JP6513403B2 - Vehicle control device - Google Patents

Description

  The present invention automatically shuts off the air conditioner and the engine automatically when the predetermined engine stop condition is satisfied, and restarts the automatically stopped engine when the predetermined engine restart condition is satisfied. The invention relates to a control device for a vehicle with a control device, in particular to the technical field of control of a compressor of an air conditioner.

  2. Description of the Related Art In the related art, it has been known to automatically stop (idle stop) an engine mounted on a vehicle when the vehicle is stopped waiting for a signal or the like for the purpose of improving fuel consumption and reducing exhaust gas emission. In such a vehicle, the engine is automatically stopped when, for example, a brake pedal depression operation is performed and a predetermined engine stop condition such that the vehicle speed becomes 0 is satisfied, and then, for example, the brake pedal depression is performed. When a predetermined engine restart condition such as release or depression of an accelerator pedal is satisfied, the automatically stopped engine is restarted.

  On the other hand, the above-mentioned vehicle is usually provided with an air conditioner which air-conditions the vehicle interior of the vehicle. This air conditioner usually has a heat exchanger to which a refrigerant is supplied, and a compressor which supplies the refrigerant to the heat exchanger, and the air passing through the heat exchanger is supplied to the heat exchanger The air is cooled by the heat exchange and blown into the vehicle compartment, whereby the air conditioning of the vehicle interior is performed.

  Further, in recent years, a heat exchanger having a cold storage agent may be used as a heat exchanger of an air conditioner (see, for example, Patent Document 1). By storing the cold heat of the refrigerant supplied to the heat exchanger in the heat storage agent, even if the engine is then automatically stopped and the compressor is stopped, the cooling of the vehicle compartment is performed by the cold heat for a certain period of time As a result, the automatic shut down time of the engine becomes longer.

JP, 2010-234836, A

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

  Further, it may be considered that the temperature at which the compressor is turned off is changed depending on the temperature outside the vehicle (outside air temperature), the temperature inside the vehicle room (inside air temperature), or the like. That is, weak cooling is sufficient when the outside air temperature is low or when the difference between the set temperature by the occupant and the inside air temperature is small, so the temperature at which the compressor is turned off is set high. It is possible to shorten the time, reduce the load on the engine, and further improve the fuel consumption.

  The higher the temperature at which the compressor is turned off, the higher the effect of improving the fuel efficiency. However, when the temperature at which the compressor is turned off becomes higher than the melting point of the heat storage agent of the heat exchanger, the latent heat As the cold storage utilizing the cold storage can not be performed, the amount of cold heat that can be stored in the cold storage material is significantly reduced, and as a result, the effect of providing the cold storage material is reduced.

  Then, although the method which makes the temperature which turns off a compressor not to exceed the melting point of a cool storage agent uniformly is considered, in that case, it operates a compressor more than necessary at the time of weak cooling mentioned above As a result, it becomes difficult to improve fuel efficiency.

  The present invention has been made in view of such a point, and an object of the present invention is to change the temperature at which the compressor is turned off to shorten the operation time of the compressor according to the cooling demand. In a situation where cold storage is necessary, it is possible to sufficiently store cold heat in the cold-storage agent to enhance the effect by providing the cold-storage agent, to prolong the automatic stop time of the engine and to improve the fuel efficiency.

  In order to achieve the above object, the present invention assumes that the temperature at which the compressor is turned off is higher than the melting point of the cold storage agent when it is estimated that the degree of cooling required for cooling the vehicle interior is low. When the controller detected that the engine was restarted, the temperature at which the compressor was turned off was made to be equal to or lower than the melting point of the cold storage for a predetermined period.

The first invention is
A cooling heat exchanger for cooling air blown into a vehicle compartment of the vehicle by heat exchange with a refrigerant supplied from a compressor driven by an engine of the vehicle; a heat storage agent for storing cold heat of the refrigerant supplied from the compressor; An engine automatic stop control for automatically stopping the engine when a predetermined engine stop condition is satisfied, and for restarting the automatically stopped engine when a predetermined engine restart condition is satisfied. And a control device of a vehicle provided with the device,
A temperature condition detection unit that detects a temperature condition of the cooling heat exchanger; and a cooling demand degree estimation unit that estimates a cooling demand degree of the vehicle interior,
The air conditioner includes a heating heat exchanger for heating the blown air, and an air mix door for changing the amount of air passing through the cooling heat exchanger and the heating heat exchanger.
The control device operates the compressor when the temperature detected by the temperature state detection unit becomes equal to or higher than a first predetermined temperature, and the temperature detected by the temperature state detection unit is the first predetermined temperature When the second predetermined temperature lower than the second predetermined temperature is reached, the compressor is stopped, and when it is estimated by the cooling request degree estimation unit that the cooling request degree of the vehicle compartment is low, the cooling request degree is estimated high In comparison, the second predetermined temperature is configured to be higher than the melting point of the cold accumulating agent,
When the control device further detects that the engine has been restarted by the automatic engine stop control device, the second predetermined temperature is stored for the second predetermined temperature regardless of the result of estimation by the cooling demand degree estimation unit for a predetermined period. Control is performed to set the melting point below the melting point of the agent , and the frequency of the air mix door flowing air to the cooling heat exchanger and not to flow to the heating heat exchanger is detected Control is performed to set the second predetermined temperature to a temperature equal to or lower than the melting point of the cool storage agent when it is detected that the frequency has become equal to or higher than the predetermined frequency .

  According to this configuration, the compressor starts operating when the temperature detected by the temperature state detection unit becomes equal to or higher than the first predetermined temperature, so low temperature refrigerant is supplied to the cooling heat exchanger, and cold storage Cold heat is stored in the agent. Then, when the temperature detected by the temperature state detection unit reaches the second predetermined temperature, the compressor is stopped. Since cold heat is stored in the cold-storage agent, it becomes possible to cool the vehicle interior by discharging the cold even if the engine is automatically stopped.

  Further, when it is estimated by the cooling demand degree estimation unit that the cooling demand degree of cooling of the vehicle compartment is low, the temperature at the time of stopping the compressor, that is, the second As the predetermined temperature rises, the operating time of the compressor is shortened. This reduces the load on the engine. At this time, since the temperature at the time of stopping the compressor is higher than the melting point of the cold accumulating agent, it is possible to further shorten the operating time of the compressor.

  Then, when the engine is restarted by the engine automatic stop control device, the temperature at the time of stopping the compressor is made equal to or lower than the melting point of the cold accumulating agent. Immediately after the engine restarts, the compressor has also stopped, so the amount of cold heat stored in the cold storage material is greatly reduced, and it is thought that cold storage is necessary, but in this case the compressor By setting the temperature at the time of stopping the temperature below the melting point of the cold-storage agent, a sufficient amount of cold heat will be stored in the cold-storage agent, and then cooling of the passenger compartment may be performed even if the engine is automatically stopped. It will be possible. Since the period when the temperature at which the compressor is stopped is below the melting point of the cold storage agent is only for a predetermined period, after the predetermined period has elapsed, it is estimated that the cooling request rate for cooling the vehicle interior is low as described above. When the engine is stopped, the temperature at which the compressor is stopped is increased, so that the operation time of the compressor as a whole is shortened and the load on the engine is reduced.

Also , the fact that the air mix door is in a state where it allows air to flow to the cooling heat exchanger and not to flow to the heating heat exchanger means that cold heat is required. If the frequency is above a predetermined level, it is estimated that cold heat is required more strongly as a situation. In this case, by setting the second predetermined temperature at which the compressor is to be stopped below the melting point of the cold-storage agent, a sufficient amount of cold heat is stored in the cold-storage agent, which is suitable for the situation. Control can be performed.

A second invention relates to the first invention,
The cooling demand degree estimation unit is characterized in that it is configured to estimate the degree of demand for cooling of the passenger compartment based on at least the temperature outside the passenger compartment and the temperature inside the passenger compartment.

  According to this configuration, for example, when the temperature outside the vehicle compartment is high or when the temperature inside the vehicle compartment is high, it can be estimated that the degree of demand for cooling of the vehicle interior is high, and when the temperature outside the vehicle compartment is low In the case where the temperature of the vehicle is low, it can be estimated that the required degree of cooling of the vehicle interior is low.

  According to the first aspect of the invention, the compressor is operated when the temperature detected by the temperature state detection unit becomes equal to or higher than the first predetermined temperature, and the second predetermined temperature lower than the first predetermined temperature is reached. Since the second predetermined temperature is made higher than the melting point of the cold storage agent when the compressor is stopped and the degree of cooling required for cooling the vehicle interior is estimated to be low, the compressor operation time is set to the cooling required degree. It can be shortened according to. Then, when the automatic engine stop control device detects that the engine has been restarted, the second predetermined temperature is kept below the melting point of the cold storage agent for a predetermined period, so when cold storage is necessary, It is possible to sufficiently store cold, to enhance the effect of providing a cold storage agent, to extend the automatic stop time of the engine for a long time, and to improve the fuel consumption.

Also , the frequency at which the air mix door flows air to the cooling heat exchanger and prevents air from flowing to the heating heat exchanger was detected, and it was detected that the frequency became more than a predetermined level. Since the control to set the second predetermined temperature below the melting point of the cold storage agent is performed when the second predetermined temperature is performed, the control suitable for the situation can be performed, and the comfort of the occupant and the improvement of the fuel consumption can be enhanced. It is compatible.

According to the second aspect of the invention, the cooling demand degree estimation unit estimates the degree of demand for cooling of the passenger compartment based on at least the temperature outside the passenger compartment and the temperature inside the passenger compartment. The degree of demand can be obtained, and the comfort of the occupant can be improved.

It is a figure showing a schematic structure of an air-conditioner in which a control device of vehicles concerning an embodiment of the present invention was carried. FIG. 2 is a perspective view showing a front side of a compartment of a vehicle. It is a block diagram showing composition of a control device of vehicles. It is a flowchart which shows the control content by a control apparatus. It is a time chart concerning control of a vehicle. It is a flowchart which shows normal air conditioning control. It is a flow chart which shows air conditioning control at the time of engine automatic stop. It is a flowchart which shows cool storage air-conditioning control.

  Hereinafter, embodiments of the present invention will be described in detail based on the drawings. The following description of the preferred embodiments is merely illustrative in nature, and is not intended to limit the present invention, its applications, or its applications.

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

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

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

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

  An air filter 31 for filtering the air taken into the case 20 is disposed in the vicinity of the inside / outside air switching door 27 in the air introducing portion 21, and the inner side of the case 20 from the air filter 31. A blower fan for introducing air from the inside air introduction port 25 or the outside air introduction port 26 into the air introduction unit 21 of the case 20 and flowing the air therefrom to the temperature control unit 22 and the conditioned air distribution unit 23 32 are provided. The blower fan 32 is a centrifugal fan, and is disposed so that its rotation axis extends in the vertical direction. A blower motor 33 for rotationally driving the blower fan 32 is disposed below the blower fan 32. The blower motor 33 is fixed to the case 20 in a state where a part thereof protrudes to the outside of the case 20. Hereinafter, the upstream side and the downstream side in the flow direction of the air are simply referred to as the upstream side and the downstream side, respectively.

  A cooling passage 22a is formed in the upstream portion of the temperature control unit 22 located on the downstream side (right side in FIG. 1) of the air introducing unit 21. The cooling passage 22a is introduced into the case 20. An evaporator 35 is accommodated as a cooling heat exchanger for cooling the compressed air (i.e., the blown air into the vehicle compartment). The evaporator 35, a compressor 36 (see FIG. 3) as an accessory driven by the engine, a refrigerant condenser (not shown), an expansion valve (not shown), and a cooler pipe (not shown) connecting these A known refrigeration cycle apparatus is configured with the above.

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

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

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

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

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

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

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

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

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

  The state in which the air mix door 46 allows air to flow to the evaporator 35 and prevents the air from flowing to the heater core 43 is the MAX COLD state, and in the description of the present embodiment, the opening degree of the air mix door 46 is 0% ( It is assumed that it is shown in FIG. In the MAX COLD state, the inlet of the heating passage 22 b is fully closed, and all the air flowing through the cooling passage 22 a flows to the bypass passage 44. On the other hand, the state in which the air mix door 46 prevents air from flowing to the evaporator 35 and the flow to the heater core 43 is the MAX HOT state, and in the description of the present embodiment, the opening degree of the air mix door 46 is Assume that it is 100% (shown in FIG. 5). In the MAX HOT state, the inlet of the heating passage 22b is fully opened, and all the air flowing through the cooling passage 22a flows to the heating passage 22b. The opening degree of the air mix door 46 can be set to any value between 0% and 100%.

  At the downstream side of the temperature control unit 22 (the air mix space 45), a conditioned air distribution unit 23 for distributing the conditioned air in the air mix space 45 to the defroster port 7, the center vent port 9 and the like is located. Inside the conditioned air distribution unit 23, a vent passage 47, a heat passage 49 and a defroster passage 59 which are branched and extended from the air mixing space 45 are formed. The downstream end of the vent passage 47 opens to the outer surface of the case 20 as the vent outlet 50, the downstream end of the heat passage 49 opens to the outer surface of the case 20 as the heat outlet 51, and the downstream end of the defroster passage 59 The outside of the case 20 is opened as a defroster outlet 52.

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

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

  As shown in FIG. 3, the air conditioner 1 includes an engine water temperature sensor 64, an outside air sensor 65, an inside air sensor 66, and a solar radiation sensor 67. The engine coolant temperature sensor 64 is a temperature sensor for detecting the temperature of the engine coolant. The outside air sensor 65 is a temperature sensor for detecting the temperature around the vehicle (outside the vehicle), and is disposed outside the vehicle such as near a front grill (not shown) or near a door mirror (not shown) . The inside air sensor 66 is a temperature sensor for detecting the temperature in the passenger compartment, and is disposed on the driver's side of the instrument panel IP (see FIG. 2). The solar radiation sensor 67 is for detecting the amount of solar radiation, which is the intensity of sunlight coming into the vehicle compartment, and is disposed at the front end of the instrument panel IP (see FIG. 2).

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

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

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

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

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

  The fan switch 72 is a switch operated to select whether the occupant of the vehicle activates or deactivates the air conditioner 1. When the fan switch 72 is turned on, the air conditioner 1 operates, and when the fan switch 72 is turned off, the operation of the air conditioner 1 is stopped. In addition, when the fan switch 72 is in the ON state, the air flow from the air blowing fan 32 can be increased or decreased in multiple stages by the operation of the vehicle occupant.

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

  The DEF switch 80 is operated by an occupant of the vehicle to clear the fog when the windshield or side window becomes cloudy. When the DEF switch 80 is turned ON, the blowout mode becomes the defroster mode. And the air volume is increased.

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

  The air conditioner control unit 2 has a central processing unit, a random access memory (RAM), a read only memory (ROM), an input / output port, etc. (not shown), and supplies power from an onboard battery (not shown). It is designed to operate in response to The switches 68 to 73, 80, 81 and the sensors 37, 38, 64 to 67 are connected to the input / output ports of the air conditioner control unit 2 through signal lines, and the blower motor 33 and the actuators 28 are also connected. , 48, 60 are connected via signal lines. Then, the air conditioner control unit 2 inputs the information from the switches 68 to 73, 80, 81 and the sensors 37, 38, 64 to 67, and based on the input information, the blower motor 33 and the actuators 28. , 48, 60 are controlled.

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

  The air conditioner control unit 2 and the engine control unit 3 are connected via a signal line. When the air conditioner control unit 2 determines that the compressor 36 needs to be operated, it sends a compressor ON signal to the engine control unit 3, and the engine control unit 3 receiving this compressor ON signal connects the electromagnetic clutch of the compressor 36. If the air conditioner control unit 2 determines that it is not necessary to operate the compressor 36, the compressor control unit 3 transmits a compressor OFF signal to the engine control unit 3, and the engine control unit 3 receives this compressor OFF signal. Is supposed to be disconnected.

  When the automatic air conditioning mode is selected by the auto switch 81, the air conditioner control unit 2 is mainly based on input information from the temperature setting switch 68, the outside air sensor 65, the inside air sensor 66 and the solar radiation sensor 67 according to a predetermined program. And determines the opening degree of the air mix door 46, and controls the air mix actuator 48 so as to be the opening degree, and the blowout mode actuator so as to be in the blowing mode predetermined corresponding to the opening degree. Control 60 The determination of the opening degree of the air mix door 46 may be performed based at least on the input information from the temperature setting switch 68 (in particular, in the manual mode, the air mix door 46 based on the input information from the temperature setting switch 68). You can decide the opening degree of).

  The air conditioner control unit 2 also receives input information from the evaluation sensor 37, the heater core sensor 38, and the temperature setting switch 68 when the engine is automatically stopped as described later, and the blown air before the automatic stop (the above-mentioned conditioned air). It is determined whether to restart the engine based on the predicted temperature of

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

  The vehicle control unit 6 automatically stops the engine as long as the idling stop permission signal from the air conditioner control unit 2 is input when the predetermined engine stop condition is satisfied. In the present embodiment, the predetermined engine stop condition is a condition that the depression operation of the brake pedal is detected by the brake switch 77 and the vehicle speed detected by the vehicle speed sensor 76 is 0. A predetermined engine stop condition can also be obtained when a pedal depression operation is detected and the vehicle speed becomes very low.

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

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

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

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

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

  In step SA1 after the ignition is turned on and started, the engine is basically started to be in an operating state. In step SA2 following step SA1, it is determined whether the predetermined engine stop condition is satisfied, that is, whether automatic stop of the engine is permitted. If it is determined NO in step SA2 and automatic stop of the engine is not permitted, the process proceeds to step SA3 to perform normal air-conditioning control.

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

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

  After that, the process proceeds to step SB3 to perform blowout mode and introduction mode control. That is, in the automatic air conditioning mode, the blowout mode actuator 60 is operated so as to be in the blowout mode predetermined corresponding to the opening degree of the air mix door 46. Further, the introduction mode is determined in consideration of the outside air temperature and the vehicle interior temperature, and the inside and outside air actuator 28 is operated so as to be the determined introduction mode.

  For example, as in summer, when the outside air temperature detected by the outside air sensor 65 is as high as 30 ° C. or higher and strong cooling is required, the blowout mode is the vent mode and the introduction mode is the inside air introduction mode. By setting the blowout mode to the vent mode, cold air is supplied directly to the upper body of the occupant, and by setting the introduction mode to the inside air introduction mode, the temperature in the vehicle interior closer to the target vehicle interior temperature than the air outside the vehicle interior Air can be taken into the case 20, enabling efficient cooling. When the outside air temperature is about 20 ° C. and relatively weak cooling is sufficient, the blowing mode is the bilevel mode, and the introducing mode is the outside air introducing mode. On the other hand, when the outside air temperature detected by the outside air sensor 65 is a low temperature of 10 ° C. or less as in winter and heating is required, the blowout mode is the heat mode and the introduction mode is the outside air introduction mode. By setting the introduction mode to the outside air introduction mode, it is possible to take in the dried outside air into the vehicle compartment and prevent fogging of the window glass.

  Next, the process proceeds to step SB4 to control the blower fan. That is, in the automatic air conditioning mode, the air blowing amount is calculated from the difference between the vehicle interior temperature detected by the inside air sensor 66 and the target vehicle inside temperature, and the voltage applied to the blower motor 33 is changed to become this air blowing amount. Do. The air flow rate is increased as the difference between the vehicle interior temperature and the target vehicle interior temperature is larger.

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

  When the air conditioner mode is set to the A / C mode or the ECO mode, the compressor 36 is not operated at all times, but the compressor 36 is activated (compressor ON signal output) and stopped according to the temperature detected by the evaluation sensor 37. Repeat (the output of the compressor OFF signal). That is, the compressor ON signal is output when the temperature detected by the evaluation sensor 37 becomes equal to or higher than the ON temperature (first predetermined temperature), and the compressor OFF signal is an OFF temperature (the temperature detected by the evaluation sensor 37 is lower than the ON temperature It is output when the second predetermined temperature is reached. The compressor OFF temperature in the normal air conditioning control is Tof (° C.), and can be changed to three stages of 2.5 ° C., 7.0 ° C., and 11 ° C., for example. 11.degree. C. is a temperature higher than the melting point (8.degree. C.) of the regenerator. As the compressor off temperature Tof (° C.) becomes higher, the compressor on temperature is approached, so the operating time of the compressor 36 becomes shorter.

  In this embodiment, the cooling demand degree estimation unit 2a estimates the cooling demand degree of the passenger compartment in three stages and the compressor OFF temperature Tof (° C.) is described above based on the estimated cooling demand degree of the passenger compartment. It is changed to The compressor OFF temperature Tof (° C.) is raised to shorten the operation time of the compressor 36 as the degree of cooling demand of the vehicle compartment estimated by the cooling demand degree estimation unit 2 a decreases. When the degree of cooling requirement in the vehicle compartment is low, even if the operating time of the compressor 36 is shortened, the load on the engine can be reduced with almost no influence on the comfort of the occupant. On the other hand, the compressor OFF temperature Tof (° C.) is lowered as the degree of demand for cooling the vehicle compartment increases. Thus, the comfort of the occupant is secured. Based on this control, when it is estimated by the cooling demand degree estimation unit 2a that the cooling demand degree of the vehicle compartment is low, the compressor OFF temperature Tof (° C.) is compared to when it is estimated that the cooling demand degree is high. Can be 11 ° C. higher than the melting point of the cold storage agent.

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

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

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

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

  After the air conditioning control at engine automatic stop in step SA5 of the flowchart shown in FIG. 4, the determination at step SA6 is made, and when it is determined YES at step SA6 and automatic stop of the engine is continued and permitted, Engine automatic stop air conditioning control is repeatedly performed.

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

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

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

  The fact that the number of times the air mix door 46 has been in the MAX COLD state for the predetermined number of times X1 or more during the predetermined time T1 means that the vehicle speed becomes 0 frequently within a short time of about 5 minutes to 10 minutes. Is shut down and the air mix door 46 has come to the MAX COLD state 2-3 times to maintain cooling. Therefore, in step SA9, it is possible to constitute an estimation means capable of estimating whether the traveling state of the vehicle is in a traffic jam.

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

  The determination of NO in step SA9 means that the frequency at which the air mix door 46 is in the MAX COLD state is low, and it is estimated that the traveling state of the vehicle is not in congestion. Since the frequency of automatic stop of the engine is reduced and the frequency of stop of the compressor 36 is also reduced if the vehicle is not in a traffic jam, a sufficient amount of cold heat can be stored in the heat storage agent. Therefore, even in the normal air conditioning control, the improvement of the fuel consumption and the comfort of the occupant can be realized at a high level.

  On the other hand, if it is determined YES in step SA9 and the number of times the air mix door 46 is in the MAX COLD state is equal to or more than the predetermined number X1 during the predetermined time T1, the process proceeds to step SA10. If it is determined YES in step SA9, it is estimated that the frequency at which the air mix door 46 is in the MAX COLD state is high, and that the traveling state of the vehicle is in a traffic jam. In this case, in step SA10, the compressor OFF temperature Tof (° C.) is set to a temperature Tof1 (° C.) equal to or lower than the melting point of the heat storage agent. The temperature Tof1 (° C.) can be set to any temperature as long as it is below the melting point of the heat storage agent, but may be set to 5 ° C., for example, as shown in the time chart of FIG. Tof1 (° C.) may be changed, for example, depending on the amount of solar radiation and the outside air temperature.

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

  In step SD5, compressor control is performed. Although basically the same as the control contents of SB5 in the flowchart shown in FIG. 6, the compressor OFF signal is obtained when the temperature detected by the evaluation sensor 37 becomes Tof1 (° C.) which is a temperature lower than the melting point of the cold storage agent. Is output. That is, after the engine restarts, the air conditioner control unit 2 performs control to set the compressor OFF temperature to a temperature equal to or lower than the melting point of the heat storage agent regardless of the estimation result of the cooling requirement by the cooling requirement estimation unit 2a.

  Thus, the compressor 36 operates until the temperature output from the evaluation sensor 37 becomes Tof1 (° C.) lower than the melting point of the cold storage agent, and the cold storage agent stores cold heat to a temperature below the melting point. Therefore, the amount of cold stored in the cold storage material is sufficiently large.

  Then, it progresses to step SA12 of the flowchart shown in FIG. In step SA12, it is determined whether or not the time elapsed from setting compressor off temperature Tof (° C.) to temperature Tof 1 (° C.) below the melting point of the cold storage agent in step SA10 exceeds predetermined time T2, and predetermined time If T2 is exceeded, the process proceeds to step SA3. If T2 is not exceeded, the cold-storage air-conditioning control of step SA11 is repeatedly performed.

  The predetermined time T2 in step SA12 is n seconds in the time chart of FIG. 5, and the number of seconds can be a fixed value, or can be arbitrarily changed according to, for example, the amount of solar radiation, the outside air temperature, and the like. For example, it is possible to lengthen the predetermined time T2 as the amount of solar radiation increases, or to lengthen the predetermined time T2 as the outside air temperature is higher. Conversely, it is possible to shorten the predetermined time T2 as the amount of solar radiation decreases, and to shorten the predetermined time T2 as the outside air temperature is lower. That is, as the air conditioning load at the time of cooling is larger, it is preferable to make the predetermined time T2 longer.

  The predetermined time T2 is preferably a time shorter than the predetermined time T1, and can be set, for example, from about 30 seconds to about 1 minute. That is, by setting the compressor OFF temperature Tof (° C.) to a temperature Tof 1 (° C.) below the melting point of the cold storage agent and performing the compressor control of the flowchart of FIG. 6, the amount of cold heat stored in the cold storage agent is increased. While it is possible that the fuel consumption will be disadvantageous on the other hand, in this embodiment, the compressor OFF temperature Tof (° C.) is set to the temperature Tof 1 (° C.) only for the predetermined time T2 to set the flowchart of FIG. Since the compressor control is performed and then the process proceeds to step SA3 to perform the normal air-conditioning control, the fuel efficiency may be disadvantageous only during the predetermined time T2.

  As described above, according to the control device 100 for a vehicle according to this embodiment, basically, the compressor 36 starts to operate when the temperature detected by the evaluation sensor 37 becomes higher than the ON temperature of the compressor 36. The low temperature refrigerant is supplied to the evaporator 35, and the cold heat of the refrigerant is stored in the cold accumulating agent. Then, when the temperature detected by the evaluation sensor 37 reaches the compressor OFF temperature Tof (° C.), the compressor 36 is stopped. Since cold heat is stored in the cold-storage agent, it becomes possible to cool the vehicle interior by discharging the cold even if the engine is automatically stopped.

  Further, when it is estimated by the cooling demand degree estimation unit 2a that the cooling demand degree of cooling of the vehicle compartment is low, the temperature at which the compressor 36 is stopped, ie, the compressor, is compared to when the cooling demand degree is presumed high. Since the OFF temperature Tof (° C.) becomes high, the operating time of the compressor 36 becomes short. This reduces the load on the engine. At this time, since the temperature at the time of stopping the compressor 36 is higher than the melting point of the cold accumulating agent, it is possible to further shorten the operation time of the compressor 36.

  Then, when the engine that has been automatically stopped is restarted, the temperature at the time of stopping the compressor 36 can be made equal to or lower than the melting point of the cold storage agent regardless of the cooling requirement degree estimated by the cooling requirement degree estimation unit 2a. . Immediately after the engine restarts, the compressor 36 is also stopped until then, so the amount of cold heat stored in the cold storage material is greatly reduced and it is considered that cold storage is necessary, but in this case, By setting the temperature at the time of stopping the compressor 36 below the melting point of the cold-storage agent, a sufficient amount of cold heat is stored in the cold-storage agent, and then cooling of the passenger compartment is performed even if the engine is automatically stopped. It becomes possible. The period for bringing the temperature at the time of stopping the compressor 36 below the melting point of the cold accumulating agent is only for the predetermined time T2 of step SA12, so after the predetermined time T2 has elapsed, as described above, the cooling request for cooling the vehicle interior When the degree is estimated to be low, the compressor OFF temperature Tof (° C.) is increased, and as a whole, the operation time of the compressor 36 is shortened and the load on the engine is reduced. Therefore, in a situation where cold storage is required, cold heat can be sufficiently stored in the cold storage agent, and the effect of providing the cold storage agent can be enhanced, and the automatic stop time of the engine is extended to improve fuel consumption. It can be done.

  The embodiments described above are merely illustrative in every respect and should not be construed as limiting. Furthermore, all variations and modifications that fall within the equivalent scope of the claims fall within the scope of the present invention.

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

1 air conditioner 2 air conditioner control unit (engine automatic stop control device)
2a Cooling requirement degree estimation unit 6 Vehicle control unit (engine automatic stop control device)
22a cooling passage 22b heating passage 35 evaporator (heat exchanger for cooling)
36 Compressor 37 Evaluation Sensor (Temperature Condition Detector)
38 heater core sensor 43 heater core (heat exchanger for heating)
44 Air mix space 46 Air mix door 100 Vehicle control device

Claims (2)

A cooling heat exchanger for cooling air blown into a vehicle compartment of the vehicle by heat exchange with a refrigerant supplied from a compressor driven by an engine of the vehicle; a heat storage agent for storing cold heat of the refrigerant supplied from the compressor; An air conditioner having
A vehicle comprising: an automatic engine stop control device for automatically stopping the engine when a predetermined engine stop condition is satisfied, and for restarting the automatically stopped engine when a predetermined engine restart condition is satisfied Control device of
A temperature condition detection unit that detects a temperature condition of the cooling heat exchanger; and a cooling demand degree estimation unit that estimates a cooling demand degree of the vehicle interior,
The air conditioner includes a heating heat exchanger for heating the blown air, and an air mix door for changing the amount of air passing through the cooling heat exchanger and the heating heat exchanger.
The control device operates the compressor when the temperature detected by the temperature state detection unit becomes equal to or higher than a first predetermined temperature, and the temperature detected by the temperature state detection unit is the first predetermined temperature When the second predetermined temperature lower than the second predetermined temperature is reached, the compressor is stopped, and when it is estimated by the cooling request degree estimation unit that the cooling request degree of the vehicle compartment is low, the cooling request degree is estimated high In comparison, the second predetermined temperature is configured to be higher than the melting point of the cold accumulating agent,
When the control device further detects that the engine has been restarted by the automatic engine stop control device, the second predetermined temperature is stored for the second predetermined temperature regardless of the result of estimation by the cooling demand degree estimation unit for a predetermined period. Control is performed to set the melting point below the melting point of the agent , and the frequency of the air mix door flowing air to the cooling heat exchanger and not to flow to the heating heat exchanger is detected The control device for a vehicle performs control to set the second predetermined temperature to the melting point or less of the cold storage agent when it is detected that the frequency becomes equal to or higher than the predetermined value . In the control device of a vehicle according to claim 1 ,
A control apparatus for a vehicle, wherein the required cooling degree estimation unit is configured to estimate a required degree of cooling of a passenger compartment based on at least a temperature outside the passenger compartment and a temperature inside the passenger compartment.

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