cooling feeling when the operation of the compressor is forcibly stopped temporarily. Related to improvements.

  In recent years, for the purpose of environmental protection, vehicles (eco-run cars, hybrid cars) that automatically stop the vehicle engine when the vehicle is stopped when waiting for a signal (when the vehicle engine power is not required) have been put into practical use. Thus, the number of vehicles that stop the vehicle engine when the vehicle is stopped tends to increase.

  However, in the vehicle air conditioner, since the compressor of the cooling refrigeration cycle is driven by the vehicle engine, the vehicle is stopped when waiting for a signal or the like in the vehicle, and each time the vehicle engine is stopped, the compressor However, there is a problem that the evaporator temperature rises and the temperature of the air blown into the passenger compartment rises, impairing the cooling feeling of the passenger.

  Even when the vehicle engine is in operation, the compressor operation may be temporarily forcibly stopped by a request from the vehicle engine. For example, it is control for temporarily forcibly stopping the operation of the compressor during vehicle acceleration to improve vehicle acceleration. Even when the compressor operation is temporarily stopped, the temperature of the air blown into the passenger compartment rises, which impairs the cooling feeling of the occupant.

Patent Document 1 describes that the compressor is forcibly operated when the vehicle is decelerated, and the evaporator is forcibly frosted, whereby the evaporator stores energy as latent heat by the evaporator when the vehicle decelerates. ing. According to this prior art, after the deceleration of the vehicle is completed, the compressor can be stopped until the evaporator cools down, thereby reducing the operating rate of the compressor and improving the fuel efficiency of the vehicle engine. Can be improved.
Japanese Utility Model Publication No. 2-114511

  However, in the above prior art, the evaporator cools only for a short period of time when the vehicle is decelerating, so it is not possible to always secure the cool storage amount in the evaporator, and as a result, the compressor operation is temporarily stopped. The cooling feeling deteriorates during a forced forced stop.

  The present invention has been made in view of the above-described points, and an object of the present invention is to suppress deterioration in cooling feeling accompanying temporary forced stop of compressor operation.

  Another object of the present invention is to suppress deterioration of the cooling feeling caused by stopping the vehicle engine when the vehicle is stopped, etc., having a compressor driven by the vehicle engine.

  Moreover, an object of this invention is to aim at coexistence with the cool storage amount improvement effect in an evaporator, and the power saving effect of compressor drive power.

  The present invention achieves any one of the above-mentioned objects, and pays attention to the cold storage amount of the condensed water generated by the cooling action of the evaporator, and ensures the cold storage amount of the condensed water in advance during the compressor operation. It is something to keep.

That is, in invention of Claim 1, the cold storage mode which increases the cold storage amount of the condensed water in an evaporator (9) at the time of operation of a compressor (1) is performed,
In the forced stop mode of the compressor (1) based on the demand on the vehicle engine (4) side, a cooling mode for cooling the air by cooling the condensed water storage amount of the evaporator (9) is executed. ,
When it is determined that dehumidification necessity determination means (S1801) for determining whether the dehumidification of the vehicle interior air is necessary, and the dehumidification necessity determination means (S1801) determines that the dehumidification of the vehicle interior air is necessary, Even in the forced stop mode of the compressor (1), an operation request is issued to the drive source of the compressor (1) .
Furthermore, during operation of the compressor (1), a normal mode for reducing the amount of cold stored in the condensed water in the evaporator (9) compared to the cold storage mode is set,
When the dehumidifying necessity determination means (S1801) determines that the air in the passenger compartment needs to be dehumidified, the normal mode is executed .

Thereby, since the cold storage mode can be executed during operation of the compressor (1) and the cold storage amount of the condensed water can be secured in advance, the compressor (1) of the compressor (1) based on the request on the vehicle engine (4) side can be secured. In the forced stop mode, the cooling feeling can be prevented from deteriorating by cooling the air by allowing the condensed water storage amount to cool.
Moreover, when it is necessary to dehumidify the air in the passenger compartment, that is, when the window glass is prone to fogging, the compressor (1) must be turned on even in the forced stop mode of the compressor (1) due to engine stop or the like. It is possible to air-condition the vehicle interior by restarting. Therefore, the evaporator temperature (Te) can be lowered to improve the dehumidifying ability of the evaporator (9), and the anti-fogging property of the window glass can be improved.
By the way, when it is determined by the dehumidifying necessity determining means (S1801) that the dehumidification of the air in the passenger compartment is necessary, the cooling mode is not executed even when the engine (4) is stopped. If executed, the amount of condensed water that freezes on the surface of the evaporator (9) may increase so much that the passage of air through the evaporator (9) may be hindered.
Therefore, according to the first aspect of the present invention, when the compressor (1) is in operation, a normal mode for reducing the amount of stored cold water in the evaporator (9) compared to the cold storage mode is set, and whether or not dehumidification is necessary is determined. If it is determined in the means (S1801) that the cabin air needs to be dehumidified, the normal mode is executed to prevent an increase in the amount of condensed water that freezes on the surface of the evaporator (9). ing.

As in the second aspect of the invention, when it is determined by the dehumidification necessity determining means (S1801) that the vehicle interior air needs to be dehumidified when the compressor (1) is in operation, the compressor (1) The forced stop mode may be prohibited.

  According to this, when it is determined by the dehumidification necessity determination means (S1801) that the dehumidification of the cabin air is necessary, the forced stop mode of the compressor (1) is prohibited and the compressor (1) Since the operation state is continued, the dehumidifying ability of the evaporator (9) can be secured.

According to a third aspect of the present invention, a bypass passage (16) is formed in the air conditioning case (10) in which the evaporator (9) is disposed, and bypasses the evaporator (9) to flow air. Bypass door means (17) for adjusting the opening of the passage (16),
When the dehumidifying necessity determining means (S1801) determines that dehumidification of the air in the passenger compartment is necessary, the bypass passage (16) is blocked by the bypass door means (17).

  Thereby, in the case of the vehicle air conditioner provided with the bypass passage (16) for bypassing the evaporator (9), all the air blown out from the blower (11) passes through the evaporator (9). Thus, dehumidification is performed in the evaporator (9), and the dehumidifying effect of the air blown in the passenger compartment can be enhanced more effectively. Accordingly, air that has been sufficiently dehumidified into the vehicle interior can be blown, and the anti-fogging property of the window glass can be improved.

Moreover, dehumidification necessity determination means (S1801) is specifically as in the invention according to claim 4, it is necessary to dehumidify air in the passenger compartment when the air outlet mode is the mode for blowing air from the defroster outlet Can be configured.

  The blowout mode is a mode in which air is blown out from the defroster outlet, defroster mode in which air is blown out only from the defroster outlet, foot differential mode in which air is blown out from the defroster outlet and foot outlet, and most of the air is blown out from the foot outlet. The foot mode that blows a part from the defroster outlet is included.

Further, the dehumidifying necessity determining means (S1801) includes an outside air temperature sensor (35) for detecting the outside air temperature (Tam) as in the invention described in claim 5 , and the outside air temperature (Tam) is a predetermined temperature (Tam1). The vehicle interior air can be determined to be dehumidified when the following is true.

In invention of Claim 6, the evaporator (9) which cools the air ventilated into a vehicle interior, and the compression which compresses and discharges the refrigerant | coolant which was driven by the vehicle engine (4) and passed the said evaporator (9). A refrigeration cycle (R) having a machine (1);
An evaporator (9) is accommodated, and an air conditioning case (10) capable of switching between introduction of inside air and outside air is provided,
During the operation of the compressor (1), a cold storage mode for increasing the cold storage amount of condensed water in the evaporator (9) is executed,
Furthermore, after the start of the refrigeration cycle (R), inside and outside air introduction control means (S380) for setting the outside air only mode or the outside air main mode with a high outside air introduction ratio in the air conditioning case (10) for a predetermined time
When the target value (BLW2) of the air flow to the evaporator (9) immediately before the stop of the compressor (1) exceeds a predetermined value, the compressor (1) is forcibly stopped based on a request from the vehicle engine (4) side. It is characterized by comprising air volume control means (S360a) for making the target value (BLW1) of the air volume to the evaporator (9) smaller than the target value (BLW2) immediately before the compressor is stopped in the mode.

According to this, after starting the refrigeration cycle (R), it is possible to forcibly introduce the outside air and quickly hold the condensed water on the surface of the evaporator (9), thereby promoting the cold storage in the condensed water. In the forced stop mode of the compressor (1), the cooling load can be reduced by forcibly reducing the air volume, and the cooling time by cooling the condensed water storage amount can be extended.

In the inventions according to claims 7 to 13 , paying attention to the cold storage amount (Q) of the condensed water generated by the cooling action of the evaporator (9), the compressor stoppage time is based on the condensed water cold storage amount (Q). By estimating (Toff), deterioration of the cooling feeling in the cooling mode is suppressed.

That is, in the invention described in claim 7 , during operation of the compressor (1), the condensate cold storage amount (Q) of the evaporator (9) is estimated, and the compressor is based on the condensate cold storage amount (Q). Compressor stop time estimation means (S1901, S1902) for estimating the possible stop time (Toff) of (1),
During the forced stop mode of the compressor (1), the compressor (1) is stopped for the stoppable time (Toff), and after the stoppable time (Toff) elapses, an operation request is issued to the drive source of the compressor (1). It is characterized by that.

Here, there are both a case where only the vehicle engine (4) is used as a drive source for the compressor (1) and a case where an auxiliary drive source such as an electric motor is used in addition to the vehicle engine (4). Therefore, the operation request to the drive source means both an operation request to the vehicle engine (4) and an operation request to the auxiliary drive source.

According to the seventh aspect of the present invention, when the compressor (1) is in the forced stop mode (cooling mode), a predetermined cooling feeling is ensured by the condensate cold storage amount (Q) of the evaporator (9). After the stoppable time (Toff) elapses, the drive source is requested to operate and the compressor (1) is returned to the operating state. Therefore, the cooling action of the evaporator (9) due to refrigerant evaporation can be resumed.

Therefore, the deterioration of the cooling feeling accompanying the forced stop mode of the compressor (1) can be satisfactorily suppressed. And if the condensate cold storage amount (Q) of an evaporator (9) increases, the forced stop mode time (engine stop time) of a compressor (1) can be set as long as possible according to it.

Further, based on the condensate cold storage amount (Q), the stoppable time (Toff) is determined so that the operation of the compressor (1) is resumed immediately before the condensed water is completely dried. It is also possible to prevent a bad odor from being generated from the evaporator surface.

Specifically, as described in claim 8 , the condensate cold storage amount (Q) can be estimated based on at least the degree of cooling (evaporator outlet temperature, etc.) of the evaporator (9).

Next, in the invention described in claim 9 , the condensed water drying completion time is focused on the parameter of condensed water drying completion time (Tdry) in the evaporator (9) when the compressor (1) is in the forced stop mode. The compressor stoppable time (Toff) is estimated based on (Tdry).

That is, in the invention described in claim 9 , during the operation of the compressor (1), the condensate drying completion time (Tdry) in the evaporator (9) in the forced stop mode of the compressor (1) is estimated. The compressor stop time estimation means (S1901, S1902) for estimating the stoppage time (Toff) of the compressor (1) based on the condensed water drying completion time (Tdry),
During the forced stop mode of the compressor (1), the compressor (1) is stopped for the stoppable time (Toff). After the stoppable time (Toff) elapses, an operation request is sent to the drive source of the compressor (1). It is characterized by putting out.

According to this, during the forced stop mode of the compressor (1), the compressor (1) is stopped only during the stoppable time (Toff) estimated based on the condensate drying completion time (Tdry). Since the operation of the compressor (1) can be resumed immediately before the drying of the compressor, it is possible to prevent a bad odor from being generated from the evaporator surface when the compressor is stopped.

In addition, since the operation of the compressor (1) is resumed immediately before the condensed water is completely dried, the air cooling action when the compressor is stopped can be continued using the cold storage amount of the condensed water. A predetermined cooling feeling can be ensured even in the forced stop mode.

Specifically, the condensed water drying completion time (Tdry) can be estimated based on at least the degree of cooling of the evaporator (9) as described in claim 10 .

According to the eleventh aspect of the invention, paying attention to the behavior of the degree of cooling of the evaporator (9) in the compressor forced stop mode, the compressor stoppable time (Toff) based on the degree of cooling of the evaporator (9). ).

That is, in the invention described in claim 11 , during the operation of the compressor (1), the time until the degree of cooling of the evaporator (9) reaches a predetermined level in the forced stop mode of the compressor (1) ( Compressor stop time estimation means (S1901, S1902) for estimating the stop possible time (Toff) of the compressor (1) based on this time (Tte)
During the forced stop mode of the compressor (1), the compressor (1) is stopped for the stoppable time (Toff), and after the stoppable time (Toff) elapses, an operation request is issued to the drive source of the compressor (1). It is characterized by that.

According to this, the cooling degree during the forced stop mode of the compressor (1) can be suppressed within a predetermined level, and the cooling feeling when the compressor is stopped can be ensured. Further, by suppressing the degree of cooling of the evaporator within a predetermined level, the operation of the compressor (1) can be resumed immediately before the condensed water is completely dried, and a bad odor is generated from the surface of the evaporator when the compressor is stopped. This can be prevented beforehand.

Specifically, the time (Tte) until the evaporator cooling degree after the compressor stops reaching a predetermined level is based on at least the cooling degree of the evaporator (9) as described in claim 12. Can be estimated.

According to a thirteenth aspect of the present invention, in the vehicle air conditioner according to any one of the seventh to twelfth aspects, when the stoppable time (Toff) is shorter than a preset shortest stop time (Toff1). The forced stop mode of the compressor (1) is prohibited.

According to this, for example, when the vehicle is stopped, the vehicle engine (4) is stopped for a very short time, so that it can be prevented from being restarted in advance, and deterioration of the fuel consumption of the vehicle engine (4) can be prevented. . Note that the compressor stop time estimation means can be configured specifically by steps S1901 and S1902 in FIG.

Next, in the invention described in claim 14 , during operation of the compressor (1), a cold storage mode for increasing a cold storage amount of condensed water in the evaporator (9) is executed, and based on a request on the vehicle engine (4) side. During the forced stop mode of the compressor (1), a cooling mode for cooling the air by cooling the condensed water storage amount of the evaporator (9) is executed,
During operation of the compressor (1), the limit value (limit Te) of the degree of cooling of the evaporator (9) in the forced stop mode of the compressor (1) is calculated based on the heat load condition,
In the forced stop mode of the compressor (1), the compressor (1) is stopped only when the degree of cooling of the evaporator (9) is lower than the limit value, and the degree of cooling of the evaporator (9) reaches the limit value. If exceeded, an operation request is issued to the drive source of the compressor (1) .
The limit value of the degree of cooling of the evaporator (9) is calculated based on a map in which the perception limit line for the passenger's feeling of heat, humidity, and odor and the fogging limit line of the vehicle window glass are associated with the heat load condition. It is characterized by that.

As a result, the limit value of the degree of cooling of the evaporator (9) is calculated based on a map in which the perception limit line for the passenger's feeling of heat, humidity, and smell and the fogging limit line of the vehicle window glass are associated with the heat load condition. Can be calculated. When the compressor (1) is in the forced stop mode and the degree of cooling of the evaporator (9) exceeds the above limit value, an operation request is issued to the drive source of the compressor (1) to operate the compressor (1). Therefore, when the compressor (1) is in the forced stop mode, it is possible to prevent the cooling mode from being continued in a state where the degree of cooling of the evaporator (9) exceeds the limit value (limit Te). Therefore, the compressor (1) can be restarted before the passenger feels uncomfortable due to the feeling of heat, humidity, smell, etc., and the deterioration of the cooling feeling in the cooling mode can be suppressed.

  Note that the reference numerals in parentheses of the above means indicate an example of a correspondence relationship with the specific means described in the embodiments described later, and the various control means, estimation means, determination means, etc. described above are all implemented. In the form, it is comprised by the control step (function realization means) performed by the microcomputer, and the code | symbol in the parenthesis of these means also shows an example of the code | symbol of a typical control step.

(First embodiment)
FIG. 1 is an overall configuration diagram of a first embodiment of the present invention, and a refrigeration cycle R of a vehicle air conditioner includes a compressor 1 that sucks, compresses, and discharges refrigerant. The compressor 1 has an electromagnetic clutch 2 for power interruption, and the power of the vehicle engine 4 is transmitted to the compressor 1 via the electromagnetic clutch 2 and the belt 3.

  Energization of the electromagnetic clutch 2 is intermittently performed by the air-conditioning electronic control device 5, and when the electromagnetic clutch 2 is energized and connected, the compressor 1 enters an operating state. On the other hand, when the electromagnetic clutch 2 is de-energized and opened, the compressor 1 stops.

  The high-temperature and high-pressure superheated gas refrigerant discharged from the compressor 1 flows into the condenser 6, where the refrigerant is cooled and condensed by exchanging heat with outside air blown from a cooling fan (not shown). The refrigerant condensed in the condenser 6 then flows into the liquid receiver 7 where the gas-liquid refrigerant is separated inside the liquid receiver 7, and surplus refrigerant (liquid refrigerant) in the refrigeration cycle R is received by the liquid receiver 7. Stored in.

  The liquid refrigerant from the liquid receiver 7 is decompressed to a low pressure by an expansion valve (decompression means) 8 to be in a low-pressure gas-liquid two-phase state. The low-pressure refrigerant from the expansion valve 8 flows into the evaporator (cooling heat exchanger) 9. The evaporator 9 is installed in the air conditioning case 10 of the vehicle air conditioner, and the low-pressure refrigerant flowing into the evaporator 9 absorbs heat from the air in the air conditioning case 10 and evaporates.

  The expansion valve 8 is a temperature type expansion valve having a temperature sensing portion 8a that senses the temperature of the outlet refrigerant of the evaporator 9, and the valve opening degree (refrigerant) is maintained so as to maintain the degree of superheat of the outlet refrigerant of the evaporator 9 at a predetermined value. (Flow rate) is adjusted. The outlet of the evaporator 9 is coupled to the suction side of the compressor 1 and forms a closed circuit with the above-described cycle components.

  In the air conditioning case 10, a blower 11 is disposed upstream of the evaporator 9, and the blower 11 is provided with a centrifugal blower fan 12 and a drive motor 13. Air in the vehicle compartment (inside air) or air outside the vehicle compartment (outside air) is switched and introduced into the suction port 14 of the blower fan 12 through an inside / outside air switching box (not shown).

  Next, in the air conditioning system ventilation system, the air conditioning unit 15 portion disposed on the downstream side of the blower 11 is normally disposed at the center position in the vehicle width direction inside the instrument panel at the front of the vehicle interior. On the other hand, the air blower 11 part is offset from the air conditioning unit 15 part on the passenger seat side.

  The evaporator 9 is disposed in the air conditioning case 10 so as to extend in the vertical direction, and a first bypass passage 16 that bypasses the evaporator 9 and flows air is formed in a lower portion of the evaporator 9. In the example of FIG. 1, a bypass door (parallel bypass door) 17 that adjusts the opening degree of the first bypass passage 16 is disposed on the air downstream side of the evaporator 9 and in a lower portion. The bypass door 17 is a rotatable plate-like door, and the bypass door 17 is driven by an electric drive device 18 composed of a servo motor.

  In the air conditioning case 10, an air mix door (series bypass door) 19 is disposed downstream of the evaporator 9. A hot water heater core (heating heat exchanger) 20 that heats air using hot water (cooling water) of the vehicle engine 4 as a heat source is installed on the downstream side of the air mix door 19. A second bypass passage 21 is formed on the side (upper part) of the hot water heater core 20. The second bypass passage 21 is for bypassing the hot water heater core 20 and flowing air.

  The air mix door 19 is a rotatable plate-like door, and is driven by an electric drive device 22 composed of a servo motor. The air mix door 19 adjusts the air volume ratio between the hot air passing through the hot water heater core 20 and the cool air passing through the bypass passage 21, and the air blown into the vehicle interior by adjusting the air volume ratio of the cold / hot air. Adjust the temperature. That is, in this example, the temperature adjusting means is configured by the air mix door 19, and the bypass door 17 serves as an auxiliary temperature adjusting means for the air mix door 19.

  A hot air passage 23 is formed on the downstream side of the hot water heater core 20 so as to curve upward from the lower side. The hot air from the hot air passage 23 and the cold air from the second bypass passage 21 are in the vicinity of the air mixing unit 24. To create air of the desired temperature.

  Further, in the air conditioning case 10, a blowing mode switching unit is configured on the downstream side of the air mixing unit 24. That is, a defroster opening 25 is formed on the upper surface of the air conditioning case 10, and this defroster opening 25 blows air to the inner surface of the vehicle windshield through a defroster duct (not shown). The defroster opening 25 is opened and closed by a rotatable plate-like defroster door 26.

  Further, a face opening 27 is formed on the upper surface of the air-conditioning case 10 at a position on the rear side of the vehicle from the defroster opening 25. The face opening 27 is directed toward the upper body of the passenger in the vehicle cabin via a face duct (not shown). It blows out air. The face opening 27 is opened and closed by a rotatable plate-like face door 28.

  Further, in the air conditioning case 10, a foot opening 29 is formed in a lower portion of the face opening 27, and this foot opening 29 blows air toward the feet of passengers in the vehicle cabin via a foot duct (not shown). is there. The foot opening 29 is opened and closed by a rotatable plate-like foot door 30.

  The blowing mode doors 26, 28, and 30 are connected to a common link mechanism (not shown), and are driven by an electric drive device 31 including a servo motor via the link mechanism.

  Next, the outline of the electric control unit in the present embodiment will be described. In the air-conditioning case 10, an evaporator outlet temperature sensor (evaporator cooling degree detection means) 32 made of a thermistor is provided in a portion of the evaporator 9 immediately after the air is blown out. Is provided to detect the evaporator outlet temperature Te. In the air conditioning case 10, a bypass air temperature sensor 33 including a thermistor for detecting the evaporator bypass air temperature TB is provided in the first bypass passage 16.

  By the way, the above-described electronic control device 5 for air conditioning is well known to detect the inside temperature Tr, the outside temperature Tam, the solar radiation amount TS, the hot water temperature TW and the like for air conditioning control in addition to the sensors 32 and 33 described above. A detection signal is input from the sensor group 35. The air conditioning control panel 36 installed near the vehicle interior instrument panel is provided with an operation switch group 37 that is manually operated by a passenger, and an operation signal of the operation switch group 37 is also input to the air conditioning electronic control device 5. .

  The operation switch group 37 includes a temperature setting switch 37a that generates a temperature setting signal Tset, a cool storage switch 37b that generates a cool storage mode signal, an air volume switch 37c that generates an air volume switching signal, and a blow mode switch 37d that generates a blow mode signal. An inside / outside air switching switch 37e for generating an inside / outside air switching signal, an air conditioner switch 37f for generating an on / off signal for the compressor 1, and the like are provided.

  Further, the air conditioning electronic control device 5 is connected to the vehicle engine electronic control device 38, and the vehicle engine electronic control device 38 sends an air conditioning speed signal, a vehicle speed signal, and the like to the air conditioning electronic control device 5. Entered.

  As is well known, the vehicle engine electronic control unit 38 comprehensively determines the fuel injection amount, ignition timing, and the like to the vehicle engine 4 based on signals from a sensor group (not shown) that detects the driving state of the vehicle engine 4 and the like. It is something to control. Furthermore, in the eco-run vehicle and the hybrid vehicle that are the subject of the present invention, the vehicle engine electronic control unit 38 determines whether or not the vehicle is injecting fuel when determining the stop state based on the rotational speed signal, vehicle speed signal, brake signal, etc. of the vehicle engine 4. The vehicle engine 4 is automatically stopped by stopping or the like.

  When the vehicle is shifted from the stop state to the start state by the driver's driving operation, the vehicle engine electronic control unit 38 determines the start state of the vehicle based on the accelerator signal or the like, and automatically starts the vehicle engine 4. Let The air-conditioning electronic control unit 5 estimates the amount of condensed water stored in the evaporator 9 or the behavior of the evaporator outlet temperature after the vehicle engine is stopped while the vehicle engine 4 is operating, and based on this estimation result. A stop permission / stop prohibition signal of the vehicle engine 4 is output, and a restart request signal of the vehicle engine 4 is output based on an increase in the evaporator outlet temperature Te after the vehicle engine 4 stops.

  The air-conditioning electronic control unit 5 and the vehicle engine electronic control unit 38 are configured by a known microcomputer including a CPU, a ROM, a RAM, and the like and peripheral circuits thereof. The air-conditioning electronic control unit 5 includes a vehicle engine control signal output unit that outputs a vehicle engine control signal as described above, a compressor on / off control unit using the electromagnetic clutch 2, an inside / outside air suction control unit using an inside / outside air switching door, and an air volume of the blower 11. It has a control part, a temperature control part by the bypass door 17 and the air mix door 19, an air outlet mode control part by switching the air outlets 25, 27, 29, and the like.

  Next, the operation of this embodiment in the above configuration will be described. The flowchart of FIG. 2 shows an outline of the control processing executed by the microcomputer of the air-conditioning electronic control device 5. The control routine of FIG. 2 is such that the ignition switch of the vehicle engine 4 is turned on and power is supplied to the control device 5. When the air flow switch 37c (or auto switch) of the operation switch group 37 of the air conditioning control panel 36 is turned on in this state, the operation starts.

  First, in step S100, flags, timers, and the like are initialized, and in the next step S110, detection signals from the sensors 32 and 33 and the sensor group 35, operation signals for the operation switch group 37, and the vehicle engine electronic control unit 38. The vehicle driving signal is read.

  Subsequently, in step S120, based on the following formula 1, a target blowing temperature (TAO) of the conditioned air blown into the passenger compartment is calculated. This target blowing temperature (TAO) is a blowing temperature necessary for maintaining the passenger compartment at the set temperature Tset of the temperature setting switch 37a.

TAO = Kset * Tset-Kr * Tr-Kam * Tam-Ks * Ts + C (Formula 1)
However, Tr: The inside air temperature detected by the inside air sensor of the sensor group 35 Tam: The outside air temperature detected by the outside air sensor of the sensor group 35 Ts: The amount of solar radiation detected by the solar sensor of the sensor group 35 Kset, Kr, Kam, Ks: control gain C: constant for correction Next, in step S125, it is selected whether the air conditioning mode is a cold storage mode, a natural cooling mode, or a normal mode. In this example, when the cool storage switch 37 is turned on when the engine 4 (compressor 1) is operating, the cool storage mode is selected, and when the cool storage switch 37 is not turned on when the engine 4 (compressor 1) is operating. Select normal mode. Then, when the air conditioning is activated (when the blower 11 is activated), the engine 4 is stopped, and when the compressor 1 is stopped, the cooling mode is selected.

  Next, the target evaporator outlet temperature TEO is calculated in step S130. The target evaporator outlet temperature TEO is calculated based on a first target evaporator outlet temperature TEO1, a second target evaporator outlet temperature TEO2, and a third target evaporator outlet temperature TEO3 described below.

  First, the method for determining the first target evaporator outlet temperature TEO1 will be described in detail. FIG. 3 is a map that is preset and stored in the ROM of the microcomputer. Based on this map, the TAO increases. As a result, the first target evaporator outlet temperature TEO1 is determined to be higher. Therefore, it can be expressed as TEO1 = f (TAO). TEO1 has an upper limit of 12 ° C in this example.

  Next, the second target evaporator outlet temperature TEO2 is also determined based on the map of FIG. 4 which is preset and stored in the ROM of the microcomputer. The second target evaporator outlet temperature TEO2 is determined corresponding to the outside air temperature Tam, and is cooled in an intermediate temperature range of the outside air temperature Tam (18 ° C to 25 ° C in the example of FIG. 4). Since the necessity for dehumidification is reduced, the second target evaporator outlet temperature TEO 2 is increased (12 ° C. in the example of FIG. 4), and the operating rate of the compressor 1 is reduced. Try to drive.

  On the other hand, the second target evaporator outlet temperature TEO2 decreases in inverse proportion to the increase in the outside air temperature Tam in order to secure the cooling capacity at the high temperature in summer when the outside air temperature Tam exceeds 25 ° C. On the other hand, in the low temperature range where the outside air temperature Tam is lower than 18 ° C., the second target evaporator outlet temperature TEO2 decreases as the outside air temperature Tam decreases in order to ensure the dehumidifying ability for preventing the window glass from fogging. When the outside air temperature Tam becomes lower than 10 ° C, TEO2 becomes 0 ° C. Therefore, TEO2 can be expressed as f (Tam).

  Next, the third target evaporator outlet temperature TEO3 is set to a predetermined value Tf below the freezing point (for example, -2 [deg.] C.) set in advance when the cold storage switch 37b is turned on.

  In the normal mode (when not in the cold storage mode) during operation of the vehicle engine, the target evaporator outlet temperature TEO is finally set to the following formula based on the first and second target evaporator outlet temperatures TEO1 and TEO2. 2 is determined.

TEO = MIN {f (TAO), f (Tam)} (Formula 2)
That is, the lower one of the first target evaporator outlet temperature TEO1 = f (TAO) and the second target evaporator outlet temperature TEO2 = f (Tam) is finally determined as the target evaporator outlet temperature TEO. To do. On the other hand, in the cold storage mode in which the cold storage switch 37b is turned on, the target evaporator outlet temperature TEO is forcibly lowered to a predetermined value Tf below the freezing point.

  Next, in step S140, the target air blowing amount BLW of the air blown by the blower fan 11 is calculated based on the TAO. The calculation method of the target air flow amount BLW is well known. The target air volume is increased on the high temperature side (maximum heating side) and the low temperature side (maximum cooling side) of the TAO, and the target air volume is decreased in the intermediate temperature range of the TAO. . And the rotation speed of the fan drive motor 13 of the air blower 11 is controlled by the output of the control apparatus 5 so that this target air volume BLW is obtained.

  Next, in step S150, the inside / outside air mode is determined according to the TAO. As is well known, the inside / outside air mode is switched from the all-inside air mode to the inside / outside air mixing mode → all the outside air mode as the TAO rises from the low temperature side to the high temperature side, and the inside / outside air door ( The operation position (not shown) is controlled by the output of the control device 5.

  Next, in step S160, the blowing mode is determined according to the TAO. As is well known, this blow mode is switched from the face mode to the bi-level mode to the foot mode as the TAO rises from the low temperature side to the high temperature side, and the blow mode doors 26, 28 and 30 are operated so as to obtain this blow mode. The position is controlled via the electric drive device 31 by the output of the control device 5. Next, in step S170, the target opening degree SWM of the air mix door 19 and the target opening degree SWB of the bypass door 17 are calculated, and the opening degrees of the air mix door 19 and the bypass door 17 are determined. Details of step S170 will be described later with reference to FIG. Next, in step S180, the target evaporator outlet temperature TEO is compared with the actual evaporator outlet temperature Te, and the compressor operation is intermittently controlled. That is, when the evaporator outlet temperature Te falls below the target evaporator outlet temperature TEO, the control device 5 cuts off the energization of the electromagnetic clutch 2 to stop the compressor 1, and conversely, the evaporator outlet temperature Te becomes the target evaporator. When the temperature rises above the blowing temperature TEO, the control device 5 energizes the electromagnetic clutch 2 to operate the compressor 1. As a result, the evaporator outlet temperature Te is maintained at the target evaporator outlet temperature TEO. During normal control, the evaporator outlet temperature Te is controlled in accordance with the TAO and the outside air temperature Tam to prevent frost (frost formation) in the evaporator 9, to ensure the cooling and dehumidifying capacity, and to operate the compressor. To achieve vehicle engine power saving due to the decrease of

  In the cold storage mode, the target evaporator outlet temperature TEO is lowered to a predetermined value Tf below the freezing point to freeze the condensed water in the evaporator 9 and increase the amount of condensed water stored in the evaporator 9.

  Next, the process proceeds to step S190, and a vehicle engine control signal (a signal indicating that the vehicle engine 4 is stopped and stopped, and a restart request signal after the vehicle engine 4 is stopped) is output based on the air conditioning side condition.

  FIG. 5 shows details of step S170 in FIG. 2. First, in step S1701, it is determined whether the storage mode is the cold storage mode, the cooling mode, or the power saving mode. Here, the cold storage mode is a state in which the cold storage switch 37b is turned on as described above and the target evaporator blowing temperature TEO is lowered to a predetermined value Tf below the freezing point. In the cooling mode, the vehicle is stopped by waiting for a signal or the like in a state where the cold storage switch 37b is turned on, and a vehicle engine stop request signal is output from the vehicle engine control device 38, and the vehicle engine 4 (compression The machine 1) is in a stopped state. That is, when the compressor 1 is stopped, the evaporator 9 cools the air by a cooling action of the amount of cold water stored in the condensed water. This state is referred to as a cooling mode.

  Further, the power saving mode means that the target evaporator outlet temperature TEO is a high temperature side target temperature of 12 ° C set in the intermediate temperature range of the outside air temperature Tam = 18 ° C to 25 ° C shown in the characteristic diagram of FIG. The state set as.

  When none of the cold storage mode, the cool-out mode, and the power saving mode (normal control), the process proceeds to step S1702, the target opening SWB of the bypass door 17 is set to 0, and the bypass door 17 is set to the first position. The bypass passage 16 is operated to the fully closed position. In step S 1703, the target opening degree SWM of the air mix door 19 is calculated by the following mathematical formula 3.

SWM = J (Te, Tw, TAO) (Formula 3)
That is, SWM is calculated as a function of the evaporator blown air temperature Te, the hot water temperature Tw of the heater core 20 and the target blown air temperature TAO, and calculates the target opening degree SWM for obtaining the target blown air temperature TAO. Here, the target opening degree SWM is calculated as a percentage where the maximum cooling position at which the ventilation path of the heater core 20 is fully closed is 0% and the maximum heating position at which the second bypass passage 21 is fully closed is 100%.

  And the blowing temperature control by said step S1702, S1703 is normal control, Comprising: After the whole quantity of blowing air passes the evaporator 9 and is cooled, it is the temperature which passes the heater core 20 by the opening degree of the air mix door 19. The air volume ratio between the wind and the cold air passing through the second bypass passage 21 is adjusted, and the temperature of the air blown into the vehicle interior is controlled to become the target blown air temperature TAO. In the present example, the third control mode according to the present invention includes steps S1702 and S1703.

  Next, when it is determined in step S1701 that it is in the cold storage mode, the process proceeds to step S1704, and the temperature TB of bypass air (uncooled air) passing through the first bypass passage 16 and the blown air temperature of the evaporator 9 are processed. Based on Te, the maximum temperature TMmax of the mixed air of the air passing through the evaporator 9 and the air passing through the first bypass passage 16 is calculated. That is, TMmax is calculated by the following formula 4.

TMmax = F (Te, TB) (Formula 4)
Next, in step S1705, the maximum temperature TMmax of the mixed air is compared with the target blown air temperature TAO. If TMmax is higher, reheating by the heater core 20 is not necessary, so the process proceeds to step S1706. The target opening degree SWM of the air mix door 19 is set to 0 (%), and the air mix door 19 is kept fixed at the maximum cooling position (solid line position in FIG. 1).

  In step S1707, the target opening degree SWB of the bypass door 17 is calculated by the following equation (5).

SWB = H (Te, TB, TAO) (Formula 5)
That is, SWB is calculated as a function of the evaporator blown air temperature Te, the bypass air temperature TB passing through the first bypass passage 16 and the target blown air temperature TAO, and the target opening degree SWB for obtaining the target blown air temperature TAO. Operate the bypass door 17 to the position. Here, the target opening degree SWB is calculated as a percentage in which the fully closed position of the first bypass passage 16 is 0% and the fully open position of the first bypass passage 16 is 100%.

  Thus, when control by step S1706 and S1707 is performed, the air mix door 19 is fixed to the maximum cooling position, On the other hand, by operating the bypass door 17 so that it may become target opening degree SWB, it is in a vehicle interior. The blown air temperature can be controlled. As a result, it is possible to achieve both the effect of increasing the amount of stored refrigerant condensate in the cold storage mode and the effect of reducing the compressor drive power (power saving effect).

  That is, FIGS. 6A and 6B are diagrams for explaining the power saving effect according to the present embodiment, and FIG. 6A is a combination of the conventional ordinary series air mix method and the cold storage mode. FIG. 6 is a schematic diagram of the temperature control of the air blown into the passenger compartment in the case where the entire amount of the intake air at 25 ° C. is cooled to −2 ° C. by the evaporator 9 for cold storage, and then reheated by the heater core 20 to 10 ° C blowing air is created. Therefore, as shown by the broken line in FIG. 6A, it is necessary to increase the cooling capacity of the evaporator 9 as compared with the case where the evaporator blowout temperature is controlled to 10 ° C. from the beginning by the power saving control. Therefore, the compressor operating rate by the intermittent control of the compressor 1 is increased, and the compressor driving power is increased.

  On the other hand, FIG. 6B is a schematic diagram of the temperature control of the air blown into the passenger compartment in the parallel air mix system according to the present embodiment, and 25 passes through the first bypass passage 16 with respect to 25 ° C. intake air. Blowing air of 10 ° C. is produced by mixing non-cooling air of ° C. and cold air of −2 ° C. after passing through the evaporator 9.

  Accordingly, since the amount of air passing through the evaporator 9 is reduced by the amount of bypass air passing through the first bypass passage 16, the outlet temperature Te of the evaporator 9 is set to the target outlet temperature TEO as compared with the method of FIG. The cooling capacity of the evaporator 9 required for cooling to (Tf = -2 ° C) can be reduced by the amount of airflow reduction. As a result, it is possible to save power by reducing the compressor operation rate by the intermittent control of the compressor 1. Therefore, both the improvement of the cold storage effect and the power saving effect can be achieved in comparison with the method of FIG.

  In addition, the 1st control mode by this invention is comprised by said step S1706 and S1707 in this example.

  Next, when the target blown air temperature TAO is higher than the maximum temperature TMmax of the mixed air in step S1705, since reheating by the heater core 20 is necessary, the process proceeds to step S1708, and the target opening degree of the bypass door 17 is reached. SWB = 100 (%), and the bypass door 17 is fixed at the fully open position of the first bypass passage 16. In step S1709, the target opening degree SWM of the air mix door 19 is calculated by the following equation (6).

SWM = G (TMmax, Tw, TAO) (Formula 6)
That is, in this case, since the mixed air having the maximum temperature TMmax is distributed to the heater core 20 and the second bypass passage 21 by the air mix door 19, SWM is the maximum temperature TMmax of the mixed air, the hot water temperature Tw of the heater core 20, the target The air mix door 19 is operated to the position of the target opening degree SWM which is calculated as a function of the blowing temperature TAO and obtains the target blowing air temperature TAO.

  Even in the above control, it is the same that the bypass door 17 exhibits the power saving effect by fully opening the first bypass passage 16 and reducing the amount of air passing through the evaporator.

  In the present example, the second control mode according to the present invention includes steps S1708 and S1709.

  On the other hand, when the cooling mode is determined in step S1701, that is, when the air is cooled by cooling the stored amount of evaporator condensate after the vehicle engine (compressor) is stopped, the above steps S1704 to S1704 are also performed. The blowing temperature control by S1709 is performed. Even in the cooling mode, the amount of air passing through the evaporator decreases due to the presence of the evaporator bypass air passing through the first bypass passage 16, and therefore, the cooling time of the stored amount of evaporator condensed water is shown in FIG. ).

  Therefore, the cooling feeling when the vehicle engine is stopped, such as waiting for a signal, can be favorably maintained for a longer period of time with the amount of stored refrigerant condensed water.

  Also, when the power saving mode is determined in step S1701, the blowing temperature control in steps S1704 to S1709 is performed. Even in the power saving mode, power saving can be effectively achieved by reducing the air volume of the air passing through the evaporator.

(Modification of the first embodiment)
The first embodiment can be variously modified as follows.

  (A) In the first embodiment, a cold storage switch 37b that generates a cold storage mode signal is provided as one of the operation switch groups 37 of the air conditioning control panel 36, and the cold storage mode is set by turning on the cold storage switch 37b. However, the present invention is not limited to such a method, and the cold storage mode can be automatically set based on the air conditioning operation status. For example, it is conceivable to automatically set the cold storage mode based on a change in the target blowing temperature TAO. Since the target blowout temperature TAO is calculated as a very low temperature such as −20 ° C. or less at the time of cool down immediately after the start of cooling or at high cooling load, when this target blowout temperature TAO is in a very low temperature range, In order to maximize the cooling capacity, the cool storage mode is not set and normal control is used.

  On the other hand, when the target blowing temperature TAO rises to a predetermined level (for example, −20 ° C. or more), the cold storage mode may be automatically set assuming that the normal cooling load state has been entered.

  Further, when the engine 4 (compressor 1) is in operation, the normal cold storage mode is set as a general rule, and when the engine 4 (compressor 1) is in operation, only when the prohibition condition of the cold storage mode is determined, during normal control. (Normal control mode) may be set.

  (B) In a mid-season or the like, under conditions that require a high dehumidifying capacity (for example, when the inside air mode and the number of passengers are large), the target blowout is performed to increase the dehumidifying (cooling) capacity of the evaporator 9 The temperature TEO may be set to a relatively low temperature, while the target blowing temperature TAO may be increased for temperature control in the passenger compartment.

  In this way, under the condition where a particularly high dehumidifying capacity is required, the bypass door 17 is fixed at the fully closed position even in the cold storage mode and the cooling mode, as in the normal control (steps S1702 and S1703). The air temperature may be controlled by adjusting the heating amount of the heater core 20 by the air mix door 19.

  (C) In the first embodiment, in the cold storage mode, the target blowing temperature TEO is lowered to a low temperature range below freezing point such as −2 ° C. to improve the cold storage effect. In the cold storage mode, the target blowing temperature TEO is lowered to a temperature lower than the lowest temperature (eg, 3 ° C) during normal control and higher than 0 ° C (eg, 1 ° C) to improve the cold storage effect. You may do it.

  (D) In the first embodiment, the first bypass passage 16 and the bypass door 17 are disposed below the evaporator 9, but the first bypass passage 16 and the left and right sides or both sides of the evaporator 9 The bypass door 17 can be arranged, and the first bypass passage 16 and the bypass door 17 can be arranged above the evaporator 9.

  It is also possible to arrange the bypass door 17 not on the air downstream side but on the air upstream side with respect to the evaporator 9.

(Second Embodiment)
The second embodiment relates to a detecting means for detecting the degree of cooling of the evaporator. According to an experiment by the inventor, when the condensed water in the evaporator 9 is frozen and stored in the condensed water in the cold storage mode, the evaporator is 9 Ice generation on the surface tends to be uneven due to various factors. Therefore, it has been found that the air temperature on the outlet side of the evaporator 9 is lower than that in the portion without ice because the air flow is blocked in the portion with ice.

  Therefore, when the degree of cooling of the evaporator is detected by the temperature sensor 32 of the normally used evaporator blowout air, a large difference is generated in the detected temperature due to the difference in the detection part on the blowout side of the evaporator 9. Cause frost (freezing) to progress more than necessary.

  FIG. 7 is experimental data showing the behavior of the evaporator temperature due to the intermittent operation of the compressor 1. The horizontal axis indicates ON / OFF of the operation of the compressor 1, and as shown in FIG. When it is temperature, a maximum detection temperature difference of 5.1 ° C. is generated due to the difference between the five detection sites.

    Further, as shown in FIG. 7B, even at the evaporator fin temperature, a maximum detection temperature difference of 4.8 ° C. is generated due to the difference between the six detection sites.

  On the other hand, as shown in FIG. 7C, it was confirmed that the temperature of the evaporator refrigerant could be suppressed within 2.1 ° C. even if the difference between the four detection sites was the maximum.

  In FIG. 8, the temperature sensor 32 is closely arranged on the side plate 90 constituting the side refrigerant passage of the evaporator 9. Since the side plate 90 is a metal material having good heat conduction such as aluminum, the temperature of the evaporator refrigerant can be detected well by the temperature sensor 32 through the wall surface of the side plate 90.

  FIG. 9 shows an example of detecting the evaporator refrigerant temperature by closely arranging the temperature sensor 32 on the refrigerant inlet pipe 91 of the evaporator 9. Here, the temperature sensor 32 may be disposed on the refrigerant outlet pipe 92 side of the evaporator 9 or may be disposed in the tank portions 93 and 94 of the evaporator 9. In short, any temperature sensor may be used as long as it is disposed at a location where the evaporator refrigerant temperature can be directly detected.

(Third embodiment)
The third embodiment more specifically implements the control of the first embodiment, accurately calculates the mixed air temperature TM of the evaporator passage air and the bypass passage passage air, and at the same time, improves the accuracy of the blown air temperature control. The overall configuration of the third embodiment and the overall flow of control are the same as those in FIGS. 1 and 2 of the first embodiment, and a description thereof will be omitted.

  FIG. 10 is a flowchart showing the features of the third embodiment, and corresponds to FIG. 5 of the first embodiment. Hereinafter, calculation of the target opening degree SWM of the air mix door 19 and the target opening degree SWB of the bypass door 17 in step S170 will be described in detail with reference to FIG.

  First, calculation formulas for the target opening degree SWM of the air mix door 19 and the target opening degree SWB of the bypass door 17 will be described.

  The target opening degree SWM of the air mix door 19 is calculated by the following formula 7.

SWM = (TAO-TM) / (TW-TM) (Formula 7)
However, TAO: target blown air temperature TM: mixed air temperature of evaporator passage air and bypass passage passage air TW: heater core hot water temperature This air mix door target opening SWM is the maximum cooling that fully closes the air passage of the heater core 20 It is calculated as a percentage where the position is 0% and the maximum heating position at which the second bypass passage 21 is fully closed is 100%. In order to calculate the target opening degree SWM of the air mix door 19 according to Equation 7, it is necessary to calculate the mixed air temperature TM.

  Next, the target opening degree SWB of the bypass door 17 is calculated by the following expression 8 using the concept of calculating the target opening degree SWM of the air mix door 19 of the above expression 7.

SWB = K (TM-Te) / (TB-Te) (Formula 8)
However, TM: mixed air temperature of evaporator passing air and bypass passage passing air Te: evaporator outlet temperature TB: bypass air temperature K: constant determined by shape of air conditioning case Here, target opening degree SWB of bypass door 17 is The percentage is calculated with the fully closed position of the first bypass passage 16 being 0% and the fully open position of the first bypass passage 16 being 100%.

  The mixed air temperature TM of the evaporator passing air and the bypass passage passing air can be calculated by the following equation 9 derived from the above equation 8.

TM = Te + [SWB (TB-Te)] / K (Formula 9)
However, Te: Evaporator outlet temperature TB: Bypass air temperature SWB: Target opening of bypass door 17 K: Constant determined by shape of air conditioning case 10 Constant K determined by the shape of air conditioning case 10 in the above formula 9 is the bypass door fully open It is calculated by the following equation 10 as a constant determined by the evaporator passing air volume Ve and the bypass passage passing air volume VB at the time (SWB = 1).

K = (Ve + VB) / VB (Formula 10)
For example, when the flow rate through the evaporator when the bypass door is fully open is equal to the flow rate through the bypass passage (Ve: VB = 1: 1), K = 2.

  Next, specific control contents will be described.

  First, in step S1701, it is determined whether the cold storage mode, the cooling mode, or the power saving mode. Here, the cold storage mode is a state in which the cold storage switch 37b is turned on as described above and the target evaporator blowing temperature TEO is lowered to a predetermined value Tf below the freezing point. Further, in the cooling mode, in the state where the cold storage switch 37b is turned on, the vehicle stops by waiting for a signal or the like, an engine stop request signal is output from the engine control device 38, and the engine 4 (compressor 1). Is in a state to stop. That is, when the compressor 1 is stopped, the evaporator 9 cools the air by a cooling action of the amount of cold water stored in the condensed water. This state is referred to as a cooling mode.

  Further, the power saving mode refers to a state in which a high temperature side target temperature of 12 ° C. set in the intermediate temperature range of the outside air temperature Tam = 18 ° C. to 25 ° C. is set as the target evaporator outlet temperature TEO.

  When none of the cold storage mode, the cool-off mode, and the power saving mode (normal control), the process proceeds to step S1702, the target opening SWB of the bypass door 17 is set to 0, and the bypass door 17 is set to the first position. The bypass passage 16 is operated to the fully closed position. In step S1703, the target opening degree SWM of the air mix door 19 for obtaining the target blown air temperature TAO is calculated by the above equation 7.

  At this time, since the target opening SWB of the bypass door 17 is 0, the mixed air temperature TM of the evaporator passing air and the bypass passage passing air TM = the evaporator blowing temperature Te, and the target opening SWM of the air mixing door 19 is the evaporator blowing. It is calculated by the following equation as a function of the temperature Te, the hot water temperature Tw of the heater core 20 and the target blown air temperature TAO.

SWM = J (Te, Tw, TAO) (Formula 11)
And the blowing temperature control by said step S1702, S1703 is normal control, Comprising: After the whole quantity of blowing air passes the evaporator 9 and is cooled, it is the temperature which passes the heater core 20 by the opening degree of the air mix door 19. The air volume ratio between the wind and the cold air passing through the second bypass passage 21 is adjusted, and the temperature of the air blown into the vehicle interior is controlled to become the target blown air temperature TAO. In the present example, the third control mode according to the present invention includes steps S1702 and S1703.

  Next, when it is determined in step S1701 that it is in the cold storage mode, the process proceeds to step S1704, and the temperature TB of bypass air (uncooled air) passing through the first bypass passage 16 and the blown air temperature of the evaporator 9 are processed. Based on Te, the maximum temperature TMmax of the mixed air of the air passing through the evaporator 9 and the air passing through the first bypass passage 16 is calculated.

  At this time, TMmax is calculated by the following formula 12 with the target opening degree SWB = 1 of the bypass door 17 (the fully open position of the bypass door 17).

TMmax = F (Te, TB) (Formula 12)
Next, in step S1705, the maximum temperature TMmax of the mixed air is compared with the target blown air temperature TAO. If TMmax is higher, reheating by the heater core 20 is not necessary, so the process proceeds to step S1706. The target opening degree SWM of the air mix door 19 is set to 0 (%), and the air mix door 19 is kept fixed at the maximum cooling position (solid line position in FIG. 1).

  In step S1707, the target opening degree SWB of the bypass door 17 is calculated by the following equation (13).

SWB = H (Te, TB, TAO) (Formula 13)
That is, SWB is calculated as a function of the evaporator outlet temperature Te, the bypass air temperature TB passing through the first bypass passage 16 and the target outlet air temperature TAO, and the position of the target opening degree SWB for obtaining the target outlet air temperature TAO. The bypass door 17 is operated.

  Thus, when control by step S1706 and S1707 is performed, the air mix door 19 is fixed to the maximum cooling position, On the other hand, by operating the bypass door 17 so that it may become target opening degree SWB, it is in a vehicle interior. The blown air temperature can be controlled. As a result, it is possible to achieve both the effect of increasing the amount of stored refrigerant condensate in the cold storage mode and the effect of reducing the compressor drive power (power saving effect).

  In addition, the 1st control mode by this invention is comprised by said step S1706 and S1707 in this example.

  Next, when it is determined in step S1705 that the target blown air temperature TAO is higher than the maximum temperature TMmax of the mixed air, reheating by the heater core 20 is necessary.

  First, it progresses to step S1710 and it is determined whether dehumidification control for fogging prevention etc. of a window glass is performed. Specifically, dehumidification control is performed when the blowing mode is the defroster mode. Further, even if the blowing mode is not the defroster mode, it may be determined that dehumidification is necessary if the window glass is easily fogged or the humidity is high. For example, the outside temperature Tam is a predetermined temperature (for example, 10 ° C.). Even in the following cases, it is determined that dehumidification is necessary.

  If it is determined in step S1710 that dehumidification is not necessary, the process proceeds to step S1708, and the bypass door 17 is set to the fully open position of the first bypass passage 16 with the target opening SWB of the bypass door 17 set to 100 (%). Fix it. In step S1709, the target opening degree SWM of the air mix door 19 is calculated by the following formula 14. At this time, since SWB = 1, TM = TMmax.

SWM = G (TMmax, Tw, TAO) (Formula 14)
That is, in this case, since the mixed air having the maximum temperature TMmax is distributed to the heater core 20 and the second bypass passage 21 by the air mix door 19, SWM is the maximum temperature TMmax of the mixed air, the hot water temperature Tw of the heater core 20, the target The air mix door 19 is operated to the position of the target opening degree SWM which is calculated as a function of the blowing temperature TAO and obtains the target blowing air temperature TAO.

  Even in the above control, it is the same that the bypass door 17 exhibits the power saving effect by fully opening the first bypass passage 16 and reducing the amount of air passing through the evaporator.

  In the present example, the second control mode according to the present invention includes steps S1708 and S1709.

  On the other hand, when it is determined in step S1710 that dehumidification is necessary, the following dehumidification control (S1711 to S1713) is performed. That is, in order to exhibit the power saving effect, it is necessary to fully open the bypass door 17 as in the second control mode (S1709, S1710). When the passenger feels uncomfortable, the air passing through the first bypass passage 16 by bypassing the evaporator 9 is not dehumidified, and the dehumidifying effect is lowered.

  Therefore, in the following dehumidification control, by slightly closing the bypass door 17 (decreasing SWB), the amount of air passing through the evaporator 9 is increased to achieve both power saving and dehumidification effect. In addition, the 4th control mode by this invention is comprised by step S1711-S1713 in this example.

  First, in step S1711, in order to fix the bypass door 17 to the half-open position of the first bypass passage 16, the bypass door opening SWB is set to, for example, SWB = 0.5 (50%).

  Next, in step S1712, the mixed air temperature TM of the evaporator passing air and the bypass passage passing air is calculated by the above formula 9. The mixed air temperature TM can be calculated by the following equation 15 as a function of the evaporator outlet temperature Te and the bypass air temperature TB using the bypass door opening degree SWB determined in step S1711.

TM = K (Te, TB, SWB) (Formula 15)
Next, proceeding to step S1713, the target opening degree SWM of the air mix door is calculated based on Equation 7 above. That is, it calculates by the following equation 16 using the TM calculated in step S1712, the heater core hot water temperature Tw, and the target outlet temperature TAO.

SWM = L (TM, Tw, TAO) (Formula 16)
Even when the cooling mode is determined in step S1701, the blowout temperature control in steps S1704 to S1713 is performed. Even in this cooling mode, since the air volume of the evaporator passing air decreases due to the presence of the evaporator bypass air passing through the first bypass passage 16, the cooling time of the stored amount of evaporator condensed water can be extended.

  Also, when the power saving mode is determined in step S1701, the blowing temperature control in steps S1704 to S1713 is performed. Even in the power saving mode, power saving can be effectively achieved by reducing the air volume of the air passing through the evaporator.

  As described above, in the vehicle air conditioner provided with the bypass passage 16 that bypasses the evaporator 9, the mixed air as a function of the evaporator blowout temperature Te, the bypass air temperature TB, and the bypass door opening SWB is obtained from the above formula 9. By calculating the temperature TM and using this mixed air temperature TM, the target opening degree SWM of the air mix door 19 can be accurately calculated, and the target blowout temperature control which is the basis of the temperature control of the vehicle air conditioner can be calculated. The target blown air temperature TAO can be obtained without changing the content.

(Modification of the third embodiment)
In the third embodiment, the present invention is applied to a vehicle air conditioner that is mounted on a vehicle that stops the engine 4 when the engine power is not required, such as when the vehicle is stopped, and that air-conditions the vehicle interior even after the engine 4 stops. Not only this but the vehicle air conditioner which does not perform engine stop air conditioning is widely applicable, if it is a vehicle air conditioner provided with the bypass passage 16 which bypasses the evaporator 9.

  In the third embodiment, the bypass air temperature sensor 33 including a thermistor is provided in the first bypass passage 16 and the mixed air temperature TM is calculated using the bypass air temperature TB detected by the bypass air temperature sensor 33. Not limited to this, the bypass air temperature sensor 33 is abolished, the outside air temperature Tam is used instead of the bypass air temperature TB in the outside air mode, and the inside air temperature is substituted instead of the bypass air temperature TB in the inside air mode. Even if Tr is used, the mixed air temperature TM can be calculated similarly to the case where the bypass air temperature TB is used.

  Further, when the outside air temperature sensor and the inside air temperature sensor are not provided, the mixed air temperature TM may be calculated by setting a fixed value, for example, TB = 25 [° C.].

  In the third embodiment, in step S1710 (dehumidification determination means), when the blowing mode is the defroster mode, or when the outside air temperature Tam is equal to or lower than a predetermined temperature (for example, 10 ° C.), dehumidification is necessary. However, the present invention is not limited to this, and it may be determined that dehumidification in the vehicle compartment is necessary if the window glass is easily fogged or if the vehicle compartment humidity is high.

  For example, even if the blowing mode is not the defroster mode, in the case of the foot mode or the foot differential mode, which is a well-known blowing mode, air is blown out from the defroster outlet at a certain rate, so these blowing modes are selected. The necessity of dehumidification in the passenger compartment may be determined according to the condition of the case. A humidity sensor that detects the humidity in the passenger compartment may be provided, and it may be determined that dehumidification is necessary when the humidity in the passenger compartment is equal to or higher than a predetermined humidity.

  Further, a glass temperature sensor that detects the window glass temperature may be provided, and it may be determined that dehumidification is necessary when the temperature of the window glass is equal to or lower than a predetermined glass temperature. Since the window glass is more likely to be fogged in the inside air mode that circulates inside air than in the outside air mode that introduces outside air into the vehicle interior, it may be determined that dehumidification of the vehicle interior is necessary when air conditioning is performed in the inside air mode. .

  Further, by arbitrarily combining the above conditions, for example, when the outside air temperature Tam is equal to or lower than a predetermined temperature (for example, 10 ° C.) and the vehicle interior humidity is equal to or higher than the predetermined humidity, it is determined that the vehicle interior needs to be dehumidified. May be.

  In the third embodiment, the target opening SWB of the bypass door is a fixed value of SWB = 0.5, for example, in step S1711, but the bypass door is opened depending on the necessity of dehumidification (degree of humidity, etc.). The degree SWB may be variably controlled.

  That is, when the humidity is high, the necessity for dehumidification is high. Therefore, the bypass door opening SWB is reduced so that more air passes through the evaporator 9, and dehumidification is given priority over power saving. Let Further, when the humidity is not so high, the bypass door opening degree SWB is increased so that more air passes through the first bypass passage 16, and power saving is prioritized over dehumidification.

  In the third embodiment, the target opening degree SWM of the air mix door 19 is calculated using the mixed air temperature TM of the evaporator passing air and the bypass passage passing air. In order to calculate a target hot water flow rate in a vehicle air conditioner that includes a hot water valve that adjusts the flow rate of hot water flowing into the heater core 20 and adjusts the hot water flow rate by adjusting the hot water flow rate with the hot water valve. It can also be used.

(Fourth embodiment)
First, the problem of the fourth embodiment will be described. Since the stop due to waiting for a signal or the like frequently occurs when traveling in an urban area or the like, the engine stop (compressor stop) is frequently repeated. And the cooling dehumidification effect | action of the evaporator 9 is also intermittently interrupted by repetition of a compressor stop and compressor operation, and a vehicle interior humidity changes significantly in connection with this. More specifically, when the engine is running, the evaporator temperature control target temperature (TEO) is lowered to a temperature below the freezing point of about −3 ° C. to −4 ° C., for example. When the cold storage mode for freezing is executed, the temperature difference between the evaporator temperature and the evaporator intake air temperature is increased as compared with the normal control (target temperature (TEO) = + 3 ° C. to + 4 ° C. or so). Since the amount of dehumidification in the evaporator increases, the humidity in the passenger compartment is sufficiently lowered in the cold storage mode.

  On the other hand, when the vehicle stops due to a signal waiting or the like, the vehicle engine 4 (compressor 1) is stopped, so that the conditioned air is cooled by using the cool storage amount of the evaporator condensate. In this cool-down mode, the condensed water that has been frozen until now melts, and the humidified state of the air is caused by the melted water, and the vehicle interior humidity is extremely low immediately before the cool-down mode. This causes a phenomenon that the humidity in the passenger compartment rapidly increases (humidity increase rate: large).

  As a result, the passengers in the vehicle cabin are not only affected by the temperature rise in the cooling mode, but are also affected by the sudden rise in the humidity in the vehicle cabin, and the cooling feeling is remarkably deteriorated from the viewpoint of humidity (humidity due to humidity). Moreover, from the deterioration of the cooling feeling due to this humidity feeling, the duration of the cooling mode must be shortened.

  Therefore, from the viewpoint of cooling feeling, it is necessary to shorten the engine stop time and restart the engine, which is not preferable from the viewpoint of environmental protection.

  The fourth embodiment has been made in view of the above points, and aims to suppress deterioration of cooling feeling caused by a feeling of humidity in the cooling mode when the engine is stopped (when the compressor is stopped).

  In the fourth embodiment, another object is to extend the time during which the cooling feeling can be maintained in the cooling mode when the engine is stopped (compressor is stopped).

  Since the overall configuration of the fourth embodiment is the same as that of FIG. 1 of the first embodiment, description thereof is omitted. Also, the overall control flow of the fourth embodiment is substantially the same as that of FIG. 2 of the first embodiment as shown in FIG. 11, and in the fourth embodiment, in step S120, it corresponds to steps S120 and S130 of FIG. Playing a role. FIG. 12 shows details of step S120 of FIG.

  Next, the operation of the fourth embodiment in the above configuration will be described. In FIG. 11, in step S120, the target blowing temperature TAO of the conditioned air blown into the passenger compartment and the target evaporator blowing temperature TEO are calculated. FIG. 12 shows the details of step S120. First, in step S1201, the reference target outlet temperature TAOA is calculated. The reference target blowing temperature TAOA is a blowing temperature necessary for maintaining the passenger compartment at the set temperature Tset of the temperature setting switch 37a, and is calculated based on the thermal load condition of the passenger compartment according to the above-described equation 1. Can do.

  Next, in step S1202, it is determined whether or not a condition for executing the cold storage mode is in effect while the engine is operating (during vehicle travel). Specifically, this determination can be made based on the reference target outlet temperature TAOA. In other words, the cooling load is high, such as during cool-down when it is necessary to rapidly lower the passenger compartment temperature toward the set temperature Tset immediately after the start of cooling, or when the outside temperature is high and the number of passengers is large. In some cases, the reference target outlet temperature TAOA is in a low temperature range such as −20 ° C. or less, so when TAOA is present in such a low temperature range below a predetermined value, priority is given to exerting cooling performance. The execution of the cold storage mode is prohibited and the normal mode is set.

  When the cold storage mode is prohibited, the process proceeds to step S1203, and the target evaporator outlet temperature TEOA in the normal mode is calculated. The target evaporator outlet temperature TEOA in the normal mode is calculated based on a first target evaporator outlet temperature TEOA1 and a second target evaporator outlet temperature TEOA2 described below.

  First, the first target evaporator outlet temperature TEOA1 is determined based on the map of FIG. 13 (the same characteristics as those of FIG. 3 described above). Next, the second target evaporator outlet temperature TEOA2 is also determined based on the map of FIG. 14 (same characteristics as in FIG. 4 described above). In the normal mode during engine operation (when not in the cold storage mode), the target evaporator outlet temperature TEOA is finally determined based on the first and second target evaporator outlet temperatures TEOA1 and TEOA2.

  That is, the lower one of the first target evaporator outlet temperature TEOA1 = f (TAOA) and the second target evaporator outlet temperature TEOA2 = f (Tam) is finally determined as the target evaporator outlet temperature TEOA. To do.

  Then, the process proceeds from step S1203 to step S1204, and the target blowing temperature TAO into the passenger compartment is set to the reference target blowing temperature TAOA. On the other hand, when the reference target outlet temperature TAOA is higher than a predetermined value (for example, −20 ° C.) in step S1202, it is determined that the cooling storage mode can be executed, assuming that the cooling load is in a steady state. Therefore, it progresses to step S1205 and it is determined whether the vehicle engine 4 is operating. This determination can be made based on whether the vehicle speed signal and the engine speed signal input from the engine control device 38 are equal to or greater than a predetermined value.

  When the engine is operating in step S1205, the cold storage mode can be executed, and the process proceeds to step S1206 to determine the cold storage target evaporator outlet temperature TEOB. This TEOB is a predetermined temperature Tf below the freezing point (for example, -2 ° C to -1 ° C), so that the condensed water in the evaporator 9 can be cooled to the temperature Tf below the freezing point and can be frozen. Will be executed. Also in this cold storage mode, it is determined in step S1204 that target blowout temperature TAO = reference target blowout temperature TAOA.

  On the other hand, when the engine is stopped in step S1205, the cooling mode is set, and the process proceeds to step S1207 to perform humidity correction control in the cooling mode. That is, the target blowing temperature TAO = cooling TAOB. This cooling TAOB is calculated by the following equation 17a.

TAOB = TAOA- {f (Te) + g (f '(Te))} (Formula 17a)
Here, Te is an actual evaporator outlet temperature detected by the evaporator outlet temperature sensor 32, and in the above equation 17a, the term f (Te) is a correction amount due to the vehicle interior humidity (relative humidity). That is, the vehicle interior humidity has a correlation with the evaporator outlet temperature Te and can be estimated based on Te. Specifically, since the vehicle interior humidity increases as Te increases, the correction amount f (Te) due to the vehicle interior humidity is expressed, for example, as a relationship that increases as Te increases as shown in FIG. Can do.

  In the above equation 17a, the term g (f ′ (Te)) is a correction amount based on the rate of change (increase rate) of the vehicle interior humidity (relative humidity), and can be determined as shown in FIG. 16, for example. it can. In FIG. 16, f ′ (Te) on the horizontal axis is the rate of change of the vehicle interior humidity estimated by the time differentiation of the evaporator outlet temperature Te, and the rate of change of the vehicle interior humidity as f ′ (Te) increases. The correction amount g (f ′ (Te)) due to increases.

  As described above, the TAOB in the cooling mode is, as shown in the upper part of FIG. 17, the correction amount f (Te) due to the vehicle interior humidity and the vehicle interior humidity (relative humidity) with respect to the reference target outlet temperature TAOA. Based on the correction amount g (f ′ (Te)) based on the change rate of the vehicle, the temperature is corrected to the low temperature side based on the humidity increase in the passenger compartment. In this example, the correcting means of the present invention is constituted by the above-described step S1207.

  After completing the calculation of TAO and TEO in step S120 described above, the process proceeds to steps S170 through steps S140, S150, and S160, and the target opening degree SWM of the air mix door 19 and the target opening degree SWB of the bypass door 17 are calculated. Thus, the opening degree of the air mix door 19 and the bypass door 17 is determined. The target opening degree SWM of the air mix door 19 sets the maximum cooling position (solid line position in FIG. 1) of the air mix door 19 to 0%, and the maximum heating position (dotted line position in FIG. 1) of 100%. It is expressed as a percentage. Similarly, the target opening degree SWB of the bypass door 17 is also expressed as a percentage in which the fully closed position of the first bypass passage 16 is 0% and the fully open position of the first bypass passage 16 is 100%.

  Here, the calculation of the target opening degree SWM and the target opening degree SWB is performed in the following three modes. That is, (1) In the normal mode during engine operation, the target opening degree SWB of the bypass door 17 is set to 0% (the fully closed position of the first bypass passage 16) in order to ensure the cooling and dehumidifying performance. Then, the target opening degree SWM of the air mix door 19 is determined so that the temperature at which air is blown into the passenger compartment becomes TAO (= TAOA).

  Specifically, the target opening degree SWM can be determined based on the target blowing air temperature TAO, the evaporator blowing temperature Te, and the hot water temperature Tw of the heater core 20. The concept of calculating the target opening degree SWM of the air mix door 19 in this normal mode is the same as before.

  (2) In the cold storage mode during engine operation, the air mix door 19 is within the range where the target blown air temperature TAO is obtained by mixing the bypass air passing through the first bypass passage 16 and the cold air passing through the evaporator 9. The target opening degree SWM is fixed to 0% (maximum cooling position indicated by the solid line in FIG. 1), and the blown air temperature is adjusted by adjusting the opening degree of the bypass door 17. That is, the target opening degree SWB of the bypass door 17 is determined based on the bypass air temperature TB, the evaporator outlet temperature Te, and TAO (= TAOA).

  Even when the bypass door 17 is fully opened in the cold storage mode, if the blown air temperature is lower than the target blown air temperature TAO, the blown air temperature is adjusted by adjusting the opening of the air mix door 19 (that is, adjusting the heating amount of the heater core 20). Adjust. The target opening degree SWM of the air mix door 19 is determined based on the temperature of the mixed air of the bypass air and the evaporator passing air in the first bypass passage 16, the hot water temperature Tw of the heater core 20, and the target blown air temperature TAO. Is done.

  (3) In the cooling mode, the target blowout temperature TAOB into the passenger compartment is corrected with respect to the reference target blowout temperature TAOA as shown in the upper part of FIG. Based on the correction amount g (f ′ (Te)) based on the change rate of the indoor humidity, the correction is made to the low temperature side based on the increase in the humidity in the vehicle interior.

  The target opening degree SWB of the bypass door 17 and the target opening degree SWM of the air mix door 19 are specifically determined as shown in the lower part of FIG. Hereinafter, the determination method of SWB and SWM in the cool-down mode will be described in detail. Immediately after the start of the cool-down mode (immediately after the vehicle engine 4 is stopped), the evaporator outlet temperature Te is a low temperature below the freezing point in the cool storage mode. Since Tf (= −3 ° C. to −4 ° C.), the target opening degree SWB of the bypass door 17 is determined to be the fully open position (opening degree = 100%) of the first bypass passage 16.

  At this time, the temperature of the air blown into the passenger compartment may be lower than TAOB just by mixing the uncooled air in the first bypass passage 16 with the evaporator passing air (cold air). In this case, the target opening degree SWM of the air mix door 19 is determined to be a predetermined opening degree, and the temperature of air blown into the passenger compartment is controlled to TAOB by reheating by the heater core 20.

  As the evaporator outlet temperature Te rises as the cooling mode elapses, the target opening degree SWM of the air mix door 19 decreases to reduce the amount of reheating by the heater core 20, and the air mix door After the target opening degree SWM of 19 reaches 0% (maximum cooling position), the target opening degree SWB of the bypass door 17 is gradually decreased from the fully open position (opening degree = 100%), thereby The blown air temperature is controlled to TAOB.

  As understood from the above description, in order to control the temperature of the air blown into the vehicle interior to the target temperature TAOB corrected to the low temperature side in the cool-down mode, the time t after the start of the cool-down mode is set. As time passes, the timing for correcting the target opening degree SWM of the air mix door 19 to 0% (maximum cooling position) is advanced, and the target opening degree SWB of the bypass door 17 is set to the fully open position (opening degree = 100%). It is only necessary to advance the timing of correction in the direction in which the opening is decreased.

  By the way, in the cooling mode, since the evaporator outlet temperature Te at the start time is a low temperature Tf below the freezing point in the cold storage mode (= -2 ° C to -1 ° C), the cooling mode is started. As the time t elapses, the rate of increase in Te increases, and the rate of increase in vehicle interior humidity accompanying the increase in Te also increases. For this reason, the occupant tends to feel uncomfortable due to a feeling of humidity (steaming heat) due to an increase in humidity during the cooling mode.

  However, according to the fourth embodiment, the target blowing temperature TAOB in the cooling mode is corrected with respect to the reference target blowing temperature TAOA by the vehicle interior humidity f (Te) and the vehicle interior humidity change rate g ( f ′ (Te)) is corrected to the low temperature side, so that the perceived level at which the feeling of discomfort due to the humidity is increased to the temperature level Te3 in the upper part of FIG. 17 with respect to the rise in the evaporator blowout temperature Te. Can do. In other words, the time when the passenger feels uncomfortable due to the feeling of humidity after the start of the cool-down mode is time t3, and the cooling feeling in the cool-down mode can be satisfactorily maintained until the elapse of time t3.

  On the other hand, as a comparative example, when the target air temperature TAO is not corrected to the low temperature side and the reference target air temperature TAOA is left unchanged even in the cooling mode, the air Since the temperature is a higher temperature that does not take into account the humidity sensation, the passenger feels discomfort due to the humidity sensation at the temperature level Te1 in the upper part of FIG. 17 with respect to the evaporator outlet temperature Te.

  That is, the perceived level of discomfort due to the feeling of humidity becomes a temperature Te1 that is considerably lower than the temperature level Te3 with respect to the evaporator outlet temperature Te. As a result, the time during which the cooling feeling in the cooling mode can be maintained satisfactorily becomes t1.

  Further, when only the correction amount f (Te) due to the humidity in the passenger compartment is considered as the correction amount to the low temperature side of the target outlet temperature TAOB in the cooling mode, the perception level at which the passenger feels uncomfortable due to the feeling of humidity is shown. The temperature level Te2 of the upper 17 stage is reached, and as a result, the time during which the cooling feeling in the cooling mode can be maintained satisfactorily becomes t2, which is an intermediate time between t1 and t3.

  Therefore, in order to maintain the cooling feeling against the increase in the vehicle interior humidity in the cooling mode, the target blowing temperature TAOB is corrected by the vehicle interior humidity correction amount f (Te) and by the vehicle interior humidity change rate g (f ' It is most preferable to correct to the low temperature side by both (Te)). The above description is based on step S170 in FIG. 11. In step S180 after step S170, the target evaporator outlet temperature TEO (TEOA or TEOB) is compared with the actual evaporator outlet temperature Te, and the compressor Control the operation intermittently. That is, when the evaporator outlet temperature Te falls below the target evaporator outlet temperature TEO, the control device 5 cuts off the energization of the electromagnetic clutch 2 to stop the compressor 1, and conversely, the evaporator outlet temperature Te becomes the target evaporator. When the temperature rises above the blowing temperature TEO, the control device 5 energizes the electromagnetic clutch 2 to operate the compressor 1. As a result, the evaporator outlet temperature Te is maintained at the target evaporator outlet temperature TEO. In the cold storage mode, the target evaporator outlet temperature TEO is lowered to TEOB (predetermined value Tf below freezing point) to freeze the condensed water in the evaporator 9 and increase the amount of condensed water stored in the evaporator 9.

Next, the process proceeds to step S180, and an engine control signal (the above-mentioned stop permission / stop prohibition of the vehicle engine 4 and a restart request signal after the stop of the vehicle engine 4) is output based on the air conditioning side condition. (Modification of the fourth embodiment)
The fourth embodiment can be variously modified as follows.

  In the fourth embodiment, it is determined in step 1202 in FIG. 12 whether to execute the cold storage mode based on the target outlet temperature TAO, but as one of the operation switches 37 of the air conditioning control panel 36, the cold storage mode is selected. A cold storage switch for generating a signal may be provided, and the cold storage mode may be set by turning on the cold storage switch. In this case, the execution of the cold storage mode may be determined based on whether or not the cold storage switch is turned on.

  Further, when the engine 4 (compressor 1) is in operation, the normal cold storage mode is set as a general rule, and when the engine 4 (compressor 1) is in operation, only when the prohibition condition of the cold storage mode is determined, during normal control. (Normal control mode) may be set.

  Further, in a mid-season or the like, the target evaporator is used to increase the dehumidification (cooling) capacity of the evaporator 9 under conditions that require a high dehumidification capacity (for example, when the number of passengers is high in the inside air mode). The blowout temperature TEO may be set to a relatively low temperature, while the target blowout temperature TAO may be increased for temperature control in the passenger compartment.

  In this way, under the condition where a particularly high dehumidifying capacity is required, the bypass door 17 is fixed at the fully closed position even in the cold storage mode and the cooling mode, as in the normal control (steps S1702 and S1703). The air temperature may be controlled by adjusting the heating amount of the heater core 20 by the air mix door 19.

  Further, in the fourth embodiment, in the cold storage mode, the target blowing temperature TEO is lowered to a low temperature region below the freezing point such as −2 ° C. to improve the cold storage effect. At this time, the target evaporator outlet temperature TEO is lowered to a temperature lower than the lowest temperature (eg, 3 ° C.) during normal control and higher than 0 ° C. (eg, 1 ° C.) to improve the cold storage effect. It may be.

  It is also possible to arrange the bypass door 17 not on the air downstream side but on the air upstream side with respect to the evaporator 9.

  Further, the first bypass passage 16 and the bypass door 17 are abolished, and a heating amount adjusting means (such as an air mix door 19 or a hot water valve) for adjusting the heating amount by the heater core 20 as a means for adjusting the temperature of air blown into the passenger compartment. The fourth embodiment can be implemented even in the case of providing only the above.

(Fifth embodiment)
FIG. 18 is an overall configuration diagram of the fifth embodiment, and FIG. 19 shows an air conditioning unit 15 portion on the downstream side of the blower 11 in the ventilation system of FIG. Will be omitted, and only the differences will be described.

  The air conditioning unit 15 is usually arranged at the center position in the vehicle width direction inside the instrument panel at the front of the vehicle interior. In that case, the air conditioning unit 15 part is arranged as shown in FIG. 19 with respect to the longitudinal direction and the vertical direction of the vehicle, and the blower 11 part is arranged offset to the passenger seat side with respect to the air conditioning unit 15 part.

  The air inlet 10a is opened at the most front portion of the vehicle in the air conditioning case 10, and the blown air of the blower fan 12 flows into the upstream portion of the evaporator 9 in the air conditioning case 10 from the air inlet 10a. ing.

  In the air conditioning case 10, the evaporator 9 is disposed so as to extend in the vertical direction, and a first bypass passage 16 that bypasses the evaporator 9 and flows air is formed in a lower portion of the evaporator 9. ing. A bypass door (parallel bypass door) 17 for adjusting the opening degree of the first bypass passage 16 is disposed on the air upstream side of the evaporator 9 and in a lower portion.

  The bypass door 17 is a plate-like door that has a rotating shaft 17a disposed at a lower portion on the front side of the evaporator 9 and is rotatable about the rotating shaft 17a. Here, the operation position of the bypass door 17 indicated by the two-dot chain line in FIGS. 18 and 19 is the fully open position of the first bypass passage 16, and the operation position of the two-dot chain line is a part of the ventilation path of the evaporator 9. This is a position where the (lower part A) is closed to the maximum, thereby increasing the ventilation resistance of the lower part A.

  Further, a predetermined minute gap B is formed between the bypass door 17 and the surface of the heat exchange core portion of the evaporator 9 at the open position of the bypass passage of the two-dot chain line. The minute gap B is, for example, about 2 to 6 mm, and more specifically about 5 mm is preferable.

  In the air conditioning case 10, an air mix door (series bypass door) 19 is disposed downstream of the evaporator 9. A hot water heater core (heating heat exchanger) 20 that heats air using hot water (cooling water) of the vehicle engine 4 as a heat source is installed on the downstream side of the air mix door 19. A second bypass passage 21 is formed on the side (upper part) of the hot water heater core 20. The second bypass passage 21 is for bypassing the hot water heater core 20 and flowing air.

  The air mix door 19 is a plate-like door that can rotate around a rotation shaft 19a, and adjusts the air volume ratio between the hot air passing through the hot water heater core 20 and the cold air passing through the bypass passage 21, The temperature of the air blown into the passenger compartment is adjusted by adjusting the air volume ratio of the cold / hot air.

  A hot air passage 23 is formed on the downstream side of the hot water heater core 20 so as to curve upward from the lower side. The hot air from the hot air passage 23 and the cold air from the second bypass passage 21 are in the vicinity of the air mixing unit 24. To create air of the desired temperature.

  Further, in the air conditioning case 10, a blowing mode switching unit is configured on the downstream side of the air mixing unit 24. That is, a defroster opening 25 is formed on the upper surface of the air conditioning case 10, and this defroster opening 25 blows air to the inner surface of the vehicle windshield through a defroster duct (not shown). The defroster opening 25 is opened and closed by a plate-like defroster door 26 that is rotatable by a rotation shaft 26a.

  Further, a face opening 27 is formed on the upper surface of the air-conditioning case 10 at a position on the rear side of the vehicle from the defroster opening 25. The face opening 27 is directed toward the upper body of the passenger in the vehicle cabin via a face duct (not shown). It blows out air. The face opening 27 is opened and closed by a plate-like face door 28 that is rotatable by a rotating shaft 28a.

  Further, in the air conditioning case 10, a foot opening 29 is formed in a lower portion of the face opening 27, and this foot opening 29 blows air toward the feet of passengers in the vehicle cabin via a foot duct (not shown). is there. The foot opening 29 is opened and closed by a plate-like foot door 30 that is rotatable by a rotating shaft 30a.

  The rotary shafts 26a, 28a, 30a of the blow-out mode doors 26, 28, 30 described above are connected to a common link mechanism (not shown), and the electric drive device 31 comprising the servo motor of FIG. Driven.

  Next, the operation of the fifth embodiment in the above configuration will be described. 18 and 19 show a normal state in which the bypass door 17 closes the first bypass passage 17, while FIG. 20 shows that the bypass door 17 opens the first bypass passage 17 and the ventilation path of the evaporator 9. The state at the time of the evaporator bypass which closes a part of the lower side of is shown.

  When the engine is running, the cooling of the evaporator 9 is performed at the time of cool-down where the vehicle interior is to be rapidly cooled, such as immediately after the start of cooling, when the number of passengers in the vehicle interior is large, or when the load is high such as at high outside air temperature. In order to maximize the performance, the normal state (evaporator bypass closed state) of FIGS. 18 and 19 is set. In addition, when the engine is not cool down or at a high cooling load, that is, in a normal cooling load state, a cold storage mode for increasing the cold storage amount in the evaporator condensate is set in advance in preparation for the next engine stop. There is a need. The evaporator bypass state of FIG. 20 is a setting state of this cold storage mode.

  Here, the evaporator bypass state of FIG. 20 may be used not only for the cold storage mode but also for the power saving mode in the middle season of spring and autumn, or for evaporation when the engine is temporarily stopped such as when the vehicle is stopped. It can also be used in the cooler mode of the vessel 9.

  The normal state (evaporator bypass closed state) shown in FIGS. 18 and 19 and the evaporator bypass state shown in FIG. 20 can be switched by opening and closing the bypass door 17. The opening / closing of the bypass door 17 can be determined based on, for example, the target blowing temperature TAO of the conditioned air blown into the passenger compartment.

  Since the target blowout temperature TAO is calculated as a very low temperature during the cool-down or the cooling high load, when the target blowout temperature TAO is in a very low temperature range, the bypass door 17 is set as shown in FIGS. Operate in the normal state. When the target blowing temperature TAO rises to a predetermined level, it is determined that the cooling air condition is normal, and the bypass door 17 is switched from the normal state shown in FIGS. 18 and 19 to the evaporator bypass state shown in FIG.

  In addition, you may switch the bypass door 17 by a manual operation system instead of the switching operation system of the automatic bypass door 17 by the said target blowing temperature TAO. For example, a cool storage mode switch is provided as one of the operation switch groups 37 of the air conditioning control panel 36, and when this cool storage mode switch is turned on by an occupant's operation, the bypass door 17 is operated to the evaporator bypass state of FIG. You may make it do.

  By the way, in the normal state of FIGS. 18 and 19, the bypass door 17 is operated to a position that closes the first bypass passage 17 and does not hinder ventilation of the evaporator 9 to the ventilation path. The maximum air volume can be blown to the heat exchange core part. Therefore, there is no hindrance to the maximum capacity of the evaporator 9. At the maximum cooling, the air mix door 19 is operated to the maximum cooling position indicated by the solid line in FIGS. 18 and 19 based on the target blowing temperature TAO, and the ventilation path to the heater core 20 is fully closed, and the second bypass The passage 21 is fully opened. Therefore, the cool air cooled by the refrigerant evaporative latent heat of the evaporator 9 is blown out into the vehicle interior through the face opening 27 without being reheated by the heater core 20 to cool the vehicle interior.

  18 and 19, when the cooling load is reduced and the maximum cooling state is shifted to the temperature control region, the air mix door 19 opens the ventilation path to the heater core 20, and the second bypass passage 21. Decrease the opening. Thereby, the air volume ratio between the cold air passing through the second bypass passage 21 and the warm air passing through the heater core 20 can be adjusted to control the temperature of the air blown into the vehicle interior.

  On the other hand, when the cold storage mode for increasing the amount of cold stored in the evaporator condensate is executed during engine operation, the bypass door 17 is switched to the evaporator bypass state of FIG. In this state, the bypass door 17 opens the first bypass passage 16 and closes a part of the ventilation path (lower portion A) of the heat exchange core portion of the evaporator 9 to the maximum extent.

  Part of the blown air of the blower fan 12 passes through the first bypass passage 16 and bypasses the evaporator 9 and is not cooled. Therefore, the opening degree of the first bypass passage 16 is adjusted by adjusting the operation position of the bypass door 17 and the air volume ratio between the uncooled air passing through the first bypass passage 16 and the cold air passing through the evaporator 9 is adjusted. By doing so, the temperature of the air blown into the passenger compartment can be controlled.

  Here, the operation position (opening degree) of the bypass door 17 is determined based on the temperature TB of the uncooled air passing through the first bypass passage 16, the evaporator outlet temperature Te, and the target outlet temperature TAO into the passenger compartment. That's fine.

  As described above, in the cold storage mode, the temperature of the air blown into the passenger compartment can be controlled even when the air mix door 19 is fixed at the maximum cooling position, and power saving of the vehicle engine 4 (reduction of compressor driving power) can be achieved. .

  That is, since the bypass door 17 closes a part of the ventilation path of the heat exchange core portion of the evaporator 9 and increases the ventilation resistance, the amount of air passing through the evaporator 9 is reduced. Therefore, the cooling capacity required to lower the blowing temperature Te of the evaporator 9 to the target blowing temperature TEO can be reduced by the amount of air flow reduction, and the compressor operating rate by the intermittent control of the compressor 1 can be reduced and saved. Power can be achieved.

  And since the bypass door 17 closes a part of the ventilation path of the heat exchange core part of the evaporator 9, there is almost no heat exchange with the air side in this closed part, so the condensed water is forcibly frosted (frozen). be able to.

  In addition, the target blowing temperature TEO of the evaporator 9 is set higher as the TAO rises according to the target blowing temperature TAO as shown in FIGS. 3, 4, 13, and 14, or according to the outside air temperature Tam. In the cold storage mode, the target blowout temperature TEO is below the freezing point, for example -2 ° C. It is preferable to lower the temperature to a low temperature range and forcibly freeze the evaporator condensate to improve the amount of cold storage.

  Thus, even if the target blowing temperature TEO is lowered to a low temperature range below the freezing point and the blowing temperature Te of the evaporator 9 becomes a low freezing point temperature, the blown air temperature into the vehicle compartment remains at the operating position of the bypass door 17 (first 1), the power saving of the vehicle engine 4 can be realized as described above. And the improvement of a cool storage effect and the power saving effect can be made compatible for the reason demonstrated by above-mentioned FIG. 6 (a), (b).

  In the fifth embodiment, the evaporator 9 is arranged so as to extend in the vertical direction, so that the condensed water generated in the evaporator 9 gathers under the heat exchange core portion of the evaporator 9 by its own weight. Come. Therefore, by closing the lower part of the ventilation path of the heat exchange core part of the evaporator 9 by the bypass door 17, the condensed water gathering below the heat exchange core part of the evaporator 9 is forcibly frozen. The amount of cold storage can be increased.

  Further, when the bypass door 17 is operated at the fully open position of the bypass passage shown in FIG. 20, when the bypass door 17 and the surface of the heat exchange core portion of the evaporator 9 are brought into close contact with each other, the bypass door 17 becomes the heat exchange core portion. There is a risk that the door 17 may become inoperable due to freezing on the surface.

  However, according to the fifth embodiment, even when the bypass door 17 moves to a position where the part of the ventilation path of the evaporator 9 is closed to the maximum, the bypass door 17 and the surface of the heat exchange core portion of the evaporator 9 Since a predetermined minute gap B of about 2 to 6 mm is formed between them, when the heat exchange core lower part A of the evaporator 9 is frozen, the bypass door 17 is frozen integrally with the surface of the heat exchange core. There is nothing to do. Therefore, the inoperability due to the freezing of the bypass door 17 can be prevented in advance.

  By the way, the evaporator 9 is a component having the largest physique among the devices arranged in the air conditioning case 10, and therefore has a sufficient cross-sectional area around the evaporator 9 due to restrictions on the vehicle mounting space. In many cases, it is practically difficult to design the first bypass passage 16. Therefore, in the fifth embodiment, when the first bypass passage 16 is opened, the bypass door 17 closes a part of the ventilation path of the heat exchange core portion of the evaporator 9 to increase the ventilation resistance of the evaporator 9 side ventilation path. Thus, the bypass air volume (the air volume of uncooled air) passing through the first bypass passage 16 is increased.

  According to the experimental study by the present inventors, the blowing temperature required for controlling the passenger compartment temperature is obtained by mixing the bypass air volume (the air volume of uncooled air) passing through the first bypass passage 16 and the cold air passing through the evaporator. In order to obtain it, it turned out that at least 40% or more of the total air volume is required as the bypass air volume.

  21 and 22 show the experimental results of the present inventors. The vertical axis in FIG. 21 indicates the total air volume by the blower fan 12 and the ratio (%) of the bypass air volume to the total air volume, and the horizontal axis indicates the bypass door. 17 shows the air passage closing height of the heat exchange core portion of the evaporator 9 according to FIG. Here, the height of the heat exchange core portion of the evaporator 9 used in the experiment = 235 mm, the width of the heat exchange core portion (lateral dimension) = 253 mm, and therefore the ventilation path area of the heat exchange core portion = 59455 mm 2. It is.

  Further, the minute gap B between the bypass door 17 and the surface of the heat exchange core portion of the evaporator 9 is 5 mm. Furthermore, the height of the first bypass passage 16 is 60 mm, the width of the first bypass passage 16 is 233 mm, and therefore the cross-sectional area of the first bypass passage 16 is 13980 mm 2.

  As shown in FIG. 21, the ratio of the bypass air volume can be increased in accordance with the increase in the height of the ventilation path blockage of the heat exchange core portion of the evaporator 9 by the bypass door 17, and the bypass air volume can be increased at the block height = 80 mm or more. The ratio can be increased to 40% or more.

  FIG. 22 is an experimental result showing the relationship between the height of the evaporator blockage, the bypass air volume, the rate of decrease in the total air volume, and the temperature of the mixed air downstream of the evaporator. The bypass air volume is increased to 41% at the block height = 100 mm. Thus, it was found that the mixed air temperature on the downstream side of the evaporator can be adjusted to 10.3 ° C. Here, the mixed air temperature on the downstream side of the evaporator is the mixed air temperature in the case where the evaporator outlet temperature Te = 0 ° C. and the bypass air temperature TB = 25 ° C. Note that when the closing height is 100 mm, the rate of decrease in the total air volume is 4%, which can be suppressed to a relatively small value.

  When the vehicle engine 4 is stopped during a temporary stop due to a signal or the like, the compressor 1 inevitably stops, so that the cooling action of the evaporator 9 due to the latent heat of refrigerant evaporation in the refrigeration cycle R is stopped. However, since the evaporator condensate is frozen in advance during engine operation to increase the evaporator condensate cold storage amount, the evaporator condensate cold storage amount (water melting latent heat and water The cooling action of the evaporator 9 can be exhibited by utilizing the sensible heat of the above.

  Temporary stoppage time due to waiting for a signal is usually around 1 minute, so if it is such a short time, the amount of cold stored in the evaporator condensate is used to cool the air at a level that does not deteriorate the cooling feeling. Be sustainable.

  Since the cooling operation when the vehicle is stopped is performed by allowing the evaporator condensate cold storage amount to cool, it can be referred to as a cooling mode, and the control of the temperature of the air blown into the vehicle compartment in this cooling mode is also the same as the cooling mode described above. Similarly, the air mix door 19 can be adjusted by adjusting the operation position (opening degree) of the bypass door 17 while being fixed at the maximum cooling position.

(Sixth embodiment)
In the fifth embodiment described above, the bypass door 17 fully opens the first bypass passage 16 as shown in FIG. 20 in the cooling mode, and a part of the ventilation path (lower part of the heat exchange core portion of the evaporator 9). When A) is in the closed state as much as possible, there is almost no passing air volume in the lower part A of the ventilation path of the evaporator 9, and there is almost no heat exchange in the lower part A. A large difference occurs in the melting time of the condensed water ice.

  As a result, since the temperature difference between the top and bottom of the evaporator blown air in the cooling mode increases, it becomes difficult to accurately detect the temperature of the evaporator blown air with the single temperature sensor 32, and it becomes difficult to detect the temperature of the evaporator blown air in the cooling mode. A situation occurs in which the blowing temperature cannot be controlled well.

  In the sixth embodiment, in consideration of the above points, the temperature difference (temperature distribution) of the evaporator blown air in the cooling mode is reduced. FIG. 23 shows the concept of opening degree control of the bypass door 17 according to the sixth embodiment. Even if the target blowout temperature TAO of the vehicle compartment blowout air is high, the bypass door 17 is connected to the evaporator from the beginning of the cooling mode. A part of the air passage 9 (lower part A) is operated to a position where the opening is opened by a predetermined degree.

  The bypass door control according to the sixth embodiment will be described in more detail. The horizontal axis in FIG. 23 represents the elapsed time of the air conditioner operation. After the cold storage mode by the operation of the vehicle engine 4 is performed, the vehicle engine 4 is stopped and released. The time when the cold mode is started is defined as elapsed time = 0, the elapsed time in the cool-down mode is represented by the time on the + side, and the elapsed time in the cool storage mode is represented by the time on the − side.

  And the position which opens the bypass door 17 and a part (lower side part A) of the ventilation path of the evaporator 9 only by predetermined opening degree (theta) 1 irrespective of the target blowing temperature TAO from the initial stage (elapsed time = 0) of the cooling mode. To operate. If this is seen from the 1st bypass channel | path 16 side, a bypass air volume will reduce and it will cause the fall of a vehicle interior blowing temperature.

  Therefore, in order to maintain the vehicle interior blowing temperature before the start of the cooling mode (during cold storage), it is necessary to compensate for the decrease in the bypass air volume by reheating the heater core 20. Therefore, after the start of the cool-down mode compared to before the start of the cool-down mode, the operation position of the air mix door 19 is once moved to the maximum heating position (HOT position) side by a predetermined opening θ2. However, after that, the air mix door 19 is gradually moved toward the maximum cooling position (COOL position), and the vehicle interior blowing temperature is maintained at the target blowing temperature TAO.

  By the way, since the bypass door 17 is operated to the position where the lower portion A of the ventilation path of the evaporator 9 is opened by the predetermined opening θ1 from the beginning of the cooling mode, air of a certain amount of air is also supplied to the lower portion A. Can blow. For this reason, not only the ice on the upper side of the ventilation path of the evaporator 9 but also the ice on the lower part A can be melted from the beginning of the cooling mode. Thereby, since the temperature difference (temperature distribution) in the vertical direction of the blowing temperature of the evaporator 9 can be remarkably reduced, the evaporator blowing temperature can be accurately detected with the single temperature sensor 32 arranged immediately after the blowing of the evaporator. . Here, the location of the temperature sensor 32 is set to a position slightly above the bypass door 17 (approximately the center position in the vertical direction of the evaporator core portion) immediately after the evaporator 9 is blown out as shown in FIG. do it.

  In FIG. 23, the evaporator outlet temperature a is according to the sixth embodiment, and the evaporator outlet temperature b is a normal air conditioner without the first bypass passage 16 and the bypass door 17 as in the comparative example (FIG. 6A). ). In the case of the comparative example, since the entire amount of the blown air passes through the evaporator 9, the passing air volume of the evaporator 9 is large. Therefore, the melting speed of ice is fast, and the rising speed of the evaporator blowing temperature b is fast.

  As a result, in the case of the comparative example, the evaporator blowout temperature b reaches the vehicle compartment blowout temperature c at which comfort is obtained after 41 seconds from the start of the cooldown mode. Is short.

  On the other hand, according to the sixth embodiment, by opening the first bypass passage 16 by the bypass door 17 in the cooling mode, the amount of air passing through the evaporator 9 is reduced and the melting of ice is delayed, The rate of increase of temperature a can be reduced. Thereby, the time for the evaporator outlet temperature a to reach the passenger compartment outlet temperature c can be extended to 60 seconds as indicated by the arrow 1 (circled number 1) after the start of the cooling mode.

  Moreover, in the case of the comparative example, since the amount of air passing through the evaporator 9 is large, the melting speed of ice is fast, and the moisture evaporation rate in the air is large. Cheap. On the other hand, in the sixth embodiment, the amount of air passing through the evaporator 9 is reduced to delay the melting of ice, so that the rate of evaporation of moisture into the air can be reduced. Therefore, the rate of increase in the humidity in the passenger compartment can be reduced, and the unpleasant feeling of humidity (steaminess due to humidity) can be suppressed.

This makes it possible to increase the limit evaporator outlet temperature Teo at which passengers in the passenger cabin feel uncomfortable by 1 ° C higher than the comparative example as indicated by the arrow 2 (circled number 2). The possible time can be further extended by about 4 seconds.

  23, the heat exchange core part (ventilation part) of the evaporator 9 has a height of 215 mm, a width of 253 mm, and a thickness (depth dimension) of 58 mm. Further, the water retention amount (condensed water amount) in the evaporator 9 is 100 g, the length of the bypass door 17 is 90 mm, and the air volume to the air conditioning case 10 is 200 m <3> / h. The initial opening of the bypass door 17 (opening at the start of the cooling mode) is a 1/4 opening when FIG. 15D is fully opened.

  Next, FIG. 24 is experimental data showing the relationship between the opening degree of the bypass door 17 in the cool-down mode, the coolable time, and the evaporator blowout temperature variation, and the experimental conditions are the same as those in FIG.

  The horizontal axis of FIG. 24 is the initial opening degree of the bypass door 17 (the opening degree when the cooling mode is started), and the vertical axis is the cooling time and the evaporator blowing temperature variation. The coolable time is the time until the evaporator outlet temperature rises to the limit evaporator outlet temperature Teo described in FIG. The evaporator outlet temperature variation is the difference between the highest value and the lowest value of the evaporator outlet temperature.

  As shown in FIG. 24, the amount of air passing through the evaporator 9 is small until the initial opening of the bypass door 17 is close to ¼ opening, so that the melting of ice is delayed. It can be maintained at the same level as 0/4 (evaporator side fully closed state). On the other hand, it was found that by increasing the initial opening degree of the bypass door 17 to ¼ opening degree or more, the evaporator blowout temperature variation can be suppressed to 10 ° C. or less.

  Therefore, by setting the initial opening degree of the bypass door 17 in the vicinity of the 1/4 opening degree, it is possible to achieve both the maintenance of the coolable time and the suppression of the evaporator blowing temperature variation.

  FIG. 25 is experimental data showing the relationship between the actual detected value of the evaporator outlet temperature by the temperature sensor 32 and the average value of the evaporator outlet temperature. The experimental conditions are the same as those in FIG. Is the evaporator-side fully closed position in FIG. 23A in the cold storage mode, and is changed between the initial opening degree = 1/4 opening degree and the fully open state in the cooling mode.

  In the experiment of FIG. 25, three locations are set as the location of the temperature sensor 32: an upper portion 32a immediately after blowing out the evaporator 9, a central portion 32b in the vertical direction, and a lower portion 32c. The center portion 32b is slightly above the bypass door 17 as described above.

  As shown in the experimental results of FIG. 25, according to the temperature sensor 32 disposed in the central portion 32b slightly above the bypass door 17, even if only one temperature sensor 32 is used, the average value of the evaporator outlet temperature is extremely high. It has been found that an approximate temperature (temperature within a range of ± 2 ° C.) can be detected. In other words, by setting the initial opening degree of the bypass door 17, variations in the evaporator outlet temperature can be suppressed, and even one temperature sensor 32 can detect a value approximate to the average value of the evaporator outlet temperature.

(Seventh embodiment)
FIG. 26 is an overall configuration diagram of the seventh embodiment. The same parts as those in FIG.

  An inside / outside air switching box 11a is arranged on the suction side of the blower 11, and the inside / outside air switching box 11a of the inside / outside air switching box 11a is switched open / closed by an inside / outside air switching door 11d. Air in the vehicle compartment (inside air) or air outside the vehicle compartment (outside air) sucked from the inside / outside air switching box 11 a is blown into the air conditioning case 10 by the blower 11.

  In the seventh embodiment, the first bypass passage 16 and the bypass door 17 of the first embodiment are not provided in the air conditioning case 10. Therefore, only the bypass passage 21 located on the side of the hot water heater core 16 and the air mix door 19 for adjusting the air volume ratio between the warm air passing through the hot water heater core 16 and the cold air passing through the bypass passage 21 are provided. .

  Further, in the air conditioning case 10, evaporator blowout temperature sensors (evaporator cooling degree detection means) 321 and 322 each including a thermistor are provided at a plurality (two places in this example) of the evaporator 9 immediately after air blown. ing. The plurality of evaporator outlet temperature sensors 321 and 322 detect the temperature of the outlet air at a plurality of locations separated by a predetermined distance immediately after the evaporator 9 is blown in order to determine the occurrence state of frost (frost formation) in the evaporator 9. . In the air conditioning case 10, an evaporator suction air temperature sensor 34 including a thermistor that detects the suction air temperature of the evaporator 9 is provided on the air suction side of the evaporator 9.

  By the way, in addition to the above-described sensors 321, 322, and 34, the air conditioning electronic control device 5 includes a well-known sensor group 35 that detects the inside air temperature, the outside air temperature, the amount of solar radiation, the hot water temperature, and the like for air conditioning control. This is the same as in the first embodiment in that the detection signal and the operation signal from the operation switch group 37 of the air conditioning control panel 36 are input.

  The air conditioning electronic control unit 5 of the seventh embodiment is a signal for prohibiting the vehicle engine electronic control unit 38 from stopping the vehicle engine when the vehicle is stopped (ie, a signal for requesting the vehicle engine operation when the vehicle is stopped) at the time of high cooling load. ) Is output.

  Next, the operation of the seventh embodiment in the above configuration will be described. The flowchart of FIG. 27 shows a control process executed by the microcomputer of the air-conditioning electronic control unit 5. When an ignition switch (not shown) of the vehicle engine 11 is turned on and an auto switch of the operation switch group 37 of the air conditioning control panel 36 is turned on, the control routine of FIG. 27 is started. In step S100, the target evaporator outlet temperature TEO = 4 ° C. is initialized. In step S110, signals from various sensors and switches are read.

  Next, in step S120, a target blowing temperature TAO (hereinafter referred to as TAO) is calculated (determined) based on the above-described equation 1. Here, TAO is a target blown air temperature necessary for maintaining the passenger compartment at a set temperature set by an occupant.

  In the next step S120, the steady state target evaporator outlet temperature TEOA is determined. The target evaporator outlet temperature TEOA is determined based on a first target evaporator outlet temperature TEOA1 and a second target evaporator outlet temperature TEOA2 described below.

  First, the first target evaporator outlet temperature TEOA1 is determined based on the map of FIG. 28 (same characteristics as FIG. 3). Next, the second target evaporator outlet temperature TEOA2 is also determined based on the map of FIG. 29 (same characteristics as FIG. 4).

  Of the first target evaporator outlet temperature TEOA1 = f (TAO) and the second target evaporator outlet temperature TEOA2 = f (Tam), the lower temperature is finally set to the steady target evaporator outlet temperature TEOA. Determine as.

  Next, it progresses to step S140 and it is determined whether it is in the conditions which may perform the cool storage mode which performs cool storage amount control of the condensed water which generate | occur | produces in the evaporator 9. FIG. Here, the control of the amount of condensate stored in the cool storage mode is to control the amount of condensate stored in advance during operation of the vehicle engine in preparation for the next stop of the vehicle engine during a temporary stop such as waiting for a signal. Say that.

  More specifically, in order to increase the cold storage amount of condensed water, it is necessary to decrease the temperature of condensed water by decreasing the evaporator temperature or increase the amount of condensed water. Here, in order to increase the cold storage amount of the condensed water more effectively, it is preferable to cool the condensed water to a temperature below the freezing point, freeze the condensed water, and store the cold in the form of latent heat.

  In this example, the cold storage mode is executed when none of the following three conditions are satisfied. That is, as shown in steps S1410 to S1430 of FIG. 30, (1) during high speed running, (2) when the frost generation status of the evaporator 9 reaches a predetermined limit level, and (3) during cooling high load If none of these conditions is met, the execution of the cold storage mode is permitted. On the other hand, the execution of the cold storage mode is prohibited when any one of the above conditions (1) to (3) is met.

  That is, (1) since it can be predicted that the frequency of stopping is low during high-speed traveling, there is no need to perform cold storage control of condensed water in preparation for stopping the vehicle engine when stopping. (2) When the frost of the evaporator 9 progresses and reaches a predetermined limit level, in order to prevent further deterioration of the evaporator cooling performance due to frost adhesion to the evaporator 9, Do not execute mode. Further, when the frost generation state reaches a predetermined limit level, the amount of cold storage has already increased due to the freezing of the condensed water, so that it is not necessary to execute the cold storage mode from that point of view. (3) During cooling high load, even if the cold storage mode is executed, the temperature of the air blown into the passenger compartment immediately rises when the vehicle engine is stopped, and the cooling feeling is deteriorated. Also does not execute cold storage mode during operation.

  The determination of the high speed travel in step S1410 of FIG. 30 is performed, for example, with vehicle speed> 70 km / h or vehicle engine speed> 2500 rpm. It is also possible to determine high speed travel from the map information of the car navigation.

  Further, the determination of the occurrence of frost in the evaporator 9 in step S1420 is performed as follows. The frost in the evaporator 9 is partially generated, and the partial frost gradually expands. Then, the passage of air is restricted at the frost generation site, the evaporator blowing temperature is lowered, and a temperature difference is generated in the evaporator blown air between the frost generation site and the non-generating site. Therefore, when the detected temperature difference between the evaporator outlet temperature sensors 321 and 322 provided at a plurality of locations is a predetermined value (for example, 5 ° C.) or more, it can be determined that the frost of the evaporator 9 has reached a predetermined limit level. .

  Here, the determination of the frost limit level of the evaporator 9 is performed when the temperature difference detected by the temperature sensors 321 and 322 at a plurality of locations is equal to or greater than a predetermined value, and the state of the temperature difference equal to or greater than this predetermined value (3 minutes) The determination accuracy may be improved by performing an AND condition in the case of continuing. Furthermore, a determination condition that at least one detected temperature of the temperature sensors 321 and 322 at a plurality of locations is 0 ° C. may be added to the determination condition.

  The cooling high load determination in step S1430 is performed when the temperature difference (TE-TEO) between the actual evaporator blowout temperature TE and the target blown air temperature TEO is equal to or higher than a predetermined value (for example, 5 ° C). Judgment is time. The actual evaporator outlet temperature TE is an average value of the temperatures detected by the evaporator outlet temperature sensors 321 and 322. If it is determined in step S1430 that the cooling is under high load, a command signal for prohibiting vehicle engine stop (vehicle engine operation request) is output to the vehicle engine electronic control unit 38 in step S1440. When this vehicle engine stop prohibition command signal is issued, even if the vehicle stops, the vehicle engine electronic control device 38 does not stop the vehicle engine 4, so that the operating state of the compressor 1 is continued. A sudden increase in the passenger compartment temperature due to stopping of the compressor 1 at the time of high cooling load is prevented in advance, thereby suppressing discomfort to the passenger.

  If it is determined in step S140 that the condensate cold storage mode is “prohibited”, the process proceeds to step S150, where target evaporator outlet temperature TEO = normal target evaporator outlet temperature TEOA. In the next step S160, the target evaporator outlet temperature TEO is compared with the actual evaporator outlet temperature TE. When TE> TEO, the routine proceeds to step S170, the electromagnetic clutch 2 is turned on, and the compressor 1 is operated. . Conversely, when TE ≦ TEO, the process proceeds to step S180, the electromagnetic clutch 2 is turned off, and the compressor 1 is stopped.

  On the other hand, if none of the above conditions (1) to (3) is satisfied in step S140 and it is determined that the condensate cold storage mode is “execution”, the process proceeds to step S190 and the target evaporation after the vehicle engine is stopped. Determine the outlet temperature TEOB.

  The target evaporator outlet temperature TEOB after the vehicle engine is stopped is specifically the target evaporator outlet temperature after a predetermined time (for example, 1 minute) has elapsed after the vehicle engine (compressor) is stopped, and is shown in the map of FIG. Is determined based on TAO. In the example of FIG. 31, TEOB rises with TAO until TAO rises to a predetermined temperature (12 ° C), and TEOB is fixed at 12 ° C when TAO is 12 ° C or higher. .

  The characteristic shown in FIG. 31 is an example. For example, TEOB = 12 ° C. may be constant, or TEOB = TAO−1 ° C. As described above, the specific determination method of TEOB can be modified in various ways. In short, after the vehicle engine (compressor) is stopped, the target evaporator blowout is performed within a range that does not impair the cooling feeling after elapse of a predetermined time (for example, 1 minute). The temperature TEOB should be determined. In addition, the predetermined time after the vehicle engine (compressor) stop is set to 1 minute as an example. The temporary stop time (vehicle engine stop time) due to a signal waiting or the like is about 1 minute on average. Because.

  Next, it progresses to step S200 and the evaporator blowing temperature TEoff after a vehicle engine stop is estimated. The evaporator blow-off temperature TEoff after the vehicle engine is stopped is the evaporator blow-out temperature after a lapse of a predetermined time (for example, 1 minute) after the vehicle engine is stopped, and the conditions (temperature, Humidity), air volume, current evaporator air temperature TE, and the like.

  Specifically, the evaporator outlet temperature TEoff after the vehicle engine is stopped is estimated based on the following equation 17b and the map of FIG.

TEoff after vehicle engine stop = TE at present + ΔT (Formula 17b)
Here, ΔT is determined based on the evaporator intake air temperature and the air volume as shown in the map of FIG. 32, and increases as the evaporator intake air temperature and the air volume increase.

  Next, the process proceeds to step S210, where the target evaporator outlet temperature TEOB after stopping the vehicle engine is compared with the evaporator outlet temperature TEoff after stopping the vehicle engine. If TEoff> TEOB after stopping the vehicle engine, the process proceeds to step S220. Correct TEO = TEO-1 ° C. Conversely, when TEoff ≦ TEOB after the vehicle engine is stopped, the process proceeds to step S230, where TEO = TEO + 1 ° C. is corrected. When the calculations in steps S220 and S230 are the first time after the start of the control routine of FIG. 27, TEO = 4 ° C. is obtained by the initialization in step S100, so that 4 ° C ± 1 ° C. In the second and subsequent calculations, a calculation of ± 1 ° C. is performed with respect to the current TEO.

  Then, the operation of the electromagnetic clutch 2 (that is, the compressor 1) is intermittently performed in steps S160 to S180 by comparing the TEO calculated in steps S220 and S230 with the actual evaporator outlet temperature TE.

  As understood from the above description, in this example, the cold storage mode is executed by the setting step of the target evaporator outlet temperature TEO from step S190 to S230 and the compressor intermittent control step by steps S160 to S180. The

  On the other hand, when the vehicle engine is stopped such as waiting for a signal, the vehicle engine electronic control unit 38 determines whether the vehicle engine 4 is stopped based on the rotation speed signal, the vehicle speed signal, the brake signal, or the like. Except when the command signal (step S1440 in FIG. 30) is output, the vehicle engine electronic control unit 38 automatically stops the vehicle engine 4 by stopping fuel injection or the like.

  Therefore, the compressor 1 of the refrigeration cycle inevitably stops when the vehicle stops. However, the air-conditioning electronic control unit 5 continues the same function as during traveling while maintaining the functions other than the compressor control such as the air volume and the blowout temperature control.

  As described above, when the vehicle stops, the compressor 1 also stops with the stop of the vehicle engine 4. However, the evaporator blowout after the vehicle engine stop is higher than the target evaporator blowout temperature TEOB after the vehicle engine stop before the vehicle travels. When it is estimated that the temperature TEoff exceeds, the target evaporator outlet temperature TEO is lowered by a predetermined value α (for example, 1 ° C.) in step S220 to reduce the temperature of the evaporator condensed water and increase the amount of condensed water. Increase the amount of cold water stored. As a result, when the vehicle engine is stopped, the cooling action of the conditioned air can be obtained by letting the stored amount of evaporator condensate cool, and the evaporator outlet temperature TEoff after the vehicle engine stop is set to the target evaporator outlet temperature after the vehicle engine is stopped. It is possible to suppress the deterioration of the cooling feeling after the vehicle engine is stopped within the range of TEOB.

  In the seventh embodiment, since one minute is assumed as the vehicle engine stop time when the vehicle is stopped, when the vehicle engine stop time becomes longer than one minute, the evaporator outlet temperature TEoff after the vehicle engine stop is In this case, there is no means other than starting the vehicle engine 4 and operating the compressor 1 as a countermeasure.

  Therefore, after the vehicle engine is stopped, if the vehicle engine stop time is extended and the evaporator blowout temperature TEoff after the vehicle engine stops rises above the target evaporator blowout temperature TEOB after the vehicle engine stop, the vehicle engine operation request command signal is sent to the air conditioning side. And the vehicle engine 4 may be automatically started. According to this, the operation of the compressor 1 is resumed, and the cooling action by the evaporator 9 is resumed, whereby the cooling feeling can be prevented from deteriorating.

  Further, when the driver performs a start operation from the stopped state, the vehicle engine electronic control device 38 automatically starts the vehicle engine 4 and activates the compressor 1 by an accelerator signal or the like.

  (Eighth Embodiment) In the seventh embodiment described above, the behavior of the evaporator blowout air temperature TEoff after the vehicle engine 4 is stopped (that is, the compressor 1 is stopped) while the vehicle engine is operating (the compressor is operating). By estimating the (temperature rise) (step S200) and correcting the target evaporator blowing air temperature TEO during operation of the vehicle engine (steps S220 and S230), the condensate temperature is controlled in advance during operation of the vehicle engine. The necessary amount of cold storage of condensed water is ensured.

  On the other hand, in the eighth embodiment, the necessary cold storage amount of the condensed water is secured in advance during operation of the vehicle engine by correcting the air volume of the blower 11 in advance and securing the amount of condensed water during operation of the vehicle engine. Is. That is, as shown in FIG. 33, the amount of condensed water in the evaporator 9 has a correlation with the air volume of the blower 11, and the smaller the air volume, the less condensed water blown off by the wind pressure is retained in the evaporator 9. The amount of condensed water increases.

  Therefore, paying attention to this point, in the eighth embodiment, as shown in the flowchart of FIG. 34, in step S220a, the target air volume BLW = target air volume BLW-α of the blower 11 is increased, and the condensed water volume is increased. Then, the amount of condensed water is decreased by setting the target air volume BLW of the blower 11 to the target air volume BLW + α.

  According to this, when it is estimated that the evaporator outlet temperature TEoff after stopping the vehicle engine is higher than the target evaporator outlet temperature TEOB after stopping the vehicle engine, the target air volume BLW is decreased and the evaporator condensate amount is increased in step S220a. And increase the amount of cold storage of condensed water. As a result, when the vehicle engine is stopped, the cooling action of the conditioned air can be obtained by letting the stored amount of evaporator condensate cool, and the evaporator outlet temperature TEoff after the vehicle engine stop is set to the target evaporator outlet temperature after the vehicle engine is stopped. It is possible to suppress the deterioration of the cooling feeling after the vehicle engine is stopped within the range of TEOB.

  In the flowchart of FIG. 34, only points different from FIG. 27 will be described briefly. In step S100a, the target air volume BLW is initialized to the maximum level Hi. In step S130a, the target evaporator outlet temperature TEO is determined. This target evaporator outlet temperature TEO is determined by the same method as the steady-state target evaporator outlet temperature TEOA in the first embodiment.

  Further, in step S130b, the target air volume BLWA during normal operation is determined based on TAO as shown in FIG. In step S150a, the target air volume BLW = the target air volume BLWA at the steady state. The other points are the same as in FIG.

  Of course, the correction control of the target air volume BLW according to the eighth embodiment and the correction control of the target evaporator outlet temperature TEO according to the seventh embodiment may be performed in combination.

  (Ninth Embodiment) In the seventh and eighth embodiments described above, the behavior (temperature rise) of the evaporator blowout air temperature TEoff after the vehicle engine 4 is stopped (that is, the compressor 1 is stopped) while the vehicle engine is operating. Thus, the cold storage amount of condensed water (condensed water temperature or condensed water amount) is ensured in advance during vehicle travel.

  In contrast, in the ninth embodiment, the inside / outside air introduction mode is controlled in accordance with the state of the vehicle engine 4 and the state of occurrence of condensed water in the evaporator 9. That is, FIG. 36 is a flowchart showing the ninth embodiment, and it is determined in step S300 whether the refrigeration cycle R of the air conditioner is on (activated). Specifically, the activation of the refrigeration cycle R is determined based on whether or not the air conditioner switch (compressor operation switch) of the operation switch group 37 of the air conditioning control panel 36 is turned on.

  When the refrigeration cycle R is on, signals from various sensors and switch groups are read in step S310. This step S310 is the same as step S110 of FIGS.

  In the next step S320, the target blowing temperature TAO is calculated in the same manner as in step S120 of FIGS. Next, in step S330, the target air volume BLW is calculated. This target air volume BLW is determined based on TAO with the same characteristics as BLWA in FIG. Next, in step S340, the inside / outside air mode is determined. This inside / outside air mode is also determined based on TAO as shown in FIG. FIG. 37 exemplifies characteristics for determining the inside / outside air mode. The inside air mode is selected on the low temperature side (maximum cooling side) of the TAO, and the outside air mode is selected on the high temperature side (maximum heating side) of the TAO. Then, the inside / outside air mixing mode is selected.

  Next, in step S340a, the blowing mode is determined based on TAO as illustrated in FIG. That is, the face mode for blowing air from the face outlet 27 is selected on the low temperature side of the TAO, and the bi-level mode for simultaneously blowing air from both the face outlet 27 and the foot outlet 29 in the intermediate temperature range of the TAO, In the high temperature region of TAO, a foot mode in which air is blown out from the foot outlet 29 is selected.

  Next, in step S350, it is determined whether the vehicle engine is operating (running). For example, when the vehicle speed <10 km / h and the vehicle engine speed <100 rpm, it is determined that the vehicle engine is stopped (non-operating), and the process proceeds to step S360 to forcibly set the inside air mode. That is, the inside / outside air door 11d is forcibly operated to the inside air introduction position (solid line position in FIG. 26) regardless of the inside / outside air mode in step S340, and only the inside air is introduced into the air conditioning case 10.

  Further, when the vehicle engine is operating (compressor operating), the process proceeds to step S370, and it is determined whether or not the ON state of the refrigeration cycle R has continuously passed for a predetermined time (5 minutes in this example). This determination is for determining the holding state of the condensed water in the evaporator 9, and immediately after the start of the refrigeration cycle R, the evaporator 9 is in a dry state and the amount of condensed water is zero.

  Therefore, when the ON state of the refrigeration cycle R is within 5 minutes, the process proceeds to step S380 to forcibly set the inside / outside air mode to the outside air mode. That is, the inside / outside air door 11d is forcibly operated to the outside air introduction position (the position indicated by the broken line in FIG. 26) regardless of the inside / outside air mode in step S340 to introduce only outside air into the air conditioning case 10.

  The forced outside air mode in step S380 is continued for 5 minutes to secure the amount of condensed water in the evaporator 9. That is, the amount of condensed water can be secured quickly by the dehumidifying action of the evaporator 9 by introducing outside air with no moisture amount, rather than condensing the limited moisture in the inside air of the passenger compartment. Then, after the elapse of 5 minutes in step S370, the inside / outside air mode determined in step S340 is selected.

  Further, since the relationship between the inside air temperature and the outside air temperature is usually established during the summer cooling, the inside / outside air mode is forcibly set to the all inside air mode in step S360 when the vehicle engine is stopped as described above. Thus, it is possible to more effectively suppress an increase in the temperature of the vehicle interior when the vehicle engine is stopped.

  In FIG. 36, the intermittent control portion of the compressor 1 is not shown for simplicity of explanation, but the compressor 1 is compared by comparing the target evaporator blown air temperature TEO with the actual evaporator blown air temperature TE. The intermittent control of the operation is also the same in the ninth embodiment.

  In the ninth embodiment, the inside air mode in which only the inside air is forcibly introduced in step S360 when the vehicle engine is stopped is set, but instead, the inside air main mode with a high inside air introduction ratio may be set. Good. Similarly, immediately after the start of the refrigeration cycle R, an outside air mode in which only outside air is forcibly introduced is set in step S380. Alternatively, an outside air main mode with a high outside air introduction ratio may be set instead. Good.

  Also, the inside / outside air mode is determined in step S360 so that the inside air temperature and the outside air temperature are compared and the lower one of the inside air and the outside air is selectively introduced into the air conditioning case 10 when the vehicle engine is stopped. Also good.

  Also, when the temperature difference between the inside air temperature and the outside air temperature is equal to or greater than a predetermined value, when the vehicle engine is stopped, the introduction ratio of the lower temperature of the inside air and the outside air is made larger than when the vehicle engine is operating. As described above, the inside / outside air mode may be determined in step S360.

  In addition, when the temperature difference between the inside air temperature and the outside air temperature is compared, and the temperature difference is within a predetermined value, the inside / outside air mode is selected so that the low humidity side of the inside air and the outside air is selectively introduced into the air conditioning case 10. May be determined in step S360.

(10th Embodiment)
FIG. 39 is a flowchart showing the tenth embodiment. Instead of setting the inside air mode in step S360 in the ninth embodiment, the target air volume BLW1 when the vehicle engine is stopped is set in step S360a. As shown in FIGS. 40A to 40C, the target air volume BLW1 when the vehicle engine is stopped is set equal to or less than the target air volume BLW2 immediately before the vehicle engine is stopped (BLW1 ≦ BLW2). That is, BLW1 = BLW2 in the small amount range of the target air volume BLW2 immediately before the vehicle engine stops, and BLW1 <BLW2 in the large area of the target air volume BLW2 immediately before the vehicle engine stops, by reducing the air volume of the blower 11. In addition, the cooling load when the vehicle engine is stopped can be reduced, and the increase in the vehicle interior blowing temperature when the vehicle engine is stopped can be more effectively suppressed.

  In addition, by combining the ninth and tenth embodiments, the inside air mode is set when the vehicle engine is stopped, and at the same time, the target air volume BLW1 when the vehicle engine is stopped is set to a relationship of BLW1 ≦ BLW2, and the cooling when the vehicle engine is stopped is performed. The load may be further reduced.

  Further, the inside / outside air introduction mode control and the control for setting the target air volume BLW1 when the vehicle engine is stopped according to the ninth and tenth embodiments may be combined with the seventh and eighth embodiments.

(Eleventh embodiment)
In a vehicle air conditioner, the cooling load varies greatly depending on the amount of solar radiation, the outside temperature, the number of passengers, etc., and when the cooling load is large, the evaporator outlet temperature TE is 0 ° C. or lower even if the compressor 1 is continuously operated. In some cases, the condensed water cannot be frozen.

  Therefore, in the eleventh embodiment, special measures are taken to reduce the cooling load during operation of the vehicle engine, thereby reducing the condensed water temperature of the evaporator 9 and actively freezing the condensed water. As a result, the amount of cold storage per unit weight of the condensed water can be increased, and in the cooling mode when the vehicle engine is stopped, not only the sensible heat of the condensed water but also the latent heat of fusion can be used to cool the air. ing.

  That is, FIG. 41 is a flowchart of the eleventh embodiment, and steps S300 to S350 are the same as those in FIGS. If the vehicle engine is in operation, the process proceeds from step S350 to step S390, where it is determined whether the cooling load is high. This determination can be made based on, for example, the target blown air temperature TAO into the passenger compartment, and when TAO is lower than −20 ° C., it is assumed that the cooling is under a high load.

  When the cooling load is high, the process proceeds to step S400, and it is determined whether the cooling is in progress. Here, the cool-down is a state immediately after the start of the refrigeration cycle R, where the vehicle interior temperature is significantly higher than the set temperature, and the vehicle interior temperature needs to be rapidly lowered toward the set temperature. Say. The determination during the cool-down can also be performed based on the TAO, and when the TAO is lower than −30 ° C., for example, the cool-down is being performed.

  If it is during the cool-down, the process returns to step S300, and the air volume of the blower 11 is controlled so as to become the target air volume BLW in step S330. Therefore, the air flow is as normal, and the cool-down performance is not impaired.

  On the other hand, when the cool-down is not in progress, that is, at the time of high cooling load after the cool-down is completed, the process proceeds from step S400 to step S410. ).

  Here, FIGS. 42A to 42D exemplify a specific method for determining the air volume BLWo in step S410. In the TAO low-temperature region (that is, the cooling region) after the cool-down is completed, the BLWO is higher than the BLW. Is reduced by various patterns.

  On the other hand, when the temperature is in the TAO low temperature range after the end of the cool-down, the cooling load can be reduced by specially setting BLWO smaller than the target air volume BLW during normal control. Thus, when the cold storage mode (for example, correction of the target evaporator outlet temperature to the low temperature side) according to the seventh embodiment or the like is executed during operation of the vehicle engine, the evaporator temperature is reduced even at the time of high cooling load. The condensed water can be frozen by lowering.

  That is, in the eleventh embodiment, when the cooling load is high, special measures are taken to reduce the cooling load, and the condensed water can be frozen by prioritizing the lowering of the evaporator temperature over the cooling performance.

  In step S410 of FIG. 41, the reduction effect of the cooling load may be enhanced by combining the reduction of the target air volume and the setting of the forced inside air mode.

  In step S410, instead of reducing the target air volume, the bi-level mode is forcibly set as the blowing mode, and the inside air mode is forcibly set as the inside / outside air mode, thereby reducing the cooling load. You may make it perform. That is, in the vehicle air conditioner, the foot air outlet 29 and the inside air introduction port 11b are usually arranged close to each other at a relatively short distance, so that the cold air blown from the foot air outlet 29 in the bi-level mode is a short circuit. The inside air introduction port 11b can be re-inhaled, whereby the intake air temperature of the evaporator 9 is lowered and the cooling load can be reduced.

  Also, in step S410, instead of reducing the target air volume, the levels of the inside air temperature and the outside air temperature are compared, and when the temperature difference is equal to or greater than a predetermined value, the low temperature side is introduced, or the low temperature side is introduced. You may make it increase the introduction ratio of.

  As described above, various measures for reducing the load during the cooling high load can be adopted.

  Furthermore, at the time of high cooling load, the refrigerant evaporation pressure (cycle low pressure) in the evaporator 9 of the refrigeration cycle R is reduced, thereby forcibly reducing the refrigerant evaporation temperature to 0 ° C. or lower and freezing the evaporator condensed water. May be promoted. That is, as a decompression means of the refrigeration cycle R, instead of the temperature expansion valve 8, an electric expansion valve whose valve opening is electrically controlled in response to the temperature and pressure of the evaporator outlet refrigerant is used. It is only necessary to increase the cycle high / low pressure difference and lower the low pressure by forcibly narrowing the opening of the electric expansion valve to a small opening smaller than that during normal control at the time of cooling high load.

  Note that in the eleventh embodiment, the determination of whether the cooling load is large or during the cool down in steps S390 and S400 may be performed based on a temperature difference between the internal air temperature and the set temperature instead of TAO. In addition, it is also possible to determine whether the cooling load is large or during the cool-down based on the outside air temperature, the evaporator intake air temperature, the air volume, and the like. Further, as described in step S1430 of FIG. 30, the cooling high load may be determined based on the temperature difference (TE-TEO) between the actual evaporator outlet temperature TE and the target outlet air temperature TEO.

  In the seventh to eleventh embodiments described above, the case where the evaporator outlet temperature is performed by intermittent control of the operation of the compressor 1 has been described. However, in the vehicle air conditioner, the evaporator outlet temperature is controlled by the capacity control of the compressor 1. It is also well known that the present invention can be carried out in the compressor capacity control method. That is, the evaporator discharge temperature is controlled by the compressor capacity control to control the amount of condensate cold storage, thereby improving the cooling feeling when the vehicle engine is stopped.

  In the above embodiment, the temperature of the evaporator blown air is detected by the temperature sensors 321 and 322 in order to detect the degree of cooling of the evaporator, but the fin surface temperature of the evaporator 9 and the refrigerant temperature of the evaporator 9 are detected. Alternatively, the refrigerant evaporation pressure or the like may be detected to detect the evaporator cooling degree.

  In addition, in order to prevent hunting such as intermittent operation of the compressor, it is preferable to provide hysteresis in the determination step of the evaporator blown air temperature or the like.

(Twelfth embodiment)
First, the problem of the twelfth embodiment will be described. When the vehicle stops at the time of waiting for a signal or the like and the engine is stopped, the compressor is also stopped and the evaporator temperature rises, and the temperature of the air blown into the passenger compartment As a result, the air conditioning feeling of the passenger is impaired. In addition, the condensed water may dry out due to an increase in the evaporator temperature, and a bad odor due to mold on the evaporator surface may be generated.

  In view of the above points, the twelfth embodiment aims to suppress the deterioration of the cooling feeling when the compressor is forcibly stopped due to engine stop or the like.

  FIG. 43 is an overall configuration diagram of the twelfth embodiment, which is substantially the same as FIG. 26 of the seventh embodiment. In the air conditioning case 10, an evaporator blowout comprising a thermistor is provided immediately after the air blowout of the evaporator 9. The difference is that only one temperature sensor (evaporator cooling degree detection means) 32 is provided.

  FIG. 44 is an overall flowchart of the air conditioning control, which is substantially the same as FIG. 2 of the first embodiment, and the only difference is step 170. That is, in the twelfth embodiment, as shown in FIG. 43, the bypass door 17 is not provided. Therefore, in step 170, the opening SW of the air mix door 19 need only be calculated. The other steps are the same as in FIG.

  Next, the operation of the twelfth embodiment in the above configuration will be described. In the control routine of FIG. 44, as in FIG. 2, the initialization in step S100, the signal reading in step S110, the target blowing temperature (TAO) in step S120 are calculated, and then the air conditioning is performed in step S125. Select whether the mode is cold storage, cooling, or normal mode.

  In this example, the normal mode is selected only when the prohibition condition of the cold storage mode is determined when the engine 4 (compressor 1) is in operation, and the cold storage mode is selected at other times when the engine 4 (compressor 1) is in operation. Select. On the other hand, when the air conditioning is activated (when the blower 11 is activated), the engine 4 is stopped, and when the compressor 1 is stopped, the cooling mode is selected.

  Next, the target evaporator outlet temperature TEO is calculated in step S130. That is, in the normal mode, the TEO for the normal mode is calculated based on the first target evaporator outlet temperature TEO1 in FIG. 3 and the second target evaporator outlet temperature TEO2 in FIG. In the cold storage mode, TEO for cold storage below freezing (for example, −2 ° C. to −1 ° C.) is calculated. Next, the calculation of the blown amount BLW in step S1440, the determination of the inside / outside air mode in step S150, and the blowing mode determination in step S160 are performed. Next, in step S170, the target opening degree SW of the air mix door 19 is calculated based on the following mathematical formula 18.

SW = [(TAO−Te) / (Tw−Te)] × 100 (%) (Formula 18)
Tw is the hot water temperature of the heater core 20 and Te is the outlet temperature of the evaporator 9. The operation position of the air mix door 19 is controlled by the output of the control device 5 so that the target opening degree SW is obtained. Next, in step S180, the target evaporator outlet temperature TEO is compared with the actual evaporator outlet temperature Te, and the compressor operation is intermittently controlled. That is, when the evaporator outlet temperature Te falls below the target evaporator outlet temperature TEO, the control device 5 cuts off the energization of the electromagnetic clutch 2 to stop the compressor 1, and conversely, the evaporator outlet temperature Te becomes the target evaporator. When the temperature rises above the blowing temperature TEO, the control device 5 energizes the electromagnetic clutch 2 to operate the compressor 1.

  Thus, the evaporator outlet temperature Te is maintained at the target evaporator outlet temperature TEO, and in the normal mode, the cooling capacity of the evaporator 9 can be controlled and frost (frosting) of the evaporator 9 can be prevented. In the cold storage mode, the evaporator outlet temperature Te can be controlled to a temperature below the freezing point (for example, −2 ° C. to −1 ° C.) to freeze the condensed water, and can be stored in the form of latent heat. Next, it progresses to step S190 and an engine control signal is output based on the air-conditioning side conditions. Details of step S190 are as shown in FIG. In FIG. 45, first, in step S1901, the condensate cold storage amount Q of the evaporator 9 is estimated while the engine is operating (during vehicle travel).

  More specifically, the compressor 1 is operating when the engine is operating (the vehicle is running), and the condensate cold storage of the evaporator 9 is performed based on the actual evaporator outlet temperature Te detected by the temperature sensor 32. The quantity Q can be estimated. That is, the lower the actual evaporator outlet temperature Te, the greater the condensate cold storage amount Q.

  In particular, if the cold storage control mode is set so that the evaporator outlet temperature Te is 0 ° C. or lower while the engine is running (during vehicle travel) and the condensed water is frozen, cold storage can be performed in the form of latent heat. The condensate cold storage amount Q can be greatly increased.

  Further, the larger the amount of condensate retained in the evaporator 9, the greater the condensate cold storage amount Q. Therefore, not only the evaporator blowout temperature Te but also the air volume of the intake air in the evaporator 9 that is correlated with the amount of condensate retained. If the condensate cold storage amount Q is estimated in consideration of the intake air conditions (temperature, humidity) and the like, the accuracy of estimation of the condensate cold storage amount Q can be improved. For example, if the air volume of the intake air is increased, there is a relationship in which the condensed water retention amount decreases due to an increase in the wind pressure of the evaporator 9 to the condensed water, and therefore the condensed water retention amount and the air volume are in an inversely proportional relationship. Further, if the humidity of the intake air increases, the amount of condensed water increases and the amount of condensed water retained increases.

  Next, in step S1902, the engine stoppable time Toff when the vehicle is stopped is estimated based on the condensed water cold storage amount Q. Here, the engine stoppable time Toff is a predetermined temperature (for example, 12 ° C.) at which the evaporator blowout temperature Te can be maintained by the condensed water cold storage amount Q even after the engine is stopped (that is, the compressor is stopped). ) Time that can be kept below. Therefore, the engine stoppable time Toff can be determined in a proportional relationship with the condensate cold storage amount Q as shown in FIG.

  Next, in step S1903, the preset shortest engine stop time Toff1 (for example, 20 seconds) is compared with the engine stoppable time Toff. If the latter Toff is shorter, the process proceeds to step S1904. Request prohibition of engine stop. That is, since the control signal for prohibiting the engine stop is output from the air-conditioning control device 5 to the engine control device 38, the operation state of the vehicle engine 4 is continued even when the vehicle is stopped, and the operation state of the compressor 1 is maintained. Will continue.

  As a result, it is possible to prevent the vehicle engine 4 and the compressor 1 from being stopped and operated in a short period of time, causing discomfort to the occupant and deteriorating the fuel consumption of the engine 4. That is, since a large amount of fuel is consumed when the engine is started, if the engine is stopped for a very short time such as within 20 seconds, it is better to continue driving in the idle state without stopping the engine in order to improve fuel efficiency. Is preferred.

  On the other hand, if the engine stoppage possible time Toff is longer than the shortest engine stop time Toff 1 in step S1903, the process proceeds to step S1905, and an engine stop permission control signal is sent from the air conditioning control device 5 to the engine control device 38. Output. Therefore, the engine control device 38 stops the vehicle engine 4 in response to an engine stop permission control signal from the air conditioning side if the engine stop condition on the vehicle side is satisfied when the vehicle is stopped.

  Next, in step S1906, it is determined whether the vehicle engine 4 has shifted from the operating state to the stopped state for the first time. When the transition from the engine operating state to the stopped state is the first time this time, the process proceeds to step S1907, where the timer is reset to 0 and started. That is, measurement of the elapsed time T after the engine is stopped is started by this timer.

  Next, in step S1908, it is determined whether the elapsed time T after the engine has stopped exceeds the engine stoppable time Toff, and the engine stop state is continued within the engine stoppable time Toff. When T exceeds Toff, the process proceeds to step S1909 to output an engine operation request control signal to the engine control device 38. As a result, the engine control device 38 automatically starts the vehicle engine 4 and returns it to the operating state even when the vehicle is stopped.

  As understood from the above description, according to the twelfth embodiment, the engine stoppable time Toff is determined in advance based on the condensate cold storage amount Q as shown in FIG. Since the engine 4 is stopped only during the engine stoppable time Toff, the air blown to the evaporator 9 is cooled by the cooling (cooling) action by the condensate cold storage amount Q during this period, and the cooling fee is reduced. The deterioration of the ring can be prevented. Then, since the operation of the vehicle engine 4 is automatically started after the lapse of the engine stoppable time Toff, the compressor 1 is returned to the operating state, and again by the normal cooling action by the refrigerant evaporation in the evaporator 9. The cooling effect can be demonstrated.

(Modification of the twelfth embodiment)
The twelfth embodiment can be variously modified as follows.

  In the twelfth embodiment, the engine stoppable time Toff is estimated based on the condensate cold storage amount Q during engine operation. However, the engine stoppable time Toff is, for example, completed in the evaporator 9 after the engine is stopped. The time Tdry may be estimated while the engine is running, and the engine stoppable time Toff may be estimated based on the condensed water drying completion time Tdry.

  That is, it is known that in the evaporator 9, when the condensed water is completely dried due to the temperature rise, there is a relationship that a strange odor due to mold on the surface of the evaporator 9 is generated. The condensate drying completion time Tdry has a relationship that becomes larger as the evaporator blowout temperature Te, the evaporator suction temperature Ti, and the air flow BLW during the engine operation are lower.

  Therefore, based on these Te, Ti, and BLW, the condensate drying completion time Tdry is estimated while the engine is running, and the engine stop possible time Toff is determined to be slightly shorter than the condensate drying completion time Tdry. do it.

  Further, the time Tte until the evaporator outlet temperature Te rises to a predetermined temperature that does not deteriorate the cooling feeling after the engine is stopped is such that the evaporator outlet temperature Te, the evaporator suction temperature Ti, and the air volume BLW during the engine operation are lower. , In a growing relationship. Therefore, the engine stoppable time Toff may be determined based on this time Tte.

  Further, both the above-described condensate drying completion time Tdry and the time Tte determined by the rise of the evaporator outlet temperature Te are estimated during the engine operation, and the engine stoppable time Toff is determined based on the shorter one of them. It may be.

  Further, the engine stoppable time determined by the condensate cold storage amount Q, the condensate drying completion time Tdry, and the time Tte determined by the rise of the evaporator outlet temperature Te are estimated during engine operation, and are the shortest among them. The engine stoppable time Toff may be determined based on the time.

  In the flowchart of FIG. 45, when the engine stop allowable time Toff is shorter than the shortest engine stop time Toff 1 in steps S1903 and S1904, an engine stop prohibition control signal is output so that the vehicle can be stopped. The operating state of the vehicle engine 4 is continued, but this control may be abolished and the engine may be stopped for a short time. In this case, there is no problem because the engine is stopped for a short time from the viewpoint of cooling feeling.

  It is also possible to provide an electric motor (not shown) as a driving source of the compressor 1 in addition to the vehicle engine 4 so that the compressor 1 is hybrid-driven by the vehicle engine 4 and the electric motor. In this case, when the vehicle engine 4 is stopped, when the engine stop time T exceeds the engine stop possible time Toff, in step S1909, an operation request is made to the electric motor instead of the engine operation request, and the compressor 1 is started. You may do it.

  Therefore, it can be said that the engine stoppable time Toff is the compressor stoppable time.

  In the case of the hybrid drive described above, if a motor generator that also serves as a generator is used as an electric motor, the motor generator is driven by the engine 4 when the engine is running to act as a battery charging generator. The compressor 1 may be driven by a generator.

(13th Embodiment)
In the thirteenth embodiment, as in the twelfth embodiment, determination of conditions for restarting the compressor 1 by an engine operation request (or an electric motor operation request) after the compressor 1 stops due to the engine stop. About.

  47 and 48 are experimental data by the present inventors. FIG. 47 shows changes in the vehicle outlet temperature and the evaporator outlet temperature in the cooling mode, and FIG. 48 shows the vehicle outlet temperature in the cooling mode. It shows changes in vehicle interior humidity and evaporator outlet temperature. 47 and 48, when the compressor 1 is stopped and the cooling mode is started when the engine is stopped when the vehicle is stopped, the evaporator outlet temperature rises, and thereby the cabin humidity starts to rise.

  The occupant first feels a change in humidity in the passenger compartment (steaming heat due to an increase in humidity). Next, when the blowing temperature into the passenger compartment rises above the target blowing temperature TAO due to the rise in the evaporator blowing temperature, the passenger feels a temperature change. Thereafter, the occupant feels the discomfort (humidity) due to an increase in humidity, and then the discomfort (a feeling of heat) due to an increase in temperature. Finally, in the process where the evaporator temperature rises and the condensed water dries out, odor generation is felt. Immediately after the start of cooling at the time of high outside air temperature (during cool-down), the thermal feeling is felt before the humidity feeling. Further, as shown in FIG. 48, when the indoor humidity rises to the glass saturation humidity, the vehicle window glass is fogged.

  Therefore, in the thirteenth embodiment, when the evaporator outlet temperature upper limit value (hereinafter referred to as limit Te) in the cooling mode is calculated based on the heat load condition, and the actual evaporator outlet temperature Te exceeds the limit Te. Then, the compressor 1 is restarted by an engine operation request (or an electric motor operation request).

  Here, the limit Te refers to the temperature (upper limit value) of the perceptual limit point at which the change in humidity, change in humidity, generation of odor, and generation of cloudiness are not felt due to an increase in the evaporator blowing temperature in the cooling mode.

  FIG. 49 is a specific example of a map for determining the limit Te. When the heat load is high, that is, the greater the amount of solar radiation and the higher the outside air temperature, the easier it is to feel humidity change, humidity change, and odor generation. The limit Te based on these is a low temperature.

  In addition, since the indoor humidity that reaches the glass saturation humidity decreases with the outside air temperature, the limit Te determined from the cloudiness limit decreases with the outside air temperature. Therefore, when the outside air temperature becomes 20 ° C. or lower, the limit Te may be determined from the cloudiness limit.

  FIG. 50 shows a control example according to the thirteenth embodiment. When the vehicle engine 4 is stopped and the cooling mode is started, the limit Te is determined from the map of FIG. 49 in step S300. Next, in step S310, it is determined whether the actual evaporator outlet temperature Te is lower than the limit Te. If it is lower, the process proceeds to step S320, and the vehicle engine 4 is stopped.

  On the other hand, when the time after the start of the cooling mode has elapsed and the actual evaporator outlet temperature Te exceeds the limit Te, the process proceeds from step S310 to step S330, and an operation request for the vehicle engine 4 is made to the engine control device 38. Then, the vehicle engine 4 is started and the compressor 1 is restarted. Thereby, in the cooling mode, the normal cooling action by the operation of the compressor 1 can be resumed before the occupant feels the feeling of heat, humidity, smell, and cloudiness.

(14th Embodiment)
First, the problem of the fourteenth embodiment will be described. In the cooling mode in which the engine is stopped and air conditioning is performed, the compressor is also stopped, so that the evaporator temperature gradually rises and the dehumidification amount of the evaporator is reduced. Since it decreases, the humidity in the passenger compartment increases. Further, in the state of the cooling mode, the condensed water that has been frozen until now melts, and the humidified state of the air by the melted water occurs, so that the humidity in the passenger compartment further increases. Therefore, the phenomenon that the window glass is easily fogged due to these causes occurs. Furthermore, the increase in the passenger compartment humidity deteriorates the cooling feeling from the viewpoint of humidity (steaminess due to humidity).

In view of the above points, in the fourteenth embodiment, the purpose is to improve the dehumidifying performance in the passenger compartment. FIG. 51 is an overall configuration diagram of the fourteenth embodiment, and the bypass passage 16 and the bypass door 17 from FIG. Corresponds to the abolished figure. FIG. 52 is an overall flowchart of the air conditioning control of the fourteenth embodiment, which is similar to FIG.

  The air-conditioning electronic control unit 5 shown in FIG. 51 estimates the amount of condensed water stored in the evaporator 9 or the behavior of the evaporator outlet temperature after the engine is stopped while the vehicle engine 4 is in operation. Based on this, a signal for permitting or prohibiting the stop of the vehicle engine 4 is output, an engine restart request signal is output based on the necessity of dehumidification of the evaporator air temperature after the vehicle engine 4 stops, the air in the passenger compartment, etc. To do.

  Next, the operation of the fourteenth embodiment in the above configuration will be described. The flowchart of FIG. 52 shows an outline of the control processing executed by the microcomputer of the air-conditioning electronic control unit 5, and the control routine of FIG. 52 is such that the ignition switch of the vehicle engine 4 is turned on and power is supplied to the control unit 5. When the air flow switch 37c (or auto switch) of the operation switch group 37 of the air conditioning control panel 36 is turned on in this state, the operation starts. It should be noted that the initialization step S100 is performed only once, and thereafter the control of steps S110 to S180 is repeatedly performed.

  First, in step S100, flags, timers, etc. are initialized, and in the next step S110, detection signals from the sensors 32, 33 and sensor group 35, operation signals from the operation switch group 37, and engine electronic control unit 38 Read the vehicle driving signal.

  Subsequently, in step S120, a target blowing temperature TAO of the conditioned air blown into the vehicle interior is calculated.

  This target blowing temperature TAO is a blowing temperature necessary for maintaining the passenger compartment at the set temperature Tset of the temperature setting switch 37a, and is calculated based on the above-described Expression 1.

  In step S125, it is selected whether the air conditioning mode is a cold storage mode, a natural cooling mode, or a normal mode. The selection of the cold storage mode and the normal mode during operation of the engine 4 (compressor 1) (during vehicle travel) can be performed based on, for example, the reference target blowing temperature TAO.

  In other words, the cooling load is high, such as during cool-down when it is necessary to rapidly lower the passenger compartment temperature toward the set temperature Tset immediately after the start of cooling, or when the outside temperature is high and the number of passengers is large. Sometimes, the reference target blowout temperature TAO is in a low temperature range such as −20 ° C. or less, so when there is TAO in such a low temperature range below a predetermined value, in order to give priority to the performance of cooling performance The execution of the cold storage mode is prohibited and the normal mode is set. On the other hand, when the reference target outlet temperature TAO is in a temperature range higher than −20 ° C., the cold storage mode is set.

  Then, when the air conditioning is activated (when the blower 11 is activated), the engine 4 is stopped, and when the compressor 1 is stopped, the cooling mode is selected.

  In addition, when it is determined that dehumidification in the vehicle compartment is necessary in the dehumidification necessity determination unit S1801 described later, the normal mode is selected for the following reason. That is, in order to perform dehumidification in the passenger compartment, it is necessary to keep the evaporator outlet temperature Te (the temperature of the evaporator 9) low, so it is necessary to operate the engine 4 and operate the compressor 1. Further, in this case, since the cooling mode in which the engine 4 is stopped and air conditioning is not executed, if the cold storage mode in which the target evaporator blowing temperature TEO is set low is executed, the surface of the evaporator 9 is frozen. The amount of condensed water adhering too much will prevent the passage of air through the evaporator 9.

  Next, in step S127, the target evaporator outlet temperature TEO is calculated. When the normal mode is executed, the target evaporator outlet temperature TEOA for the normal mode is determined. The target evaporator outlet temperature TEOA in the normal mode is calculated based on the first target evaporator outlet temperature TEOA1 in FIG. 28 and the second target evaporator outlet temperature TEOA2 in FIG.

  That is, in the normal mode during engine operation, the lower one of the first target evaporator outlet temperature TEOA1 = f (TAOA) and the second target evaporator outlet temperature TEOA2 = f (Tam) is finally set. The target evaporator outlet temperature TEOA is determined.

  Further, when it is determined that dehumidification in the passenger compartment is necessary in the dehumidifying necessity determination unit S1801 described later, the normal mode is selected as described above. When the dehumidifying necessity determination unit S1801 determines that dehumidification of the passenger compartment is necessary and the normal mode is selected, in order to increase the dehumidifying capability of the evaporator 9, the temperature is reduced to a low temperature (eg, 3 ° C.) in advance. The set third target evaporator outlet temperature TEOA3 is determined as the target evaporator outlet temperature TEOA.

  On the other hand, when the cool storage mode is executed, the cool storage target evaporator outlet temperature TEOB is determined. This TEOB is a predetermined temperature Tf below the freezing point (for example, -2 ° C to -1 ° C), so that the condensed water in the evaporator 9 can be cooled to the temperature Tf below the freezing point and can be frozen. Will be executed.

  After completing the TEO calculation in step S127 described above, the process proceeds to step S130, and the target air blowing amount BLW of the air blown by the blower 11 is calculated based on the TAO. The calculation method of the target air flow rate BLW is well known. The target air flow rate is increased on the high temperature side (maximum heating side) and the low temperature side (maximum cooling side) of the TAO, and the target air flow rate BLW is decreased in the intermediate temperature range of the TAO. (FIG. 35). And the rotation speed of the fan drive motor 13 of the air blower 11 is controlled by the output of the control apparatus 5 so that this target air volume BLW is obtained.

  Next, in step S140, the inside / outside air mode is determined according to the TAO. As is well known, the inside / outside air mode is switched from the all inside air mode to the inside / outside air mixed mode → all the outside air mode (FIG. 37) as the TAO rises from the low temperature side to the high temperature side so that this inside / outside air mode is obtained. The operation position of the inside / outside air door (not shown) is controlled by the output of the control device 5.

  Next, in step S150, the blowing mode is determined according to the TAO. As is well known, the blow mode is switched from the face mode to the bi-level mode to the foot mode (FIG. 38) as the TAO increases from the low temperature side to the high temperature side, and the blow mode doors 26 and 28 are set so as to obtain this blow mode. , 30 are controlled by the output of the control device 5 via the electric drive device 31. Next, in step S160, the target opening degree SWM of the air mix door 19 is calculated, and the opening degree of the air mix door 19 is determined. The target opening degree SWM of the air mix door 19 sets the maximum cooling position (solid line position in FIG. 1) of the air mix door 19 to 0%, and the maximum heating position (dotted line position in FIG. 1) of 100%. It is expressed as a percentage. In step S170, the target evaporator outlet temperature TEO (TEOA or TEOB) is compared with the actual evaporator outlet temperature Te, and the compressor operation is intermittently controlled. That is, if the evaporator blowout temperature Te <target evaporator blowout temperature TEO, the controller 5 stops energization of the electromagnetic clutch 2 to stop the compressor 1, and conversely, the evaporator blowout temperature Te> target evaporator. If it is the blowing temperature TEO, the control device 5 energizes the electromagnetic clutch 2 to operate the compressor 1. As a result, the evaporator outlet temperature Te is maintained at the target evaporator outlet temperature TEO.

  In the cold storage mode, the target evaporator outlet temperature TEO is lowered to TEOB (predetermined value Tf below freezing point) to freeze the condensed water in the evaporator 9 and increase the amount of condensed water stored in the evaporator 9.

  Next, the process proceeds to step S180, and an engine control signal (the above-mentioned stop permission / stop prohibition of the vehicle engine 4 and a restart request signal after the stop of the vehicle engine 4) is output based on the air conditioning side condition.

  The output of this engine control signal will be described with reference to FIG.

  First, in step S1801, it is determined whether or not the vehicle interior air needs to be dehumidified. Specifically, when the occupant operates the blowing mode switch 37c of the air conditioning control panel 36 and the blowing mode is set to the defroster mode (when the defroster switch is pressed), the occupant is prevented from fogging the window glass. This is a case where it is determined that it is necessary, and it is determined that dehumidification is necessary. Alternatively, even if the blowing mode is not the defroster mode, the vehicle window glass is likely to be clouded when the outside air temperature Tam detected by the outside air temperature sensor of the sensor group 35 is equal to or lower than a predetermined temperature Tam1 (for example, 10 ° C.). Therefore, it is determined that dehumidification is necessary.

  Step S1801 constitutes dehumidification necessity determination means. If it is determined in step S1801 that dehumidification is necessary, the process proceeds to step S1802, the operating state of the engine 4 is detected, and the engine is determined in step S1803. It is determined whether 4 is in operation. This determination can be made based on whether the vehicle speed signal and the engine speed signal input from the engine control device 38 are equal to or greater than a predetermined value.

  As a result, if it is determined in step S1803 that the engine 4 is operating, the process proceeds to step S1804, and an engine stop prohibition signal is output. Thereby, the engine control device 38 does not stop the engine 4 in response to the control signal for prohibiting the engine stop from the air conditioning side even when the vehicle is stopped and the engine stop condition on the vehicle side is satisfied.

  On the other hand, if it is determined in step S1803 that the engine 4 is stopped, the process proceeds to step S1805 to output an engine operation request signal. As a result, the engine control device 38 automatically starts the vehicle engine 4 and operates the engine 4 even when the vehicle is stopped.

  And after completion | finish of engine control signal output step S180, it returns to step S110 and repeats control of said step S110-S180 after that. As described in step S120 above, if it is determined in step S1801 (dehumidification necessity determination means) that dehumidification is necessary, air conditioning is performed in the normal mode.

  As understood from the above, when the dehumidifying necessity determining means S1801 determines that dehumidification in the vehicle interior is necessary, the engine 4 is forcibly forced by the output of the engine control signal based on the air conditioning side condition. It will be in an operating state and air conditioning will be performed in normal mode.

  That is, when it is determined that dehumidification in the passenger compartment is necessary when the vehicle is running and the cold storage mode is being executed, the cold storage mode is canceled and the normal mode is executed. And even if it stops by signal waiting etc., the engine 4 is not stopped but the air conditioning in a normal mode is continued. Further, when it is determined that dehumidification of the passenger compartment is necessary during execution of the cooling mode while the vehicle is stopped, the cooling mode is canceled, the engine 4 is started, and the normal mode is executed.

  As described above, when dehumidification is necessary in a situation where the window glass is likely to be fogged, the engine 4 is not stopped, or when the engine 4 is stopped, the engine 4 is operated and the compression is performed by executing the normal mode. The temperature of the evaporator 9 can be lowered by operating the machine 1. Thereby, the dehumidification capability of the evaporator 9 can be demonstrated, the air fully dehumidified in the vehicle interior can be blown, and the anti-fogging property of the window glass can be improved.

(Modification of 14th Embodiment)
In the fourteenth embodiment, the bypass passage 16 and the bypass door 17 are abolished from FIG. 1. Of course, the vehicle air conditioner including the bypass passage 16 and the bypass door 17 as shown in FIG. Apply ideas.

  According to the configuration of FIG. 1, the amount of air passing through the evaporator is reduced by the amount of bypass air passing through the bypass passage 16 in the cold storage mode, so that the required cooling capacity of the evaporator 9 can be reduced, and the compressor driving power can be effectively increased. Can save you. Also in the cooling mode, the amount of air passing through the evaporator can be reduced and the cooling time of the stored amount of evaporator condensed water can be extended.

  However, from the viewpoint of dehumidification of the air blown into the passenger compartment, the air that bypasses the evaporator 9 and passes through the bypass passage 16 is not sufficiently dehumidified because the dehumidification by the evaporator 9 is not performed.

  Therefore, when the target opening degree SWM of the air mix door 19 and the target opening degree SWB of the bypass door 17 are calculated in step S160, and the dehumidification necessity determination means S1801 determines that dehumidification is necessary. In step S160, the target opening degree SWB of the bypass door 17 is set to 0 (the fully closed position of the second bypass door 16).

  Therefore, according to this example, when the dehumidification necessity determination unit S1801 determines that dehumidification is necessary, first, the execution of the normal mode (operation of the engine 4) in the fourteenth embodiment is performed. In addition, the bypass passage 16 is fully closed by the bypass door 17.

  As a result, the temperature of the evaporator 9 is lowered by the execution of the normal mode, the dehumidifying ability of the evaporator 9 is improved, and all the air blown out from the blower 11 passes through the evaporator 9 and passes through the evaporator 9. Thus, the dehumidifying effect of the air blown in the passenger compartment can be enhanced more effectively. Accordingly, air that has been sufficiently dehumidified into the vehicle interior can be blown, and the anti-fogging property of the window glass can be improved.

  Further, the fourteenth embodiment can be variously modified as follows.

  In the fourteenth embodiment, the dehumidification necessity determination means S1801 for determining whether or not dehumidification is required in the passenger compartment is performed when the blowing mode is set to the defroster mode (when the defroster switch is pressed) or by an outside air temperature sensor. When the detected outside air temperature Tam is equal to or lower than a predetermined temperature Tam1 (for example, 10 ° C.), it is determined that the dehumidification in the vehicle interior is necessary. May be determined to be necessary.

  For example, even if the blowing mode is not the defroster mode, in the case of the foot mode or the foot differential mode, which is a well-known blowing mode, air is blown out from the defroster outlet at a certain rate, so these blowing modes are selected. The necessity of dehumidification in the passenger compartment may be determined according to the condition of the case. A humidity sensor that detects the humidity in the passenger compartment may be provided, and it may be determined that dehumidification is necessary when the humidity in the passenger compartment is equal to or higher than a predetermined humidity.

  Further, a glass temperature sensor that detects the window glass temperature may be provided, and it may be determined that dehumidification is necessary when the temperature of the window glass is equal to or lower than a predetermined glass temperature. Since the window glass is more likely to be fogged in the inside air mode that circulates inside air than in the outside air mode that introduces outside air into the vehicle interior, it may be determined that dehumidification of the vehicle interior is necessary when air conditioning is performed in the inside air mode. .

  Further, if the above conditions are arbitrarily combined, for example, when the outside air temperature Tam is equal to or lower than a predetermined temperature Tam1 (for example, 10 ° C.) and the vehicle interior humidity is equal to or higher than the predetermined humidity, the vehicle interior needs to be dehumidified. You may judge.

  In the fourteenth embodiment, the cold storage mode is automatically set based on the target outlet temperature TAO. However, the normal mode is set only when the prohibition condition of the cold storage mode is determined when the engine 4 (compressor 1) is operating. Otherwise, the cold storage mode may be set otherwise. In addition, as one of the operation switch groups 37 of the air conditioning control panel 36, a cool storage switch that generates a cool storage mode signal may be provided, and the cool storage mode may be set by turning on the cool storage switch. What is necessary is just to determine execution of the cool storage mode from the presence or absence of charging.

  However, even if the cold storage switch is turned on, if the dehumidification necessity determination unit S1801 determines that dehumidification of the vehicle interior is necessary, the cold storage mode is canceled and the normal mode is executed.

  Further, in the fourteenth embodiment, in the cold storage mode, the target blowing temperature TEO is lowered to a low temperature region below the freezing point such as −2 ° C. to improve the cold storage effect. In this case, the target blowing temperature TEO is lowered to a temperature lower than the lowest temperature (eg, 3 ° C) during normal control and higher than 0 ° C (eg, 1 ° C) to improve the cold storage effect. Also good.

(Fifteenth embodiment)
Initially, the subject of 15th Embodiment is demonstrated.

  When the vehicle interior is cooled by cooling the stored amount of evaporator condensate water (frozen state) in the cooling mode when the vehicle is stopped, the evaporator outlet temperature Te gradually increases as the condensate melts and the temperature rises. The blowing temperature into the room becomes higher than the target blowing temperature TAO, and the cooling capacity is lowered. Therefore, there is a limit to the time during which the cooling mode can be executed.

  When driving in an urban area, the stop time for waiting for a signal or the like accounts for 80% or more when it is within 1 minute, so the time for cooling the passenger compartment in the cooling mode is normally set to 1 minute. When the time of the cooling mode exceeds this, the engine is started and the compressor is operated to cope with it.

  Depending on the operating condition of the compressor while the vehicle is running, the compressor may stop in the stopped state, but depending on whether the compressor stops in the operating state or stops in the stopped state, The time during which the mode can be maintained (the time until the engine starts) is greatly affected. That is, if the vehicle stops when the evaporator blowout temperature reaches the upper limit of the target temperature range while the compressor is stopped, the time during which the cooling mode can be maintained is shortened, and the engine starts while the vehicle is stopped, such as waiting for a signal. It will be. This is because when the vehicle is traveling in a city where frequent stops are repeated, the engine is frequently started while the vehicle is stopped, leading to deterioration in fuel consumption.

  In view of the above, it is an object of the fifteenth embodiment to extend the cooling possible time in the cooling mode when the engine is stopped (when the compressor is stopped) and to save the engine power.

  The overall configuration diagram of the fifteenth embodiment may be the same as FIG. The air conditioning electronic control device 5 is connected to the engine electronic control device 38, and the engine speed control signal, vehicle speed signal, brake signal, etc. of the vehicle engine 4 are input from the engine electronic control device 38 to the air conditioning electronic control device 5. Is done. The air-conditioning electronic control unit 5 determines whether or not the vehicle stops in a stop prediction determination unit (step S14) described later based on these vehicle speed signals, brake signals, and the like.

  As is well known, the engine electronic control unit 38 comprehensively controls the fuel injection amount, ignition timing, and the like to the vehicle engine 4 based on signals from a sensor group (not shown) that detects the driving state of the vehicle engine 4 and the like. To do. Further, in the eco-run vehicle and the hybrid vehicle that are the subject of the present invention, when the stop state is determined based on the rotation speed signal, the vehicle speed signal, the brake signal, etc. of the vehicle engine 4, the engine electronic control unit 38 stops the fuel injection. For example, the vehicle engine 4 is automatically stopped.

  Further, when the vehicle is shifted from the stop state to the start state by the driving operation of the driver, the engine electronic control device 38 determines the start state of the vehicle based on the accelerator signal or the like, and automatically starts the vehicle engine 4. . The air-conditioning electronic control unit 5 estimates the amount of condensed water stored in the evaporator 9 or the behavior of the evaporator outlet temperature after the engine is stopped while the vehicle engine 4 is in operation. A stop permission / stop prohibition signal for the engine 4 is output, and a restart request signal for the vehicle engine 4 is output based on an increase in the evaporator outlet temperature Te after the vehicle engine 4 stops.

  Next, the operation of the fifteenth embodiment in the above configuration will be described. The flowchart of FIG. 54 shows an outline of the control processing executed by the microcomputer of the air conditioning electronic control device 5. The control routine of FIG. 54 is such that the ignition switch of the vehicle engine 4 is turned on and power is supplied to the control device 5. When the air volume switch (or auto switch) of the operation switch group 37 of the air conditioning control panel 36 is turned on in this state, the operation starts.

  First, in step S10, a detection signal from the sensor 32 and sensor group 35, an operation signal of the operation switch group 37, a vehicle operation signal from the engine electronic control device 38, and the like are read.

  Next, the target blowing temperature TAO and the target evaporator blowing temperature TEO of the conditioned air blown into the passenger compartment are calculated. First, the target blowout temperature TAO is calculated using the above-described equation 1. This target blowing temperature TAO is a blowing temperature necessary for maintaining the passenger compartment at the set temperature Tset.

  Next, the first target evaporator outlet temperature TEOA (first target value) is calculated based on the target outlet temperature related temperature TEOA1 and the outside air temperature related temperature TEOA2 described below.

  First, the method for determining the target blown temperature related temperature TEOA1 will be described in detail. The higher the TAO, the higher the target blown temperature based on the map (FIG. 13 described above) preset and stored in the ROM of the microcomputer. The related temperature TEOA1 is determined to be high. Therefore, it can be expressed as TEOA1 = f (TAO). In this example, TEOA1 has an upper limit of 12 ° C.

  Next, the outside air temperature related temperature TEOA2 is also determined based on a map (FIG. 14 described above) that is preset and stored in the ROM of the microcomputer. The outside air temperature related temperature TEOA2 is determined corresponding to the outside air temperature Tam. Therefore, it can be expressed as TEOA2 = f (Tam). In the normal mode during engine operation (when not in the cold storage mode), the lower one of the target blowing temperature related temperature TEOA1 = f (TAO) and the outside air temperature related temperature TEOA2 = f (Tam) is finally determined. The first target evaporator outlet temperature TEOA is determined.

  Next, in step S11, it is determined whether or not it is in a condition that the cold storage mode for performing the cold storage control of the condensed water generated in the evaporator 9 may be executed. Here, the control of the amount of condensate stored in the cool storage mode is to control the amount of condensate stored in advance during engine operation in preparation for the next engine stop at the time of a temporary stop such as waiting for a signal. Say. Specifically, in order to increase the cold storage amount of condensed water, it is necessary to decrease the temperature of condensed water by decreasing the evaporator temperature or increase the amount of condensed water. Here, in order to increase the cold storage amount of the condensed water more effectively, it is preferable to cool the condensed water to a temperature below the freezing point, freeze the condensed water, and store the cold in the form of latent heat.

  In the present embodiment, the cold storage mode is executed when none of the following three conditions is satisfied. That is, (1) during high-speed driving, (2) when the frost generation status of the evaporator 9 reaches a predetermined limit level, and (3) when it does not fall under any of the high cooling loads, execution of the cold storage mode is permitted. On the other hand, if any one of the above conditions (1) to (3) is satisfied, the execution of the cold storage mode is prohibited.

  That is, (1) it can be predicted that the frequency of stopping is low when traveling at high speed, and (2) when the frost generation state of the evaporator 9 reaches a predetermined limit level, the evaporator cooling due to frost adhesion to the evaporator 9 is further exceeded. In order to prevent performance degradation, (3) When cooling is under high load, even if the cold storage mode is executed, the temperature of the air blown into the passenger compartment immediately rises when the engine is stopped and the cooling feeling is worsened. However, the cool storage mode while the engine is running is not executed.

  If it is determined that the cold storage mode is "prohibited", the process proceeds to step S12, the normal mode is executed, and the target evaporator outlet temperature TEO = first target evaporator outlet temperature TEOA. Next, the target evaporator outlet temperature TEO is compared with the actual evaporator outlet temperature Te, and when Te> TEO, the electromagnetic clutch 2 is turned on and the compressor 1 is operated. Conversely, when Te ≦ TEO, the electromagnetic clutch 2 is turned off and the compressor 1 is stopped. More specifically, in order to prevent the hunting of the compressor intermittent operation, a hysteresis of 1 ° C. is provided in the above determination, for example, the compressor 1 is operated at Te ≧ 4 ° C., and the compressor 1 is stopped at Te ≦ 3 ° C. I am letting.

  On the other hand, when it is determined that the cold storage mode is “execution”, the process proceeds to step S13 to determine the second target evaporator outlet temperature TEOB (second target temperature). This TEOB is determined within a range that does not impair the cooling feeling after elapse of a predetermined time (for example, 1 minute) after the engine (compressor) is stopped. Specifically, the TEOB is determined to be a predetermined temperature Tf below the freezing point (for example, -2 ° C). Is done. Then, target evaporator outlet temperature TEO = second target evaporator outlet temperature TEOB. The reason for setting the predetermined time after the engine stop in this example as 1 minute is that the temporary stop time (engine stop time) due to waiting for a signal or the like is about 1 minute on average.

  Next, as in the case of the above-described cold storage mode “prohibited”, the target evaporator outlet temperature TEO is compared with the actual evaporator outlet temperature Te. When Te> TEO, the electromagnetic clutch 2 is turned on and the compressor is turned on. 1 is operated, and when Te ≦ TEO, the electromagnetic clutch 2 is turned off and the compressor 1 is stopped. Specifically, in order to prevent hunting of the compressor intermittent operation, for example, the compressor 1 is operated at Te ≧ −1 ° C., and the compressor 1 is stopped at Te ≦ −2 ° C. Actually, there is a slight difference between the time when the compressor 1 is operated or stopped and the time when the evaporator outlet temperature Te is switched. As shown in FIG. 55, compression is performed at Te ≧ −1 ° C. during the engine operation time tx. When the machine 1 is operated and the compressor 1 is stopped at Te ≦ −2 ° C., Te varies between 0 ° C. and −3 ° C.

  As a result, the condensed water in the evaporator 9 can be cooled to the temperature Tf below the freezing point and frozen, and the cold storage mode is executed. Note that, in both the normal mode and the cold storage mode, the blowout temperature into the vehicle compartment is adjusted by the door 19 so as to be the target blowout temperature TAO.

  Next, the process proceeds to step S14 (stop prediction determination means) to predict whether or not the vehicle stops. Specifically, based on detection values such as a vehicle speed signal and a brake signal input to the air conditioning electronic control unit 5, the following conditions are used.

  That is, in this example, it is determined that the vehicle stops when both of the following conditions are satisfied: (1) the vehicle speed is 40 km / h or less and (2) the brake pedal is depressed. This condition is an example of a vehicle stop determination condition. For example, a signal from an acceleration sensor is input to the air conditioning electronic control unit 5, and (1) the vehicle speed is 40 km / h or less, and (2) faster than deceleration by an engine brake or the like. It may be determined that the vehicle stops when both of the two conditions that the vehicle is decelerated are satisfied.

  If it is determined in step S14 that the vehicle will stop, the process proceeds to step S15, and the electromagnetic clutch 2 is not turned off even when the actual evaporator outlet temperature Te ≦ the target evaporator outlet temperature TEO. The compressor forced operation control for forcibly maintaining the operating state of the compressor 1 is performed. Thereby, as shown in FIG. 56, the evaporator outlet temperature Te can be kept at a lower state at the time t1 of the cooling mode to be described later.

  On the other hand, if it is not predicted at step S14 that the vehicle stops, the process returns to step S10 to determine whether or not the cold storage mode can be executed.

  Next, in step S16, it is determined whether or not the vehicle speed Vr detected by the vehicle speed signal is equal to or lower than a predetermined speed VS (for example, 5 to 8 km / h).

  When it is determined that the vehicle speed Vr is equal to or higher than the predetermined speed Vs, the process returns to step S15 to continue the compressor forced operation control, and when it is determined that the vehicle speed Vr is equal to or lower than the predetermined speed Vs. The above-mentioned compressor forced operation control is canceled.

  If it is predicted that the vehicle will stop at step S14 and the forced compressor operation control is executed at step S15, the compressor is forced to stop when the vehicle is not stopped and the vehicle is in a low speed running state due to traffic jams. This is for continuing the control and preventing the evaporator outlet temperature Te from being lowered more than necessary.

  Next, in step S17, it is determined whether the vehicle has stopped and the engine has stopped. In this example, when the vehicle is stopped, the engine electronic control unit 38 automatically stops the vehicle engine 4 by stopping fuel injection or the like.

  If it is determined that the engine 4 is not stopped, the process returns to step S13 to execute the cold storage mode. If it is determined that the engine 4 is stopped, the process proceeds to step S18 and the cooling mode is executed. To do.

  That is, when the vehicle is stopped, the compressor 1 of the refrigeration cycle is also inevitably stopped, and the cooling effect of the evaporator 9 due to the latent heat of refrigerant evaporation in the refrigeration cycle R is stopped. Since the evaporator condensate cold storage amount is increased by freezing the evaporator 9, the evaporator 9 uses the evaporator condensate cold storage amount (the latent heat of melting of water and the sensible heat of water) for the engine stop time ty. The cooling effect can be demonstrated.

  By the way, when the evaporator blowout temperature Te rises above the target blowout temperature TAO into the passenger compartment due to the extension of the engine stop time when the cooling mode is executed, an engine operation request command signal is automatically sent from the air conditioning side. The engine 4 is started. In the first embodiment, since the engine stop time ty at the time of stopping is set to 1 minute, when the engine stop time becomes longer than 1 minute, the engine 4 is started and the compressor 1 is operated. Thereby, the operation of the compressor 1 is resumed, and the cooling action by the heat absorption of the evaporator 9 is resumed.

  Incidentally, when steps S14 and S15 are not executed and the forced compressor operation control of this example is not performed, the compressor 1 is stopped and the evaporator outlet temperature Te ′ as shown by the two-dot chain line in FIG. There is a case where the vehicle stops in a state where the temperature rises (for example, 0 ° C.) and the cooling mode is started. In this case, the evaporator outlet temperature Te ′ increases to 10 ° C. at the time t2 after 40 seconds from the start of the cooling mode t1. Accordingly, the time during which the vehicle interior can be cooled in the cooling mode while the engine 4 is stopped is shortened, and the engine is started in a short time and the fuel consumption is deteriorated.

  As in the fifteenth embodiment, when it is predicted to stop in the cold storage mode and the compressor forced operation control is performed, even if Te ≦ −3 ° C. as shown by the solid line in FIG. Since the compressor 1 is forcibly operated, Te decreases to −4 ° C. when the vehicle stops. When the cooling mode is executed from here, the evaporator outlet temperature Te = 10 ° C. at t3 after 60 seconds have elapsed from the start of the cooling mode t1.

  Therefore, while the vehicle is stopped due to a signal or the like, it is possible to prevent the evaporator blowout temperature Te from rising above the target blowout temperature TAO into the vehicle compartment, so that the engine 4 (compressor 1) is stopped and the vehicle interior is kept stopped. As a result, the engine can be prevented from starting when the vehicle is stopped such as when waiting for a signal (when no engine power is required). Thereby, the effect of the fuel consumption improvement which is the objective of the vehicle which stops an engine automatically at the time of a stop can be heightened.

  Until the vehicle is actually stopped after the vehicle speed Vr is determined to be equal to or lower than the predetermined speed Vs in step S16, the compressor forced operation control is canceled and the cold storage mode is executed. And the compressor 1 is controlled to stop at Te ≦ −2 ° C. However, since the predetermined speed Vs is a low speed of 5 to 8 km / h, when the vehicle is stopped as it is (when proceeding to Step 18), the execution of the cold storage mode is performed only for a negligible period of time. The evaporator outlet temperature Te can start the cooling mode without increasing the temperature.

(Modification of the fifteenth embodiment)
When it is determined in step S14 in FIG. 54 that the vehicle will stop, in the fifteenth embodiment, the compressor forced operation control is performed in step S15. Instead of this compressor forced operation control, the following operation is performed. You may perform control.

  As a result of comparison between the target evaporator outlet temperature TEO (for example, −2 ° C.) and the evaporator outlet temperature Te, the compressor 1 is operated when Te> TEO and is stopped when Te ≦ TEO. It is configured to be intermittently controlled.

  Therefore, in this modification, when it is predicted by the stop prediction determination means in step S14 of FIG. 54 that the vehicle stops, it is lower than the second target evaporator outlet temperature TEOB (second target value, for example, −2 ° C.). A third target evaporator outlet temperature TEOC (third target value, for example, −5 ° C.), which is a temperature, is set. In step S15, the target evaporator outlet temperature TEO = the third target evaporator outlet temperature TEOC, and the comparison result between the third target evaporator outlet temperature TEO (−5 ° C.) and the evaporator outlet temperature Te is Te. The compressor 1 is operated when> TEO, and the operation state of the compressor 1 is intermittently controlled so that the compressor 1 is stopped when Te ≦ TEO.

  As described above, when it is predicted that the vehicle will stop when the cold storage mode is executed, the target evaporator outlet temperature TEO is reset to a lower temperature than in the fifteenth embodiment, and the compressor 1 is intermittently controlled. Thus, similarly to the case where the compressor forced operation control in step S15 is performed, the evaporator outlet temperature Te can be lowered at the cooling mode start time t1, and the same effect as in the fifteenth embodiment is obtained. be able to.

  Furthermore, the fifteenth embodiment can be modified as follows. In this modification, a variable capacity compressor 1 whose capacity can be arbitrarily changed is used as the compressor 1.

  In the normal control in step S12 of FIG. 54, the capacity of the compressor 1 is variably controlled so that the evaporator outlet temperature Te becomes the first target evaporator outlet temperature value TEOA when the engine 4 is operating.

  In the cool storage mode of step S13, a second target evaporator value TEOB lower than the first target evaporator outlet temperature TEOA is set, and the evaporator outlet temperature Te is set to the second target evaporator temperature TEOB when the engine 4 is operating. Thus, the capacity of the compressor 1 is variably controlled.

  If it is determined in step S14 that the vehicle is predicted to stop by the stop prediction determination means, in step S15, the capacity of the compressor 1 is increased to perform compressor capacity control for forcibly maintaining a large capacity state. . Thereby, the cooling capacity of the refrigeration cycle R can be increased, and the evaporator outlet temperature Te can be lowered.

  Even with the configuration as in the present modification, the evaporator outlet temperature Te can be lowered at the start of the cooling mode t1 as in the fifteenth embodiment, and the same effects as in the fifteenth embodiment are obtained. be able to.

(Sixteenth embodiment)
The sixteenth embodiment relates to a refrigeration cycle apparatus in which a cold storage function is added to an air conditioning evaporator, and is suitable for application to a vehicle air conditioner. First, the problems of the sixteenth embodiment will be described. To do.

  In order to effectively increase the cold storage amount of the evaporator condensate water, it is effective to cool the evaporator condensate water below the freezing point while the engine is operating and to freeze it in the form of latent heat.

  By the way, in a vehicle air conditioner, a temperature type expansion valve is used as a pressure reducing device for reducing the pressure of refrigerant supplied to an evaporator of a refrigeration cycle. This expansion valve adjusts the refrigerant flow rate so as to maintain the refrigerant superheat degree at the outlet of the evaporator at a predetermined value. Thereby, a refrigerant | coolant is evaporated uniformly in the whole evaporator, and the temperature distribution of the blowing air of an evaporator exit is made uniform.

  In order to freeze the evaporator condensate, it is necessary to lower the evaporator temperature to a temperature below the freezing point. For this purpose, it is necessary to lower the refrigerant pressure after decompression of the expansion valve, that is, the refrigerant evaporation pressure, to a pressure corresponding to the temperature below the freezing point. is there.

  However, since the expansion valve adjusts the refrigerant flow rate (valve opening degree) so as to maintain the refrigerant superheat degree at the evaporator outlet at a predetermined value, in order to lower the refrigerant evaporation pressure while maintaining this refrigerant flow rate adjusting function. Therefore, it is necessary to improve cycle performance such as increasing the size of the compressor. Therefore, it is difficult to realize the above-described measures for improving the cycle performance in the current system with restrictions on the mounting space, compressor drive power, and the like.

  In view of the above, it is an object of the sixteenth embodiment to provide a refrigeration cycle apparatus capable of exhibiting a cold storage function by lowering the evaporator temperature to a temperature below freezing without requiring high cycle performance.

  FIG. 57 is an overall configuration diagram of the sixteenth embodiment, and a refrigeration cycle R of a vehicle air conditioner is provided with a compressor 1 for sucking, compressing and discharging refrigerant. The compressor 1 has an electromagnetic clutch 2 for power interruption, and the power of the vehicle engine 4 is transmitted to the compressor 1 via the electromagnetic clutch 2 and the belt 3.

  Energization of the electromagnetic clutch 2 is intermittently performed by an air conditioning electronic control device 5 described later. When the electromagnetic clutch 2 is energized and connected, the compressor 1 enters an operating state. On the other hand, when the energization of the electromagnetic clutch 2 is cut off and the clutch 2 is opened, the compressor 2 stops.

  The high-temperature and high-pressure superheated gas refrigerant discharged from the compressor 1 flows into the condenser 6, where it is cooled and condensed by exchanging heat with the outside air cooling air blown from a cooling fan (not shown). The refrigerant condensed in the condenser 6 then flows into the liquid receiver 7 where the gas-liquid refrigerant is separated inside the liquid receiver 7, and surplus refrigerant (liquid refrigerant) in the refrigeration cycle R is received by the liquid receiver 7. Stored in.

  The liquid refrigerant from the liquid receiver 7 is decompressed to a low pressure by an expansion valve (decompression means) 8 to be in a low-pressure gas-liquid two-phase state. The refrigerant from the expansion valve 8 flows into the evaporator (cooling heat exchanger) 9. The evaporator 9 is installed in the air conditioning case 10 of the vehicle air conditioner, and the low-pressure refrigerant flowing into the evaporator 9 absorbs heat from the air in the air conditioning case 10 and evaporates. The expansion valve 8 is a temperature type expansion valve having a temperature sensing part 8a for sensing the temperature of the outlet refrigerant of the evaporator 9, and the refrigerant flow rate (valve opening) is maintained so as to maintain the degree of superheat of the outlet refrigerant of the evaporator 9 at a predetermined value. Degree).

  The outlet of the evaporator 9 is coupled to the suction side of the compressor 1. Further, a cooling (first) electromagnetic valve 40 is connected to the inlet side of the expansion valve 8, and a cooling (second) electromagnetic valve 41 is connected to a series circuit of the cooling electromagnetic valve 40 and the expansion valve 8. A series circuit of the fixed throttle 42 is connected in parallel. In this example, the two electromagnetic valves 40 and 41 constitute valve means for switching the decompression device. The fixed throttle 42 can be constituted by an orifice, a capillary tube or the like. A closed circuit of the refrigeration cycle is configured by the above-described components.

  In the air conditioning case 10, a blower 11 is disposed on the upstream side of the evaporator 9, and the blower 11 is provided with a centrifugal blower fan 12 and a drive motor 13. Air in the vehicle compartment (inside air) or air outside the vehicle compartment (outside air) is switched and introduced to the inlet 14 of the blower fan 12 through an inside / outside air switching box (not shown). 9 flows into the upstream part.

  As is well known, the evaporator 9 has a core section composed of a tube having a flat cross section formed by a thin metal plate made of aluminum and a corrugated fin joined to the outer surface side of the tube. Flows in the left-right direction in FIG. 57 and is cooled.

  An air mix door 19 is disposed in the air conditioning case 10 on the downstream side of the evaporator 9. A hot water heater core (heating heat exchanger) 20 that heats air using hot water (cooling water) of the vehicle engine 4 as a heat source is installed on the downstream side of the air mix door 19. A bypass passage 21 is formed on the side (upper part) of the hot water heater core 20. The bypass passage 21 is for bypassing the hot water heater core 20 and flowing air (cold air).

  The air mix door 19 is a plate-like door that can rotate around a rotation shaft 19a, and adjusts the air volume ratio between the hot air passing through the hot water heater core 20 and the cold air passing through the bypass passage 21, The temperature of the air blown into the passenger compartment is adjusted by adjusting the air volume ratio of the cold / hot air. That is, in this example, the air mixing door 19 constitutes a temperature adjusting means.

  The hot air that has passed through the hot water heater core 20 and the cold air that has passed through the bypass passage 21 are mixed on the downstream side of the hot water heater core 20 to become air of a desired temperature, and are blown out at the downstream end of the air conditioning case 10. Blow out from the mode switching unit (see FIG. 51, etc.) into the passenger compartment. That is, air at a desired temperature blows out toward the inner surface of the vehicle windshield, the upper body of the passenger in the vehicle interior, and the feet of the passenger in the vehicle interior through the defroster opening, the face opening, and the foot opening located at the downstream end of the air conditioning case 10. It is like that.

  Next, the outline of the electric control unit in the sixteenth embodiment will be described. An evaporator outlet temperature sensor (evaporator cooling degree detection means) 323 made of a thermistor is provided in a portion of the air conditioning case 10 immediately after the air blowing of the evaporator 9. 324 are provided for detecting the evaporator outlet temperature. Here, the first evaporator blowout temperature sensor 323 is arranged on the refrigerant inlet side (cold storage section for making ice) of the evaporator 9 at a portion immediately after the air blowout of the evaporator 9 to detect the cold storage side blowout temperature TEi.

  Further, the second evaporator outlet temperature sensor 324 is arranged on the refrigerant outlet side of the evaporator 9 immediately after the air is blown out of the evaporator 9 (a part where ice is not formed) and detects the air-side outlet temperature TEa. Since the condensed water of the evaporator 9 tends to accumulate on the lower side, the refrigerant inlet side (cold storage part for making ice) of the evaporator 9 is arranged on the lower side of the air conditioning case 10 and the refrigerant outlet side of the evaporator 9 (for making ice). Is not located on the lower side of the air conditioning case 10. The detected temperatures TEi and TEa of the two sensors 323 and 324 described above are input to the air conditioning electronic control device 5, respectively.

  The air conditioning electronic control device 5 is a control means constituted by a microcomputer or the like. The air conditioning electronic control device 5 includes an internal air temperature for air conditioning control in addition to the sensors 323 and 324 described above. A well-known sensor group (not shown) for detecting Tr, outside air temperature Tam, solar radiation amount TS, hot water temperature TW, etc. (see FIG. 51, etc.), and an air conditioning control panel (not shown) installed in the vicinity of the vehicle interior instrument panel (see FIG. 51, etc.) ), An operation signal such as a temperature setting signal Tset is input.

  Next, the operation of the sixteenth embodiment in the above configuration will be described. FIG. 58 is a control routine executed by the air-conditioning electronic control unit 5. In step 101, the cool storage side blowing temperature TEi and the air side blowing temperature TEa are read. In the next step 102, the operation mode of the refrigeration cycle is determined.

  That is, in step a in step 102, the cool storage side blowing temperature TEi is compared with the first set value T1 (−3 ° C. in this example) and the second set value T2 (−4 ° C. in this example). Based on the comparison, an on / off determination signal is output as in step a.

  Similarly, in step b, the air-side blowing temperature TEa is compared with the third set value T3 (11 ° C. in this example) and the fourth set value T4 (10 ° C. in this example). , Off determination signal signals are output.

  Next, the process proceeds to step c, and the operation mode of the refrigeration cycle is any one of cooling, cold storage, and OFF based on the on / off determination signal for the cold storage side blowing temperature TEi and the on / off determination signal for the air side blowing temperature TEa. Determine one. Next, the process proceeds to step 103, where it is determined whether the cooling mode is selected. If the cooling mode is selected, the cooling electromagnetic valve 40 is turned on and the cold storage electromagnetic valve 41 is turned off in step 104. In step 105, the electromagnetic clutch 2 is turned on.

  Accordingly, in the cooling mode, the refrigerant depressurized by the temperature type expansion valve 8 flows into the evaporator 9, and the expansion valve 8 keeps the superheat degree of the outlet refrigerant of the evaporator 9 at a predetermined value so as to maintain a predetermined value. Adjust the opening.

  Next, when the determination in step 103 is not the cooling mode, the routine proceeds to step 106, where it is determined whether or not it is the cold storage mode, and when it is the cold storage mode, the cooling electromagnetic valve 40 is turned off in step 107 and the cold storage electromagnetic valve 41 Turn on. In step 105, the electromagnetic clutch 2 is turned on. Accordingly, in the cold storage mode, the refrigerant depressurized by the fixed throttle 42 flows into the evaporator 9.

  Here, the throttle amount (pressure reduction amount) of the fixed throttle 42 is set so that the evaporation pressure of the refrigerant decompressed by the fixed throttle 42 is reduced to a pressure corresponding to the evaporation temperature below freezing point. Accordingly, in the cold storage mode, air can be cooled to a temperature below the freezing point by the evaporating temperature below the freezing point in the part of the evaporator 9 on the refrigerant inlet side, that is, the part where the gas-liquid two-phase refrigerant immediately after decompression flows. On the other hand, in the portion of the evaporator 9 on the refrigerant outlet side, that is, in the portion where the superheated gas refrigerant after evaporation flows, the heat of the latent heat of evaporation disappears, so the temperature of the air passing through the refrigerant outlet side portion is the plus side temperature It becomes.

  When the OFF mode is selected in step c in step 102, the process proceeds from step 106 to step 108, and the electromagnetic clutch 2 is turned off, so that the compressor 1 stops.

  FIG. 59 is an operation explanatory diagram of the present embodiment. In FIG. 59 (a), the vertical axis represents the evaporator outlet temperature, and the horizontal axis represents the elapsed time after the cycle is started. After the cycle is started, the on / off determination signal of the air-side blowing temperature TEa is switched at times t1, t2, t3, and t4 to switch between the cold storage mode and the cooling mode. FIG. 59 shows a case where the determination signal for the cold storage side blowing temperature TEi remains the on signal.

  FIG. 59 (c) shows the gas-liquid state of the refrigerant in the evaporator 9, the air-side blowing temperature TEa, and the cold-storage side blowing temperature TEi in the cold storage mode and the cooling mode.

  In the cold storage mode, in the evaporator 9, the evaporation pressure is forcibly reduced by the throttle action of the fixed throttle 42 at the part on the refrigerant inlet side where the gas-liquid two-phase refrigerant immediately after decompression flows, and the evaporation temperature below freezing point is obtained. be able to. Thereby, it is possible to exhibit the cold storage function by freezing the condensed water without requiring high performance of the cycle for increasing the size of the compressor 1. In FIG. 59 (a), TEo is an average temperature of the air side blowing temperature TEa and the cold storage side blowing temperature TEi. By setting the opening of the air mix door 19 based on this average temperature TEo, the blowing into the vehicle interior is performed. The temperature can be controlled.

  The above is the operation when the vehicle engine 4 is operating. On the other hand, when the vehicle engine 4 is stopped at the time of a temporary stop due to a signal waiting or the like, the compressor 1 is necessarily stopped, so that the cooling action of the evaporator 9 of the refrigeration cycle R is stopped. . However, since the evaporator condensate is frozen in advance during the operation of the engine, when the engine is stopped, this evaporator condensate cold storage amount (the latent heat of water melting and the sensible heat of water) is used to make the evaporator 9 The cooling effect can be demonstrated.

  Temporary stoppage time due to waiting for a signal is usually around 1 minute, so if it is such a short time, the amount of cold stored in the evaporator condensate is used to cool the air at a level that does not deteriorate the cooling feeling. Be sustainable.

  Since the cooling operation when the vehicle is stopped is performed by allowing the evaporator condensate cold storage amount to cool, it can be referred to as a cooling mode, and the control of the temperature of the air blown into the vehicle compartment in this cooling mode is also the vehicle engine 4 described above. As in the case of the operation, by setting the opening degree of the air mix door 19 based on the average temperature TEo of the evaporator outlet air, the outlet temperature into the passenger compartment can be controlled.

(17th Embodiment)
FIG. 60 shows a seventeenth embodiment in which a parallel circuit of an electromagnetic valve 40 and a fixed throttle 42 is connected to the downstream side of the expansion valve 8. In the cooling mode, the electromagnetic valve 40 is opened and the refrigerant is depressurized by the expansion valve 8. In the cold storage mode, the electromagnetic valve 40 is closed and the fixed throttle 42 is used to depressurize the refrigerant to a sufficiently low pressure. Thus, the seventeenth embodiment can achieve the same operation as the sixteenth embodiment by using only one electromagnetic valve 40 as the valve means for switching the decompression device.

(Eighteenth embodiment)
FIG. 61 shows an eighteenth embodiment in which a parallel circuit of an electromagnetic valve 40 and a fixed throttle 42 is connected on the upstream side of the expansion valve 8, and the other points are the same as in the seventeenth embodiment.

(Nineteenth embodiment)
FIG. 62 shows a nineteenth embodiment in which an electromagnetic valve 40 is connected upstream of the expansion valve 8 and a fixed throttle 42 is connected in parallel to both the valves 8 and 40. 17. Same as the eighteenth embodiment. In the nineteenth embodiment, the solenoid valve 40 may be connected to the downstream side of the expansion valve 8.

(20th embodiment)
63 to 65 show a twentieth embodiment, in which an electric expansion valve 70 is used as a decompression device for a refrigeration cycle, and the valve opening degree of the electric expansion valve 70 is forcibly made smaller than that during cooling in the cold storage mode. The cool storage function is demonstrated by controlling.

  In order to control the electric expansion valve 70, a temperature sensor 71 and a pressure sensor 72 are arranged at the refrigerant outlet of the evaporator 9. The temperature sensor 71 inputs the evaporator outlet refrigerant temperature TL, and the pressure sensor 72 inputs the evaporator outlet refrigerant pressure PL to the electronic controller 5 for air conditioning.

  FIG. 64 exemplifies a specific structure of the electric expansion valve 70, and is provided between the refrigerant inlet 73 into which the refrigerant from the liquid receiver 7 flows in and the refrigerant outlet 74 through which the refrigerant flows out toward the evaporator 9. A throttle passage 75 is provided, and the opening degree of the throttle passage 75 is adjusted by the valve body 76. The valve body 76 is configured integrally with the operating shaft 77. The valve body 76 and the operating shaft 77 are driven by a rotor 79 of a step motor 78.

  The step motor 78 has exciting coils 80 and 81. Magnetic attraction force between the magnetic pole generated by the exciting coils 80 and 81 and the magnetic pole (N pole, S pole) magnetized on the permanent magnet 82 of the rotor 79, A rotational force is generated in the rotor 79 by the repulsive force. Since the rotation of the rotor 79 is converted into an axial displacement of the rotor 79 by screw fitting with the fixed support member 83, the valve body 76 is displaced in the axial direction via the operating shaft 77, and thereby the throttle passage. The opening degree of 75 can be adjusted by the valve body 76. Here, the axial displacement (throttle passage opening) of the valve element 76 can be determined by the number of input pulses to the exciting coils 80 and 81.

  Next, FIG. 65 illustrates the control of the electric expansion valve 70 according to the twentieth embodiment. In step 110, the evaporator outlet refrigerant temperature TL from the temperature sensor 71 and the evaporator outlet refrigerant from the refrigerant pressure sensor 72 are shown. Read the pressure PL. In the next step 111, the actual superheat degree SH of the evaporator outlet refrigerant is calculated based on TL and Pl.

  In the next step 112, it is determined whether the operation mode of the refrigeration cycle is the cooling mode. This determination is the same as step 103 in FIG. When it is in the cooling mode, the process proceeds to step 113, and the target superheat degree SH1 in the cooling mode is set to a lower value (5 to 10 ° C.).

  In step 114, the actual superheat degree SH is compared with the target superheat degree SH1 in the cooling mode. If the actual superheat degree SH is smaller than the target superheat degree SH1 in the cooling mode, the valve body 76 is determined in step 115. When the actual degree of superheat SH is larger than the target superheat degree SH1 in the cooling mode, the opening degree of the valve body 76 is increased in step 116.

  Thus, by adjusting the opening degree of the valve body 76 (opening degree of the throttle passage 75), the actual superheat degree SH of the evaporator outlet refrigerant can be maintained at the target superheat degree SH1.

  On the other hand, when it is not in the cooling mode, the process proceeds from step 112 to step 117, where it is determined whether the mode is the cold storage mode, and when it is in the cold storage mode, the process proceeds to step 118 to increase the target superheat degree SH2 in the cold storage mode (10 to 20 ° C.). Set to. In step 119, the actual superheat degree SH is compared with the target superheat degree SH2 in the cold storage mode. If the actual superheat degree SH is smaller than the target superheat degree SH2 in the cold storage mode, the valve body 76 is determined in step 115. When the actual superheat degree SH is larger than the target superheat degree SH2 in the cold storage mode, the opening degree of the valve body 76 is increased at step 116.

  Thus, by adjusting the opening degree of the valve body 76 (opening degree of the throttle passage 75), the actual superheat degree SH of the evaporator outlet refrigerant can be maintained at the target superheat degree SH2.

  Here, since the target superheat degree SH2 is set to a higher value (10 to 20 ° C.) in the cold storage mode, the opening degree of the electric expansion valve 70 is forcibly controlled to be smaller than that during cooling. Therefore, the refrigerant pressure after passing through the electric expansion valve 70 can be reduced to a pressure necessary for freezing the condensed water.

  In the twentieth embodiment, the target superheat degree SH1 and the target superheat degree SH2 are set in the cooling mode and the cold storage mode, respectively, and the valve opening degree of the electric expansion valve 70 is controlled. The setting of SH2 may be stopped, and the valve opening degree of the electric expansion valve 70 may be controlled to be a predetermined ratio opening degree (for example, 80%) in the cooling mode.

  In this case, since the superheat degree control of the evaporator outlet refrigerant is not performed in the cold storage mode, when the actual superheat degree SH of the evaporator outlet refrigerant rises to a predetermined value (for example, 20 ° C.), the cold storage mode is canceled and the cooling is performed. It is better to switch in mode. If it does in this way, it can prevent beforehand that the superheat degree of an evaporator exit refrigerant becomes an excessive value at the time of a cool storage mode, and cooling capacity falls extremely.

(21st Embodiment)
FIG. 66 shows a twenty-first embodiment. When the temperature type expansion valve 700 is used as a decompression device for a refrigeration cycle, the opening degree of the temperature type expansion valve 700 is forcibly smaller than that during cooling in the cold storage mode. An auxiliary drive mechanism for controlling the temperature is incorporated in the temperature type expansion valve 700.

  First, the outline of the temperature type expansion valve 700 will be described with reference to FIG. 66. The refrigerant inlet 702 of the aluminum body case 701 communicates with the throttle passage 703, and the opening degree of the throttle passage 703 is adjusted by the spherical valve body 704. It is supposed to be. The spherical valve body 704 is displaced by the displacement of the diaphragm 707 via the valve rod 705 and the temperature sensing rod 706 to adjust the opening of the throttle passage 703.

  The low-temperature and low-pressure gas-liquid two-phase refrigerant reduced in pressure through the throttle passage 703 flows into the refrigerant inlet portion of the evaporator 9 from the refrigerant outflow passage 708. The gas refrigerant evaporated in the evaporator 9 passes through the evaporator outlet side passage 709 and is then sucked into the suction port of the compressor 1. The temperature sensing rod 706 is made of a metal having good heat conductivity such as aluminum, and serves as a temperature sensing means for sensing the temperature of the superheated gas refrigerant flowing through the evaporator outlet side passage 709.

  The upper end portion of the temperature sensing rod 706 is in contact with a diaphragm (pressure responsive member) 707 disposed on the outermost surface of the uppermost portion of the main body case 701. Accordingly, when the diaphragm 52 is displaced in the vertical direction, the valve body 704 is also displaced via the columnar temperature sensing rod 706 and the valve rod 705 in accordance with the displacement. In this example, the valve rod 705 and the temperature sensing rod 706 constitute a displacement transmission member.

  The outer peripheral edge of the diaphragm 707 is supported by being sandwiched between upper and lower case members 710 and 711. The space in the case members 710 and 711 is partitioned into an upper chamber (first pressure chamber) 712 and a lower chamber (second pressure chamber) 713 by a diaphragm 707. The upper chamber 712 is a sealed space, and is filled with the same kind of refrigerant gas as the circulating refrigerant in the refrigeration cycle, and this sealed gas is the temperature of the superheated gas refrigerant at the evaporator outlet detected by the temperature sensing rod 706. Is conducted through the metal diaphragm 707 and shows a pressure change according to the temperature of the superheated gas refrigerant.

  The lower chamber 713 communicates with the evaporator outlet side passage 709 through the gap around the temperature sensing rod 706, and the refrigerant pressure in the evaporator outlet side passage 709 is introduced into the lower chamber 713.

  On the other hand, the valve body 704 is supported by a support member 714, and a spring force of a coil spring (spring means) 715 acts. The coil spring 715 is supported by a movable plunger 717 of an electromagnetic solenoid mechanism 716. The electromagnetic solenoid mechanism 716 constitutes an auxiliary drive mechanism for the valve body 704. When the electromagnetic coil 718 is energized, an electromagnetic attractive force is generated between the movable plunger 717 and the fixed magnetic pole member 719, and the movable plunger 717 is attracted toward the fixed magnetic pole member 719.

  An adjustment nut 720 is screwed and fixed to the lowermost screw hole portion of the main body case 701, and an O-ring 721 for sealing is attached to the outer periphery of the adjustment nut 720 so that the space between the adjustment hole 720 and the screw hole portion is airtight. It is sealed. By adjusting the tightening position of the adjustment nut 720, the mounting load of the coil spring 715 can be adjusted.

  The operation of the temperature type expansion valve 700 according to the twenty-first embodiment will be described. FIG. 66 shows a state in the cooling mode. The movable plunger 717 is separated from the fixed magnetic pole member 719 and is in contact with the upper surface of the adjustment nut 720 to be supported. Has been.

  In this state, the mounting load of the coil spring 715 is set so that the degree of superheat suitable for the cooling mode can be obtained. Therefore, the opening degree of the temperature type expansion valve 700 is adjusted in the same manner as a normal one in the cooling mode. The degree of superheat of the evaporator outlet refrigerant is controlled to a predetermined value (for example, 5 ° C. to 10 ° C.).

  On the other hand, when the cold storage mode is selected, the electromagnetic coil 718 of the electromagnetic solenoid mechanism 716 is energized by the air conditioning electronic control unit 5, so that an electromagnetic attractive force is generated between the movable plunger 717 and the fixed magnetic pole member 719. The movable plunger 717 is attracted toward the fixed magnetic pole member 719.

  As a result, the coil spring 715 is compressed and the mounting load of the coil spring 715 is increased, so that the opening degree of the valve body 704 is decreased. Thereby, the pressure of the refrigerant decompressed in the throttle passage 703 can be reduced to a pressure necessary for the condensed water to freeze.

    FIG. 67 shows the control characteristic of the valve opening degree of the temperature type expansion valve 700 according to the twenty-first embodiment, and the broken line a is the valve opening degree characteristic in the cooling mode in which the electromagnetic coil 718 of the electromagnetic solenoid mechanism 716 is not energized. A solid line b is a valve opening characteristic in the cold storage mode in which the electromagnetic coil 718 of the electromagnetic solenoid mechanism 716 is energized.

(Twenty-second embodiment)
FIG. 68 shows a twenty-second embodiment. When the temperature type expansion valve 700 is used as a decompression device for a refrigeration cycle, the valve opening degree of the temperature type expansion valve 700 is compared with that during cooling in the twenty-first embodiment. Although the electromagnetic solenoid mechanism 716 is used as an auxiliary drive mechanism for forcibly controlling the opening degree, the pressure adjustment mechanism 723 by intermittently heating the adsorbent is used in the twenty-second embodiment.

  That is, the adsorbent storage chamber 724 of the pressure adjustment mechanism 723 is communicated with the upper chamber (first pressure chamber) 712 of the diaphragm 707 via the capillary tube 722, and the inside of the adsorbent storage chamber 724 is partitioned by the partition plate 725. An adsorbent 726 is accommodated on the upper side, and an electric heater 727 is accommodated on the lower side of the partition plate 725.

  Here, the adsorbent 726 is made of, for example, granular activated carbon and can adsorb refrigerant gas filled in the upper chamber 712. When the adsorbent 726 is heated and the temperature rises, the adsorbent gas is released, and conversely, when the temperature falls, the adsorbent 726 has a characteristic of adsorbing refrigerant gas.

  As a result, when the electric heater 727 is energized by the electronic control unit 5 in the cooling mode, the electric heater 727 generates heat and the temperature of the adsorbent 726 increases, so that the adsorbent 726 releases the adsorbed gas and the upper chamber 712. The pressure increases. Thereby, since the opening degree of the valve body 704 increases, the valve opening degree characteristic at the time of the cooling mode shown by the broken line a in FIG. 67 is obtained.

Further, in the cold storage mode, the temperature of the adsorbent 726 is lowered by cutting off the electric power to the electric heater 727 by the electronic control device 5, and therefore the adsorbent 726 adsorbs the refrigerant gas, so that the pressure in the upper chamber 712 is reduced. Decreases. Thereby, since the opening degree of the valve body 704 reduces, the valve opening degree characteristic at the time of the cool storage mode shown to the broken line b of FIG. 67 is acquired. (Modification of the 16th to 22nd embodiments)
The sixteenth to twenty-second embodiments can be variously modified as follows.

  Instead of the fixed throttle 42 used in the sixteenth embodiment, a constant pressure expansion valve that opens when the downstream pressure decreases to a predetermined value may be used.

  In each of the above embodiments, the case where the condensed water generated in the evaporator 9 is frozen to exhibit the cold storage function has been described. However, a cold storage pack in which a cold storage material (water or the like) is enclosed is disposed around the evaporator 9. The cold storage pack may be frozen.

(23rd Embodiment)
The twenty-third embodiment relates to an improvement of a calculation method for a detection value of a temperature sensor 32 (for example, see FIG. 1) as a detecting means for detecting the degree of cooling. First, the problem of the twenty-third embodiment will be described.

  FIG. 69 shows the fluctuation of the evaporator outlet temperature Te accompanying the switching between the cold storage mode and the cooling mode. When the evaporator outlet temperature Te reaches the target evaporator outlet temperature during cold storage in the cold storage mode, FIG. Thereafter, the fluctuation of the evaporator outlet temperature Te becomes small. However, when switching from the cool storage mode to the cool-down mode, the endothermic action of the evaporator 9 itself is lost, and the air is cooled by the latent heat of ice and the sensible heat of water. Since the sensible heat of is significantly small, when the ice melts and the air is cooled by the sensible heat of water, the evaporator outlet temperature Te increases rapidly.

  As described above, since the fluctuation of the evaporator outlet temperature Te is larger in the cool-down mode than in the cool-storage mode, the temperature sensor 32 is used in order to appropriately control the temperature of the indoor blow-out air in the cool-down mode. It is necessary to improve the temperature measurement responsiveness of the temperature sensor. To this end, the temperature constant of the temperature sensor 32 of the thermistor 32 is reduced to reduce the time constant. Here, the time constant is the time (seconds) until the change in the sensor output value reaches a predetermined ratio with respect to the change in the sensor ambient temperature.

  However, if the time constant of the temperature sensor 32 is simply reduced, the number of intermittent cycles of the compressor 1 increases rapidly in the cold storage mode where the fluctuation of the evaporator outlet temperature Te becomes small, and the durability of the electromagnetic clutch 2 and the like is improved. Adversely affect.

  In view of this point, the object of the twenty-third embodiment is to appropriately calculate the temperature indicating the degree of cooling of the evaporator in both the cold storage mode and the cooling mode.

  FIG. 70 is a control flowchart for calculating the evaporator outlet temperature Te according to the twenty-third embodiment, and is a control routine executed in step S110 of FIG.

  In step S1110 of FIG. 70, the detected temperature Te of the temperature sensor 32 is read, and in step S1120, it is determined whether the cold storage mode or the cool-down mode. If it is in the cooling mode, the process proceeds to step S1130 to set the time constant τ = τ1 of the temperature sensor 32. If it is in the cold storage mode, the process proceeds to step S1140 and the time constant τ of the temperature sensor 32 is set to τ2. Here, the relationship of τ1 <τ2 is established.

  Then, in step S1150, an arithmetic (apparent) evaporator outlet temperature Te 'is calculated by the following equation 19.

Te ′ = Te ′ * (τ−1) / τ + Te / τ (Formula 19)
For Te ′, the previous calculated value is stored, and this stored value is used for the next calculation of Te ′. Te is the current detected temperature of the temperature sensor 32.

  In the 23rd embodiment, the control based on the evaporator outlet temperature, that is, the compressor intermittent control in the cold storage mode (control of condensate cold storage amount), the indoor outlet temperature control in the cooling mode, etc. are all the above calculated values. Based on Te ′.

Here, a specific calculation example of Te ′ will be described. If the calculated value Te ′ up to the previous time is 3 ° C. and the current detection temperature Te = 1 ° C.,
When time constant τ1 = 2,
Te ′ = 3 * (2-1) / 2 + 1/2 = 2 ° C.
On the other hand, when the time constant τ2 = 10,
Te ′ = 3 * (10−1) /10+1/10=2.8° C.
In this way, the time constant τ of the temperature sensor 32 is switched between the cool storage mode and the cool-down mode, and in the cool-down mode, the arithmetic (apparent) evaporator outlet temperature Te ′ is calculated using the small time constant τ1. By calculating, it is possible to follow the response quickly with respect to the rapid change in the actual evaporator outlet temperature Te in the cooling mode, so that the control delay of the indoor outlet temperature control can be minimized.

  On the other hand, in the regenerative mode, by calculating the operational (apparent) evaporator outlet temperature Te ′ using a large time constant τ2, the response to a change in the actual evaporator outlet temperature Te is delayed, and the compressor The increase in the number of intermittents of 1 can be suppressed. Therefore, durability of the electromagnetic clutch 2 etc. can be improved.

  As shown in FIG. 69, immediately after the start of the cool storage mode, the evaporator outlet temperature Te decreases at a relatively fast rate, so that the cool storage is distinguished from immediately after the start of the cool storage mode and the stable period. In the period immediately after the start of the mode, the time constant τ of the temperature sensor 32 may be made smaller than the stable period of the cold storage mode.

(24th Embodiment)
In each of the embodiments described above, the vehicle engine is implemented by performing a cooling mode in which air is cooled by the amount of stored cold water of the evaporator condensate when the compressor 1 is stopped due to the stop of the vehicle engine such as waiting for a signal. Although the cooling feeling at the time of stop is improved, the present invention improves the cooling feeling even when the compressor 1 is temporarily stopped at the request of the vehicle engine 4 while the vehicle engine 4 is operating. Can be achieved. The twenty-fourth embodiment is a case where the present invention is applied to a vehicle air conditioner that performs such compressor control.

  The entire system of the twenty-fourth embodiment may be the same as that of FIG. 1, and FIG. 71 is a control flowchart according to the twenty-fourth embodiment, which is similar to FIG. Omitted.

  In step S110a of FIG. 71, the detection signals from the sensors 32 and 33 and the sensor group 35 and the operation signal (air conditioning signal) of the operation switch group 37 are read. In step S110b, the vehicle operation signal from the vehicle engine electronic control unit 38 is read. Is read. In step S175, it is determined whether or not there is a prohibition condition for the cold storage mode. This determination may be the same as, for example, the determination of FIG. 30, (1) at high speed, (2) when the frost generation state of the evaporator 9 reaches a predetermined limit level, and (3) at the time of high cooling load. If any one of the above conditions is satisfied, it is assumed that the cold storage mode prohibition condition is satisfied, and the process proceeds to step S177 to set a normal evaporator target temperature TEO (for example, + 3 ° C. to 4 ° C.).

  On the other hand, if none of the above conditions (1) to (3) is satisfied, it is determined that the cold storage mode prohibition condition is not satisfied, and the process proceeds to step S176 where the evaporator target temperature TEO during cold storage (for example, -1 °) C to -2 ° C).

  Thereafter, in step S180, when the compressor 1 is intermittently connected, the actual evaporator outlet temperature Te is the normal evaporator target temperature TEO (for example, + 3 ° C. to 4 ° C.) or the cooler storage evaporator target temperature TEO (for example, , −1 ° C. to −2 ° C.), the intermittent operation of the compressor 1 is controlled.

  In step S180a, the engine acceleration time is determined based on, for example, an increase in the throttle opening of the vehicle running engine 4. If it is during engine acceleration, the compressor 1 is temporarily stopped in step S180b. Thereby, the drive load of the compressor 1 is cancelled | released and the acceleration property of the vehicle engine 4 can be improved.

  Thus, even when the vehicle engine 4 is in operation, the compressor 1 may be temporarily stopped by a request from the vehicle engine 4 side. In order to distinguish the stop state of the compressor 1 from the compressor stop by the intermittent control in step S180, it is referred to as a forced stop mode of the compressor 1.

  According to the twenty-fourth embodiment, when the cool storage mode prohibition condition is not satisfied, the cool storage mode is always executed and the evaporator condensate is stored in the cooler. Even if 1 is forcibly stopped, it is possible to maintain a good cooling feeling by carrying out a cooling mode based on the cold storage amount of the evaporator condensed water during the forced stop mode.

(25th Embodiment)
When the cold storage mode for freezing the condensed water in the evaporator 9 and increasing the cold storage amount of the condensed water is continuously performed for a long time by continuous running of the vehicle, the frost in the evaporator 9 proceeds extremely, The air flow rate passing through the evaporator 9 is reduced, and the cooling performance of the evaporator 9 is reduced.

  Therefore, the 25th embodiment aims to prevent the deterioration of the evaporator cooling performance due to such extreme progress of frost, and the steps of FIG. 27 and FIG. 30 of the seventh embodiment. This is the same as the cool storage mode prohibition control in S140.

  The overall system configuration of the vehicle air conditioner according to the twenty-fifth embodiment may be the same as that shown in FIGS. 72 is a flowchart of overall control according to the twenty-fifth embodiment, and FIG. 73 is a detailed flowchart of cool storage control step S560 of FIG.

  In FIG. 72, step S510 reads the air conditioning signal and the vehicle operation signal similar to steps S110a and 110b of FIG. Here, Te is the evaporator blowout temperature indicating the degree of cooling of the evaporator, SWb is the opening degree of the bypass door 17, SWm is the opening degree of the air mix door 19, Nc is the rotation speed of the compressor, Tin is the temperature of the intake air of the evaporator, RHin is the evaporator suction air humidity (relative humidity), BLW is the voltage applied to the blower drive motor 13, and Sv is the vehicle speed.

  The intake air humidity RHin is detected by a humidity sensor (not shown) provided in the intake air passage of the evaporator 9. The intake air temperature Tin is obtained from the detected temperatures of the existing outside air temperature sensor and the inside air temperature sensor. Also good.

  In the next step S520, it is determined whether the vehicle is traveling based on the vehicle speed signal Sv and the like. When the vehicle is not traveling, that is, when the vehicle is stopped, the vehicle engine 4 is stopped and the compressor 1 is also stopped. Therefore, the process proceeds to step S530, and the cooling mode control is performed.

  Control of this cooling mode shows the cooling effect with the stored amount of frozen condensate until the occupant feels the sense of heat, humidity, odor, and cloudiness. The engine 4 is restarted, the compressor 1 is restarted, and the cooling action by the cooling action of the evaporator 9 is resumed. Since a specific example of such perceptual limit control has already been described in the thirteenth embodiment shown in FIGS. 47 to 50, detailed description thereof will be omitted.

  On the other hand, when it is determined in step S520 that the vehicle is traveling, the process proceeds to step S540 to determine whether the vehicle is decelerating. If the vehicle is decelerating, the process proceeds to step S550, where the electromagnetic clutch 2 of the compressor 1 is forcibly connected and the compressor 1 is forcibly operated (ON).

  Thereby, the cold storage amount of condensed water can be increased in advance in preparation for the next stop after deceleration (braking). Note that if the compressor 1 is forcibly operated, there is also an advantage that the effectiveness of the engine brake is improved by the increase in the compressor driving load. The forced operation control of the compressor 1 is the same as the control in step S15 of FIG. 54 of the fifteenth embodiment.

  And when the vehicle is not decelerating, it progresses to step S560 and controls cold storage mode. Details of this cold storage mode control will be described later with reference to FIG. Thereafter, in step S570, the control values in the above steps S530, S550, and S560 are output to execute each mode.

  Next, the details of the cold storage mode control will be described with reference to FIG. 73. First, in step S561, it is determined whether defrosting is in progress. Here, during defrosting, in step S565 described later, the target evaporator blowing temperature TEO = normal TEO (for example, 3 ° C. to 4 ° C.), the temperature level at which the condensed water in the frozen state melts at the evaporator cooling degree. The state that is raised to.

  When it is not during defrosting, it progresses to step S562 and the cool storage continuous continuous time tco is determined. This cool storage continuous possible time tco is basically determined based on the evaporator blowout temperature Te indicating the degree of evaporator cooling and the state of the evaporator intake air (temperature and humidity, etc.). Will be described later.

  Next, in step S563, it is determined whether the cold storage continuous time tc is within the cold storage continuous possible time tco. Here, the cold storage continuous time tc evaporates in a low-temperature state at which condensed water can be frozen as target evaporator blowing temperature TEO = cold storage TEO (for example, −1 ° C. to −2 ° C.) in step S564 described later. This is the time during which the cooling degree of the vessel is continuously maintained.

  When the cold storage continuous time tc is within the cold storage continuous possible time tco, the process proceeds to step S564, and the cold storage mode is maintained. That is, the state of the cold storage mode in which the condensed water is frozen is maintained as TEO = TEO during cold storage (for example, −1 ° C. to −2 ° C.).

  On the other hand, if the cold storage continuous time tc exceeds the cold storage continuous possible time tco, the process proceeds to step S565, and defrosting control of the evaporator 9 is performed. That is, the evaporator 9 is defrosted by increasing the cooling degree of the evaporator to a temperature level at which the frozen condensed water is melted by setting TEO = normal time TEO (for example, 3 ° C. to 4 ° C.). The normal time TEO is specifically the lower temperature of the first and second target evaporator outlet temperatures determined by the maps of FIGS.

  And when it determines with defrosting in step S561, it progresses to step S566 and determines the defrost required time tjo. This defrosting required time tjo is basically determined based on the evaporator blowout temperature Te indicating the degree of evaporator cooling and the state of the evaporator suction air (temperature and humidity, etc.). Will be described later.

  Next, in step S567, it is determined whether the defrost time tj is within the defrost required time tjo. Here, the defrosting time tj is a time for continuously melting (defrosting) frozen condensed water as TEO = normal time TEO (for example, 3 ° C. to 4 ° C.) in step S565.

  When the defrosting time tj is within the defrosting required time tjo, the process proceeds to step S565, and the defrosting mode is maintained. On the contrary, if the defrosting time tj exceeds the defrosting required time tjo, the process proceeds to step S564, and the state is returned to the cold storage mode.

  FIG. 74 is a diagram illustrating the above-described operation, and shows the degree of decrease in the air flow through the evaporator in the cold storage mode by the cool storage continuation possible time tco and the degree of recovery of the air flow through the evaporator in the defrost mode by the defrosting required time tjo. Yes.

  Next, a specific description will be given of a method of determining the cool storage continuation possible time tco. FIG. 75 is an experimental result showing the degree of decrease in the amount of air passing through the evaporator due to the difference in the intake air state of the evaporator. The circled number 1) is for the case where the evaporator intake air humidity RHin = 30%, and the broken line 2 (circled number 2) is for the case where RHin = 30% and the compressor speed Nc = 3000 rpm (during high speed rotation). The one-dot chain line 3 (circled number 3) is for RHin = 50%, and the two-dot chain line 4 (circled number 4) is for RHin = 70%. The numbers 1, 3, and 4 with circles are data at the compressor rotation speed Nc = 1400 rpm (during low-speed rotation).

  As can be understood from the comparison of the circled numbers 1, 2, 3, and 4 in FIG. 75, the amount of condensed water generated by the evaporator increases due to the rise in the evaporator suction air humidity RHin, and the frost progresses in the evaporator 9. This is promoted, and the degree of decrease in the amount of air passing through the evaporator is increased. Therefore, in the case of RHin = 70% 4 (circled number 4), the amount of air passing through the evaporator is reduced by 10% in the cold storage continuous time = 900 seconds (15 minutes).

  FIG. 76 shows the relationship between the evaporator suction air humidity RHin and the evaporator suction air temperature Tin, and the coolable continuation time, and as the humidity RHin and the temperature Tin rise, the amount of evaporator condensed water generated increases. Therefore, it is determined so that the coolable continuous time can be shortened as the humidity RHin and the temperature Tin are increased.

  Note that the evaporator intake air state is used as a concept term that includes the air flow through the evaporator in addition to the temperature and humidity described above, and the amount of evaporator condensed water increases due to the increase in the air flow through the evaporator. It is determined so that the continuous cool-down time can be shortened according to the increase in the volume of air passing through the vessel.

  Here, the flow rate of air passing through the evaporator is correlated with the flow rate of the blower 11, and the flow rate of the blower 11 is determined by the motor applied voltage BLW that determines the number of rotations of the blower drive motor 13. Therefore, as shown in FIG. As the applied voltage BLW increases, the continuous storage time is determined to be shorter.

  Further, the amount of air passing through the evaporator also varies depending on the opening degree SWb of the bypass door 17 and the opening degree SWm of the air mix door 19. That is, as the bypass door 17 moves toward the COOL position on the right side of FIG. 78 and the opening degree SWb of the bypass door 17 decreases, the amount of air passing through the evaporator increases. Further, as the air mix door 19 moves to the maximum cooling position (COOL position) side and the opening degree SWm of the air mix door 19 increases, the air passage pressure loss decreases and the amount of air passing through the evaporator increases.

  Therefore, from the above relationship, as shown in the left side of FIG. 78, the smaller the opening degree SWb of the bypass door 17 is, and the larger the opening degree SWm of the air mix door 19 is, the shorter the regenerative continuous possible time is determined. .

  Next, FIG. 79 shows the relationship between the evaporator outlet temperature Te and the coolable continuous time. When the evaporator outlet temperature Te is higher than 0 ° C., the evaporator 9 need not be defrosted. The continuous time is increased rapidly. On the other hand, when the evaporator outlet temperature Te is lower than 0 ° C., it is determined so that the coolable continuation possible time gradually becomes shorter than the predetermined time t0 as the temperature Te decreases.

  Further, FIG. 80 shows the relationship between the average compressor rotation speed during cold storage and the continuous cool-down time, and the higher the average compressor rotation speed, the greater the refrigeration cycle circulation flow rate. The degree of decrease in temperature Te is increased. Therefore, when the operation of the compressor 1 is intermittently controlled to control the evaporator outlet temperature Te, the amount of overshoot to the low temperature side of the evaporator outlet temperature Te increases as the compressor rotates at a higher speed.

  Therefore, the average value of the evaporator outlet temperature Te during the intermittent control of the compressor 1 becomes lower as the compressor rotates at a higher speed. Thereby, it determines so that cool storage continuation possible time becomes short, so that an average compressor rotation speed becomes high.

  In short, in the present embodiment, the temperature and humidity of the intake air and the amount of air passing through the evaporator (actually estimated by the motor applied voltage BLW and the door openings SWb and SWm) are obtained as information representing the evaporator intake air state. The individual cool storage continuation time is determined based on the above information, the evaporator blowout temperature Te indicating the degree of cooling of the evaporator, and the average compressor speed, and a predetermined predetermined separately determined from the individual cool storage continuation time The cool storage continuation possible time tco is finally calculated by the functional relationship.

  According to such a calculation method, the cool storage continuation possible time tco can be set with high accuracy corresponding to the degree of air flow reduction due to the frost progression due to the condensed water freezing of the evaporator 9. Therefore, by setting the start timing of the defrosting control of the evaporator 9 based on the cool storage continuation possible time tco, the air volume reduction due to the frost progress is always at a predetermined level (for example, FIG. The defrosting control can be started when the level is 10%.

  Therefore, it is possible to prevent a significant decrease in the air volume due to frost, and to avoid a decrease in cooling performance due to the execution of the cold storage mode. Moreover, it is possible to simultaneously prevent the occurrence of insufficient cold storage due to the excessively early start timing of the defrost control.

  Next, the determination method of the defrosting required time tjo in step S566 in FIG. 73 will be described in detail. FIG. 81 shows the change in the recovery state of the evaporator passing air volume due to the difference in the intake air state of the evaporator at the time of defrosting. However, the higher the humidity of the intake air of the evaporator, the greater the total amount of heat (enthalpy) of the intake air, so that the frost melting rate increases and the recovery of the air flow through the evaporator is faster.

  FIG. 82 shows the relationship between the evaporator suction air humidity RHin and the evaporator suction air temperature Tin and the time required for defrosting. The higher the humidity RHin and the temperature Tin, the higher the frost melting rate. It determines so that a defrosting required time may become short according to the raise of RHin and temperature Tin.

  Further, since the frost melting rate increases as the evaporator air flow increases, the time required for defrosting is determined to decrease as the evaporator air flow increases as shown in FIG. Note that the amount of air passing through the evaporator can be estimated from the blower motor applied voltage BLW as described above with reference to FIG. 77, so that the defrosting required time is reduced as the motor applied voltage BLW increases. May be.

  Further, as described above with reference to FIG. 78, the amount of air passing through the evaporator also varies depending on the opening degree SWb of the bypass door 17 and the opening degree SWm of the air mix door 19, so that the bypass door 17 is opened as shown in FIG. The degree of defrosting is determined to be shorter as the degree SWb is smaller and as the opening SWm of the air mix door 19 is larger.

  Next, FIG. 85 shows the relationship between the evaporator outlet temperature Te and the time required for defrosting, and when the evaporator outlet temperature Te is lower than 0 ° C., the evaporator 9 cannot be defrosted. On the other hand, when the evaporator defrosting temperature Te is higher than 0 ° C., the defrosting necessary time increases rapidly, and the defrosting necessary time is determined to be gradually shorter than the predetermined time t1 as the temperature Te increases.

  In short, in the present embodiment, the temperature and humidity of the intake air and the amount of air passing through the evaporator (actually estimated by the motor applied voltage BLW and the door openings SWb and SWm) are obtained as information representing the evaporator intake air state. And the required defrosting time based on the evaporator blowout temperature Te representing the degree of cooling of the evaporator, and finally with a predetermined function relationship separately determined from the individual required defrosting time. The defrosting required time tjo is calculated.

  According to such a calculation method, the defrosting required time tjo can be accurately set in correspondence with the air volume recovery degree due to the progress of the frost melting state of the evaporator 9. Therefore, by setting the defrosting completion timing of the evaporator 9 based on the defrosting required time tjo, the defrosting mode of the evaporator 9 is terminated at an appropriate timing regardless of the fluctuation of the evaporator intake air state. it can.

  Next, a modified example of the twenty-fifth embodiment will be described. It is the evaporator intake air state and the evaporator cooling degree that have the greatest influence on the progress of the frost condition of the evaporator 9. Since the influence of the compressor rotational speed is small, the compressor rotational speed may not be taken into account when determining the cool storage continuation possible time tco.

  Further, in the above description, since the intake air humidity RHin is detected as the evaporator intake air state, a humidity sensor is required. However, in general, the humidity sensor is expensive, and therefore, a humidity sensor is not required in practice. A system is desired.

  In the vehicle air conditioner, as shown in FIG. 26, the inside air and the outside air are switched and introduced to the suction side of the blower 11 by the inside / outside air switching door 11d, and the humidity of the intake air is changed by the inside / outside air switching. Since it fluctuates greatly, the humidity sensor can be abolished by determining (estimating) the humidity of the intake air by this internal / external air switching.

  That is, in the inside air mode, when the temperature control of the air conditioning enters a steady range, the low humidity inside air after dehumidification is recirculated, so that the humidity of the intake air becomes stable at a lower humidity and is relatively easy to estimate. For example, when the evaporator blowout temperature Te is stable at −2 ° C., the humidity of the intake air (in-vehicle humidity) varies depending on the number of passengers, the amount of ventilation, etc., but the internal temperature Tr = 25 ° C. is 20 to 40%. Stable at a low value of RH.

  On the other hand, in the outside air mode, the humidity of the intake air (outside air humidity) is completely different depending on the climatic conditions outside the vehicle, and it is necessary to control the humidity as 100% RH in the worst condition. Generally, the intake air humidity is higher in the outside air mode than in the inside air mode in which low humidity inside air is recirculated. In the outside air mode, as the outside air temperature rises, the temperature difference between the intake air and the evaporator 9 increases, and the amount of dehumidification in the evaporator 9 increases.

  Therefore, as shown in FIG. 86, the outside air mode → the half inside air mode (the mode in which the outside air and the inside air are mixed by about half) → the outside air introduction mode is switched, and the longer the intake rate of the outside air, the shorter the continuous cool storage time becomes. Decide to be. Here, in the inside air mode, since the change in the dehumidification amount in the evaporator 9 due to the change in the outside air temperature is small, the change in the coolable continuous time due to the outside air temperature is very small.

  From the above, by determining the inside / outside air mode, it is possible to determine the cool storage continuation possible time tco with an accuracy approximate to the detection without detecting the intake air humidity RHin.

  When determining the cool storage continuation possible time tco using the map shown in FIG. 86, the internal air temperature Tr and the external air temperature Tam are read in place of the evaporator intake air temperature Tin in step 510 of FIG. An inside / outside air mode signal may be read instead of the air humidity RHin.

  In the map of FIG. 80, the continuous cool storage time is determined based on the compressor speed, but the speed of the vehicle engine 4 that drives the compressor 1 and the vehicle speed are related to the compressor speed. Therefore, it may be determined that the coolable continuous time becomes shorter as the engine speed or the vehicle speed increases.

(Other embodiments)
(A) In each of the above embodiments, the evaporator cooling degree (evaporator outlet temperature) is lowered from the normal time in the cold storage mode to lower the temperature of the evaporator condensate water, or the evaporator condensate water is frozen. As a result, the amount of cold stored in the evaporator condensate is increased.

  However, the cold storage amount of the evaporator condensate water may be increased by performing an operation for increasing the amount of the evaporator condensate water in the cold storage mode. For example, the amount of condensed water in the evaporator 9 may be increased by forcibly introducing outside air as in step S380 of FIGS. Alternatively, a dedicated tank for storing evaporator condensed water, rainwater, etc. is installed in the vehicle, and the amount of condensed water in the evaporator 9 is reduced by supplying the water in this tank to the upper part of the evaporator 9 by a pump. It may be increased.

  (B) In each of the above embodiments, the case where the cooling degree of the evaporator (evaporator blowing temperature) is controlled by the intermittent control of the compressor 1 has been described. However, the vehicle air conditioner controls the evaporator blowing temperature Te. It is also well-known to carry out by capacity control of the compressor 1, and the present invention can be similarly implemented even in such a compressor capacity control system.

  For example, instead of intermittent control of the compressor 1 in step S180 of FIG. 2, the capacity control of the compressor 1 is performed so that the evaporator outlet temperature Te is maintained at the evaporator target outlet temperature TEO. .

  (C) Among the above embodiments, in the first embodiment and the like, the temperature of the evaporator blown air is detected by the temperature sensor 32 and the like in order to detect the degree of cooling of the evaporator, and the second embodiment. However, the temperature of the evaporator refrigerant is detected by the temperature sensor 32, but the fin surface temperature of the evaporator 9, the refrigerant evaporation pressure, etc. may be detected to detect the degree of cooling of the evaporator.

  (D) In each of the above embodiments, the temperature adjusting means for adjusting the temperature of the air blown into the vehicle interior by the air mix door 19 that adjusts the air volume ratio between the warm air passing through the heater core 20 and the cold air passing through the bypass passage 21. As the temperature adjusting means, a hot water valve that adjusts the flow rate of hot water flowing into the heater core 20 is used, and the hot water flow rate is adjusted by this hot water valve to adjust the temperature of the air blown into the passenger compartment. Can do.

1 is an overall system configuration diagram of a first embodiment of the present invention. It is a flowchart which shows the outline | summary of the action | operation in 1st Embodiment. It is a characteristic figure of target evaporator blowing temperature in a 1st embodiment. It is a characteristic figure of target evaporator blowing temperature in a 1st embodiment. It is a flowchart which shows the detail of the principal part of FIG. It is a schematic diagram explaining coexistence of the increase in the condensed water cold storage amount and power saving effect in 1st Embodiment. It is explanatory drawing of the dispersion | variation reduction effect of the measured value of the evaporator temperature by 2nd Embodiment. It is an evaporator perspective view which shows an example of the temperature sensor arrangement | positioning place by 2nd Embodiment. It is an evaporator perspective view which shows the other example of the temperature sensor arrangement | positioning place by 2nd Embodiment. It is a flowchart which shows the detail of the principal part of the action | operation by 3rd Embodiment. It is a flowchart which shows the outline | summary of the action | operation in 4th Embodiment. It is a flowchart which shows the detail of the principal part of FIG. It is a characteristic figure of target evaporator blowing temperature in a 4th embodiment. It is a characteristic figure of target evaporator blowing temperature in a 4th embodiment. It is a characteristic view for the humidity correction of the target blowing temperature in the cooling mode of the fourth embodiment. It is a characteristic view for the humidity change rate correction | amendment of the target blowing temperature at the time of the natural cooling mode of 4th Embodiment. It is explanatory drawing of the advantage by correction | amendment of the target blowing temperature at the time of the natural cooling mode of 4th Embodiment. It is a whole system block diagram of 5th Embodiment. It is sectional drawing which shows the detailed structure of the air-conditioning unit part in 5th Embodiment, and shows the state at the normal time. It is sectional drawing which shows the detailed structure of the air-conditioning unit part in 5th Embodiment, and shows the state at the time of an evaporator bypass. It is a graph which shows the bypass air volume ratio by the evaporator blockage amount, and the whole air volume. It is a graph which shows the relationship between evaporator blockage | closure amount, a bypass air volume ratio, an air volume fall rate, and the evaporator downstream mixed air temperature. It is explanatory drawing of 6th Embodiment. It is a graph which shows the experimental data of 6th Embodiment. It is a graph which shows the experimental data of 6th Embodiment. It is a whole system block diagram of 7th Embodiment. It is a flowchart which shows the action | operation of 7th Embodiment. It is a characteristic view for the operation | movement description of 7th Embodiment. It is a characteristic view for the operation | movement description of 7th Embodiment. 6 is a flowchart showing details of a part of FIG. 587. It is a characteristic view for the operation | movement description of 7th Embodiment. It is a characteristic view for demonstrating the estimation method of the evaporator blowing temperature after a vehicle engine stops. It is a characteristic view for demonstrating the relationship between a fan air volume and the amount of condensed water. It is a flowchart which shows 8th Embodiment. It is a characteristic view explaining the relationship between the target air volume BLWA of a blower and the target blowing temperature TAO. It is a flowchart which shows 9th Embodiment. It is a characteristic view explaining the relationship between inside / outside air mode and target blowing temperature TAO. It is a characteristic figure explaining the relationship between blowing mode and target blowing temperature TAO. It is a flowchart which shows 10th Embodiment. FIG. 6 is a characteristic diagram illustrating a relationship between a target air volume BLW1 when the vehicle engine is stopped and a target air volume BLW2 immediately before the vehicle engine is stopped. It is a flowchart which shows 11th Embodiment. It is a characteristic view explaining the relationship between the target air volume BLW0 at the time of cooling high load and the target air volume BLW at the time of normal control. It is a whole system lineblock diagram of a 12th embodiment. It is a flowchart which shows the outline | summary of the action | operation of 12th Embodiment. It is a flowchart which shows the detail of the principal part of FIG. It is a characteristic view of condensate cold storage amount and engine stop possible time in 12th Embodiment. It is explanatory drawing of the subject of 13th Embodiment. It is explanatory drawing of an effect | action of 13th Embodiment. It is explanatory drawing of an example of the control map of 13th Embodiment. It is a flowchart which shows the principal part of control of 13th Embodiment. It is a whole system block diagram of 14th Embodiment. It is a flowchart which shows the outline | summary of the action | operation in 14th Embodiment. Fig. 53 is a flowchart showing details of a relevant part of Fig. 52. It is a flowchart which shows the operation | movement outline | summary of 15th Embodiment. It is a characteristic view which shows the relationship between the evaporator blowing temperature of 15th Embodiment, an engine operation | movement, and a vehicle speed. It is a characteristic view which shows the relationship between the evaporator blowing temperature at the time of performing control of 15th Embodiment, and a vehicle speed. It is a whole system block diagram of 16th Embodiment. It is a flowchart which shows the action | operation by 1st Embodiment. It is operation | movement explanatory drawing of 1st Embodiment. It is a principal part circuit diagram of the refrigerating cycle which shows 17th Embodiment. It is a principal part circuit diagram of the refrigerating cycle which shows 18th Embodiment. It is a principal part circuit diagram of the refrigerating cycle which shows 19th Embodiment. It is a refrigerating cycle figure showing a 20th embodiment. It is sectional drawing of the electric expansion valve used in 20th Embodiment. It is a flowchart which shows the action | operation by 20th Embodiment. It is sectional drawing of the temperature type expansion valve used in 21st Embodiment. It is an opening characteristic diagram of the temperature type expansion valve used in the 21st and 22nd embodiments. It is sectional drawing of the temperature type expansion valve used in 22nd Embodiment. It is a characteristic view for demonstrating the subject of 23rd Embodiment. It is a flowchart which shows the principal part of 23rd Embodiment. It is a flowchart which shows 24th Embodiment. It is a flowchart which shows the whole control of 25th Embodiment. It is a flowchart which shows the detail of the cool storage control of FIG. It is action | operation explanatory drawing by the cool storage control of FIG. It is a graph of the experimental data which shows the relationship between cool storage continuous time and an evaporator passing air volume. It is a characteristic view which shows the relationship between cool storage continuous possible time, suction air humidity, and suction air temperature. It is a characteristic view which shows the relationship between cool storage continuous possible time and a fan motor applied voltage. It is a characteristic view which shows the relationship between cool storage continuous possible time and a door opening degree. It is a characteristic view which shows the relationship between cool storage continuation possible time and evaporator blowing temperature. It is a characteristic view which shows the relationship between the cool storage continuation possible time and the average compressor speed at the time of cold storage. It is a characteristic view which shows the relationship between the evaporator passage air volume at the time of defrosting of an evaporator, and suction air humidity. It is a characteristic view which shows the relationship between defrost required time, suction air humidity, and suction air temperature. It is a characteristic view which shows the relationship between a defrost required time and an evaporator passage air volume. It is a characteristic view which shows the relationship between a defrost required time and a door opening degree. It is a characteristic view which shows the relationship between defrost required time and evaporator blowing temperature. It is a characteristic view which shows the relationship between cool storage continuous possible time, inside / outside air mode, and outside temperature.

Explanation of symbols

R Refrigeration cycle 1 Compressor 4 Vehicle engine 5 Air conditioning controller 6 First bypass passage 9 Evaporator 10 Air conditioning case 17 Bypass door 19 Air mix door (temperature adjusting means)
20 Heater core (heat exchanger for heating)
32 Evaporator outlet temperature sensor (cooling degree detection means)

Claims (14)

An evaporator (9) for cooling the air blown into the passenger compartment;
A compressor (1) that compresses and discharges the refrigerant that has been driven by a drive source including at least a vehicle engine (4) and has passed through the evaporator (9);
During operation of the compressor (1), a cold storage mode for increasing a cold storage amount of condensed water in the evaporator (9) is executed,
In the forced stop mode of the compressor (1) based on the request on the vehicle engine (4) side, a cool-down mode is performed in which the air is cooled by allowing the condensed water stored in the evaporator (9) to cool. And
A dehumidifying necessity determining means (S1801) for determining whether or not the air in the passenger compartment needs to be dehumidified,
When the dehumidifying necessity determining means (S1801) determines that the dehumidification of the cabin air is necessary, the compressor (1) is in the forced stop mode even when the compressor (1) is in the forced stop mode. An operation request is issued to the drive source ,
Furthermore, during the operation of the compressor (1), a normal mode for reducing the amount of cold stored in the condensed water in the evaporator (9) compared to the cold storage mode is set,
The vehicle air conditioner is characterized in that the normal mode is executed when it is determined by the dehumidifying necessity determining means (S1801) that the dehumidification of the air in the passenger compartment is necessary .   If the dehumidification necessity determining means (S1801) determines that the air in the passenger compartment needs to be dehumidified when the compressor (1) is in operation, the forced stop mode of the compressor (1) is prohibited. The vehicle air conditioner according to claim 1. A bypass passage (16) that is formed in an air conditioning case (10) in which the evaporator (9) is disposed, and flows the air by bypassing the evaporator (9);
Bypass door means (17) for adjusting the opening of the bypass passage (16),
3. The bypass passage (16) is blocked by the bypass door means (17) when it is determined by the dehumidification determining means (S <b> 1801) that the dehumidification of the passenger compartment air is necessary. The vehicle air conditioner described in 1. The dehumidifying necessity determination means (S1801) is any of claims 1 to 3, characterized in that to determine that it is necessary to dehumidify air in the passenger compartment when the air outlet mode is the mode for blowing air from the defroster outlet The vehicle air conditioner according to claim 1. An outside air temperature sensor (35) for detecting outside air temperature (Tam) is provided,
The dehumidifying necessity determination means (S1801), the outside air temperature (Tam) of claims 1, wherein the determining that it is necessary to dehumidify air in the passenger compartment when the predetermined temperature (Tam1) below 3 The vehicle air conditioner as described in any one. An refrigeration cycle having an evaporator (9) that cools air blown into the passenger compartment and a compressor (1) that is driven by a vehicle engine (4) and that compresses and discharges refrigerant that has passed through the evaporator (9). (R) and
An air-conditioning case (10) in which the evaporator (9) is housed and which can introduce switching between inside air and outside air;
During operation of the compressor (1), a cold storage mode for increasing a cold storage amount of condensed water in the evaporator (9) is executed,
Furthermore, after the start of the refrigeration cycle (R), inside and outside air introduction control means (S380) for setting the outside air main mode with only the outside air or a high outside air introduction ratio in the air conditioning case (10) for a predetermined time,
When the target value (BLW2) of the air volume to the evaporator (9) immediately before the compressor (1) is stopped exceeds a predetermined value, the compressor (1) based on the request on the vehicle engine (4) side forced stop mode in the), characterized in that it comprises said evaporator (target value of the air volume to 9) the compressor target value before stopping the (BLW1) (BLW2) air volume control means for reducing than (S360a) A vehicle air conditioner. An evaporator (9) for cooling the air blown into the passenger compartment;
A compressor (1) that compresses and discharges the refrigerant that has been driven by a drive source including at least a vehicle engine (4) and has passed through the evaporator (9);
During operation of the compressor (1), a cold storage mode for increasing a cold storage amount of condensed water in the evaporator (9) is executed,
In the forced stop mode of the compressor (1) based on the request on the vehicle engine (4) side, a cool-down mode is performed in which the air is cooled by allowing the condensed water stored in the evaporator (9) to cool. And
During operation of the compressor (1), the condensate cold storage amount (Q) of the evaporator (9) is estimated, and the compressor (1) can be stopped based on the condensate cold storage amount (Q). Compressor stop time estimating means (S1901, S1902) for estimating (Toff),
During the forced stop mode of the compressor (1), the compressor (1) is stopped for the stoppable time (Toff), and after the stoppable time (Toff) has elapsed, the drive source of the compressor (1) A vehicle air conditioner characterized in that an operation request is issued. The vehicle air conditioner according to claim 7 , wherein the condensate cold storage amount (Q) is estimated based on at least a degree of cooling of the evaporator (9). An evaporator (9) for cooling the air blown into the passenger compartment;
A compressor (1) that compresses and discharges the refrigerant that has been driven by a drive source including at least a vehicle engine (4) and has passed through the evaporator (9);
During operation of the compressor (1), a cold storage mode for increasing a cold storage amount of condensed water in the evaporator (9) is executed,
In the forced stop mode of the compressor (1) based on the request on the vehicle engine (4) side, a cool-down mode is performed in which the air is cooled by allowing the condensed water stored in the evaporator (9) to cool. And
While the compressor (1) is in operation, the condensed water drying completion time (Tdry) in the evaporator (9) when the compressor (1) is in the forced stop mode is estimated, and the condensed water drying completion time is estimated. Compressor stop time estimation means (S1901, S1902) for estimating a possible stop time (Toff) of the compressor (1) based on (Tdry),
During the forced stop mode of the compressor (1), the compressor (1) is stopped for the stoppable time (Toff), and after the stoppable time (Toff) has elapsed, the drive source of the compressor (1) A vehicle air conditioner characterized in that an operation request is issued. The vehicle air conditioner according to claim 9 , wherein the condensed water drying completion time (Tdry) is estimated based on at least a degree of cooling of the evaporator (9). An evaporator (9) for cooling the air blown into the passenger compartment;
A compressor (1) that compresses and discharges the refrigerant that has been driven by a drive source including at least a vehicle engine (4) and has passed through the evaporator (9);
During operation of the compressor (1), a cold storage mode for increasing a cold storage amount of condensed water in the evaporator (9) is executed,
In the forced stop mode of the compressor (1) based on the request on the vehicle engine (4) side, a cool-down mode is performed in which the air is cooled by allowing the condensed water stored in the evaporator (9) to cool. And
During the operation of the compressor (1), the time (Tte) until the degree of cooling of the evaporator (9) reaches a predetermined level in the forced stop mode of the compressor (1) is estimated, and this Compressor stop time estimation means (S1901, S1902) for estimating a possible stop time (Toff) of the compressor (1) based on the time (Tte),
During the forced stop mode of the compressor (1), the compressor (1) is stopped for the stoppable time (Toff), and after the stoppable time (Toff) has elapsed, the drive source of the compressor (1) A vehicle air conditioner characterized in that an operation request is issued. The vehicle according to claim 11 , wherein the time (Tte) until the degree of cooling of the evaporator (9) reaches a predetermined level is estimated based on at least the degree of cooling of the evaporator (9). Air conditioner. When said stop possible time (Toff) is less than the preset minimum stop time (Toff1) is any one of claims 7 to 12, characterized in that prohibits forced stop mode of the compressor (1) The vehicle air conditioner described in 1. An evaporator (9) for cooling the air blown into the passenger compartment;
A compressor (1) that compresses and discharges the refrigerant that has been driven by a drive source including at least a vehicle engine (4) and has passed through the evaporator (9);
During operation of the compressor (1), a cold storage mode for increasing a cold storage amount of condensed water in the evaporator (9) is executed,
In the forced stop mode of the compressor (1) based on the request on the vehicle engine (4) side, a cool-down mode is performed in which the air is cooled by allowing the condensed water stored in the evaporator (9) to cool. And
While the compressor (1) is in operation, the limit value of the degree of cooling of the evaporator (9) in the forced stop mode of the compressor (1) is calculated based on the heat load condition,
In the forced stop mode of the compressor (1), the compressor (1) is stopped only when the cooling degree of the evaporator (9) is lower than the limit value, and the cooling degree of the evaporator (9) is When exceeding the limit value, an operation request is issued to the drive source of the compressor (1) ,
The limit value of the degree of cooling of the evaporator (9) is based on a map in which the perception limit line for the passenger's feeling of heat, humidity, and odor and the fogging limit line of the vehicle window glass are related to the heat load condition. A vehicle air conditioner characterized in that the vehicle air conditioner is calculated .