JP2002356112A - Air conditioner for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To combine the improvement of an air-conditioning feeling during the stop of an engine, and engine power by suppressing the excess and shortage of a cold storage quantity. SOLUTION: Time T1 required from the present point of time until the next vehicle stop time, and the vehicle stop time T2 from the next vehicle stop time until the time of restart are estimated during travel, and the cold discharge quantity Q required during the vehicle stop time T2 is computed on the basis of the estimated vehicle stop time T2. The operation of a cold storage mode is controlled to store cold only for the required cold discharge quantity Q within the required time T1. The excess and shortage of the cold storage quantity can thereby be suppressed to combine both the improvement of the air-conditioning feeling during the stop of an engine and power saving of engine power. Furthermore, since the required time T1 and vehicle stop time T2 are estimated on the basis of travel state information and signal information, the certainty of estimation can be improved in comparison with the conventional case based on only the vehicle speed.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an air conditioner for a vehicle, which cools a vehicle compartment by storing cold energy by the engine power of the vehicle and cooling the engine compartment when the engine is stopped.

[0002]

2. Description of the Related Art In recent years, for the purpose of environmental protection, vehicles (eco-run vehicles, hybrid vehicles, etc.) that automatically stop the engine when the vehicle is stopped (when engine power is not required) such as when waiting for a traffic light have been put to practical use. In the future, the number of vehicles that stop the engine when the vehicle stops will tend to increase.

Here, in an air conditioner that drives a compressor of a cooling refrigeration cycle by the engine power of the vehicle, the compressor stops and the evaporator temperature rises every time the vehicle stops at a signal or the like. In this case, the temperature of the air blown into the passenger compartment may be increased, thereby deteriorating the cooling feeling of the occupant.

Accordingly, the applicant of the present application has previously filed Japanese Patent Application No.
In the patent application No. 260605, cooling is performed by increasing the amount of condensed water stored in the evaporator when the vehicle is running, and storing the condensed water in the evaporator when the vehicle is stopped to cool the cabin. We propose something that improves the feeling.

Further, the air conditioner of the prior application considers that the vehicle does not shift to the stopped state for a long time during high-speed running of the vehicle, and increases the cooling temperature of the evaporator to reduce the amount of cold water stored in the condensed water. By operating the normal cooling mode in which excessive cooling is suppressed, the power consumption of the engine is reduced. On the other hand, when traveling at low speeds, it is assumed that the vehicle is traveling in an urban area where the vehicle must be stopped frequently, and the cool storage mode that lowers the cooling temperature of the evaporator and increases the amount of condensed water stored cools to perform the cold storage required for cooling. ing.

[0006]

However, if the normal cooling mode and the cold storage mode are simply switched only by the vehicle speed as in the air conditioner of the prior application, the vehicle stops in a short time even at low speed running. If it does not shift to the state, excessive cooling is stored and power saving of the engine power cannot be achieved. On the other hand, if the vehicle shifts to the stopped state in a short time even during high-speed running, the amount of cold storage is insufficient, and the cooling feeling is impaired.

SUMMARY OF THE INVENTION In view of the foregoing, it is an object of the present invention to suppress excess and deficiency in the amount of cold storage and to improve the cooling feeling when the engine is stopped and to balance the engine power.

[0008]

In order to achieve the above object, according to the first aspect of the present invention, a running state detecting means (42) for detecting running state information including at least a current position, a traveling direction and a speed of a vehicle. An air conditioner mounted on a vehicle, comprising: a navigation device (40) having signal information indicating a position and an operation notice of a signal, wherein the evaporator (9) cools air blown into the vehicle interior.
And the evaporator (9) driven by the engine power of the vehicle
A compressor (1) that compresses and discharges the refrigerant that has passed through, and a cool storage means (9a) that is cooled by the evaporator (9) and stores cold.
In operation of the engine, the engine operates by switching between a cold storage mode in which the cooling temperature of the evaporator (9) is lowered and a normal cooling mode in which the cooling temperature of the evaporator (9) is higher than the cooling temperature in the cold storage mode. When the engine is stopped, a cooling mode in which cooling is performed by cooling from the cold storage means (9a) is activated, and based on the traveling state information and the traffic signal information, the required time (T1) from the current time to the next stop and the required time (T1). Stop time (T2) from next stop to start again
Is estimated during running, and based on the estimated stopping time (T2), the required cooling amount (Q) is calculated during the stopping time (T2), and only the necessary cooling amount (Q) is required. The operation of the cool storage mode is controlled so that the cool storage is performed within the time (T1).

Thus, the cool storage mode is operated so that only the required cooling amount (Q) is stored within the required time (T1), so that the vehicle is traveling at low speed and does not shift to the stop state in a short time. In this case, excessive cold storage can be suppressed, and insufficient cold storage can be suppressed even when the vehicle is traveling at a high speed and shifts to a stopped state in a short time. Thus, by suppressing the excess or deficiency of the cold storage amount, it is possible to achieve both improvement in the cooling feeling when the engine is stopped and power saving of the engine power.

In recent years, not only vehicle speed but also GP
The current position and the traveling direction of the vehicle can be detected by S, gyro, and the like, and map information of the navigation device and the like includes information on the position of the traffic light. In addition, the Ministry of Land, Infrastructure, Transport and Tourism Road Bureau ITS homepage (WW
W. it. go. jp / ITS / j. html / in
dex. html), it is expected that information of an operation notice indicating the switching time of the traffic light between blue and red will be taken into the navigation device in the future.

According to the first aspect of the present invention, the required time (T1) and the stop time (T2) are estimated based on the traveling state information and the traffic light information. The reliability of estimation can be improved as compared with.

According to the second aspect of the invention, the traffic signal information can be obtained by wireless communication with the outside of the vehicle. Examples of wireless communication include a case where signal information is included in information from a vehicle management sensor embedded in a road, a case where signal information is included in VICS information, and a transmitting unit that transmits signal information. Is installed on a traffic light. In addition to the invention described in claim 2, examples of the means for obtaining signal information include DVD and C.
For example, the traffic light information is stored in an information recording medium such as D, and the navigation device (40) reads the traffic light information from the recording medium.

According to the third aspect of the present invention, the operation information indicating which of the cold storage mode, the normal cooling mode, and the cooling mode is being operated, and the traveling state information are transmitted to another vehicle. It is characterized by being able to communicate with each other.

Thus, in estimating the required time (T1) and the stop time (T2), not only the traveling state information and traffic signal information of the own vehicle but also the vehicle information (operation information and traveling state information) of another vehicle are used. Therefore, the reliability of the estimation can be further improved.

According to the present invention, when the compressor (1) is driven by the inertial power of the vehicle, the inertia power can be recovered by the cold storage of the cold storage means (9a), and the running state Based on the information and the traffic signal information, a time zone (T3) in which the inertial power can be recovered during the required time (T1) is estimated, and a recoverable time zone (T3) in the required time (T1) is prioritized. It is characterized by activating the cool storage mode.

[0016] Thus, since the required cooling amount (Q) is stored by prioritizing the inertial power over the engine power, the power saving of the engine power can be improved.

According to the invention described in claim 5, the vehicle includes a generator (50) driven by either engine power or inertial power, and a power storage means (51) charged by the generator (50). ), And the electric power (P) required to start the vehicle at least within the required time (T1) is stored in the electric storage means (51). Based on the traffic signal information, changes in the rotation speeds of the compressor (1) and the generator (50) during the recoverable time period (T3) are estimated, and the rotations of the compressor (1) and the generator (50) are estimated. Based on the change in the number, the operating efficiencies (E1, E) of the compressor (1) and the generator (50) during the recoverable time period (T3).
Calculate the changes in 2) above and calculate the required cooling rate (Q)
If both the required power (P) and the required power (P) are not secured, the compressor (1) sets a time zone (T3) during which the inertia power can be recovered on the high efficiency side of both operating efficiencies (E1, E2). ) And the driving time zone of the generator (50), and the compressor (1) and the generator (50) are driven.

Incidentally, the compressor (1) and the generator (5)
The operation efficiency 0) changes as illustrated in FIGS. 7 and 8 depending on the respective drive rotation speed and ambient temperature.

On the other hand, according to the fifth aspect of the present invention, the inertia power can be recovered by the auxiliary equipment on the high efficiency side of the compressor (1) and the generator (50), and the inertia power can be efficiently recovered. Can be collected. Therefore, the required amount of cooling (Q) and the required electric power (P) cannot be secured only by the inertial power, but when the engine power is used, the power consumption of the engine can be reduced. The vehicle described in claim 5 includes, for example, an eco-run vehicle in which the engine is stopped at a traffic light stop or the like, and a hybrid vehicle.

According to the present invention, the evaporator (9) for cooling the air blown into the passenger compartment and the refrigerant driven by the engine power of the vehicle and passing through the evaporator (9) are compressed. A regenerative compressor (1); and a regenerator (9a) that is cooled by an evaporator (9) to accumulate cold energy. When the engine is stopped, the evaporator (9) is switched to a normal cooling mode in which the cooling temperature of the evaporator (9) is higher than the cooling temperature in the cold storage mode.
A vehicle air conditioner that operates a cooling mode in which cooling is performed by cooling from a vehicle, comprising: vehicle speed information detecting means for detecting vehicle speed information related to vehicle speed; and storage means (5) for storing vehicle speed information. When the vehicle is estimated to travel in an urban area where the vehicle stops every predetermined time based on the past vehicle speed information stored in (5), the cool storage mode is activated.

As a result, whether or not the vehicle is traveling in an urban area is estimated based on past vehicle speed information (for example, vehicle speed, engine speed, shift range, fuel injection amount, accelerator opening, brake signal, etc.). It is possible to improve the certainty of the estimation as compared with the case of estimating whether or not the vehicle is traveling in an urban area based only on the vehicle speed of the vehicle. Therefore, even when the vehicle is traveling at low speed and does not shift to the stopped state in a short time, excessive cold storage can be suppressed. it can. Thus, by suppressing the excess or deficiency of the cold storage amount, it is possible to achieve both improvement in the cooling feeling when the engine is stopped and power saving of the engine power.

Further, as an example of the case where the past driving state is estimated to be a city area driving, a seventh aspect is provided.
In a case where the change pattern of the vehicle speed information in the past fixed time is similar to a specific change pattern as in the invention described in the above, or the average vehicle speed in the past fixed time is a predetermined value as in the invention described in claim 8 10. When the speed is lower than the speed,
In the case where the number of stops in a past fixed time period is greater than a predetermined number as in the invention described in (1), it is preferable to estimate that the vehicle is traveling in an urban area.

According to the tenth aspect of the present invention, the evaporator (9) for cooling the air blown into the vehicle interior and the refrigerant driven by the engine power of the vehicle and passing through the evaporator (9) are compressed. Compressor (1) for discharging and evaporator (9)
Cooling means (9a) for cooling and storing by means of
During operation of the engine, the engine is operated by switching between a cold storage mode in which the cooling temperature of the evaporator (9) is lowered and a normal cooling mode in which the cooling temperature of the evaporator (9) is higher than the cooling temperature in the cold storage mode. When stopped, cool storage means (9
a) operating the cool storage mode when the vehicle is estimated to be located in the city based on the current position of the vehicle and the map information in the vehicular air-conditioning system for operating the cooling mode in which cooling is performed by cooling from a). It is characterized by.

Thus, whether or not the vehicle is traveling in an urban area is estimated on the basis of the current position of the vehicle and the map information. Can be improved. Therefore, even when the vehicle is traveling at low speed and does not shift to the stopped state in a short time, excessive cold storage can be suppressed. it can. Thus, by suppressing the excess or deficiency of the cold storage amount, it is possible to achieve both improvement in the cooling feeling when the engine is stopped and power saving of the engine power.

Further, as an example of a case where the vehicle is estimated to be located in the city based on the current position of the vehicle and the map information, the traffic light around the current position as in the invention according to claim 11 is an example. When the arrangement interval is shorter than a predetermined interval, or when the current position is in a specific area set in advance as in the twelfth aspect of the invention, it is preferable to estimate that the current position is located in the city. .

According to the invention described in claim 13, there is provided an air conditioner mounted on a vehicle provided with a navigation device (40) for detecting traveling state information and road information of the vehicle, wherein the air is blown into the vehicle compartment. Evaporator (9) that cools the air
And the evaporator (9) driven by the engine power of the vehicle
A compressor (1) that compresses and discharges the refrigerant that has passed through, and a cool storage means (9a) that is cooled by the evaporator (9) and stores cold.
In operation of the engine, the engine operates by switching between a cold storage mode in which the cooling temperature of the evaporator (9) is lowered and a normal cooling mode in which the cooling temperature of the evaporator (9) is higher than the cooling temperature in the cold storage mode. When the engine is stopped, a cooling mode in which cooling is performed by cooling from the cool storage means (9a) is activated, and based on the travel information and road information detected by the navigation device (40), the next stop from the current time is performed. The required time (T1) until the estimated time (T1) is estimated, and the operation of the cool storage mode is controlled so as to store the required cooling amount (Q) at the next stop by the estimated required time (T1). Features.

Thus, the cold storage mode is operated so as to store the required cooling amount (Q) at the next stop by the required time (T1). Even if it is not performed, excessive cold storage can be suppressed, and even when the vehicle is traveling at high speed and shifts to a stopped state in a short time, insufficient cold storage can be suppressed. Thus, by suppressing the excess or deficiency of the cold storage amount, it is possible to achieve both improvement in the cooling feeling when the engine is stopped and power saving of the engine power.

Also, as in the invention of claim 14,
Based on the road information detected by the navigation device (40), the stop time (T2) from the next stop to the start of the next stop is estimated, and the estimated stop time (T2)
Based on the above, it is preferable to calculate a required cooling amount (Q).

Note that the reference numerals in parentheses of the above means are examples showing the correspondence with specific means described in the embodiments described later.

[0030]

DESCRIPTION OF THE PREFERRED EMBODIMENTS (First Embodiment) FIG. 1 is an overall configuration diagram of a first embodiment of the present invention. A compressor for sucking, compressing, and discharging a refrigerant into a refrigeration cycle R of a vehicle air conditioner. (Compressor) 1 is provided. The compressor 1 has an electromagnetic clutch 2 for interrupting power, and the power of the vehicle engine 4 is transmitted to the compressor 1 via the electromagnetic clutch 2 and the belt 3. The compressor 1 is also driven by the inertial power of the vehicle. By increasing the amount of condensed water stored in the evaporator 9 described later, the inertial power can be stored and recovered.

The energization of the electromagnetic clutch 2 is interrupted by the air-conditioning electronic control unit (air conditioner ECU) 5, and when the electromagnetic clutch 2 is energized to be in the connected state, the compressor 1 is in the operating state. On the other hand, when the energization of the electromagnetic clutch 2 is cut off and the electromagnetic clutch 2 enters the disengaged state, the compressor 1 stops.

The high-temperature, high-pressure superheated gas refrigerant discharged from the compressor 1 flows into the condenser 6, where it exchanges heat with the outside air blown by a cooling fan (not shown) to cool and condense the refrigerant. The refrigerant condensed in the condenser 6 then flows into the receiver 7, where gas and liquid of the refrigerant are separated inside the receiver 7,
Excess refrigerant (liquid refrigerant) in the refrigeration cycle R is stored in the receiver 7.

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

The expansion valve 8 is a temperature-type expansion valve having a temperature sensing portion 8a for sensing the temperature of the refrigerant at the outlet of the evaporator 9, and is opened so as to maintain the superheat degree of the refrigerant at the outlet of the evaporator 9 at a predetermined value. The degree (refrigerant flow rate) is adjusted. The outlet of the evaporator 9 is connected to the suction side of the compressor 1 and forms a closed circuit by the above-mentioned cycle components.

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

Next, in the ventilation system of the air conditioner, the blower 11
The air-conditioning unit 15 disposed downstream is usually disposed at the center in the vehicle width direction inside the instrument panel at the front of the vehicle cabin. On the other hand, the blower 11 is offset from the air conditioning unit 15 on the passenger seat side.

The evaporator 9 is disposed in the air-conditioning case 10 so as to extend in the up-down direction. A first bypass passage 16 is formed in a lower portion of the evaporator 9 so as to flow air while bypassing the evaporator 9. ing. This first bypass passage 1
In the example of FIG. 1, a bypass door (parallel bypass door) 17 that adjusts the opening of the evaporator 6 is located downstream of the evaporator 9 in the air.
And it is arrange | positioned in the lower part. The bypass door 17 is a rotatable plate-like door.
7 is driven by an electric drive device 18 composed of a servomotor.

An air mix door (series bypass door) 19 is disposed downstream of the evaporator 9 in the air conditioning case 10. Downstream of the air mix door 19, a hot water heater core 20 for heating air using hot water (cooling water) of the vehicle engine 4 as a heat source is installed. A second bypass passage 21 is formed on a side (upper portion) of the hot water heater core 20. The second bypass passage 21 is for allowing air to flow by bypassing the hot water heater core 20.

The air mix door 19 is a rotatable plate-like door, and is driven by an electric drive device 22 composed of a servomotor. The air mix door 19 adjusts the ratio of the amount of hot air passing through the hot water heater core 20 and the amount of cool air passing through the bypass passage 21. By adjusting the ratio of the amount of cool and hot air, the air blown into the vehicle compartment is adjusted. Adjust the temperature. That is, in this example, the air mix door 1
9 constitutes a temperature control means, and the bypass door 17 serves as an auxiliary temperature control means for the air mix door 19.

On the downstream side of the hot water type heater core 20, a hot air passage 23 extending upward from the lower side is formed. The hot air from the hot air passage 23 and the cold air from the second bypass passage 21 are mixed with air. Mixing near section 24 can create air at the desired temperature.

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

A face opening 27 is formed on the upper surface of the air-conditioning case 10 at a position rearward of the vehicle with respect to the defroster opening 25. The face opening 27 is formed through a face duct (not shown). It blows air toward. The face opening 27 is opened and closed by a rotatable plate-like face door 28.

In the air-conditioning case 10, a foot opening 29 is formed below the face opening 27,
The foot opening 29 blows air toward the feet of the occupant of the passenger compartment through a foot duct (not shown). The foot opening 29 is a rotatable plate-like foot door 3.
It is opened and closed by 0.

The above-mentioned blow mode doors 26, 28, 30
Is connected to a common link mechanism (not shown), and an electric drive device 31 composed of a servomotor is connected via the link mechanism.
Driven by

Next, an outline of the electric control unit according to the present embodiment will be described. In the air conditioning case 10, an evaporator outlet temperature sensor 32 composed of a thermistor is provided immediately after the air is blown out of the evaporator 9. The container outlet temperature Te is detected. In the air conditioning case 10, the first bypass passage 16
Is provided with a bypass air temperature sensor 33 composed of a thermistor for detecting the evaporator bypass air temperature TB.

The air conditioner ECU 5 includes, in addition to the sensors 32 and 33, well-known sensors for detecting an internal temperature Tr, an external temperature Tam, a solar radiation amount Ts, a hot water temperature Tw, and the like for air conditioning control. A detection signal is input from the group 35. The air conditioning control panel 36 installed near the instrument panel in the vehicle compartment is provided with an operation switch group 37 that is manually operated by an occupant. An operation signal of the operation switch group 37 is also input to the air conditioner ECU 5.

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

Further, the air conditioner ECU 5 is connected to an electronic control unit (engine ECU) 38 for a vehicle engine. The engine ECU 38 inputs a rotation speed signal and a vehicle speed signal of the vehicle engine 4 to the air conditioner ECU 5.

As is well known, the engine ECU 38 is a group of sensors (not shown) for detecting the operating state of the vehicle engine 4 and the like.
Fuel injection amount to the vehicle engine 4 based on the signal from
The ignition timing and the like are comprehensively controlled. Further, in the eco-run vehicle and the hybrid vehicle to which the present invention is applied, when the stop state is determined based on the rotation speed signal, the vehicle speed signal, the brake signal, and the like of the vehicle engine 4, the engine EC
U38 automatically stops the vehicle engine 4 by stopping fuel injection or the like.

When the vehicle shifts from the stopped state to the start state by the driving operation of the driver, the engine ECU 38 determines the start state of the vehicle based on an accelerator signal and the like.
The vehicle engine 4 is automatically started.

Air conditioner ECU 5 and engine ECU 3
Reference numeral 8 denotes a well-known microcomputer including a CPU, a ROM, a RAM, and the like, and its peripheral circuits. The air conditioner ECU 5 includes a vehicle engine control signal output unit that outputs a vehicle engine control signal as described above, a compressor intermittent control unit using the electromagnetic clutch 2, an inside / outside air suction control unit using the inside / outside air switching door, an air volume control unit for the blower 11, a bypass. It has a temperature control unit by the door 17 and the air mix door 19, a blowout mode control unit by switching the blowout ports 25, 27, and 29, and the like.

The air conditioner ECU 5 is communicably connected to the navigation device 40. The navigation device 40 includes a receiving unit 41 that receives road information such as VICS by wirelessly communicating with the outside of the vehicle. The road information includes traffic light information indicating the position of the traffic light and the switching time of the traffic light between blue and red (operation notice).

The navigation device 40 is provided with running state detecting means for detecting running state information including at least the current position, traveling direction and speed of the vehicle. The detecting means includes a receiving means (position detecting means) 42 for receiving a satellite signal such as GPS, and a calculating means for calculating the current position, traveling direction and speed of the vehicle based on the received signal. The vehicle speed may use the vehicle speed signal of the engine ECU 38 described above.

The above-mentioned traveling state information and traffic signal information are input from the navigation device 40 to the air conditioner ECU 5.

Next, the operation of the present embodiment in the above configuration will be described. The flowchart of FIG.
2 shows an outline of the control processing executed by the microcomputer. The control routine shown in FIG. 2 is based on an operation switch of the air conditioning control panel 36 in a state where the ignition switch of the vehicle engine 4 is turned on and power is supplied to the control device 5. It starts when the air volume switch 37c (or the auto switch) of the group 37 is turned on.

First, in step S100, a flag, a timer, and the like are initialized, and in the next step S110, detection signals from the sensors 32 and 33, the sensor group 35, an operation signal from the operation switch group 37, and a vehicle signal from the engine ECU 38. Reads operation signals, etc.

Subsequently, in step S120, a target blowing temperature (TAO) of the conditioned air blown into the vehicle compartment is calculated based on the following equation (1). This target outlet temperature (TA
O) is the set temperature Ts of the temperature setting switch 37a in the vehicle interior.
This is the blowing temperature required to maintain the temperature at et.

[0058]

## EQU1 ## TAO = Kset × Tset−Kr × Tr−K
am × Tam−Ks × Ts + C where, Tr: internal temperature detected by the internal air sensor of the sensor group 35 Tam: external temperature detected by the external air sensor of the sensor group 35 Ts: solar radiation detected by the solar radiation sensor of the sensor group 35 Amounts Kset, Kr, Kam, Ks: control gain C: correction constant Next, in step S121, the running state information including at least the rotation speed signal of the vehicle engine 4, the current position, the traveling direction, and the speed of the vehicle is read. Calculate the vehicle speed of the own vehicle. Next, in step S123, the traffic light information indicating the position of the traffic light and the operation notice is read, and it is calculated whether or not to stop at the next signal, and if so, how many minutes to stop.

Next, in step S125, it is determined (selected) whether the air-conditioning mode is to be one of the cold storage mode, the cooling mode, and the normal cooling mode. In this example, when the air conditioner is operating (when the blower 11 is operating) and the engine 4 (the compressor 1) is operating,
A normal cooling mode in which cooling is prohibited while increasing the target evaporator outlet temperature TEO to inhibit cold storage, and a target evaporator outlet temperature TEO
The temperature is forcibly lowered and the storage mode for cooling while cooling is switched as needed. When the cool storage switch 37b is not turned on, the normal cooling mode is always selected. On the other hand, when the air conditioner is operating (when the blower 11 is operating), the engine 4 stops, and when the compressor 1 stops, the cooling mode is selected.

The above steps S121, S123, S1
25, the driving state information (the current position of the vehicle, the traveling direction,
Speed value) and signal information (signal position, operation notice)
Time T from the current time to the next stop based on
1 and the stop time T2 from the next stop to the start of the next stop is estimated during running. Next, based on the estimated stopping time T2, the required cooling amount Q during the stopping time T2 is calculated. Then, the cooling mode and the normal cooling mode are switched and selected so that only the required cooling amount Q is cooled within the required time T1.

Further, based on the traveling state information and the traffic signal information of the navigation device 40, a recoverable time period T3 during which the inertial power of the vehicle during the required time T1 can be recovered.
Is estimated. Then, a mode is selected so that the cool storage mode is activated by giving priority to the recoverable time zone T3 of the required time T1.

FIG. 3 is a diagram showing an example of the mode selection based on the above estimation, and is a diagram showing the running state of the vehicle and the state of the air-conditioning mode on a graph showing the relationship between time and running distance. A symbol A in the figure indicates a state in which the vehicle is running with engine power, and a symbol B indicates a state in which the vehicle is running with the inertia of the vehicle such as traveling downhill. Also,
The symbol indicates a time zone in which the normal cooling mode, the cold storage mode, and the cooling mode are selected.

FIG. 3 shows a case where the cool storage switch 37b is turned on when the engine 4 (compressor 1) is operating, and only the required cooling amount Q is stored within the required time T1. The normal cooling mode and the cold storage mode are automatically switched. Thereby, the excess or deficiency of the cold storage amount can be suppressed, and the improvement of the cooling feeling when the engine is stopped and the saving of the power of the engine can be achieved at the same time.

The operation in the cold storage mode is performed during the required time T1.
The regenerative mode is operated by giving priority to the time zone T3 in which collection is possible. As a result, the required cooling amount Q can be stored with priority given to the inertial power over the engine power, and the power saving of the engine power can be improved.

When the cool storage switch 37b is not turned on when the engine 4 (compressor 1) is operating, the normal cooling mode is selected. When the air conditioner is operating (when the blower 11 is operating), the engine 4 is stopped, and when the compressor 1 is stopped, the cooling mode is selected.

Next, in step S130, the target evaporator outlet temperature TEO is calculated. This target evaporator outlet temperature TE
O is the first target evaporator outlet temperature TEO1 second
It is calculated based on the target evaporator outlet temperature TEO2 and the third target evaporator outlet temperature TEO3.

First, the method of determining the first target evaporator outlet temperature TEO1 will be specifically described. FIG. 4 is a map preset and stored in the ROM of the microcomputer. Is determined so that the first target evaporator outlet temperature TEO1 becomes higher as the air temperature becomes higher. Therefore, it can be expressed as TEO1 = f (TAO). In this example, the upper limit of TEO1 is 12 ° C.

Next, the second target evaporator outlet temperature TEO2
Is determined based on the map of FIG. 5 which is set in advance and stored in the ROM of the microcomputer. The second target evaporator outlet temperature TEO2 is determined according to the outside air temperature Tam, and is used for cooling and dehumidification in an intermediate temperature range of the outside air temperature Tam (18 ° C. to 25 ° C. in the example of FIG. 5). Since the necessity is reduced, the second target evaporator outlet temperature TEO2
(12 ° C. in the example of FIG. 5) to reduce the operating rate of the compressor 1, thereby saving power of the vehicle engine 4.

On the other hand, when the outside air temperature Tam is higher than 25 ° C. in summer, in order to secure the cooling capacity, the second target evaporator outlet temperature TEO2 decreases in inverse proportion to the rise of the outside air temperature Tam. On the other hand, in a low-temperature region where the outside air temperature Tam is lower than 18 ° C., the second target evaporator blowout temperature TEO2 is set to the outside air temperature Ta in order to secure the dehumidifying capacity for preventing fogging of the window glass.
It decreases with a decrease in m. When the outside air temperature Tam becomes lower than 10 ° C., TEO2 becomes 0 ° C. Therefore, TEO
2 can be represented as f (Tam).

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

In the normal cooling mode (when not in the cold storage mode) while the vehicle engine is operating, the target evaporator outlet temperature TEO is finally determined based on the first and second target evaporator outlet temperatures TEO1 and TEO2. Is determined based on Equation 2 below.

[0072]

## EQU2 ## TEO = MIN {f (TAO), f (Tam)} That is, the first target evaporator outlet temperature TEO1 = f
(TAO), the second target evaporator outlet temperature TEO2 = f (T
am), the lower temperature is finally determined as the target evaporator outlet temperature TEO. On the other hand, in the cool storage mode, the target evaporator outlet temperature TEO is forcibly reduced to a predetermined value Tf below freezing.

Next, in step S140, the blower fan 1
1 is set to the target air flow BLW of the air blown by the above TA.
Calculated based on O. The method of calculating the target airflow BLW is well known, and the target airflow is increased on the high temperature side (maximum heating side) and the low temperature side (maximum cooling side) of the TAO, and is reduced in the intermediate temperature range of the TAO. . And
The rotation speed of the fan drive motor 13 of the blower 11 is controlled by the output of the control device 5 so as to obtain the target airflow BLW.

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

Next, in step S160, the blowing mode is determined according to the TAO. As is well known, as the TAO rises from the low-temperature side to the high-temperature side, the mode is switched from the face mode to the bi-level mode to the foot mode, and the operation of the blowing mode doors 26, 28, and 30 is performed so that the blowing mode is obtained. The position is controlled via the electric drive 31 by the output of the control device 5.

Next, in step S170, the target opening SWM of the air mix door 19 and the target opening SWB of the bypass door 17 are calculated, and the openings of the air mix door 19 and the bypass door 17 are determined. This step S17
Details of 0 will be described later with reference to FIG.

Next, in step S180, the target evaporator outlet temperature TEO is compared with the actual evaporator outlet temperature Te, and the operation of the compressor is intermittently controlled. That is, when the evaporator outlet temperature Te falls below the target evaporator outlet temperature TEO,
The controller 5 shuts off the power supply to the electromagnetic clutch 2 to stop the compressor 1. Conversely, when the evaporator outlet temperature Te rises above the target evaporator outlet temperature TEO, the controller 5 energizes the electromagnetic clutch 2. The compressor 1 is operated. As a result, the evaporator outlet temperature Te becomes equal to the target evaporator outlet temperature TEO.
Is maintained. In the normal cooling mode, the evaporator outlet temperature Te is controlled in accordance with the TAO and the outside temperature Tam to prevent frost (frost formation) in the evaporator 9, secure the cooling and dehumidifying capacity, and operate the compressor. Achieving vehicle engine power saving by reducing the rate.

In the cold storage mode, the target evaporator outlet temperature TEO is reduced to a predetermined value Tf below freezing point,
The condensed water of the evaporator 9 is frozen to increase the amount of condensed water stored in the evaporator 9. As described above, in the present embodiment, the evaporator 9 also serves as the cool storage means. However, as shown by the dotted line in FIG. 1, the cool storage device 9a formed by sealing the cool storage agent in the container is evaporated. It may be arranged on the downstream side of the cooler 9, and the cold storage agent of the cool storage 9 a may be frozen by the cool air cooled by the evaporator 9 and stored in the cool storage 9 a. In addition, as a cold storage material, a paraffin-type cold storage agent is mentioned, for example.

Then, the process proceeds to a step S190, and outputs a vehicle engine control signal (a signal for permitting or prohibiting the stop of the vehicle engine 4 and a signal for requesting a restart after the vehicle engine 4 is stopped) based on the air conditioner side conditions. .

FIG. 6 shows the details of step S170 in FIG. 2. First, in step S1701, it is determined whether the mode is the cold storage mode, the cooling mode, or the normal cooling mode. Here, the cool storage mode is a state in which the target evaporator outlet temperature TEO is reduced to a predetermined value Tf below the freezing point. Also,
The cooling mode is a state in which the vehicle stops at a signal or the like, a request signal to stop the vehicle engine is issued from the vehicle engine control device 38, and the vehicle engine 4 (compressor 1) stops. That is, when the compressor 1 is stopped, the evaporator 9 cools the air by the cooling action of the amount of cold storage of the condensed water. This state is called a cooling mode.

If it does not correspond to either the cold storage mode or the cooling mode (normal cooling mode), the flow advances to step S1702 to set the target opening SWB of the bypass door 17
= 0, the bypass door 17 is operated to the fully closed position of the first bypass passage 16. Then, the process proceeds to step S1703, and the target opening degree SWM of the air mix door 19 is calculated by the following Expression 3.

[0082]

SWM = J (Te, Tw, TAO) That is, SWM is calculated as a function of the evaporator outlet air temperature Te, the hot water temperature Tw of the heater core 20, and the target outlet air temperature TAO to obtain the target outlet air temperature TAO. Target opening degree SWM is calculated. Here, the target opening SW
M is calculated as a percentage in which the maximum cooling position at which the ventilation path of the heater core 20 is fully closed is 0% and the maximum heating position at which the second bypass passage 21 is fully closed is 100%.

Then, the above steps S1702, S17
The blowout temperature control by the control unit 03 is a normal control, and after the whole amount of the blown air passes through the evaporator 9 and is cooled, the opening degree of the air mix door 19 causes the warm air passing through the heater core 20 and the second bypass passage. The ratio of the flow rate of the cool air passing through 21 to the air flow is adjusted, and the temperature of the air blown into the vehicle interior is controlled to be the target blown air temperature TAO.

Next, when it is determined in step S1701 that the mode is the cold storage mode, the flow proceeds to step S1704, in which the temperature TB of the bypass air (non-cooled air) passing through the first bypass passage 16 and the temperature TB of the evaporator 9 are determined. Outlet air temperature Te
Based on the air passing through the evaporator 9 and the first bypass passage 1
The maximum temperature TMmax of the mixed air with the passing air of No. 6 is calculated. That is, TMmax is calculated by the following equation (4).

[0085]

## EQU4 ## TMmax = F (Te, TB) Next, in step S1705, the maximum temperature T of the mixed air is calculated.
Mmax and the target outlet air temperature TAO,
When max is higher, reheating by the heater core 20 is unnecessary, and the process proceeds to step S1706, where the target opening degree SWM of the air mixing door 19 is set to 0 (%), and the air mixing door 19 is moved to the maximum cooling position (see FIG. (1 solid line position)
And keep it fixed.

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

[0087]

SWB = H (Te, TB, TAO) That is, SWB is calculated as a function of the evaporator outlet air temperature Te, the bypass air temperature TB passing through the first bypass passage 16, and the target outlet air temperature TAO. The bypass door 17 is operated at the position of the target opening degree SWB for obtaining the target outlet air temperature TAO. Here, the target opening degree SWB
Sets the fully closed position of the first bypass passage 16 to 0%,
It is calculated as a percentage with the fully open position of the bypass passage 16 as 100%.

As described above, steps S1706 and S17
07, the air mix door 1
9 is fixed in the maximum cooling position, while the bypass door 17
Is operated to reach the target opening degree SWB, thereby controlling the temperature of the air blown into the vehicle interior. As a result, both the effect of increasing the amount of cold storage of the evaporator condensed water by the cool storage mode and the effect of reducing the compressor drive power (power saving effect) can be achieved.
Since it is described in No. 5, detailed description is omitted in this specification.)

Next, if the target outlet air temperature TAO is higher than the maximum temperature TMmax of the mixed air in step S1705, reheating by the heater core 20 is necessary.
, The bypass door 17 is fixed at the fully open position of the first bypass passage 16. Then, in step S1709, the air mix door 19
Is calculated by the following equation (6).

[0090]

## EQU6 ## SWM = G (TMmax, Tw, TAO) That is, in this case, the mixed air at the maximum temperature TMmax is distributed to the heater core 20 and the second bypass passage 21 by the air mixing door 19, so that the SWM is equal to the mixed air. It is calculated as a function of the maximum temperature TMmax, the hot water temperature Tw of the heater core 20, and the target outlet temperature TAO,
The air mix door 19 is operated at the position of the target opening degree SWM for obtaining the target blown air temperature TAO.

On the other hand, when the cooling mode is determined in step S1701, that is, when the air is cooled by the cooling of the amount of condensed water of the evaporator after stopping the vehicle engine (compressor) when the vehicle is stopped, Step S1704-
The blowout temperature control in S1709 is performed. Also, when the power saving mode is determined in step S1701, the blowout temperature control in steps S1704 to S1709 is performed.

(Second Embodiment) In the present embodiment, the present invention is applied to an air conditioner for a hybrid vehicle. Motor generator (generator) 50 driven by any of inertial power, power storage means 51 charged by motor generator 50, power storage means 5
1 is provided with a traveling electric motor (not shown) driven by the electricity stored in the storage device 1. Although a battery (for example, a nickel-metal hydride storage battery) is used as the power storage unit 51 of the present embodiment, a known capacitor (a storage capacitor) may be used. Further, a motor generator having both a motor function as a drive source and a power generation function may be used as the motor generator 50.

Then, as is well known, the engine 1 is operated when the hybrid vehicle normally runs and the battery 51 needs to be charged, and the running electric motor is operated when the hybrid vehicle starts moving. Therefore, the battery 5
1 is controlled so that the electric power P (for example, electric power that keeps about 1000 W for 2 seconds) required when the hybrid vehicle starts moving is always charged.

When the hybrid vehicle is running on an incline or the like with inertial power, the generator 50 is driven by the inertial power and stored in the battery 51 to recover the inertial power. Also, the first
By operating the cool storage mode described in the embodiment, the compressor 1 is driven by the inertial power and stored in the evaporator 9 to recover the inertial power.

By the way, the compressor 1 has the characteristic that the operating efficiency E1 (the efficiency of converting the kinetic energy by the engine power and the inertia power into the thermal energy by the cold storage) differs depending on the number of revolutions. In the example shown in FIG. , Compressor 1
When the rotational speed of the compressor 1 is about 1250 rpm, the operating efficiency E1 becomes maximum (this maximum efficiency is 100%), and the compressor 1
The maximum efficiency of inertial power recovery by When the variable displacement compressor 1 is used, the characteristics are indicated by the dotted line in FIG.

The generator 50 also has the characteristic that the operating efficiency E2 (the efficiency of converting the kinetic energy by the engine power and the inertial power into the electric energy by storage) differs depending on the number of revolutions and the ambient temperature. In the example shown, for example, at a low temperature of 90 ° C. or less,
When the number of revolutions of 0 is about 1250 rpm, the operating efficiency E2 is maximum (this maximum efficiency is 100%), and the efficiency of recovery of the inertial power by the generator 1 is maximum. At a high temperature of, for example, 120 ° C., the characteristics shown by the dotted line in FIG. 8 are obtained.

Then, in step S124 shown in the flowchart of FIG. 9, based on the traveling state information of the navigation device 40 and the traffic signal information, the time period T during which the vehicle can be collected is determined.
The change transition of the rotation speeds of the compressor 1 and the generator 50 in 3 is estimated.

Then, based on these changes in the rotational speed, changes in the operating efficiencies E1 and E2 of the compressor 1 and the generator 50 in the recoverable time zone T3 are calculated.

If the required cooling amount Q and the required electric power P are not secured, both operating efficiencies E
In order to recover the inertial power on the high-efficiency side of E1 and E2, the recoverable time period T3 is set to the drive time period of the compressor 1 and the generator 5
The driving time zone is set to 0.

Thus, for example, the operating efficiency E1 of the compressor 1
In the case where is always higher efficiency, after the necessary cooling amount Q is recovered by the compressor 1, the operation is performed to recover the required power P by the generator 50. On the other hand, when the operating efficiency E2 of the generator 50 is always higher, the operation is performed such that the necessary power P is recovered by the compressor 1 after the necessary power P is recovered by the generator 50. Becomes

FIG. 10 is a diagram for explaining an example of the above-mentioned distribution, and is a diagram showing the running state of the vehicle and the state of the air conditioning mode on a graph showing the relationship between time and running distance. A symbol D in the figure indicates a state in which the vehicle is running with the battery 51 at the time of starting, and a symbol indicates a time zone in which the generator 50 is driven and charged. This figure 1
In the example of 0, the retrievable time zone T3 during the required time T1 is estimated, and the rechargeable time zone T3 of the required time T1 is prioritized for cold storage and charging. Possible time zones T3 are sorted in the order of charging → cool storage → charging. Then, it is determined that the required cooling amount Q cannot be secured only by the cold storage in the retrievable time zone T3, and the cold storage is performed also in the time zone of the engine power travel A. Thereby, the required cooling amount Q and the necessary power P are secured within the required time T1.

(Third Embodiment) In this embodiment, an economy mode switch is provided in the operation switch group 37 of the air conditioning control panel 36. By turning on the economy mode switch, step S130 in FIG. 2 of the first embodiment is performed.
Target evaporator outlet temperature TE in normal cooling mode
The method of calculating O is changed as follows.

That is, in this economy mode, the lower limit value of the target evaporator outlet temperature TEO is set to 3 ° C., and based on the characteristic diagrams shown in FIGS. 11 (a), (b) and (c), First target evaporator outlet temperature TEO1, second target evaporator outlet temperature TEO2, fourth target evaporator outlet temperature TEO4
Is calculated, and the lower one of TEO1, TEO2, and TEO4 is finally determined as the target evaporator outlet temperature TEO.

As a result, the power consumption of the engine 4 for driving the compressor 1 can be further reduced. Further, as described above, the present invention can reliably select between the cold storage mode and the normal cooling mode. Therefore, the air conditioner has both the economy mode and the cold storage (cooling) mode. However, the power saving of the engine power in the economy mode and the improvement of the cooling feeling when the engine is stopped in the cold storage (cooling) mode can be reliably achieved.

(Fourth Embodiment) In this embodiment, a vehicle speed signal value (vehicle speed information) from a vehicle speed sensor (vehicle speed information detecting means) (not shown) is transmitted to the air conditioner E via the engine ECU 38.
The vehicle speed signal is input to a CU (storage means) 5 and stored in the air conditioner ECU 5. Then, based on the past vehicle speed signal stored in the air conditioner ECU 5, it is determined whether or not the vehicle is traveling in an urban area where the vehicle stops every predetermined time, and when it is determined that the vehicle is traveling in an urban area, the cool storage mode is activated. When the traveling is not determined, the normal cooling mode is selected. The following is an example of the determination of urban driving, where the pattern of driving in an urban area is a repetition of starting (acceleration) → driving → deceleration → stopping (waiting for a signal), and the change pattern of the vehicle speed is roughly constant depending on the region. Therefore, when the vehicle speed change pattern in such a city running is similar to the past vehicle speed changing pattern, it is determined that the vehicle is running in the city.

Also, a certain period of time in the past (for example, 10 minutes)
If the average vehicle speed is low (for example, 15 km / h) or if the number of stops in a past fixed time (for example, 5 minutes) is equal to or more than a specified number (for example, once), it is considered that there is a traffic jam. Alternatively, it may be determined that the vehicle is traveling in an urban area. In addition, the above determination may be a valid determination only when the vehicle speed is at least equal to or lower than a predetermined speed (for example, 40 km / h).

The vehicle speed information detecting means is not limited to the vehicle speed sensor but may be any vehicle speed information relating to the vehicle speed (eg, engine speed, shift range, fuel injection amount, accelerator opening, brake signal, etc.). The vehicle speed may be calculated based on the engine speed, the shift range, and the fuel injection amount.

As a modified example of the fourth embodiment, the above-mentioned urban area traveling determining means may determine that the vehicle is traveling in an urban area when the vehicle speed is at least a predetermined speed (for example, 40 km / h).

The result of the excess or deficiency of the amount of cold storage by the switching control between the normal cooling mode and the cold storage mode based on the above determination may be used for correction at the next determination. That is, if the required amount of cold storage Q cannot be secured, correction is made in the next determination to increase the amount of cold storage. For example, when the vehicle speed is equal to or less than 40 km / h, it is determined that the vehicle is traveling in the city area. As a result, if the amount of cold storage is insufficient, the next determination indicates that the vehicle is traveling in the city area if the vehicle speed is equal to or less than 45 km / h. It is corrected so as to be determined.
In addition, the correction is made so that the above-mentioned fixed time in the past is lengthened.

Further, based on the past vehicle speed signal, the required time T1 and the stop time T2 described in the first embodiment are estimated during traveling, and the required cooling amount Q during the stop time T2 is calculated. The cooling mode and the cold storage mode may be switched so that only the required cooling amount Q is stored within the required time T1.

Further, the speed detection means and the storage means described above may be eliminated, and it may be determined that the vehicle is traveling in a city area based on traffic congestion information from outside the vehicle such as VICS information.

(Fifth Embodiment) In this embodiment, the navigation device 40 calculates the current position of the vehicle based on a signal from a receiving means (position detecting means) 42 for receiving a satellite signal such as GPS. The navigation device 40 can read map information stored in a CD-ROM or the like, and has the map information. The vehicle further includes an urban area traveling determination unit that determines whether the current position of the vehicle is in an urban area based on the map information.

For example, when the arrangement interval of the traffic lights around the current position is shorter than a predetermined interval, it is determined that the vehicle is in the city. In addition, a specific area on the map is set in advance as an urban area, and if the current position is within the set area, it is determined that the area is within the urban area. If the current position is an expressway, it is determined that the vehicle is outside the city. If the current position is within a predetermined distance (for example, 2 km) from the interchange and the parking area, the vehicle is determined to be within the city. Also,
Only when the vehicle is in an urban area and a brake operation is performed, it may be determined that the vehicle is traveling in an urban area.

As described above, when the city area traveling judging means judges the city area traveling, the cold storage mode is selected, and when the city area traveling is not judged, the normal cooling mode is selected. It is possible to suppress excess or deficiency in the amount of cold storage, and to achieve both improvement in cooling feeling when the engine is stopped and power saving of the engine power.

As a modification of the fifth embodiment, it is determined from the vehicle speed, the accelerator opening, the engine speed and the brake signal whether or not to stop at the next signal. The mode may be selected.

(Sixth Embodiment) In this embodiment, a transmitting means for transmitting operation information indicating which of the cold storage mode, the normal cooling mode, and the cooling mode is being operated, and running state information, There is provided a receiving means capable of receiving operation information and traveling state information of another vehicle, and is capable of communicating with another vehicle. Hereinafter, the effect of the present embodiment will be described by taking as an example a case where the second vehicle is traveling behind the first vehicle and both vehicles are traveling in the normal cooling mode.

When the first vehicle switches from the normal cooling mode to the cold storage mode, the second vehicle not only has its own vehicle running state information and traffic signal information, but also has other vehicle information (the above-described switching and the second information). Based on the traveling state information of the first vehicle, it can be estimated whether or not it is necessary to switch to the cold storage mode when the own vehicle arrives at the position of the first vehicle.

Further, when the third vehicle is running in the normal cooling mode behind the second vehicle, the third vehicle is determined to be the first vehicle based on the first and second vehicle information.
It can be estimated whether or not it is necessary to switch to the cool storage mode when the vehicle arrives at the position of the vehicle, and such vehicle information can be sequentially transmitted to the vehicles behind.

(Seventh Embodiment) In the first embodiment,
While the required time T1 from the current time to the next stop is estimated during traveling based on the traveling state information and the traffic light information included in the road information, the present embodiment requires the traffic light information. Instead, the required time T1 is estimated based on traffic condition information such as VICS, which is an example of traveling state information and road information. Then, the operation of the cool storage mode is controlled so that the required cooling amount Q at the next stop is stored by the estimated required time T1.

In the first embodiment, the stop time T2 from the next stop to the start of the next stop is estimated based on the traveling state information and the traffic light information.
In carrying out the present invention, the stop time T2 from the next stop to the start of the next stop may be estimated based on traffic congestion information such as VICS which is an example of road information.

(Other Embodiments) In the first to seventh embodiments, the compressor 1 is intermittently controlled by an on / off signal so that the evaporator outlet temperature Te becomes the target evaporator outlet temperature TE.
O, but as the compressor 1,
Variable displacement compressor 1 whose capacity can be changed arbitrarily
And evaporator outlet temperature Te by controlling the volume.
May be controlled.

In the first to seventh embodiments, the operation is performed by switching between the cold storage mode and the normal cooling mode. However, only the normal cooling mode is operated, and the cold storage mode is determined in step S125. When it is determined, the refrigerant discharge flow rate (mass flow rate) of the compressor 1 may be increased, and the cold storage of the condensed water of the evaporator 9 may be increased in the normal cooling mode.

Further, in the first to seventh embodiments, the temperature of the air blown into the passenger compartment is controlled by the parallel air mixing method. However, the regenerative mode is combined with the conventional ordinary series air mixing method. You may.
Specifically, the first bypass passage 16, the bypass door 17, and the bypass air temperature sensor 33 in FIG. 1 may be omitted, and the outlet temperature control may be performed only by the air mix door 19. For example, in the case where cooling is performed by using 25 ° C. suction air as 10 ° C. blowing air, the entire amount of 25 ° C. suction air is cooled to −2 ° C. in the evaporator 9 for cold storage, and then re-heated by the heater core 20. What is necessary is just to make it blow off air of 10 degreeC by heating.

[Brief description of the drawings]

FIG. 1 is an overall system configuration diagram showing a first embodiment and a second embodiment of the present invention.

FIG. 2 is a flowchart showing an outline of an operation in the first embodiment.

FIG. 3 is an explanatory diagram illustrating an example of mode selection in the first embodiment.

FIG. 4 is a characteristic diagram of a first target evaporator outlet temperature in the first embodiment.

FIG. 5 is a characteristic diagram of a second target evaporator outlet temperature in the first embodiment.

FIG. 6 is a flowchart showing details of step S170 in FIG. 2;

FIG. 7 is a characteristic diagram showing a relationship between a rotational speed of a compressor and an operation efficiency E1 according to a second embodiment of the present invention.

FIG. 8 is a characteristic diagram showing a relationship between a rotation speed of a generator and an operation efficiency E2 according to a second embodiment.

FIG. 9 is a flowchart showing an outline of an operation in the second embodiment.

FIG. 10 is an explanatory diagram illustrating an example of mode selection in a second embodiment.

FIG. 11A is a characteristic diagram of a first target evaporator blowout temperature in a third embodiment of the present invention, and FIG.
It is a characteristic diagram of the target evaporator outlet temperature, and (c) is a characteristic diagram of the fourth target evaporator outlet temperature.

[Explanation of symbols]

DESCRIPTION OF SYMBOLS 1 ... Compressor, 4 ... Vehicle engine, 9 ... Evaporator, 9a ... Regenerator, 40 ... Navigation device, 41 ... Receiving means, Q
... The amount of cooling required during the stop time, T1... The time required until the next stop, T2.

 ──────────────────────────────────────────────────の Continued on the front page (72) Inventor Shigeki Harada 1-1-1, Showa-cho, Kariya-shi, Aichi Pref.

Claims (14)

[Claims] 1. A traveling state detecting means (42) for detecting traveling state information including at least a current position, a traveling direction and a speed of a vehicle, and a navigation device (40) having signal information indicating a position of a traffic signal and an operation notice. An evaporator (9) mounted on a vehicle comprising: an evaporator (9) for cooling air blown into the vehicle cabin; and an evaporator (9) driven by engine power of the vehicle.
A compressor (1) that compresses and discharges the refrigerant that has passed through the evaporator (9); and a cool storage means (9a) that cools and stores the refrigerant by the evaporator (9). And a normal cooling mode in which the cooling temperature of the evaporator (9) is set higher than the cooling temperature in the cold storage mode. The cold storage mode is operated when the engine is stopped. Activate the cooling mode for cooling by cooling from 9a), and start again from the current stop time and the required time (T1) from the current time to the next stop based on the running state information and the traffic light information. Stop time until hour (T2)
Is estimated during running, and a required cooling amount (Q) is calculated during the stopping time (T2) based on the estimated stopping time (T2), and only the required cooling amount (Q) is calculated. The operation of the cold storage mode is controlled so that the cold storage is performed within the required time (T1). 2. The air conditioner for a vehicle according to claim 1, wherein the signal information is obtained by wireless communication with the outside of the vehicle. 3. The vehicle according to claim 1, further comprising: an operating information indicating which one of the cold storage mode, the normal cooling mode, and the cooling mode is being operated, and the traveling state information, between the vehicle and another vehicle. The vehicle air conditioner according to claim 1 or 2, wherein the air conditioner is enabled. 4. Under the condition that the compressor (1) is driven by inertial power of a vehicle, the inertia power can be recovered by cold storage of the cold storage means (9a), and the traveling state information and the traffic light information are collected. The time zone (T3) in which the inertial power can be recovered during the required time (T1) is estimated based on the above, and the recoverable time zone (T3) in the required time (T1) is prioritized. The air conditioner according to any one of claims 1 to 3, wherein the cold storage mode is operated. 5. A generator (50) driven by one of the engine power and the inertial power.
And power storage means (5) charged by the generator (50).
1) The power storage means (51) stores at least electric power (P) required to start the vehicle within the required time (T1), The compressor (1) in the recoverable time zone (T3) based on the traveling state information and the traffic light information.
And estimating a change in the number of revolutions of the generator (50), and based on the change in the number of revolutions of the compressor (1) and the generator (50), the recoverable time zone (T3). Of the compressors (1) and the generators (50) at (1) and (2), respectively, to secure both the required cooling amount (Q) and the required power (P). If not, the two operating efficiencies (E
In order to recover the inertial power on the high-efficiency side of (1, E2), the recoverable time period (T3) is set to the drive time period of the compressor (1) and the drive time period of the generator (50). The vehicle air conditioner according to claim 4, wherein the compressor (1) and the generator (50) are separately driven. 6. An evaporator (9) for cooling air blown into the vehicle interior, and the evaporator (9) driven by the engine power of the vehicle.
A compressor (1) that compresses and discharges the refrigerant that has passed through the evaporator (9); and a cool storage means (9a) that cools and stores the refrigerant by the evaporator (9). And a normal cooling mode in which the cooling temperature of the evaporator (9) is set higher than the cooling temperature in the cold storage mode. The cold storage mode is operated when the engine is stopped. A vehicle air conditioner operating a cooling mode in which cooling is performed by cooling from 9a), comprising: vehicle speed information detecting means for detecting vehicle speed information related to vehicle speed; and storage means (5) for storing the vehicle speed information. The cold storage mode is activated when the vehicle is estimated to travel in an urban area where the vehicle stops every predetermined time based on the past vehicle speed information stored in the storage means (5). Vehicle air conditioner according to claim. 7. A case in which a specific change pattern among vehicle speed change patterns is set in advance to be traveling in an urban area, and a change pattern of the vehicle speed information during a predetermined time in the past is similar to the specific change pattern. 7. The vehicle air conditioner according to claim 6, wherein the vehicle is estimated to be traveling in the city area. 8. The vehicle according to claim 6, wherein an average vehicle speed for a predetermined period in the past is calculated based on the vehicle speed information, and when the average vehicle speed is lower than a predetermined speed, it is estimated that the vehicle is traveling in an urban area. 4. The vehicle air conditioner according to claim 1. 9. The method according to claim 6, wherein the number of stops in a past fixed time is calculated based on the vehicle speed information, and when the number of stops is larger than a predetermined number, it is estimated that the vehicle is traveling in an urban area. The vehicle air conditioner according to any one of the preceding claims. 10. An evaporator (9) for cooling air blown into a vehicle cabin; and the evaporator (9) driven by the engine power of the vehicle.
A compressor (1) that compresses and discharges the refrigerant that has passed through the evaporator (9); and a cool storage means (9a) that cools and stores the refrigerant by the evaporator (9). And a cooling mode in which the cooling temperature of the evaporator (9) is higher than the cooling temperature in the cooling mode. 9a) An air conditioner for a vehicle that activates a cooling mode in which cooling is performed by cooling from the cooling mode. An air conditioner for a vehicle, which is operated. 11. Calculating an arrangement interval of traffic lights around the current position based on the current position of the vehicle and the map information, and estimating that the vehicle is located in an urban area when the arrangement interval is shorter than a predetermined interval. 2. The method according to claim 1, wherein
0. The vehicle air conditioner according to 0. 12. A specific area on a map is set in advance as an urban area, and when the current position is within the specific area, it is estimated that the vehicle is located in the urban area. Item 11. The vehicle air conditioner according to item 10. 13. An air conditioner mounted on a vehicle provided with a navigation device (40) for detecting traveling state information of a vehicle and road information, wherein the evaporator (9) cools air blown into the vehicle interior. ), Driven by the engine power of the vehicle, and the evaporator (9)
A compressor (1) that compresses and discharges the refrigerant that has passed through the evaporator (9); and a cool storage means (9a) that cools and stores the refrigerant by the evaporator (9). And a normal cooling mode in which the cooling temperature of the evaporator (9) is set higher than the cooling temperature in the cold storage mode. The cold storage mode is operated when the engine is stopped. 9a) to activate a cooling mode for cooling by cooling, and based on the travel information and the road information detected by the navigation device (40), a required time (T1) from the present time to the next stop. The operation of the cold storage mode is controlled so that the required cooling amount (Q) is stored at the next stop by the estimated required time (T1). Dual air conditioning system. 14. A stop time (T2) from the next stop to the start of the next stop is estimated based on the road information detected by the navigation device (40), and the estimated stop time (T2) is calculated based on the estimated stop time (T2). The vehicle air conditioner according to claim 13, wherein the required cooling amount (Q) is calculated based on the cooling amount.