JP6179386B2 - Vehicle fuel cooling system - Google Patents

Description

  The present invention relates to a vehicle fuel cooling device that cools fuel using a refrigerant of an air conditioner provided in a vehicle.

  Conventionally, vehicles using liquefied gas fuel such as liquefied petroleum gas (hereinafter referred to as LPG) as fuel are known. In such a vehicle, liquefied gas fuel is injected from the fuel injection valve into the combustion chamber, while surplus fuel that has not been injected is returned to the fuel tank.

  Patent Document 1 discloses an air conditioner for a vehicle that includes a passenger compartment cooling system that cools air that is blown into the passenger compartment and a fuel cooling system that cools fuel. In the passenger compartment cooling system, air introduced into the passenger compartment is cooled using a refrigeration cycle. That is, the air passing through the evaporator is cooled using the heat of vaporization when the refrigerant compressed by the compressor is vaporized in the evaporator, and the cooled air is introduced into the vehicle interior. A fuel cooling system is connected to the vehicle compartment cooling system via an electromagnetic valve. When the electromagnetic valve is opened, the refrigerant in the vehicle compartment cooling system is supplied to the fuel cooling system. In the fuel cooling system, when the fuel supplied to the fuel injection valve is returned to the fuel tank, the fuel is cooled by exchanging heat between the fuel and the refrigerant. In the device described in Patent Document 1, the solenoid valve is controlled based on the load of the air conditioner, and the amount of refrigerant flowing in the fuel cooling system is increased when the load of the air conditioner exceeds the allowable range. ing.

JP-A-8-40059

  By the way, in the apparatus of patent document 1, since a solenoid valve is automatically controlled based on the load of an air conditioner, even when the crew member wants to reduce the temperature of a passenger compartment quickly. When the load on the air conditioner is high, the solenoid valve may be controlled so that a large amount of refrigerant is supplied to the fuel cooling system. For this reason, the quantity of the refrigerant | coolant supplied to a compartment cooling system reduces, and it becomes impossible to reduce the temperature of a compartment quickly. Therefore, in the apparatus described in Patent Document 1, there is still room for improvement in air conditioning control that is comfortable for the passenger.

  The present invention has been made in view of these problems, and an object of the present invention is to provide a vehicular fuel cooling device capable of performing air-conditioning control and fuel cooling while reflecting the occupant's will.

A vehicular fuel cooling device for solving the above-described problem cools fuel by using a part of a refrigerant of a vehicular air conditioner, and is connected to a refrigerant circulation path of the vehicular air conditioner. A fuel cooling section that cools the fuel that is returned to the fuel tank by heat exchange between a bypass path that bypasses and circulates part of the air cooling section in the vehicle air conditioner and a refrigerant that is provided in the bypass path and flows through the bypass path A solenoid valve that adjusts the amount of refrigerant flowing through the bypass passage, a control unit that controls the solenoid valve, and a switching device that switches a control mode of the solenoid valve by the control unit. The mode includes an automatic control mode in which the opening degree of the solenoid valve is changed in accordance with the cooling state of the passenger compartment, and a fuel cooling priority mode in which the solenoid valve is controlled so that the amount of refrigerant flowing through the bypass passage is larger than in the automatic control mode. And, it includes a.

In the above configuration, for example, the occupant can switch the control mode of the electromagnetic valve such as holding the electromagnetic valve in the fully closed state or holding the electromagnetic valve in the fully open state by operating the switching device. For this reason, the occupant can adjust the amount of refrigerant flowing through the fuel cooling unit and the air cooling unit by operating the switching device, reducing the amount of refrigerant flowing through the fuel cooling unit, and blowing air to the passenger compartment. The air can be preferentially cooled, or the amount of refrigerant flowing in the fuel cooling section can be increased to preferentially cool the fuel. Therefore, according to the above configuration, air conditioning control and fuel cooling can be performed while reflecting the will of the passenger.
In addition, when a fuel whose volume varies greatly with temperature, such as liquefied gas fuel, when the fuel temperature in the fuel tank is high, the pressure in the fuel tank increases, and the amount of fuel to the fuel tank increases. Replenishment may be difficult.
According to the said structure, the opening degree of an electromagnetic valve comes to be controlled automatically according to the change of the state of a compartment cooling by operating a switching device and selecting automatic control mode.
On the other hand, by operating the switching device and selecting the fuel cooling priority mode, it is possible to give priority to the cooling of the fuel by increasing the amount of the refrigerant flowing through the bypass passage than when the automatic control mode is selected. It becomes like this. If such a fuel cooling priority mode is selected, the temperature of the fuel can be lowered as compared with when the automatic control mode is selected. As a result, the temperature of the fuel returned to the fuel tank decreases and the pressure in the fuel tank decreases, so that it is possible to create a state where fuel can be easily replenished.

  Further, the control unit of the vehicle fuel cooling device includes an automatic control mode for controlling the electromagnetic valve in accordance with the state of the vehicle compartment cooling as a switchable control mode, and an amount of refrigerant flowing through the bypass passage as compared with the automatic control mode. It is desirable to include an air cooling priority mode for controlling the solenoid valve so as to reduce the air pressure.

According to the said structure, the opening degree of an electromagnetic valve comes to be controlled automatically according to the change of the state of a compartment cooling by operating a switching device and selecting automatic control mode.
On the other hand, by operating the switching device and selecting the air cooling priority mode, the amount of refrigerant flowing through the air cooling unit can be reduced by reducing the amount of refrigerant flowing through the bypass passage than when the automatic control mode is selected. It is possible to increase the priority of cooling the air blown into the passenger compartment. If such an air cooling priority mode is selected, the temperature of the passenger compartment can be lowered more quickly than when the automatic control mode is selected.

  In order to quickly decrease the temperature of the passenger compartment, it is desirable to control the solenoid valve so that the amount of refrigerant flowing through the bypass passage is minimized when the air cooling priority mode is selected. As a result, the amount of refrigerant flowing into the bypass passage is reduced as much as possible, the amount of refrigerant passing through the air cooling unit is increased as much as possible, and air can be cooled efficiently.

In order to reduce the temperature of the fuel, it is desirable to control the solenoid valve so that the amount of refrigerant flowing through the bypass passage is maximized when the fuel cooling priority mode is selected. Thereby, the quantity of the refrigerant | coolant which passes a fuel cooling part can be increased as much as possible, and a fuel can be cooled efficiently.

In addition, when the automatic control mode is selected, it is preferable that the control unit controls the solenoid valve so that the amount of refrigerant flowing through the bypass passage decreases as the load of the passenger compartment cooling increases.
According to the said structure, the quantity of the refrigerant | coolant which passes an air cooling part increases, so that the load of a compartment cooling is high, and the capability to cool air is improved automatically. For this reason, the temperature of the passenger compartment can be quickly lowered, and a state in which the load of the passenger compartment cooling is high can be quickly eliminated. Therefore, fuel consumption can be improved by reducing the drive amount of the compressor, the drive amount of the blower, and the like, and reducing the work amount for driving the air conditioner.

In addition, a vehicle fuel cooling device for solving the above problems cools fuel using a part of the refrigerant of the vehicle air conditioner, and is connected to the refrigerant circulation path of the vehicle air conditioner. Fuel that cools the fuel that is returned to the fuel tank by heat exchange between a bypass path that circulates a part of the coolant by bypassing the air cooling unit in the vehicle air conditioner and a coolant that is provided in the bypass path and flows through the bypass path A cooling unit, an electromagnetic valve that adjusts the amount of refrigerant flowing in the bypass passage, a control unit that controls the electromagnetic valve, and a switching device that switches a control mode of the electromagnetic valve by the control unit, and the control unit can be switched Control modes include an automatic control mode that controls the solenoid valve according to the state of the fuel tank, and an air cooling priority that controls the solenoid valve so that the amount of refrigerant flowing through the bypass passage is smaller than the automatic control mode. And over de, the are Nde free.

In the above configuration, for example, the occupant can switch the control mode of the electromagnetic valve such as holding the electromagnetic valve in the fully closed state or holding the electromagnetic valve in the fully open state by operating the switching device. For this reason, the occupant can adjust the amount of refrigerant flowing through the fuel cooling unit and the air cooling unit by operating the switching device, reducing the amount of refrigerant flowing through the fuel cooling unit, and blowing air to the passenger compartment. The air can be preferentially cooled, or the amount of refrigerant flowing in the fuel cooling section can be increased to preferentially cool the fuel. Therefore, according to the above configuration, air conditioning control and fuel cooling can be performed while reflecting the will of the passenger.
Moreover, according to the said structure, the opening degree of an electromagnetic valve comes to be controlled automatically according to the change of the state of a fuel tank by operating a switching device and selecting automatic control mode. For this reason, when the pressure in the fuel tank becomes high, the solenoid valve is automatically controlled so as to increase the amount of refrigerant flowing through the bypass passage, and the cooling of the fuel by the fuel cooling unit is promoted, so that the pressure in the fuel tank is increased. Will fall.

  On the other hand, by operating the switching device and selecting the air cooling priority mode, the amount of refrigerant flowing through the air cooling unit can be reduced by reducing the amount of refrigerant flowing through the bypass passage than when the automatic control mode is selected. It is possible to increase the priority of cooling the air blown into the passenger compartment. If such an air cooling priority mode is selected, the temperature of the passenger compartment can be lowered more quickly than when the automatic control mode is selected.

  In order to quickly decrease the temperature of the passenger compartment, it is desirable to control the solenoid valve so that the amount of refrigerant flowing through the bypass passage is minimized when the air cooling priority mode is selected. As a result, the amount of refrigerant flowing into the bypass passage is reduced as much as possible, the amount of refrigerant passing through the air cooling unit is increased as much as possible, and air can be cooled efficiently.

The control unit of the vehicle fuel cooling device as switchable control modes, including a fuel preferential cooling mode for controlling the solenoid valves so that the amount of refrigerant than automatic control mode through the bypass passage is increased You may make it.

  When a fuel whose volume varies greatly with temperature, such as liquefied gas fuel, the pressure in the fuel tank increases when the fuel temperature in the fuel tank is high, and the fuel is not replenished to the fuel tank. May be difficult.

  According to the said structure, the opening degree of a solenoid valve comes to be controlled automatically according to the change of the state of a fuel tank by operating a switching device and selecting automatic control mode. For this reason, when the pressure in the fuel tank becomes high, the solenoid valve is automatically controlled so as to increase the amount of refrigerant flowing through the bypass passage, and the cooling of the fuel by the fuel cooling unit is promoted, so that the pressure in the fuel tank is increased. Will fall.

On the other hand, by operating the switching device and selecting the fuel cooling priority mode, it is possible to increase the amount of refrigerant flowing through the bypass passage more than when the automatic control mode is selected, thereby further promoting the cooling of the fuel. become able to. If such a fuel cooling priority mode is selected, the temperature of the fuel can be lowered more quickly than when the automatic control mode is selected.
In addition, a vehicle fuel cooling device for solving the above problems cools fuel using a part of the refrigerant of the vehicle air conditioner, and is connected to the refrigerant circulation path of the vehicle air conditioner. Fuel that cools the fuel that is returned to the fuel tank by heat exchange between a bypass path that circulates a part of the coolant by bypassing the air cooling unit in the vehicle air conditioner and a coolant that is provided in the bypass path and flows through the bypass path A cooling unit, an electromagnetic valve that adjusts the amount of refrigerant flowing in the bypass passage, a control unit that controls the electromagnetic valve, and a switching device that switches a control mode of the electromagnetic valve by the control unit, and the control unit can be switched Control modes include an automatic control mode that controls the solenoid valve according to the state of the fuel tank, and a fuel cooling priority mode that controls the solenoid valve so that the amount of refrigerant flowing through the bypass passage is greater than the automatic control mode. And it includes a de, a.
In the above configuration, for example, the occupant can switch the control mode of the electromagnetic valve such as holding the electromagnetic valve in the fully closed state or holding the electromagnetic valve in the fully open state by operating the switching device. For this reason, the occupant can adjust the amount of refrigerant flowing through the fuel cooling unit and the air cooling unit by operating the switching device, reducing the amount of refrigerant flowing through the fuel cooling unit, and blowing air to the passenger compartment. The air can be preferentially cooled, or the amount of refrigerant flowing in the fuel cooling section can be increased to preferentially cool the fuel. Therefore, according to the above configuration, air conditioning control and fuel cooling can be performed while reflecting the will of the passenger.
In addition, when a fuel whose volume varies greatly with temperature, such as liquefied gas fuel, when the fuel temperature in the fuel tank is high, the pressure in the fuel tank increases, and the amount of fuel to the fuel tank increases. Replenishment may be difficult.
According to the said structure, the opening degree of a solenoid valve comes to be controlled automatically according to the change of the state of a fuel tank by operating a switching device and selecting automatic control mode. For this reason, when the pressure in the fuel tank becomes high, the solenoid valve is automatically controlled so as to increase the amount of refrigerant flowing through the bypass passage, and the cooling of the fuel by the fuel cooling unit is promoted, so that the pressure in the fuel tank is increased. Will fall.
On the other hand, by operating the switching device and selecting the fuel cooling priority mode, it is possible to increase the amount of refrigerant flowing through the bypass passage more than when the automatic control mode is selected, thereby further promoting the cooling of the fuel. become able to. If such a fuel cooling priority mode is selected, the temperature of the fuel can be lowered more quickly than when the automatic control mode is selected.

  In order to reduce the temperature of the fuel, it is desirable to control the solenoid valve so that the amount of refrigerant flowing through the bypass passage is maximized when the fuel cooling priority mode is selected. Thereby, the quantity of the refrigerant | coolant which passes a fuel cooling part can be increased as much as possible, and a fuel can be cooled efficiently.

  In addition, when the automatic control mode is selected, it is desirable that the control unit controls the electromagnetic valve so that the amount of refrigerant flowing through the bypass passage increases as the pressure in the fuel tank increases.

  According to the above configuration, the higher the pressure in the fuel tank, the greater the amount of refrigerant that passes through the fuel cooling section, and the ability to cool the fuel is automatically enhanced. For this reason, when the pressure in a fuel tank becomes high, the temperature of the fuel automatically returned to a fuel tank will fall, and it will suppress that the pressure in a fuel tank rises too much.

BRIEF DESCRIPTION OF THE DRAWINGS Schematic which shows typically the whole structure of 1st Embodiment of the fuel cooling device for vehicles. The flowchart which shows the flow of a series of processes concerning control of the solenoid valve according to the control mode of the embodiment. The flowchart which shows the flow of a series of processes of the automatic control mode in the embodiment. The schematic diagram which shows the flow of a refrigerant | coolant when a solenoid valve is hold | maintained in the fully open state in the same embodiment. The flowchart which shows the flow of a series of processes of the automatic control mode in the fuel cooling device for vehicles of 2nd Embodiment. It is a graph which shows the transition of the control in the body odor control implemented in the fuel cooling device for vehicles of 3rd Embodiment, (a) shows the drive amount of a blower, (b) shows the transition of control of an air outlet. . The flowchart which shows the flow of a series of processes of the automatic control mode in the embodiment. The flowchart which shows the flow of a series of processes in the automatic control mode in the fuel cooling device for vehicles of 4th Embodiment. The flowchart which shows the flow of a series of processes of the automatic control mode in the vehicle fuel cooling device of 5th Embodiment. The flowchart which shows the flow of a series of processes of the automatic control mode in the vehicle fuel cooling device of 6th Embodiment. The flowchart which shows the flow of a series of processes of the automatic control mode in the vehicle fuel cooling device of 7th Embodiment. The schematic diagram which shows schematic structure of a vehicle provided with the fuel cooling device for vehicles of 8th Embodiment. The flowchart which shows the flow of a series of processes of the automatic control mode in the embodiment. The flowchart which shows the flow of a series of processes of the automatic control mode in the vehicle fuel cooling device of 9th Embodiment. The flowchart which shows the flow of a series of processes concerning the determination process of the fuel replenishment conditions in the embodiment. The flowchart which shows the flow of a series of processes concerning control of the solenoid valve according to the control mode in the vehicle fuel cooling device of 10th Embodiment.

(First embodiment)
Hereinafter, a first embodiment of a vehicle fuel cooling device will be described with reference to FIGS. In the following, a vehicle using LPG as fuel will be described as an example.

  As shown in FIG. 1, an engine 1 as a drive source is mounted on the vehicle. The engine 1 is provided with a fuel injection valve 2 for injecting fuel. The fuel stored in the fuel tank 4 is supplied to the fuel injection valve 2 through the fuel supply passage 3. On the other hand, surplus fuel that has not been injected by the fuel injection valve 2 is returned to the fuel tank 4 through the return passage 5. The fuel tank 4 is provided with a safety valve 6 that automatically opens when the pressure in the fuel tank 4 exceeds a predetermined pressure.

  The vehicle is also provided with an air conditioner that adjusts the air in the passenger compartment. The air conditioner includes an electrically driven compressor 7 that compresses the refrigerant, a condenser 8 that cools the refrigerant that has been compressed by the compressor 7 to a high temperature, and a receiver 9 that performs gas-liquid separation of the refrigerant that has passed through the condenser 8. I have. The air conditioner also has an expansion valve 10 that atomizes the refrigerant that has passed through the receiver 9, and an evaporator 11 that functions as an air cooling unit that cools the air introduced into the vehicle interior using the heat of vaporization of the atomized refrigerant. And a blower 12 for adjusting the amount of air supplied to the evaporator 11. In addition, the evaporator 11 and the blower 12 are arrange | positioned by the intake duct 13 into which air is introduce | transduced from a vehicle interior or the vehicle interior. In such an air conditioner, as the compressor 7 is driven, the refrigerant circulates as indicated by arrows in FIG.

  Further, the air conditioner has a heater core 14 provided in the intake duct 13. Cooling water warmed by circulating through the engine 1 is introduced into the heater core 14. The heater core 14 warms the air passing through the heater core 14 by heat exchange with the cooling water. The intake duct 13 is provided with an air mix damper 15 that controls the amount of air flowing through the heater core 14. The air conditioner controls the opening ratio of the air mix damper 15 to control the mixing ratio of the air cooled by the evaporator 11 and the air warmed by the heater core 14, so that the air introduced into the vehicle interior can be controlled. Control the temperature. In addition, the ratio of the air which passed the heater core 14 among the air introduce | transduced into a vehicle interior increases, so that the opening degree of the air mix damper 15 is large.

  The passenger compartment 16 is provided with switches for the passenger to operate the air conditioner. For example, an air conditioner switch 17 for driving the air conditioner, an air outlet switching dial 18 for switching the air outlet, a defroster switch 19 for driving the defroster, and a temperature setting switch for setting the temperature in the passenger compartment 16 20 etc. are provided.

  The electronic control unit 21 that controls the air conditioner controls the air conditioner based on signals from such switches and signals from sensors provided in the vehicle. As each sensor, a temperature in the passenger compartment 16 that detects the temperature in the passenger compartment 16 (inner temperature), an outside air temperature sensor 23 that detects the outside air temperature, a solar radiation sensor 24 that detects the amount of solar radiation, and the temperature of the evaporator 11 are detected. There is an evaporator temperature sensor 25 or the like.

  The electronic control unit 21 calculates a target blowing temperature (hereinafter referred to as TAO) of air introduced into the passenger compartment 16 based on detection signals from the respective sensors and signals of switches operated by passengers. In accordance with this, the drive amounts of the air mix damper 15, the compressor 7, and the blower 12 are controlled.

  In such an air conditioner, one end of a bypass passage 26 is connected to the circulation passage of the refrigerant flowing between the receiver 9 and the expansion valve 10. The other end of the bypass passage 26 is connected to a refrigerant circulation path that flows between the evaporator 11 and the compressor 7. In other words, the bypass passage 26 circulates part of the refrigerant of the air conditioner by bypassing the evaporator 11. The bypass passage 26 is provided with a fuel cooling section 27 that cools the fuel flowing through the return passage 5 by exchanging heat with the refrigerant flowing through the bypass passage 26. In the bypass passage 26, an electromagnetic valve 28 that adjusts the amount of refrigerant flowing through the bypass passage 26 is provided at a portion upstream of the fuel cooling portion 27 in the refrigerant flow direction.

  The electronic control unit 21 is provided with a solenoid valve control unit 29 that controls the solenoid valve 28. In addition to the above sensors, the electromagnetic valve control unit 29 includes a pressure sensor 30 that detects the pressure in the fuel tank 4, a fuel temperature sensor 31 that detects the fuel temperature in the fuel tank 4, and fuel stored in the fuel tank 4. A signal is input from a fuel amount sensor 32 or the like that detects the remaining amount of fuel. A signal is also input from an electromagnetic valve control mode changeover switch 33 provided in the passenger compartment 16. The electromagnetic valve 28 is controlled based on signals from these sensors.

  The solenoid valve control unit 29 is provided with three control modes, an automatic control mode, an air cooling priority mode, and a fuel cooling priority mode, as control modes of the solenoid valve 28 that can be switched by the solenoid valve control mode changeover switch 33. ing. The automatic control mode is a mode in which the electromagnetic valve 28 is opened and closed according to the state of cooling of the passenger compartment, and the air cooling priority mode is the electromagnetic valve 28 so that the amount of refrigerant flowing through the bypass passage 26 is smaller than in the automatic control mode. Is a mode in which is always kept in a fully closed state. The fuel cooling priority mode is a mode in which the solenoid valve 28 is always kept fully open so that the amount of refrigerant flowing through the bypass passage 26 is larger than in the automatic control mode.

  The control mode of the solenoid valve 28 is switched every time the solenoid valve control mode switch 33 is pressed. That is, when the solenoid valve control mode switch 33 is pressed while the control mode of the solenoid valve 28 is set to the automatic control mode, the control mode of the solenoid valve 28 is switched to the fuel cooling priority mode. When the control mode of the solenoid valve 28 is set to the fuel cooling priority mode and the switch 33 is pressed, the control mode of the solenoid valve 28 is switched to the air cooling priority mode. If the switch 33 is pressed when the control mode of the solenoid valve 28 is set to the air cooling priority mode, the control mode of the solenoid valve 28 is switched to the automatic control mode. Thus, every time the solenoid valve control mode changeover switch 33 is pressed, the control mode of the solenoid valve 28 is switched in the order of the fuel cooling priority mode, the air cooling priority mode, and the automatic control mode.

Next, a control mode of the electromagnetic valve 28 in the electromagnetic valve control unit 29 will be described with reference to FIG. This process is repeatedly executed at predetermined intervals by the electromagnetic valve control unit 29.
As shown in FIG. 2, in this process, first, it is determined whether or not the control mode of the solenoid valve 28 is set to the fuel cooling priority mode (step S21). If the control mode of the solenoid valve 28 is set to the fuel cooling priority mode (step S21: YES), it is next determined whether or not the air conditioner switch 17 is ON (step S22). If it is determined in this process that the air conditioner switch 17 is ON (step S22: YES), the electromagnetic valve 28 is held in a fully open state (step S23), and this process ends.

  On the other hand, when it is determined in the process of step S22 that the air conditioner switch 17 is OFF (step S22: NO), the air conditioner is not in a driving state, so the air conditioner is driven (step S24), and the electromagnetic valve 28 is turned on. The fully open state is maintained (step S23). Then, this process ends.

  If the control mode of the solenoid valve 28 is not set to the fuel cooling priority mode (step S21: NO), it is determined whether or not the control mode of the solenoid valve 28 is set to the air cooling priority mode ( Step S25). If the control mode of the solenoid valve 28 is set to the air cooling priority mode (step S25: YES), it is determined whether or not the air conditioner switch 17 is ON (step S26). If it is determined in this process that the air conditioner switch 17 is ON (step S26: YES), the electromagnetic valve 28 is held in a fully closed state (step S27), and this process ends.

  On the other hand, when it is determined in the process of step S26 that the air conditioner switch 17 is OFF (step S26: NO), the air conditioner is not in a driving state, so the air conditioner is driven (step S28), and the electromagnetic valve 28 is turned on. The fully closed state is maintained (step S27). Then, this process ends.

  Further, when a negative determination is made in the processing of step S21 and step S25 (step S21: NO, step S25: NO), the control mode of the solenoid valve 28 is set to either the fuel cooling priority mode or the air cooling priority mode. This is a case where the automatic control mode is set. Therefore, in this case, the electromagnetic valve 28 is automatically controlled (step S29), and this process is terminated.

Next, a control mode of the electromagnetic valve 28 in the automatic control mode will be described with reference to FIG.
As shown in FIG. 3, in the automatic control mode, first, it is determined whether or not the air conditioner switch 17 is ON (step S31). If it is determined in this process that the air conditioner switch 17 is OFF (step S31: NO), the electromagnetic valve 28 is held in a fully closed state (step S33), and this process ends.

  On the other hand, if it is determined in step S31 that the air conditioner switch 17 is ON (step S31: YES), it is next determined whether or not the passenger compartment cooling is in a high load state (step S32).

The solenoid valve control unit 29 determines that the passenger compartment cooling is in a high load state when all of the following conditions (A) to (E) are satisfied.
Condition (A): The outside air temperature is equal to or higher than a predetermined temperature Tg1.

Condition (b): The passenger compartment temperature is equal to or higher than a predetermined temperature Tn1.
Condition (C): The evaporator temperature is equal to or higher than the predetermined temperature Te1.
Condition (d): The drive amount of the blower 12 is a predetermined value Q1 or more.

Condition (e): The opening degree of the air mix damper 15 is a predetermined opening degree θ1 or less.
If it is determined that the passenger compartment cooling is in a high load state (step S32: YES), the electromagnetic valve 28 is held in a fully closed state (step S33). On the other hand, when it is determined in the process of step S32 that the passenger compartment cooling is not in a high load state (step S32: NO), the electromagnetic valve 28 is held in a fully opened state (step S34). When such control of the electromagnetic valve 28 is executed, this processing is terminated.

Next, the operation of this embodiment will be described.
In the present embodiment, a solenoid valve control mode switching switch 33 is provided in the passenger compartment 16, and the control mode of the solenoid valve 28 can be switched by pressing this switch 33.

  When the control mode of the electromagnetic valve 28 is set to the automatic control mode, the electromagnetic valve 28 is opened and closed according to the state of cooling of the passenger compartment. When all of the above conditions (A) to (E) are satisfied and the passenger compartment cooling is in a high load state, the electromagnetic valve 28 is held in a fully closed state, and the amount of refrigerant flowing in the bypass passage 26 becomes zero. Thereby, the quantity of the refrigerant | coolant which passes the evaporator 11 increases as much as possible, and the capability to cool air is improved automatically. As a result, the temperature in the passenger compartment 16 quickly decreases, and the state in which the load of the passenger compartment cooling is high is eliminated early. On the other hand, when at least one of the above conditions (A) to (E) is not satisfied and the passenger compartment cooling is not in a high load state, the solenoid valve 28 is held in a fully open state, and therefore, as shown by an arrow in FIG. In addition, the refrigerant is supplied to the fuel cooling unit 27 together with the evaporator 11. Thereby, the fuel returned to the fuel tank 4 is cooled, and the temperature in the fuel tank 4 decreases.

  By the way, since LPG has a low boiling point, the volume greatly increases when the fuel temperature in the fuel tank 4 is high, and the pressure in the fuel tank 4 increases. As a result, it may be difficult to replenish the fuel in the fuel tank 4.

  In this regard, when the solenoid valve control mode changeover switch 33 is pressed and the control mode of the solenoid valve 28 is switched to the fuel cooling priority mode, the solenoid valve 28 is always held in the fully open state. For this reason, the amount of refrigerant flowing through the bypass passage 26 is larger than when the automatic control mode in which the electromagnetic valve 28 is automatically opened and closed is selected in accordance with the cooling state of the passenger compartment. For this reason, as much refrigerant as possible is supplied to the fuel cooling section 27, and the temperature of the fuel returned to the fuel tank 4 can be lowered more quickly than when the automatic control mode is selected. As a result, the pressure in the fuel tank 4 quickly decreases, and fuel replenishment becomes possible.

  On the other hand, when the solenoid valve control mode switching switch 33 is pressed and the control mode of the solenoid valve 28 is switched to the air cooling priority mode, the solenoid valve 28 is always kept in a fully closed state, and the amount of refrigerant flowing through the bypass passage 26 is reduced. Maintained at 0. As a result, the amount of refrigerant flowing through the bypass passage 26 is smaller than when the automatic control mode in which the solenoid valve 28 is automatically opened and closed according to the state of the passenger compartment cooling is selected, and the refrigerant flowing through the evaporator 11 is reduced. The amount increases. For this reason, the air blown into the passenger compartment 16 is quickly cooled, and the temperature of the passenger compartment 16 can be lowered more quickly than when the automatic control mode is selected.

According to the first embodiment described above, the following effects can be obtained.
(1) Since the occupant can switch the control mode of the solenoid valve 28 by pressing the solenoid valve control mode switching switch 33, air conditioning control and fuel cooling can be performed reflecting the occupant's will.

  (2) As the control mode of the solenoid valve 28, the air cooling priority mode for controlling the solenoid valve 28 to control the amount of refrigerant flowing through the bypass passage 26 is smaller than that in the automatic control mode. As a result, the temperature of the passenger compartment 16 can be lowered more quickly than when the automatic control mode is selected.

  (3) When the air cooling priority mode is selected, the solenoid valve 28 is held in a fully closed state so that the amount of refrigerant flowing through the bypass passage 26 is minimized, so that the amount of refrigerant passing through the evaporator 11 is possible. As much as possible, the air can be cooled efficiently.

  (4) Since the control mode of the solenoid valve 28 includes the fuel cooling priority mode for controlling the solenoid valve 28 so that the amount of refrigerant flowing through the bypass passage 26 is larger than that in the automatic control mode, the same mode is selected. As a result, the temperature of the fuel can be lowered more quickly than when the automatic control mode is selected. As a result, it is possible to reduce the pressure in the fuel tank 4 and create a state in which fuel can be easily replenished.

  (5) When the fuel cooling priority mode is selected, the solenoid valve 28 is kept fully open so that the amount of refrigerant flowing through the bypass passage 26 is maximized. As much as possible, the fuel can be cooled efficiently.

  (6) As a control mode of the solenoid valve 28, an automatic control mode is provided. When the mode is selected, the solenoid valve 28 is held in a fully closed state when the load of the vehicle compartment cooling is high, and the bypass passage 26 is The amount of flowing refrigerant was reduced. For this reason, the state where the load of the compartment cooling is high can be quickly eliminated, and the driving amount of the compressor 7 and the driving amount of the blower 12 can be reduced. As a result, the amount of work for driving the air conditioner is reduced, and fuel consumption can be improved.

(Second Embodiment)
Next, a second embodiment of the vehicle fuel cooling device will be described with reference to FIG. In this vehicle fuel cooling device, the control mode of the electromagnetic valve 28 in the automatic control mode is different from that in the first embodiment. Note that the configuration of the vehicle fuel cooling device and the processes in steps S31 to S33 are the same as those in the first embodiment, and therefore, common reference numerals and step numbers are given and detailed descriptions thereof are omitted.

  As shown in FIG. 5, in the automatic control mode in this embodiment, when it is determined in the process of step S32 that the compartment cooling is not in a high load state (step S32: NO), the defroster switch 19 is then turned on. It is determined whether or not there is (step S51). If it is determined that the defroster switch 19 is ON (step S51: YES), the electromagnetic valve 28 is held in a fully closed state (step S33), and this process is terminated.

On the other hand, when it is determined that the defroster switch 19 is OFF (step S51: NO), the electromagnetic valve 28 is held in a fully opened state (step S52), and this process is terminated.
Next, the operation of this embodiment will be described.

  Since the evaporator 11 has a function of condensing water vapor in the air when the air is cooled and dehumidifying it, if the dehumidifying function in the evaporator 11 is improved when the defroster switch 19 is ON, The air introduced into the chamber 16 can be dried to quickly eliminate fogging of the windshield.

  In the present embodiment, even when the compartment cooling is not in a high load state, the electromagnetic valve 28 is held in the fully closed state when the defroster switch 19 is ON. Thereby, the quantity of the refrigerant | coolant supplied to the evaporator 11 increases, and the dehumidification function of the evaporator 11 improves.

According to the second embodiment described above, the following effects can be obtained in addition to the effects (1) to (6).
(7) When the automatic control mode is selected, the electromagnetic valve 28 is held in the fully closed state when the defroster is being driven, so that the dehumidifying function of the evaporator 11 is improved and the windshield is fogged. It can be resolved quickly.

(Third embodiment)
Next, a third embodiment of the vehicle fuel cooling device will be described with reference to FIGS. This vehicle fuel cooling device is different from the above embodiments in that the odor control is performed to suppress the odor from the air conditioner. In addition, since it is the same about the structure of the fuel cooling device for vehicles, it attaches | subjects a common code | symbol and the detailed description is abbreviate | omitted.

  The evaporator 11 has a dehumidifying function as described above. For this reason, water droplets are likely to adhere to the outer peripheral surface of the evaporator 11. When the air introduced into the intake duct 13 comes into contact with the evaporator 11, mold contained in the air adheres to the evaporator 11. Since water droplets are attached to the evaporator 11, if mold or the like adheres in this way, it propagates and generates an odor. In addition, when the air conditioner is operated in a state where the intake duct 13 is full of odor, such as immediately after the engine 1 is started, the odor is particularly worrisome. In this embodiment, such odor control is performed to control the odor.

With reference to FIG. 6, the scented odor control will be described.
As shown in FIG. 6 (a), when the engine 1 is started at time t0, the drive amount of the blower 12 is set to 0, and the air from the intake duct 13 filled with odor to the vehicle interior 16 is set. Stop the installation. Moreover, as shown in FIG.6 (b), the blower outlet of the air into the compartment 16 is set to Foot. At the time t1 when a predetermined time has elapsed after the engine 1 is started, the drive amount is set to the minimum amount and the blower 12 is driven. Thus, by setting the outlet to Foot and introducing a small amount of air into the passenger compartment 16 from under the feet, the odor is less likely to be noticed. Odor generated from mold can be suppressed by covering the mold with water droplets. After time t1, air flows through the intake duct 13 and the amount of water droplets adhering to the evaporator 11 increases, so that the mold that causes odor is covered with water droplets.

  Then, after time t2 when it is estimated that water droplets adhere to the evaporator 11 and no odor due to mold occurs, the drive amount of the blower 12 is gradually increased to a desired drive amount, and the outlet switching dial Air is blown out from the outlet set by the operation 18. Occurrence of odor can be suppressed by executing such a bulky odor control.

  Next, with reference to FIG. 7, a series of processes in the automatic control mode according to the present embodiment for executing the above-described bulky odor control will be described. Since the process of step S31-step S33 is the same process as said each embodiment, a common step number is attached | subjected and the detailed description is abbreviate | omitted.

  If it is determined in the process of step S32 that the passenger compartment cooling is not in a high load state (step S32: NO), it is next determined whether or not the odor control is being executed (step S71). If it is determined in this process that the scented odor control is being executed (step S71: YES), the electromagnetic valve 28 is held in the fully closed state (step S33), and this process ends.

On the other hand, when it is determined that the odor control is not being executed (step S71: NO), the electromagnetic valve 28 is held in a fully opened state (step S72), and this process is terminated.
Next, the operation of this embodiment will be described.

It is desirable to increase the amount of water droplets adhering to the evaporator 11 quickly by increasing the amount of the refrigerant supplied to the evaporator 11 during the execution of the cloudy odor control.
In the present embodiment, when the control mode of the electromagnetic valve 28 is set to the automatic control mode, the electromagnetic valve 28 is held in the fully closed state when the scent control is being executed. For this reason, when the odor control is executed, the amount of refrigerant supplied to the evaporator 11 is increased, and the amount of water droplets attached to the evaporator 11 is increased.

According to the third embodiment described above, the following effects can be obtained in addition to the effects (1) to (6).
(8) When the automatic control mode is selected, the electromagnetic valve 28 is held in the fully closed state when the scent control is being executed. For this reason, the quantity of the water droplet adhering to the evaporator 11 can be increased rapidly, and generation | occurrence | production of an odor can be suppressed at an early stage.

(Fourth embodiment)
Next, a fourth embodiment of the vehicle fuel cooling device will be described with reference to FIG. This vehicle fuel cooling device is different from the above embodiments in that the control mode of the electromagnetic valve 28 in the automatic control mode is changed according to the set temperature of the air conditioner. The configuration of the vehicle fuel cooling device and the processes in steps S31 to S33 are the same as those in each of the above embodiments, and therefore, common reference numerals and step numbers are given and detailed descriptions thereof are omitted.

  As shown in FIG. 8, when it is determined in the process of step S32 that the passenger compartment cooling is not in a high load state (step S32: NO), next, whether or not the set temperature of the air conditioner is equal to or lower than a predetermined temperature Tk. Is determined (step S81). If it is determined that the set temperature is equal to or lower than the predetermined temperature Tk (step S81: YES), it is determined that it is desired to quickly reduce the temperature in the passenger compartment 16, and the solenoid valve 28 is fully closed. (Step S33). On the other hand, when it is determined that the set temperature is higher than the predetermined temperature Tk (step S81: NO), the electromagnetic valve 28 is held in a fully opened state (step S82), and this process is terminated.

Next, the operation of this embodiment will be described.
Even when the vehicle compartment cooling is not in a high load state, when the set temperature in the vehicle compartment 16 is set to be equal to or lower than the predetermined temperature Tk, the electromagnetic valve 28 is held in a fully closed state. For this reason, when it is desired to quickly lower the temperature in the passenger compartment 16, the ability to cool the air is automatically increased, and the air introduced into the passenger compartment 16 is rapidly cooled. .

According to the fourth embodiment described above, the following effects can be obtained in addition to the effects (1) to (6).
(9) When the automatic control mode is selected, the electromagnetic valve 28 is held in the fully closed state when the air conditioning set temperature is equal to or lower than the predetermined temperature Tk. For this reason, when it is desired to reduce the temperature in the passenger compartment 16 quickly, the air introduced into the passenger compartment 16 is quickly cooled to quickly reduce the temperature in the passenger compartment 16. be able to.

(Fifth embodiment)
Next, a fifth embodiment of the vehicle fuel cooling device will be described with reference to FIG. This vehicle fuel cooling device is different from the above embodiments in that the control mode of the electromagnetic valve 28 in the automatic control mode is changed according to the target blowing temperature (TAO) calculated by the electronic control unit 21. The configuration of the vehicle fuel cooling device and the processes in steps S31 to S33 are the same as those in each of the above embodiments, and therefore, common reference numerals and step numbers are given and detailed descriptions thereof are omitted.

  As shown in FIG. 9, when it is determined in the process of step S32 that the cabin cooling is not in a high load state (step S32: NO), it is next determined whether or not TAO is equal to or lower than a predetermined temperature Ta ( Step S91). The predetermined temperature Ta is set to an upper limit value of the temperature at which the driving amount of the compressor 7 and the blower 12 increases and the cabin cooling may be in a high load state. If it is determined that the TAO is equal to or lower than the predetermined temperature Ta (step S91: YES), it is determined that the passenger compartment cooling may be in a high load state, and the electromagnetic valve 28 is held in a fully closed state (step S33). ). On the other hand, when it is determined that TAO is higher than the predetermined temperature Ta (step S91: NO), the electromagnetic valve 28 is held in a fully opened state (step S92), and this process is terminated.

Next, the operation of this embodiment will be described.
When the TAO calculated by the electronic control unit 21 is equal to or lower than the predetermined temperature Ta, the driving amount of the compressor 7 and the driving amount of the blower 12 may increase, and the passenger compartment cooling may be in a high load state.

  In the present embodiment, even when the passenger compartment cooling is not in a high load state, the electromagnetic valve 28 is held in the fully closed state when TAO is equal to or lower than the predetermined temperature Ta. For this reason, when there exists a possibility that a vehicle compartment cooling may be in a high load state, the quantity of the refrigerant | coolant which flows into a fuel cooling part decreases, and the capability to cool air is improved.

According to the fifth embodiment described above, the following effects can be obtained in addition to the effects (1) to (6).
(10) When the automatic control mode is selected, the solenoid valve 28 is held in the fully closed state when TAO is equal to or lower than the predetermined temperature Ta. For this reason, the ability to cool air can be improved and the state where the load of the compartment cooling is relatively high can be quickly resolved. As a result, it is possible to further reduce the amount of work for driving the air conditioner while suppressing the passenger compartment cooling from becoming a high load state.

(Sixth embodiment)
Next, a sixth embodiment of the vehicle fuel cooling device will be described with reference to FIG. This vehicle fuel cooling device is different from the above embodiments in that the control mode of the electromagnetic valve 28 is changed in accordance with the outside air temperature in the automatic control mode. In addition, since the structure of the fuel cooling device for vehicles is the same as that of each said embodiment, a common code | symbol is attached | subjected and the detailed description is abbreviate | omitted.

  As shown in FIG. 10, in this process, it is first determined whether or not the air conditioner switch 17 is ON (step S31). If it is determined in this process that the air conditioner switch 17 is OFF (step S31: NO), the electromagnetic valve 28 is held in a fully closed state (step S103).

  On the other hand, if it is determined in step S31 that the air conditioner switch 17 is ON (step S31: YES), it is next determined whether or not the outside air temperature is equal to or lower than a predetermined temperature Tu (step S101). The predetermined temperature Tu is set to a lower limit value of the outside air temperature at which the evaporator 11 is not frozen by heat exchange between the outside air and the refrigerant. If it is determined that the outside air temperature is equal to or lower than the predetermined temperature Tu (step S101: YES), the evaporator 11 is frozen when the air conditioner is driven, so the air conditioner is stopped (step S102). Thereafter, the electromagnetic valve 28 is held in a fully closed state (step S103), and this process is terminated.

  If it is determined in step S101 that the outside air temperature is higher than the predetermined temperature Tu (step S101: NO), it is next determined whether or not the passenger compartment cooling is in a high load state (step S104). If it is determined that the passenger compartment cooling is in a high load state (step S104: YES), the electromagnetic valve 28 is held in a fully closed state (step S103). Note that whether or not the passenger compartment cooling is in a high load state is determined based on the same conditions as in the first embodiment.

  If it is determined in step S104 that the vehicle compartment cooling is not in a high load state (step S104: NO), the electromagnetic valve 28 is kept fully open (step S105). Exit.

Next, the operation of this embodiment will be described.
If the air conditioner is driven when the outside air temperature is equal to or lower than the predetermined temperature Tu, the evaporator 11 may be frozen. In the automatic control mode, when the outside air temperature is equal to or lower than the predetermined temperature Tu, even if the air conditioner switch 17 is ON, the air conditioner is stopped and the electromagnetic valve 28 is held in the fully closed state.

  Further, when the outside air temperature is higher than the predetermined temperature Tu, the evaporator 11 is not likely to freeze, so the air conditioner is not stopped. When the passenger compartment cooling is in a high load state, the electromagnetic valve 28 is held in a fully closed state. For this reason, when the passenger compartment cooling is in a high load state, the amount of refrigerant passing through the evaporator 11 increases, and the ability to cool the air is automatically enhanced. Thereby, the air introduced into the passenger compartment 16 is quickly cooled.

According to the sixth embodiment described above, the following effects can be obtained in addition to the effects (1) to (6).
(11) When the automatic control mode is selected, the driving of the air conditioner is stopped when the outside air temperature is equal to or lower than the predetermined temperature Tu. For this reason, it can suppress that the evaporator 11 freezes by the drive of an air conditioner.

(Seventh embodiment)
Next, a seventh embodiment of the vehicle fuel cooling device will be described with reference to FIG. This vehicle fuel cooling device is applied to a vehicle that performs idling stop control for automatically stopping / starting the engine 1. The vehicle compartment 16 has an operating state of the engine 1 as indicated by a two-dot chain line in FIG. Is provided with an eco switch 34 for switching to the energy saving mode. Since other configurations are the same as those in the above embodiments, common reference numerals are used and detailed descriptions thereof are omitted.

  As shown in FIG. 11, in this process, it is first determined whether or not the air conditioner switch 17 is ON (step S31). If it is determined in this process that the air conditioner switch 17 is OFF (step S31: NO), the electromagnetic valve 28 is held in a fully closed state (step S33), and this process ends.

  On the other hand, if it is determined in step S31 that the air conditioner switch 17 is ON (step S31: YES), it is next determined whether or not the eco switch 34 is ON (step S101). Is ON (step S111: YES), the load determination of the compartment cooling is performed by the load determination process in the eco mode (step S112). On the other hand, when the eco switch 34 is OFF (step S111: NO), the load determination of the compartment cooling is performed by the normal load determination process (step S113).

  If the process of step S112 or step S113 is executed, it is next determined whether or not the passenger compartment cooling is in a high load state (step S114). When it is determined that the passenger compartment cooling is in a high load state (step S114: YES), the electromagnetic valve 28 is held in a fully closed state (step S33). On the other hand, when it is determined in the process of step S114 that the passenger compartment cooling is not in a high load state (step S114: NO), the electromagnetic valve 28 is held in a fully opened state (step S34). When such control of the electromagnetic valve 28 is executed, this processing is terminated.

  In the normal load determination process in step S113, it is determined that the passenger compartment cooling is in a high load state when all of the above conditions (A) to (E) are satisfied. On the other hand, in the eco mode load determination process in step S112, it is determined that the passenger compartment cooling is in a high load state when all of the following conditions (f) to (n) are satisfied.

Condition (F): The outside air temperature is equal to or higher than a predetermined temperature Tg2 lower than the predetermined temperature Tg1 (Tg2 <Tg1).
Condition (g): The vehicle interior temperature is equal to or higher than a predetermined temperature Tn2 lower than the predetermined temperature Tn1 (Tn2 <Tn1).

Condition (h): The evaporator temperature is equal to or higher than a predetermined temperature Te2 lower than the predetermined temperature Te1 (Te2 <Te1).
Condition (li): The drive amount of the blower 12 is equal to or larger than a predetermined value Q2 smaller than the predetermined value Q1 (Q2 <Q1).

Condition (nu): The opening degree of the air mix damper 15 is equal to or less than a predetermined opening degree θ2 larger than the predetermined opening degree θ1 (θ2> θ1).
Next, the operation of this embodiment will be described.

When the eco mode switch is ON, the engine 1 is controlled in the energy saving mode, and it is desirable to control the air conditioner so as to improve the fuel consumption.
In the present embodiment, when the eco mode switch is ON, the high load determination condition for the vehicle compartment cooling is relaxed compared to when the switch is OFF, and the vehicle compartment cooling is in a high load state. Judgment is easily made. In other words, even when the eco-mode switch is OFF, even when the cabin cooling is not determined to be in a high load state, the determination is made so that it is determined to be in a high load state when the eco-mode switch is ON. The condition is changed. When it is determined that the passenger compartment cooling is in a high load state, the electromagnetic valve 28 is held in a fully closed state, and control is performed so that the refrigerant does not flow into the fuel cooling unit 27. Therefore, when the engine 1 is driven in the eco mode, the period during which the electromagnetic valve 28 is held in the fully closed state is longer than when the engine 1 is not operating, and the amount of refrigerant flowing through the fuel cooling unit 27 is reduced. Therefore, the amount of refrigerant passing through the evaporator 11 is increased, and the ability to cool the air is automatically increased. Therefore, the driving amount of the compressor 7 necessary for lowering the temperature in the passenger compartment 16 to a desired temperature is reduced. Can be reduced.

According to the seventh embodiment described above, in addition to the effects (1) to (6), the following effects can be obtained.
(12) When the automatic control mode is selected, when the engine 1 is driven in the eco mode, it is easy to determine that the passenger compartment cooling is in a high load state, so the solenoid valve 28 is held in a fully closed state. The period of time increases. Therefore, the fuel consumption can be further improved by reducing the drive amount of the compressor 7.

(Eighth embodiment)
Next, an eighth embodiment of the vehicle fuel cooling device will be described with reference to FIGS. This vehicle fuel cooling device is applied to a hybrid vehicle including an engine and a motor as drive sources.

  As shown in FIG. 12, the vehicle is provided with an engine 1 as a drive source. A vehicle compartment 16 is provided on the vehicle rear side of the engine 1. An air outlet 35 of the air conditioner is provided in a portion of the passenger compartment 16 on the front side of the vehicle.

  Further, a battery housing chamber 36 is provided in a portion of the vehicle on the vehicle rear side with respect to the vehicle compartment 16. The battery storage chamber 36 stores a battery 37 for driving a motor as a drive source. The battery housing chamber 36 and the vehicle compartment 16 communicate with each other through an air suction hole 38. Further, an air discharge hole 39 for discharging the air in the battery storage chamber 36 to the outside of the vehicle is provided behind the battery storage chamber 36. The air discharge hole 39 opens when the air intake mode to the intake duct 13 in the air conditioner is set to the outside air intake mode for taking in outside air.

  In such a hybrid vehicle, air is introduced from the vehicle compartment 16 into the battery housing chamber 36 through the air suction hole 38, and the battery 37 is cooled by this air. When the temperature of the battery 37 rises, the electronic control unit 21 executes air conditioning linkage control. In the air conditioning linkage control, the temperature of the air introduced into the battery housing chamber 36 is lowered by lowering the temperature in the passenger compartment 16 by the air conditioner, and the cooling efficiency of the battery 37 is increased. In this control, the outside air intake mode 39 is set to open the air discharge hole 39 so that the air in the passenger compartment 16 easily flows from the front of the vehicle to the rear of the vehicle.

  Thus, in the air conditioning linkage control, the outside air having a higher temperature than the air in the passenger compartment 16 is cooled by the evaporator 11, so that it is necessary to increase the amount of refrigerant supplied to the evaporator 11, and drive the compressor 7. The amount increases. In such a case, if the solenoid valve 28 is opened and the refrigerant flows into the fuel cooling unit 27, the amount of the refrigerant supplied to the evaporator 11 is reduced, so that the temperature in the passenger compartment 16 is quickly reduced. The battery 37 may be difficult to cool. Moreover, since the drive amount of the compressor 7 increases, fuel consumption deteriorates.

Therefore, in this embodiment, the electromagnetic valve is controlled as shown in FIG. 13 in the automatic control mode.
As shown in FIG. 13, in this automatic control mode, it is first determined whether or not the air conditioner switch 17 is ON (step S131). If it is determined in this process that the air conditioner switch 17 is OFF (step S131: NO), the air conditioner is not driven and the air conditioning linkage control is not executed, so the electromagnetic valve 28 is fully closed. This is held (step S133), and this process is terminated.

  On the other hand, if it is determined in step S131 that the air conditioner switch 17 is ON (step S131: YES), it is determined whether or not the air conditioning cooperation control is being executed (step S132). If it is determined that it is being executed (step S132: YES), the electromagnetic valve 28 is held in a fully closed state (step S133). On the other hand, when it determines with air-conditioning cooperation control not being performed in the process of step S132 (step S132: NO), the solenoid valve 28 is hold | maintained at a full open state (step S134). When such control of the electromagnetic valve 28 is executed, this processing is terminated.

Next, the operation of this embodiment will be described.
During the execution of the air conditioning cooperation control, the solenoid valve 28 is held in the fully closed state, and control is performed so that the refrigerant does not flow into the fuel cooling unit 27. For this reason, the quantity of the refrigerant | coolant supplied to the evaporator 11 increases as much as possible, and the temperature of the air introduce | transduced into the compartment 16 falls rapidly. As a result, the temperature of the battery 37 quickly decreases. Further, the driving amount of the compressor 7 is reduced as compared with the case where the electromagnetic valve 28 is opened during the execution of the air conditioning cooperation control.

According to the eighth embodiment described above, the following effects can be obtained in addition to the effects (1) to (5).
(13) When the automatic control mode is selected, the electromagnetic valve 28 is held in the fully closed state when the air conditioning linkage control is being executed. For this reason, the ability to cool air is automatically enhanced during the execution of the air conditioning linkage control, and the battery 37 can be quickly cooled. In addition, the drive amount of the compressor 7 can be reduced and fuel consumption can be improved as compared with the case where the solenoid valve 28 is opened during the execution of the air conditioning cooperation control.

(Ninth embodiment)
Next, a ninth embodiment of the vehicle fuel cooling device will be described with reference to FIGS. This vehicle fuel cooling device is different from the above embodiments in the control mode of the electromagnetic valve 28 in the automatic control mode. In addition, since the structure of the fuel cooling device for vehicles is the same as that of the said 1st-7th embodiment, the same code | symbol is attached | subjected and the detailed description is abbreviate | omitted.

  As shown in FIG. 14, in this process, first, it is determined whether or not the pressure in the fuel tank 4 is equal to or higher than a predetermined pressure Ps (step S1401). Here, when the pressure in the fuel tank 4 is equal to or higher than the predetermined pressure Ps, it can be determined that the safety valve 6 provided in the fuel tank 4 may be activated. On the other hand, when the pressure in the fuel tank 4 is less than the predetermined pressure Ps, it can be determined that there is no possibility that the safety valve 6 operates. If it is determined in this process that the pressure in the fuel tank 4 is equal to or higher than the predetermined pressure Ps (step S11401: YES), it is next determined whether or not the air conditioner switch 17 is ON (step S1402). If the air conditioner switch 17 is ON (step S1402: YES), the electromagnetic valve 28 is held fully open (step S1404), and this process is terminated.

  On the other hand, if the air conditioner switch 17 is OFF (step S1402: NO), the air conditioner is driven (step S1403), the electromagnetic valve 28 is held fully open (step S1404), and this process is terminated.

  If it is determined in step S1401 that the pressure in the fuel tank 4 is less than the predetermined pressure Ps (step S1401: NO), it is next determined whether the air conditioner switch 17 is ON. (Step S1405). If it is determined that the air conditioner switch 17 is OFF (step S1405: NO), the electromagnetic valve 28 is held in a fully closed state (step S1407), and this process is terminated.

  On the other hand, if it is determined that the air conditioner switch 17 is ON (step S1405: YES), it is next determined whether or not the fuel temperature in the fuel tank 4 is equal to or lower than a predetermined temperature Tf (step S1406). The predetermined temperature Tf is set to a lower limit value of the fuel temperature at which the fuel can be sufficiently atomized when injected from the fuel injection valve 2, and when the fuel temperature is equal to or lower than the predetermined temperature Tf. There is a possibility that the fuel becomes supercooled and the combustibility is deteriorated. If it is determined that the fuel temperature is equal to or lower than the predetermined temperature Tf (step S1406: YES), the electromagnetic valve 28 is held in a fully closed state (step S1407), and this process is terminated. On the other hand, if the fuel temperature is higher than the predetermined temperature Tf (step S1406: NO), it is determined whether a fuel replenishment condition is satisfied (step S1408).

Next, with reference to FIG. 15, the determination process of the fuel replenishable condition will be described.
If the pressure in the fuel tank 4 becomes higher than the filling pressure when the LPG is replenished, it becomes impossible to replenish the fuel in the fuel tank 4. Since the LPG filling pressure in the stand for replenishing the LPG varies from region to region, even in regions where the LPG filling pressure is sufficiently high, the fuel tank 4 is replenished even if the pressure in the fuel tank 4 increases. can do. On the other hand, in an area where the LPG filling pressure is low, the fuel returned to the fuel tank 4 when the pressure inside the fuel tank 4 is high cannot be replenished unless the pressure inside the fuel tank 4 is lowered by cooling.

  Therefore, in this process, first, based on the area data stored in advance in the solenoid valve control unit 29, whether or not the current position is within an area where the LPG filling pressure is sufficiently high and fuel cooling is not required when refueling. Is determined (step S151). The current position can be calculated based on GPS information. If it is determined that the current position is within an area where fuel cooling is not required at the time of fuel replenishment (step S151: YES), it is determined that a fuel replenishable condition is satisfied (step S152).

  On the other hand, if it is determined that the current position is not in an area where fuel cooling is not required when fuel is replenished (step S151: NO), the fuel filling pressure in the area where the vehicle is located next is the pressure in the fuel tank 4. It is determined whether or not the following is true (step S153). And when it determines with the pressure in the fuel tank 4 being below the filling pressure of the area where the vehicle is located (step S153: YES), it determines with the fuel replenishment possible conditions being satisfied (step S153). S152). On the other hand, when the pressure in the fuel tank 4 is higher than the filling pressure in the area where the vehicle is located (step S153: NO), it is determined that the fuel replenishment condition is not satisfied (step S154).

  Then, as shown in FIG. 14, when the fuel replenishment condition is satisfied (step S1408: YES), the electromagnetic valve 28 is held in the fully closed state (step S1407), and this process is terminated. If the fuel replenishment condition is not satisfied (step S1408: NO), fuel cooling is required when fuel is replenished. Therefore, the remaining amount of fuel in the fuel tank 4 is equal to or greater than the predetermined amount α. It is determined whether or not (step S1409). Here, the predetermined amount α is a value set to determine whether or not it is necessary to replenish the fuel in the fuel tank 4, and is set to 30 L, for example. Even if the fuel replenishment condition is not satisfied (step S1408: NO), if the fuel replenishment is not necessary (step S1409: YES), the electromagnetic valve 28 is held in the fully closed state (step S1407). The process ends.

  On the other hand, when it is determined that the remaining fuel amount is less than the predetermined amount α (step S1409: NO), it is next determined whether or not the passenger compartment cooling is in a high load state (step S1410). If it is determined that the cooling is in a high load state (step S1410: YES), the electromagnetic valve 28 is held in a closed state (step S1407), and this process is terminated.

  If it is determined in step S1410 that the compartment cooling is not in a high load state (step S1410: NO), the electromagnetic valve 28 is held in a fully open state (step S1411), and this process is terminated.

Next, the operation of this embodiment will be described.
In the present embodiment, when the pressure in the fuel tank 4 is equal to or higher than a predetermined pressure Ps at which the safety valve 6 may operate, the air conditioner is driven and the electromagnetic valve 28 is kept fully open. As a result, the amount of refrigerant flowing in the bypass passage 26 is increased as much as possible, and the cooling efficiency of the fuel returned to the fuel tank 4 is increased. For this reason, the fuel temperature in the fuel tank 4 decreases and the pressure in the fuel tank 4 decreases. Therefore, the operation of the safety valve 6 is suppressed, and leakage of fuel in the fuel tank 4 is suppressed.

  Further, when there is a possibility that the fuel is supercooled, the solenoid valve 28 is held in the fully closed state. Thereby, the quantity of the refrigerant | coolant which flows into the fuel cooling part 27 reduces, and it suppresses that the temperature in the fuel tank 4 falls excessively. For this reason, when the fuel is injected, the fuel can be sufficiently atomized, and deterioration of the combustibility of the fuel can be suppressed.

  Further, when the fuel replenishable condition is satisfied, the electromagnetic valve 28 is held in the fully closed state. Further, when the fuel replenishment condition is not satisfied and the fuel replenishment is not necessary, the electromagnetic valve 28 is held in the fully closed state. The solenoid valve 28 is held in the fully open state only when fuel cooling is required when fuel is replenished and fuel replenishment is necessary. For this reason, a solenoid valve can be controlled more efficiently according to the actual situation.

  Further, when the passenger compartment cooling is in a high load state, the electromagnetic valve 28 is held in a fully closed state, and the ability to cool air is automatically enhanced. As a result, the state where the load of the passenger compartment cooling is high is quickly eliminated.

According to the ninth embodiment described above, the following effects can be obtained in addition to the effects (1) to (6).
(14) When the automatic control mode is selected as the control mode of the solenoid valve 28, the solenoid valve 28 is fully opened so as to increase the amount of refrigerant flowing through the bypass passage 26 when the pressure in the fuel tank 4 is high. I tried to keep it. For this reason, the higher the pressure in the fuel tank 4, the higher the ability to cool the fuel automatically, and the pressure in the fuel tank 4 can be quickly reduced. Accordingly, an excessive increase in the pressure in the fuel tank 4 is suppressed.

(Tenth embodiment)
Next, a tenth embodiment of the vehicle fuel cooling device will be described with reference to FIG. This vehicle fuel cooling device is different from the above embodiments in the control mode of the electromagnetic valve 28 when the control mode of the electromagnetic valve 28 is set to the air cooling priority mode. The configuration of the vehicle fuel cooling device and the processes in steps S21 to S26 and S29 are the same as those in the first to seventh embodiments and the ninth embodiment. The detailed description is omitted.

  As shown in FIG. 16, when the air cooling priority mode is set (step S25: YES) and the air conditioner is driven (step S26: YES), the pressure in the fuel tank 4 is then set to a predetermined pressure. It is determined whether it is Ps or more (step S161). Here, when the pressure in the fuel tank 4 is equal to or higher than the predetermined pressure Ps, it can be determined that the safety valve 6 may be activated. On the other hand, when the pressure in the fuel tank 4 is less than the predetermined pressure Ps, it can be determined that there is no possibility that the safety valve 6 operates. If it is determined in this process that the pressure in the fuel tank 4 is equal to or higher than the predetermined pressure Ps (step S161: YES), the electromagnetic valve 28 is held in a fully open state (step S23), and this process ends.

  On the other hand, when it is determined that the pressure in the fuel tank 4 is less than the predetermined pressure Ps (step S161: NO), the electromagnetic valve 28 is held in a fully closed state (step S27), and this process is terminated.

Next, the operation of this embodiment will be described.
Even when the air cooling mode is selected as the control mode of the solenoid valve 28, if the pressure in the fuel tank 4 is high enough for the safety valve 6 to operate, the solenoid valve 28 is kept fully open. As a result, the refrigerant is supplied to the fuel cooling section 27 through the bypass passage 26, and the pressure in the fuel tank 4 decreases.

According to the tenth embodiment described above, the following effects can be obtained in addition to the effects (1) to (6).
(15) Even when the air cooling mode is selected, when the pressure in the fuel tank 4 is equal to or higher than the predetermined pressure Ps at which the safety valve 6 may operate, the electromagnetic valve 28 is kept fully open. did. For this reason, it can suppress that the pressure in the fuel tank 4 falls and the fuel in the fuel tank 4 leaks with the action | operation of the safety valve 6. FIG.

(Other embodiments)
In addition, the following elements can be changed in common with each of the above embodiments.
In the seventh embodiment, a vehicle that performs idling stop control is described as an example of a vehicle that includes the eco switch 34. However, if the vehicle includes the eco switch 34, for example, the vehicle may be applied to another vehicle such as a hybrid vehicle. Forms may be applied.

  Only the seventh embodiment has been described as an example in which the vehicle fuel cooling device is applied to a vehicle that performs idling stop control. However, other embodiments may be applied to a vehicle that performs idling stop control.

-Although only 8th Embodiment was shown as an example which applied the fuel cooling device for vehicles to the hybrid vehicle, you may apply other embodiment to a hybrid vehicle.
In each of the above embodiments, it is determined that the vehicle compartment cooling is in a high load state when all of the conditions (A) to (E) are satisfied in the processes of steps S32, S113, and S1410. The conditions for determining that can be changed as appropriate. For example, the vehicle compartment cooling may be determined to be in a high load state when one or more of the conditions (A) to (E) are satisfied. Moreover, you may make it determine the load state of a compartment cooling based on conditions different from conditions (A)-(E).

  In the seventh embodiment, it is determined that the vehicle compartment cooling is in a high load state when all of the conditions (f) to (nu) are satisfied in the process of step S112, but compared with the process in step S1410. If it becomes easier to determine that the load is high, the determination condition may be changed as appropriate. For example, the vehicle compartment cooling may be determined to be in a high load state when one or more of the conditions (f) to (nu) are satisfied. Moreover, you may make it determine the load state of a compartment cooling based on conditions different from conditions (f)-(nu).

  In the ninth embodiment, the process of step S1410 in FIG. 14 may be omitted. That is, if it is determined in step S1409 that the remaining fuel amount is equal to or less than the predetermined amount α (step S1409: NO), the solenoid valve is held fully open (step S1411), and the process is terminated. It may be. Even if it is such a structure, the effect similar to said (1)-(5) and (14) can be acquired.

  In the ninth embodiment, if up to three of the processes in steps S1401, S1406, S1408, and S1409 in FIG. In the case where the process of step S1406 is omitted, if it is determined in the process of step S1405 that the air conditioner switch is ON, the process may proceed to step S1408 and subsequent steps. Even if it is such a structure, the effect similar to said (1)-(6) can be acquired.

  In each of the above embodiments, in the automatic control mode, the electromagnetic valve 28 is held in the fully closed state or the fully opened state. However, the opening degree of the electromagnetic valve 28 is controlled to an opening degree other than the fully closed and fully opened state. May be. For example, in the processing of steps S32, S113, and S1410, the opening degree of the solenoid valve 28 may be decreased as the number of conditions established among the conditions (A) to (E) increases. That is, the opening degree of the electromagnetic valve 28 may be reduced as the load on the passenger compartment cooling is higher. Further, in the process of step S1401, the opening degree of the solenoid valve may be increased as the pressure in the fuel tank 4 is higher.

  In each of the above embodiments, if the amount of refrigerant flowing through the bypass passage 26 is minimized when the electromagnetic valve 28 is fully closed, the refrigerant flows into the bypass passage 26 when the solenoid valve 28 is fully closed. The amount of refrigerant may be greater than zero.

  In each of the above embodiments, in the fuel cooling mode, the electromagnetic valve 28 is held in the fully open state. However, if the amount of refrigerant flowing through the bypass passage 26 is smaller than that in the automatic control mode, the electromagnetic valve 28 is You may hold | maintain in states other than a fully open state. In the air cooling mode, the electromagnetic valve 28 is held in the fully closed state. However, if the amount of refrigerant flowing through the bypass passage 26 is larger than that in the automatic control mode, the electromagnetic valve 28 is not in the fully closed state. You may hold | maintain in the state of.

  In each of the above embodiments, an example in which the control mode of the electromagnetic valve 28 is switched in three modes has been shown. For example, the control mode of the electromagnetic valve 28 is switched in two modes, or switched in four or more modes. You may do it.

  In each of the above-described embodiments, the control mode of the solenoid valve 28 is sequentially switched every time the solenoid valve control mode changeover switch 33 is pressed. For example, three switches corresponding to each control mode are provided, and any one of them is provided. The control mode may be switched by pressing two switches.

  In each of the above embodiments, the electromagnetic valve control mode switching switch 33 has been described as an example of a device for switching the control mode of the electromagnetic valve control unit 29. However, the device for switching the control mode of the electromagnetic valve 28 is limited to such a device. Absent. For example, a touch panel type operation unit may be provided, and the control mode may be switched by touching and selecting an icon corresponding to each mode displayed on the operation unit. Further, a non-contact type operation panel may be provided, and the control mode may be switched by an operation such as holding a hand. In short, any device capable of switching the control mode according to the will of the occupant may be used.

  -The arrangement | positioning position of the solenoid valve 28 in each said embodiment may be suitably changed, if the quantity of the refrigerant | coolant which flows through the bypass path 26 can be adjusted. For example, an electromagnetic valve may be provided at a connection portion between the bypass passage 26 and the refrigerant circulation path. In this case, a three-way valve may be employed as the solenoid valve, and the solenoid valve may be controlled so that the entire amount of refrigerant flows through the bypass passage 26 when the fuel cooling priority mode is selected.

In each of the above embodiments, an example in which LPG is used as the fuel has been described, but other fuels such as compressed natural gas (CNG) and shale gas may be used.
Next, the technical idea that can be grasped from each of the embodiments and the modifications thereof will be described below together with the effects thereof.

  (A) A vehicle fuel cooling device that cools fuel by using a part of the refrigerant of the vehicle air conditioner, and is connected to a refrigerant circulation path of the vehicle air conditioner, and a part of the refrigerant is used for the vehicle air conditioner. A bypass passage that bypasses and circulates the air cooling section in the apparatus, a fuel cooling section that is provided in the bypass passage and cools the fuel by heat exchange with the refrigerant flowing in the bypass passage, and the amount of refrigerant flowing in the bypass passage An electromagnetic valve for adjusting the electromagnetic valve, and a control unit for controlling the electromagnetic valve, wherein the control unit controls the electromagnetic valve to reduce the amount of refrigerant flowing through the bypass passage as the load on the passenger compartment cooling is higher. Vehicle fuel cooling device to be controlled.

  According to the said structure, the quantity of the refrigerant | coolant which passes an air cooling part increases, so that the load of a compartment cooling is high, and the capability to cool air is improved automatically. For this reason, the temperature of the passenger compartment can be quickly lowered, and a state in which the load of the passenger compartment cooling is high can be quickly eliminated. Therefore, the amount of driving of the compressor, the amount of driving of the blower, and the like are reduced, and the amount of work for driving the air conditioner is reduced, so that fuel efficiency can be improved.

  DESCRIPTION OF SYMBOLS 1 ... Engine, 2 ... Fuel injection valve, 3 ... Fuel supply passage, 4 ... Fuel tank, 5 ... Return passage, 6 ... Safety valve, 7 ... Compressor, 8 ... Condenser, 9 ... Receiver, 10 ... Expansion valve, 11 ... Evaporator , 12 ... Blower, 13 ... Intake duct, 14 ... Heater core, 15 ... Air mix damper, 16 ... Cab, 17 ... Air conditioner switch, 18 ... Air outlet switching dial, 19 ... Defroster switch, 20 ... Temperature setting switch, 21 DESCRIPTION OF SYMBOLS ... Electronic control part, 22 ... Vehicle interior temperature sensor, 23 ... Outside temperature sensor, 24 ... Solar radiation sensor, 25 ... Evaporator temperature sensor, 26 ... Detour passage, 27 ... Fuel cooling part, 28 ... Solenoid valve, 29 ... Solenoid valve Control part 30 ... Pressure sensor 31 ... Fuel temperature sensor 32 ... Fuel amount sensor 33 ... Solenoid valve control mode Toggles switch, 34 ... eco switch, 35 ... air outlet, 36 ... battery housing space, 37 ... battery, 38 ... air suction hole, 39 ... air vent hole.

Claims (11)

A vehicle fuel cooling device that cools fuel using a part of the refrigerant of a vehicle air conditioner,
A bypass path connected to a refrigerant circulation path of the vehicle air conditioner and circulating a part of the refrigerant by bypassing an air cooling unit in the vehicle air conditioner;
A fuel cooling section that is provided in the bypass path and cools the fuel returned to the fuel tank by heat exchange with the refrigerant flowing through the bypass path;
A solenoid valve for adjusting the amount of refrigerant flowing through the bypass passage;
A control unit for controlling the solenoid valve;
A switching device for switching the control mode of the solenoid valve by the control unit ,
The control unit is a switchable control mode,
Automatic control mode to change the opening of the solenoid valve according to the state of the passenger compartment cooling;
And a fuel cooling priority mode for controlling the electromagnetic valve so that the amount of refrigerant flowing through the bypass passage is larger than that in the automatic control mode . The control unit is a switchable control mode,
Automatic control mode to control the solenoid valve according to the state of the passenger compartment cooling;
The vehicle fuel cooling device according to claim 1, further comprising: an air cooling priority mode that controls the electromagnetic valve so that an amount of refrigerant flowing through the bypass passage is smaller than that in the automatic control mode. The vehicular fuel cooling device according to claim 2, wherein when the air cooling priority mode is selected, the control unit controls the electromagnetic valve so that the amount of refrigerant flowing through the bypass passage is minimized. The vehicle according to any one of claims 1 to 3 , wherein when the fuel cooling priority mode is selected, the control unit controls the solenoid valve so that the amount of refrigerant flowing through the bypass passage is maximized. Fuel cooling system. Wherein, when the automatic control mode is selected, any one of claims 1 to 4 for controlling the solenoid valve so as to reduce the amount of refrigerant flowing through the bypass passage higher the load of the passenger compartment cooling The fuel cooling device for a vehicle according to one item.   A vehicle fuel cooling device that cools fuel using a part of the refrigerant of a vehicle air conditioner,
  A bypass path connected to a refrigerant circulation path of the vehicle air conditioner and circulating a part of the refrigerant by bypassing an air cooling unit in the vehicle air conditioner;
  A fuel cooling section that is provided in the bypass path and cools the fuel returned to the fuel tank by heat exchange with the refrigerant flowing through the bypass path;
  A solenoid valve for adjusting the amount of refrigerant flowing through the bypass passage;
  A control unit for controlling the solenoid valve;
  A switching device for switching the control mode of the solenoid valve by the control unit,
  The control unit is a switchable control mode,
  An automatic control mode for controlling the solenoid valve according to the state of the fuel tank;
  And an air cooling priority mode for controlling the solenoid valve so that the amount of refrigerant flowing through the bypass passage is smaller than that in the automatic control mode.
  Vehicle fuel cooling device. The vehicular fuel cooling device according to claim 6 , wherein when the air cooling priority mode is selected, the control unit controls the electromagnetic valve so that the amount of refrigerant flowing through the bypass passage is minimized. The control unit is a switchable control mode,
Before SL automatic control mode vehicular fuel cooling device according to claim 6 or 7 comprising a fuel cooling priority mode for controlling said solenoid valve such that many amount of the refrigerant flowing through the bypass passage than. A vehicle fuel cooling device that cools fuel using a part of the refrigerant of a vehicle air conditioner,
A bypass path connected to a refrigerant circulation path of the vehicle air conditioner and circulating a part of the refrigerant by bypassing an air cooling unit in the vehicle air conditioner;
A fuel cooling section that is provided in the bypass path and cools the fuel returned to the fuel tank by heat exchange with the refrigerant flowing through the bypass path;
A solenoid valve for adjusting the amount of refrigerant flowing through the bypass passage;
A control unit for controlling the solenoid valve;
A switching device for switching the control mode of the solenoid valve by the control unit,
The control unit is a switchable control mode,
An automatic control mode for controlling the solenoid valve according to the state of the fuel tank;
And a fuel cooling priority mode for controlling the solenoid valve so that the amount of refrigerant flowing through the bypass passage is larger than that in the automatic control mode.
Car dual fuel cooling system. The vehicular fuel cooling device according to claim 8 or 9, wherein when the fuel cooling priority mode is selected, the control unit controls the electromagnetic valve so that the amount of refrigerant flowing through the bypass passage is maximized. Wherein, when the automatic control mode is selected, any one of claims 6-10 for controlling the solenoid valve to increase the amount of refrigerant pressure in the fuel tank flows through higher the bypass passage The fuel cooling device for a vehicle according to one item.