JP2002205536A - Vehicular air-conditioning system - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicular air-conditioning system for facilitating simplified and miniaturized construction by reducing the number of parts and improving cooling efficiency. SOLUTION: A motor generator MG and a compressor CP are integrally constructed in series arrangement. Both housings are fastened and fixed to each other with a bolt 48. Rotating shafts 44, 6 of both housings are connected to each other. The rotating shaft 44 is provided with an electromagnetic clutch 57 capable of connecting/disconnecting power transmission to/from an engine Eg. During operation of the engine Eg, with the power transmission from the engine Eg the compressor CP is driven for compression of a cooling medium and a motor generator MG is driven for electric generation. During stop of the engine Eg, the compressor CP is driven by the motor generator MG in the state that the electromagnetic clutch 57 is cut. The engine Eg is started by the drive of the motor generator MG.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention includes a compressor which is driven by power transmission from the engine when the engine is operating, and which is driven by a motor which is driven by external power supply when the engine is stopped. The present invention relates to a vehicle air conditioning system.

[0002]

2. Description of the Related Art A vehicle air conditioning system of this type has a structure disclosed in Japanese Patent Application Laid-Open No. H11-147424.

In this configuration, a separate compressor for an air conditioner and a motor generator are operatively connected to an engine via a pulley and a belt. The crankshaft of the engine is provided with an electromagnetic clutch capable of cutting off the transmission of power between the compressor and the motor generator. Accordingly, the compressor can be driven by the motor generator in a state where the engine is stopped by setting the electromagnetic clutch to a disconnected state.

[0004]

However, in the above configuration, since the compressor and the motor generator are separate bodies, the number of parts such as housings and pulleys is increased, and cooling for individual cooling is performed. There is an inconvenience that the structure becomes complicated, for example, a structure needs to be provided.

An object of the present invention is to provide a vehicle air-conditioning system capable of easily simplifying the structure and reducing the size by reducing the number of parts and improving the cooling efficiency.

[0006]

According to a first aspect of the present invention, a motor and a compressor are operatively connected to an engine via a power transmission mechanism. An air conditioning system for a vehicle configured to be driven by power transmission from the engine when the engine is operating, and to be driven by the motor driven by external power supply when the engine is stopped, wherein the motor and the compressor are And the motor is configured to function as an engine starter for starting the engine.

According to the present invention, since the motor and the compressor are integrally formed, power can be transmitted between the two and the engine as compared with a case where both are formed separately. The necessity of separately providing a power transmission mechanism and the like is reduced, and a configuration for transmitting power between the two can be simplified. Further, circuits mounted on each of them for driving and controlling them can be easily integrated into one place, so that the number of parts can be easily reduced. In addition, since both housings can be integrated, the cooling efficiency can be easily improved. Therefore, simplification and downsizing of the configuration of the vehicle air conditioning system are facilitated.

According to a second aspect of the present invention, in the first aspect, the motor and the compressor are provided coaxially. According to the invention,
It is not necessary to separately provide a power transmission mechanism for operatively connecting the motor and the compressor to the engine, or to specially provide a mechanical component for operatively connecting the motor and the compressor.

According to a third aspect of the present invention, in the first or second aspect, the motor has a function of generating power by transmitting power from the engine.

According to the present invention, it is possible to generate power using the motor. Therefore, since it is not necessary to provide a generator separately from the motor, cost reduction and space saving can be achieved.

According to a fourth aspect of the present invention, in the first aspect of the present invention, the compressor is a variable displacement compressor whose discharge capacity can be changed by external control. The gist is that there is.

According to the present invention, when the motor is driven in a state where it is not necessary to discharge the refrigerant to the compressor, the load on the motor is reduced by controlling the discharge capacity of the compressor to a minimum. It becomes possible. That is, the load applied to the motor can be reduced without providing a mechanism for connecting and disconnecting the motor and the compressor in a power transmission manner. If the load on the motor is reduced, the load on the battery for driving the motor is also reduced. That is, it is possible to extend the life of the battery and save power. Further, when the motor functions as a generator by transmitting power from the engine in a state where it is not necessary to discharge the refrigerant to the compressor, it is possible to reduce a load applied to the engine. Therefore, the output of the engine can be effectively used as a driving force for running the vehicle.

According to a fifth aspect of the present invention, in the first aspect of the present invention, the power transmission mechanism is a unit side in which the motor and the compressor are integrally formed. The gist of the present invention is to provide an electromagnetic clutch provided in the vehicle.

According to the present invention, the power transmission between the unit and the engine can be cut off by the electromagnetic clutch. That is, when the compressor is driven by the power of the motor when the engine is stopped, a load for driving the engine can be prevented from being applied to the motor. Therefore, the load on the battery for driving the motor is also reduced, and the life of the battery can be extended and power consumption can be reduced. In addition, since the electromagnetic clutch is provided on the unit side, it is easy to share a harness for supplying power or an electric signal to the electromagnetic clutch, the compressor, and the motor.

[0015]

DESCRIPTION OF THE PREFERRED EMBODIMENTS One embodiment of the present invention will be described below with reference to FIG.
And FIG. In FIG. 1, the left side of the drawing is the front, and the right side of the drawing is the rear.

FIG. 1 is a diagram showing an air conditioning system for a vehicle. That is, a motor generator MG as a motor is operatively connected to an engine (internal combustion engine) Eg that is a driving source of the vehicle via a power transmission mechanism PT.
A variable displacement swash plate type compressor (hereinafter simply referred to as a compressor) as a variable displacement type compressor constituting a refrigerant circulation circuit (refrigeration cycle) is connected to the engine Eg via a power transmission mechanism PT and a motor generator MG. ) The CP is operatively connected. That is, the compressor CP is operatively connected to the engine Eg on the downstream side of the power transmission path from the motor generator MG.

As shown in FIG. 1, the motor / generator MG includes a front housing 41 and a rear housing 42 joined and fixed to the rear end. The front housing 41 and the rear housing 42 constitute a housing of the motor generator MG.

An accommodation room 43 is defined in a region surrounded by the front housing 41 and the rear housing 42. A rotation shaft 44 is rotatably supported in the accommodation chamber 43. The rotating shaft 44 is operatively connected to the engine Eg via the power transmission mechanism PT.

A magnet 45 is fixed on the rotating shaft 44 in the housing chamber 43 so as to be integrally rotatable.
A plurality of stator cores 47 around which coils 46 are wound are fixedly arranged on the inner peripheral surface of the accommodation chamber 43 so as to surround the magnets 45.

The motor / generator control unit 49 has an inverter 49a. The inverter 49a is provided on a power supply path between the coil 46 of the motor generator MG and the battery 50. Control device 49 causes motor generator MG to function as a generator during the operation of engine Eg, thereby converting the AC power generated by motor generator MG into inverter 49a.
To charge the battery 50. Also,
When cooling of the passenger compartment is required when the engine Eg is stopped, the control device 49 converts DC power extracted from the battery 50 into AC by the inverter 49a and controls power supply to the motor / generator MG. Compressor C using the same motor / generator MG as a motor
Drive P. Therefore, even when the engine Eg is stopped, the vehicle compartment can be cooled.

As shown in FIG. 1, the compressor CP is joined and fixed to a cylinder block 1, a front housing 2 joined and fixed to the front end thereof, and a rear end of the cylinder block 1 via a valve forming body 3. And a rear housing 4. The cylinder block 1, the front housing 2, and the rear housing 4 constitute a housing of the compressor CP. Compressor CP is joined and fixed to the rear end of rear housing 42 of motor generator MG with the front end of front housing 2.

In this embodiment, the compressor CP
Front housing 2 and motor generator MG
Are fixed together with bolts 48 to the front housing 41 and the rear housing 42. Therefore, the compressor CP and the motor generator MG are configured as an integrated unit, and the compressor C
The housing of P is easily detachable from the housing of the motor generator MG.

A crank chamber 5 as a control chamber is defined in a region surrounded by the cylinder block 1 and the front housing 2. A rotating shaft 6 is rotatably supported in the crank chamber 5. The front end of the rotation shaft 6 protruding from the front housing 2 is directly connected to the rear end of the rotation shaft 44 of the motor / generator MG so as to be integrally rotatable through means of easy attachment / detachment such as concave / convex fitting or screwing. Have been.

A lug plate 11 is fixed on the rotating shaft 6 in the crank chamber 5 so as to be integrally rotatable. A swash plate 12 is accommodated in the crank chamber 5. The swash plate 12 is supported by the rotating shaft 6 so as to be slidable and tiltable. The hinge mechanism 13 includes the lug plate 1
1 and the swash plate 12. Therefore, swash plate 1
2 is rotatable synchronously with the lug plate 11 and the rotation shaft 6 by hinge connection with the lug plate 11 via the hinge mechanism 13 and support of the rotation shaft 6,
The rotary shaft 6 can be tilted with respect to the rotary shaft 6 while sliding in the direction of the axis L.

A plurality of (only one is shown in the drawing) cylinder bores 1 a
Is formed so as to surround it. The single-headed piston 20 is reciprocally accommodated in each cylinder bore 1a. The front and rear openings of the cylinder bore 1a are closed by the valve body 3 and the piston 20, and a compression chamber whose volume changes in accordance with the reciprocation of the piston 20 is defined in the cylinder bore 1a. Each piston 20
The swash plate 12 is moored via a shoe 19 to the outer periphery. Therefore, the rotational movement of the swash plate 12 accompanying the rotation of the rotating shaft 6 is converted into the reciprocating linear movement of the piston 20 via the shoe 19.

A suction chamber 21 and a discharge chamber 22 are formed between the valve forming body 3 and the rear housing 4. Then, the refrigerant gas in the suction chamber 21 moves from the top dead center position of each piston 20 to the bottom dead center side, and passes through the suction port 23 and the suction valve 24 provided in the valve forming body 3 and the cylinder bore 1 a ( (Compression chamber). The refrigerant gas sucked into the cylinder bore 1a is compressed to a predetermined pressure by the backward movement from the bottom dead center position of the piston 20 to the top dead center side, and the discharge port 25 and the discharge valve 26 formed in the valve body 3 are formed. Through the discharge chamber 22.

As shown in FIG. 1, the refrigerant circulation circuit (refrigeration cycle) includes the compressor CP described above and an external refrigerant circuit 30 that connects the discharge chamber 22 and the suction chamber 21 of the compressor CP to the outside. Has become. The external refrigerant circuit 30 includes, for example, a condenser 31, an expansion valve 32 as a pressure reducing device, and an evaporator 33.
It has.

As shown in FIG. 1, in the compressor CP, the internal pressure of the crank chamber 5 is adjusted (changed) by using the displacement control valve 29 so that the inclination angle of the swash plate 12 is increased to the maximum inclination angle (see FIG. (The state shown in FIG. 1) and a non-zero minimum inclination angle near zero.

That is, the crank chamber 5 and the suction chamber 21
Is connected via a bleed passage 27, the discharge chamber 22 and the crank chamber 5 are connected via an air supply passage 28, and a capacity control valve 29 is disposed on the air supply passage 28. I have. Then, the displacement control valve 29 changes the position of the valve body 29a, that is, the valve opening degree, in accordance with the amount of external power supply to the solenoid portion 29b, so that the displacement from the discharge chamber 22 through the air supply passage 28 to the crank chamber 5 Is adjusted, and the internal pressure of the crank chamber 5 is determined from the balance between the amount of gas discharged from the crank chamber 5 to the suction chamber 21 through the bleed passage 27. In accordance with the change of the internal pressure of the crank chamber 5, the difference between the internal pressure of the crank chamber 5 via the piston 20 and the internal pressure of the cylinder bore 1a is changed, and
As a result, the stroke of the piston 20, that is, the displacement is adjusted.

For example, when the opening of the displacement control valve 29 is reduced, the internal pressure of the crank chamber 5 decreases, and the difference between the internal pressure of the crank chamber 5 and the internal pressure of the cylinder bore 1a via the piston 20 also decreases. The swash plate 12 is tilted in the direction of increasing the tilt angle, and the discharge capacity of the compressor CP is increased. Conversely, when the opening of the displacement control valve 29 is increased, the internal pressure of the crank chamber 5 is increased, and the difference between the internal pressure of the crank chamber 5 and the internal pressure of the cylinder bore 1a via the piston 20 is increased, so that the swash plate is increased. 12 tilts in the tilt angle decreasing direction, and the discharge capacity of the compressor CP is reduced.

The opening degree of the capacity control valve 29 is determined by the external information from the external information detecting means 35 (ON / OF of the air conditioner switch).
The power supply is controlled by the capacity control device 36 based on the F information, the vehicle interior temperature information, the set temperature information, and the like. The power from the battery 50 described above is also used for power supply control of the capacity control valve 29 (solenoid portion 29b) and power supply of other various electric components of the vehicle (not shown).

As shown in FIG. 1, the rotor 51 is provided with an angular bearing 52 on a boss 41a projecting from the front of the front housing 41 of the motor generator MG.
It is rotatably supported through. The rotor 51 is operatively connected to the engine Eg via a belt 53 wrapped around its outer periphery. The hub 54 is fixed to a portion of the rotation shaft 44 that protrudes outside the front housing 41. The armature 55 includes a leaf spring portion 54 at the hub 54.
a. The electromagnetic coil 56 is fixedly supported at the front part of the front housing 41, and
1.

When the electromagnetic coil 56 is energized by energization, an attractive force based on the electromagnetic force is applied to the armature 55. Therefore, the armature 55 moves against the leaf spring portion 54a and presses against the front surface of the rotor 51, so that the rotor 51 and the armature 55 are connected (the state shown in FIG. 1), and between the engine Eg and the compressor CP. Power transmission becomes possible.

From this state, when the power supply to the electromagnetic coil 56 is cut off and the electromagnetic coil 56 is demagnetized,
The suction force applied to the armature 55 disappears. Therefore, the armature 55 is moved by the urging force of the leaf spring portion 54a and separated from the rotor 51, the connection between the rotor 51 and the armature 55 is released, and power transmission between the engine Eg and the compressor CP is impossible. Becomes

The rotor 51, the hub 54, the armature 55, and the electromagnetic coil 56 constitute an electromagnetic clutch 57, and the electromagnetic clutch 57 and the belt 53 constitute a power transmission mechanism PT.

In the vehicle air conditioning system of this embodiment, when the engine Eg is operating, the electromagnetic clutch 57 is connected, and the power is transmitted from the engine Eg to drive the motor generator MG to generate electric power (power generation). ), And the compressor CP is driven to compress the refrigerant gas.

On the other hand, when the engine Eg is stopped (idling stop), the connection state of the electromagnetic clutch 57 is released, and the power transmission from the engine Eg to the motor generator MG and the compressor CP is cut off. The generator MG is rotated by the power supply from the battery 50 to drive the compressor CP.

When the capacity control unit 36 detects that cooling is not required, such as when the air conditioner switch is turned off, or that cooling is not permitted (so-called acceleration cut request) during rapid acceleration of the vehicle, the capacity control valve 29 is fully opened to compress. The discharge capacity of the machine CP is minimized. Note that this is a case where the engine Eg is in operation, and in a state where the engine Eg is stopped, the request for cooling is not required by stopping the motor generator MG.

As described above, since the minimum inclination angle of the swash plate 12 is not zero, even if the displacement of the compressor CP is minimized, the suction of the refrigerant gas from the suction chamber 21 into the cylinder bore 1a and the suction refrigerant The compression of the gas and the discharge of the refrigerant gas from the cylinder bore 1a to the discharge chamber 22 are performed. Therefore, the cylinder bore 1 is provided inside the compressor CP.
a → discharge chamber 22 → supply passage 28 → crank chamber 5 → bleed passage 27 → suction chamber 21 → (cylinder bore 1a) is formed, and lubricating oil is circulated through the internal circulation circuit together with the refrigerant.

The motor generator MG is configured to function as an engine starter that starts the engine Eg from a stopped state. For example, upon detecting an engine start command (starter signal) by a key operation or the like, the motor / generator control device 49 sets the motor / generator MG in a state where the electromagnetic clutch 57 is connected.
To start the engine Eg that has been in a stopped state. Further, in the vehicle air conditioning system of the present embodiment, when the motor generator MG is used as the engine starter, the predetermined discharge capacity is controlled after the discharge capacity of the compressor CP is controlled to be reduced to a predetermined capacity or less. The compressor CP is driven under the following conditions. The control is, for example,
When the rotating shaft 6 of the compressor CP is driven to rotate by the motor generator MG, the displacement control device 36 opens the displacement control valve 29 fully in synchronization with the starter signal to minimize the displacement of the compressor CP. It is like doing.

FIG. 2 shows the relationship between the running of the vehicle, the driving conditions of the engine Eg, the clutch (electromagnetic clutch 57), the compressor CP, the motor (motor generator MG), and the starter (function of the motor generator MG as an engine starter). FIG.

Case C1 shows a case where the vehicle is driven by the engine and the air conditioner switch is ON. In this case, the motor generator MG
Is maintained in the OFF state and the electromagnetic clutch 57 is maintained in the ON state (connected state). At this time, the compressor CP has the engine E
g, the motor generator MG functions as a generator, and the battery 50 is charged.

Case C2 shows a case where the air conditioner switch is in an ON state in a state where the engine Eg is stopped by idling stop, for example. In this case, compressor CP is driven by motor generator MG. At this time, the electromagnetic clutch 57 is kept in the OFF state, and the power transmission between the motor generator MG and the engine Eg is cut off.

Case C3 shows a case where the air conditioner switch is turned off from the state of case C2.
The motor / generator MG stops and the compressor C
P is not driven.

Case C4 shows a case where the engine Eg is started from the state of case C3. in this case,
Motor generator MG is driven with electromagnetic clutch 57 held in the ON state, and engine Eg is started (motor generator MG functions as an engine starter). At this time, the air conditioner switch is set to O
In any state of N and OFF, the compressor CP is driven while the motor generator MG is rotating.

Case C5 shows a case where the engine Eg is in a driving state and the motor generator MG functions as a generator. In this case, the compressor CP is driven by the engine Eg regardless of whether the air conditioner switch is in the ON or OFF state.
When the switch is turned off, the discharge capacity of the compressor CP is minimized, so that the compressor C
It becomes possible to make P almost non-drive state.

Case C6 shows a case where the engine Eg is stopped (idling stop) from the state of case C5. In this case, the compressor CP is driven by the motor / generator MG with the air conditioner switch turned on and the electromagnetic clutch 57 held off.

In the case C7, the engine E in the stopped state
The figure shows a case where the motor / generator MG is temporarily stopped in order to start g. In case C8, the electromagnetic clutch 57 is turned on in a state where the motor generator MG is temporarily stopped in case C7, and the engine Eg is driven by driving the motor generator MG (driving for a predetermined time for starting the engine Eg). It is starting. That is, while the engine Eg is stopped, the compressor CP
Is driven by the motor / generator MG,
When starting the engine Eg again, the motor / generator MG is stopped once, the electromagnetic clutch 57 is connected, and the motor / generator MG is used as a starter motor in that state.

In the present embodiment, the following effects can be obtained. (1) The motor generator MG and the compressor CP are configured as an integrated unit. According to this, both the engine Eg and the engine Eg are compared with the case where the two are formed separately.
It is not necessary to separately provide a power transmission mechanism or the like that enables power transmission between the power transmission device and the power transmission device. Further, circuits mounted on each of them for driving and controlling them can be easily integrated into one place, so that the number of parts can be easily reduced. In addition, since both housings can be integrated, the cooling efficiency can be easily improved. Therefore, simplification and downsizing of the configuration of the vehicle air conditioning system are facilitated.

(2) The compressor CP and the motor generator MG are arranged in series, and the rotating shafts 6 and 44 of the two devices CP and MG are arranged directly on the same axis L (compressor). CP and motor generator MG are provided coaxially). Therefore, both rotating shafts 6,44
For the transmission of power between them, for example, a mechanical component such as a belt or a pulley is not required, and the configuration can be simplified and downsized.

(3) The motor generator MG is configured to function as an engine starter for starting the engine Eg. According to this, there is no need to provide an engine starter motor separately from the motor / generator MG, so that cost reduction and space saving can be achieved.

(4) The motor / generator MG is configured to function as a generator that generates power by transmitting power from the engine Eg. According to this, it is not necessary to provide a generator or an alternator as a generator separately from the motor / generator MG, so that cost reduction and space saving can be achieved.

(5) The compressor CP is of a variable capacity type whose discharge capacity can be changed by control from the outside (capacity control device 36). According to this, when the motor generator MG is driven in a state where it is not necessary to discharge the refrigerant to the compressor CP, by controlling the discharge capacity of the compressor CP to be a minimum, the motor generator MG is controlled.
The load on G can be reduced. That is,
The load applied to the motor generator MG can be reduced without providing a mechanism for connecting and disconnecting the motor generator MG and the compressor CP in terms of power transmission. If the load applied to motor generator MG is reduced, the load applied to battery 50 for driving motor generator MG is also reduced. That is, it is possible to extend the life of the battery 50 and save power. Also,
Motor generator MG by power transmission from engine Eg in a state where there is no need to discharge refrigerant to compressor CP
Makes the engine Eg reduce the load applied to the engine Eg. Therefore, the output of the engine Eg can be effectively used as a driving force for running the vehicle.

(6) An electromagnetic clutch 57 capable of connecting and disconnecting power transmission between the engine Eg, the motor generator MG and the compressor CP is provided. According to this, when the compressor CP is driven by the power of the motor generator MG when the engine Eg is stopped, it is possible to prevent a load for driving the engine Eg from being applied to the motor generator MG. . Therefore, the load applied to battery 50 for driving motor generator MG is reduced, and the life of battery 50 can be extended and power consumption can be reduced.

(7) The electromagnetic clutch 57 capable of connecting and disconnecting the power transmission between the engine Eg and the motor generator MG and the compressor CP is provided not on the engine Eg side but on the motor generator MG and the compressor CP. Are provided on the unit side integrally formed. According to this, it becomes easy to share a harness for supplying electric power or an electric signal to the electromagnetic clutch 57, the compressor CP, and the motor generator MG.

(8) The compressor CP is driven by power transmission from the engine Eg when the engine Eg is operating, and is driven by the motor generator M when the engine Eg is stopped.
It is configured to be driven by G. That is, only when the engine Eg is stopped, the motor C
P was driven. Therefore, when the engine Eg operates, the load for driving the compressor CP is
Since the power is not applied to the generator MG, the load of the battery 50 for supplying power to the motor generator MG is further reduced.

The embodiment is not limited to the above, and may be, for example, in the following mode. The electromagnetic clutch capable of connecting and disconnecting the power transmission between the engine Eg, the motor generator MG and the compressor CP is not provided on the unit side where the motor generator MG and the compressor CP are integrally formed, It may be provided on the engine Eg side.

In the above-described embodiment, the variable displacement type swash plate type compressor CP is of a type in which the discharge displacement can be changed by a displacement control valve 29 capable of controlling the degree of opening from the outside. Instead of this, the compressor CP is provided with a capacity control valve capable of controlling the opening degree autonomously, for example, as disclosed in JP-A-2000-1205
It may be of the same type as the configuration disclosed in the 46th publication.

In the above embodiment, the motor generator MG capable of generating power by transmitting power from the engine Eg is used as the motor capable of driving the compressor CP, but a motor having no power generation function may be used. .

In the above embodiment, the rotary shaft 6 of the compressor CP and the rotary shaft 44 of the motor generator MG are directly connected, and are always connected for power transmission.
Instead of this configuration, a mechanism may be provided between the rotating shafts 6 and 44 to connect and disconnect the rotating shafts 6 and 44 in a power transmission manner. According to this, without rotating the rotating shaft 6 of the compressor CP (without driving the compressor CP),
The rotation shaft 44 of the motor generator MG can be rotated. Therefore, in a state where it is not necessary to discharge the refrigerant to the compressor driven by the rotation of the rotating shaft 6,
The load when rotating the rotating shaft 44 of the motor / generator MG can be reduced without using the compressor as a variable displacement compressor (in the state of a fixed displacement compressor).

In the above-described embodiment, the engine Eg is started by the motor generator MG in a state where the discharge capacity of the compressor CP is reduced to a predetermined capacity or less. It may be started in a larger state.

In the above embodiment, the electromagnetic clutch 57 is connected when the motor / generator MG is stopped when the engine Eg is started.
The generator MG may not be temporarily stopped, and may be connected during rotation. In this case, when the electromagnetic clutch 57 is connected, the load on the motor / generator MG may be prevented from abruptly increasing so that the step-out of the motor / generator MG does not occur.

In the above embodiment, the compressor CP
Is operatively connected to the engine Eg on the downstream side of the power transmission path from the motor generator MG. However, the configuration is not limited to this, and the compressor CP may be operatively connected to the engine Eg on the upstream side of the power transmission path from the motor generator MG. That is, for example, the engine Eg and the motor
A compressor CP is arranged between the motor and the generator MG, and a rotating shaft 6 of the compressor CP is operatively connected to the engine Eg.
4 may be operatively connected.

In addition to the compressor CP, other rotary machines may be operatively connected to the motor generator MG. For example, a hydraulic pump for a brake assist device, a hydraulic pump for a power steering device, an air pump for an air suspension device, and a device for cooling the engine Eg, the motor generator MG, the battery 50, and the like by circulating a coolant. Any machine that is operated by an external rotation input, such as a pump for circulating a cooling liquid of a cooling device, may be operatively connected. When, in addition to the compressor CP, other rotary machines are operatively connected to the motor generator MG, when the drive of the compressor CP is unnecessary and the drive of the other rotary machines is required It is more preferable that rotating machines other than the compressor CP are driven in a state where the capacity of the compressor CP is reduced to a predetermined capacity or less.

In the above embodiment, the compressor CP is configured to be driven by the engine Eg and the motor generator MG, but may be configured to be driven only by the motor. In this case, for example, the configuration is as shown in FIG. In this configuration, the compressor CP and the motor 71 are integrally formed and are always connected for power transmission. Further, the motor 71 and the engine Eg are connected by an electromagnetic clutch 73 so as to be able to connect and disconnect in power transmission. In addition, the engine Eg receives the rotational power from the engine Eg, so that the battery 5
Alternator 74 capable of generating electric power for charging to zero
Are always connected for power transmission. Alternator 74
The electric power charged in the battery 50 by this is supplied to the motor 71 via the motor control device 75 (inverter 75a). The motor 71 can drive the compressor CP and start the engine Eg by the rotational force obtained by the power supply. When the compressor CP is driven by the motor 71, the electromagnetic clutch 73 is controlled by external power supply control.
Is cut off, and power transmission between the motor 71 and the engine Eg is not allowed. On the other hand, at the time of starting the engine Eg, the electromagnetic clutch 73 is connected, and the engine Eg is started by the motor 71. The motor control device 75 converts the DC power extracted from the battery 50 into AC by the inverter 75a and supplies the AC to the motor 71 when the cooling of the vehicle compartment is required regardless of the operating state of the engine Eg. Thus, the motor 71 is rotated to drive the compressor CP. Also in this configuration, the structure and the size of the vehicle air-conditioning system can be simplified and downsized by omitting a mechanism (for example, a pulley or a belt) for operatively connecting the motor 71 and the compressor CP.

In place of the variable displacement swash plate type compressor CP whose discharge capacity can be changed, a fixed displacement compressor whose discharge capacity is fixed may be adopted. The fixed displacement compressor may be a fixed displacement swash plate compressor in which a swash plate to which a piston is moored is fixed to a rotating shaft at a predetermined inclination angle. Also, this fixed capacity compressor, for example,
A scroll compressor having a configuration similar to that disclosed in Japanese Patent Application Laid-Open No. 2000-220584 may be used.

In place of the variable capacity swash plate type compressor CP which compresses the refrigerant by the reciprocating motion of the piston 20, rotation of a variable capacity scroll type compressor or the like as disclosed in Japanese Patent Application Laid-Open No. H11-324930 is used. A type compressor may be employed.

The swash plate 12 (cam plate) is the rotating shaft 6
Instead of the variable capacity swash plate type compressor CP that rotates integrally with
A type in which the cam plate is supported so as to be relatively rotatable with respect to the rotating shaft and swings, for example, a swinging (wobble) compressor may be employed.

Next, technical ideas other than the inventions described in the claims that can be grasped from the embodiment will be described below. (1) An air conditioning system for a vehicle, comprising: an engine capable of generating a driving force for running a vehicle; and a compressor drivable using a motor drivable by power supply from a battery, wherein the motor includes And the compressor are integrally formed, and the motor is configured to function as an engine starter for starting the engine.

(2) A compressor operatively connected to a motor drivable by power supply from a battery and operatively connected to an engine via an electromagnetic clutch, the compressor being connected to the motor and the electromagnetic clutch. An integrated compressor.

[0071]

As described above in detail, according to the first to fifth aspects of the present invention, in the vehicle air conditioning system, the number of parts is reduced and the cooling efficiency is improved to simplify the structure and reduce the size. Can be easily performed.

[Brief description of the drawings]

FIG. 1 is a sectional view showing an outline of a vehicle air conditioning system according to an embodiment.

FIG. 2 is a time chart showing operations of an engine, a motor, a compressor, and the like.

FIG. 3 is a configuration diagram showing an outline of another example of a vehicle air conditioning system.

[Explanation of symbols]

50 ... battery, 57 ... electromagnetic clutch, CP ... variable capacity swash plate type compressor as a compressor constituting unit, E
g: Engine, MG: Motor generator as a motor (engine starter) constituting the unit, PT ...
Power transmission mechanism.

──────────────────────────────────────────────────続 き Continued on the front page (51) Int.Cl. ⁷ Identification symbol FI theme coat ゛ (Reference) F02D 29/04 F02D 29/04 B 29/06 29/06 F F02N 11/00 F02N 11/00 G 11 / 04 11/04 A F04B 35/00 F04B 35/00 ZF term (reference) 3G092 AC02 AC03 AC07 AC08 CA01 DG08 FA50 GA01 GA10 GB10 HF04Z HF05Z 3G093 AA12 AA16 BA28 CA08 DA12 DA13 DB25 DB26 EB05 EB08 EC02 3H076 BB38 BB41 CC12 CC13 CC16 CC17

Claims (5)

[Claims] 1. A motor and a compressor are operatively connected to an engine via a power transmission mechanism. The compressor is driven by power transmission from the engine when the engine is operating, and is supplied from outside when the engine is stopped. A vehicle air conditioning system configured to be driven by the motor driven by power supply, wherein the motor and the compressor are integrally formed, and the motor functions as an engine starter that starts the engine. Air conditioning system configured as described above. 2. The vehicle air conditioning system according to claim 1, wherein the motor and the compressor are provided coaxially. 3. The air conditioning system for a vehicle according to claim 1, wherein the motor has a function of generating electric power by transmitting power from the engine. 4. The compressor according to claim 1, wherein the compressor is a variable displacement compressor whose discharge capacity can be changed by external control.
The air conditioning system for a vehicle according to any one of claims 3 to 7. 5. The power transmission mechanism according to claim 1, wherein the power transmission mechanism includes an electromagnetic clutch provided on a unit side where the motor and the compressor are integrally formed. Air conditioning system for vehicles.