JP2003237351A - Air conditioning system for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide an air conditioning system for a vehicle, capable of improving a vehicle compartment environment when getting in the vehicle without interfering with traveling itself due to electric power consumption of a motor- driven compressor. <P>SOLUTION: This system includes a refrigerant circuit which consists of the motor-driven compressor 10 driven by power supply from an in-vehicle battery 5, an air-conditioning controller 28 which controls the drive of the motor- driven compressor 10, a ride time setting switch 53 which sets the next ride time, a temperature setting volume 24 which sets vehicle compartment preset temperature, and an outdoor air temperature sensor 50 or a vehicle compartment temperature sensor 51, wherein the air conditioning controller 28 retains operational efficiency data on such a rotational speed which permits the motor-driven compressor 10 to have high operational efficiency, and determines the time when the motor-driven compressor 10 should be started based on the operational efficiency data, the next ride time, the vehicle compartment preset temperature, and the temperature detected by the temperature sensor 50 or 51. <P>COPYRIGHT: (C)2003,JPO

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an air conditioning system for an automobile which is used in an automobile equipped with a power storage means and an electric compressor driven by power supply from the power storage means.

[0002]

2. Description of the Related Art In a car air conditioner (air conditioning system) that has been conventionally used in a general automobile, a compressor is driven by a fuel engine (internal combustion engine). The high-temperature gas refrigerant discharged from this compressor and flowing into the outdoor heat exchanger is heat-exchanged with the air outside the vehicle compartment by an outdoor blower to radiate heat, and after being condensed and liquefied, it is provided inside the vehicle compartment through an expansion valve. Flow into the indoor heat exchanger. The liquid refrigerant evaporates there and absorbs heat from the surroundings to exert a cooling effect. This indoor heat exchanger exchanges heat with the air in the vehicle compartment circulated by the indoor blower, and cools the vehicle compartment to perform air conditioning. Then, the refrigerant discharged from the indoor heat exchanger repeats the refrigeration cycle that returns to the compressor.

Such a car air conditioner is provided with a control device, and when the vehicle interior is cooled to a lower limit temperature of a predetermined upper limit temperature and a lower limit temperature set above and below a set temperature, the control device is activated. Turn off the compressor rotation. Then, when the temperature in the vehicle compartment rises and reaches the upper limit temperature, the control device turns on the compressor to restart the cooling of the vehicle compartment. In this way, the vehicle interior is cooled and the heating action from the heater is applied to air-condition the vehicle interior to the set temperature throughout the four seasons.

On the other hand, in recent years, the development of electric vehicles has been activated due to the problem of global environmental pollution due to exhaust gas from such fuel-engine vehicles. In such an electric vehicle, a battery (vehicle-mounted battery) is mounted on the vehicle, and a pure electric vehicle (PEV) that drives a traveling motor by electric power supplied from the vehicle-mounted battery to drive the vehicle, as well as a fuel engine. A series hybrid vehicle in which the generated electric power is charged into an in-vehicle battery and the traveling motor is driven by the electric power supplied from the battery, and a parallel hybrid vehicle in which the traveling motor and the fuel engine travel in cooperation, and these series A series parallel hybrid vehicle (HEV) that has both parallel functions, a fuel cell vehicle that runs on a vehicle battery by charging the onboard battery with the electric power generated by the fuel cell and using the electric power supplied from this battery to drive the running motor. (FC
EV) etc.

[0005]

When performing air conditioning in the vehicle compartment as described above in such an electric vehicle, an electric compressor driven by power supply from a vehicle battery is used as a compressor of the car air conditioner.

On the other hand, especially in summer, the temperature inside the vehicle may become high, and when the passenger gets into the vehicle, the person feels a lot of discomfort, so that the passenger cannot immediately get in the vehicle. In such a case, when the operation of the car air conditioner is started, the set temperature and the vehicle interior temperature are significantly different, so that the compressor motor that operates the electric compressor is operated up to the upper limit value of the operation frequency.

Usually, the compressor motor has different operating efficiency depending on the operating frequency, and the operating efficiency is about 40% to about 80% when the upper limit of the operating frequency is 100%. Therefore, at an operating frequency exceeding 40% to 80%, which is an operating frequency with good operating efficiency, for example, at the upper limit of the operating frequency, the operating efficiency of the compressor motor is lower than the power consumption amount used for operating the compressor motor. There is a problem that the air conditioner deteriorates and efficient vehicle interior air conditioning cannot be performed.

Further, a large load is applied to the electric compressor at one time, which causes a problem that the electric compressor itself is broken. Furthermore, since the operating capacity of the compressor is limited, it takes a considerable amount of time to cool the interior of the vehicle to the set temperature, which causes a problem that a person in the vehicle feels uncomfortable.

If the vehicle-mounted battery is discharged due to the power consumption of the electric compressor, the engine control unit, the transmission control unit, and the ignition unit will malfunction, causing a problem in running itself.

In order to solve such a problem, it is conceivable to increase the capacity of an on-vehicle battery, a fuel engine, or a fuel cell so as to sufficiently cover the power consumption of the electric compressor, but this causes a cost increase. In addition, the weight of the vehicle itself is increased, which adversely affects the driving performance itself and increases exhaust gas.

The present invention has been made in order to solve the problems of the prior art, and in a vehicle equipped with a power storage means and an electric compressor driven by power supply from the power storage means, the power consumption of the electric compressor It is an object of the present invention to provide an air conditioning system for an automobile that can improve the vehicle interior environment when getting on without disturbing the traveling itself.

[0012]

That is, an automobile air conditioning system of the present invention is used in an automobile provided with a power storage means, and a refrigerant circuit constituted by an electric compressor driven by power supply from the power storage means, Control means for controlling the operation of the electric compressor, boarding time setting means for setting the next boarding time, vehicle interior setting means for setting the vehicle interior set temperature, vehicle interior temperature, or vehicle interior temperature and outside air temperature. A temperature detecting means for detecting is provided, and the control means holds operating efficiency data regarding the number of revolutions of the operating efficiency of the electric compressor, and the operating efficiency data, the next boarding time, and the passenger compartment set temperature, It is characterized in that the time to start the electric compressor is determined based on the temperature detected by the temperature detecting means.

According to the present invention, the control means holds operating efficiency data relating to the number of revolutions of the electric compressor with which the operating efficiency is good, and the operating efficiency data, the next boarding time, the set temperature in the passenger compartment, Since the time to start the electric compressor is determined based on the temperature detected by the temperature detection means, it becomes possible to control the vehicle interior temperature before the boarding time, and the uncomfortable vehicle interior environment during boarding is reduced. You will be able to improve.

As described above, the control means holds the operation efficiency data regarding the rotation speed of the electric compressor with which the operation efficiency is high, and the control means determines the time to start the electric compressor based on the operation efficiency data. It is possible to avoid operating the compressor at a low operating efficiency, for example, at a high rotational speed, and to operate the electric compressor efficiently.

According to a second aspect of the present invention, in addition to the first aspect of the present invention, in the control means, when the electric compressor is operated at a rotation speed with good operation efficiency, the temperature inside the vehicle interior becomes It is characterized in that the time required to reach the set temperature is calculated, and the time to start the electric compressor is determined based on the time required.

According to a second aspect of the present invention, in addition to the first aspect of the invention, when the electric compressor is operated at a rotation speed with good operating efficiency, the vehicle interior temperature is equal to the vehicle interior preset temperature. Since the time required to reach the temperature is calculated and the time to start the electric compressor is determined based on the time required, the vehicle interior temperature at the boarding time can be set as the vehicle interior set temperature, and the vehicle interior environment at the time of boarding can be determined. It will be possible to further improve.

According to a third aspect of the present invention, in addition to the second aspect of the present invention, the control means fetches temperature data from the temperature detecting means at a predetermined timing, and the electric motor is driven by a rotation speed with good operation efficiency. By operating the compressor,
It is characterized in that the shortest time during which the vehicle interior temperature based on the temperature data can be set to the vehicle interior temperature is the required time.

According to the invention of claim 3, in addition to the invention of claim 2, the control means fetches temperature data from the temperature detection means at a predetermined timing, and operates the electric compressor at a rotation speed with good operation efficiency. Since the minimum time required to set the vehicle interior temperature based on the temperature data to the vehicle interior set temperature is the required time, the vehicle interior temperature can be reached in the shortest time without operating the electric compressor at a high rotation speed that is inefficient. The vehicle interior temperature can be set by the time of boarding, and economical driving becomes possible. for that reason,
It also becomes possible to minimize the consumption of the power storage means.

[0019]

BEST MODE FOR CARRYING OUT THE INVENTION Embodiments of the present invention will be described in detail below with reference to the drawings. 1 is a configuration diagram of a vehicle 1 as an embodiment to which the vehicle air conditioning system of the present invention is applied, FIG. 2 is a configuration diagram of a drive system of the vehicle 1 of FIG. 1, and FIG. 3 is a vehicle air conditioning system of the present invention. Air conditioner (AC)
9 is a configuration diagram of FIG. 9, FIG. 4 is a refrigerant circuit diagram of the air conditioner 9, and FIG.
Are respectively block diagrams of the control system of the automobile 1 including the automobile air conditioning system of the present invention.

In each of the drawings, the vehicle 1 of the embodiment is the hybrid vehicle (HEV) described above.
An air conditioner 9 including an engine (internal combustion engine) 2 and an air-conditioning control device 28 that constitutes a control means is installed in the vehicle. The air conditioner 9 is for performing air conditioning such as cooling, heating and dehumidifying the vehicle interior of the automobile 1. The discharge side pipe 10A of the compressor (electric compressor) 10 including a rotary compressor is used as an outdoor heat exchanger. Is connected to the condenser 13, and the outlet side of the condenser 13 is the receiver 1
Connected to 7.

The pipe 17A on the outlet side of the liquid receiver 17 is connected to an expansion valve 18 as a pressure reducing device, and the expansion valve 18 is connected to an evaporator 19 as an indoor heat exchanger (cooler). The outlet side of the evaporator 19 is connected to the suction side pipe 10B of the compressor 10 to form an annular refrigeration cycle (refrigerant circuit) (FIG. 4). In FIG. 1, reference numeral 33 denotes a heater, which is used when it is desired to heat the passenger compartment when the heating by the refrigerant circuit is not performed.

The compressor 10, the condenser 13, the engine 2 and the like are provided outside the passenger compartment where a person does not ride, and the evaporator 19 is installed inside the passenger compartment where a person rides. The compressor 10 is provided with a compressor motor (electric motor) 11, and the compressor 10 is driven by this compressor motor 11. The condenser 13 is provided with an outdoor blower 15, and this outdoor blower 15
Is driven to rotate by an outdoor blower motor 16. The evaporator 19 is provided with an indoor blower 21, and the indoor blower 21 is rotationally driven by an indoor blower motor 22.

A temperature sensor 12 for detecting the refrigerant discharge temperature is provided on the refrigerant discharge side of the compressor 10, and a temperature sensor 14 for detecting the refrigerant outlet temperature is provided on the refrigerant outlet side of the condenser 13. Evaporator 1
A temperature sensor 20 for detecting the refrigerant outlet temperature is provided on the refrigerant outlet side of 9, and these are connected to an air conditioning controller 28. Further, a temperature sensor 23 for detecting the temperature of the air blown into the vehicle compartment from the indoor blower 21.
Is also connected to the air conditioning controller 28. Further, an outside air temperature sensor 50 as an outside air temperature detecting means and a vehicle interior temperature sensor 51 as a vehicle interior temperature detecting means are also connected to the air conditioning control device 28. The vehicle interior temperature sensor 51 is attached to the suction side of the evaporator 19, and the temperature of the air taken into the evaporator 19 is taken as the vehicle interior temperature.

Further, the air conditioning control device 28 has a temperature setting volume 24 as a vehicle interior setting means for setting an outdoor air blower motor 16, an indoor air blower motor 22, and a vehicle interior preset temperature provided on an air conditioning operation panel in the vehicle interior. Alternatively, the air conditioning switch 25 or the like is also connected. Further, the air-conditioning control device 28 includes a clock mechanism (not shown), and the air-conditioning control device 28 is connected with a boarding time setting switch 53 as a boarding time setting means for setting the next boarding time. ing.

Here, the air-conditioning control device 28 uses a predetermined step-up / down circuit to step up or step down the voltage (eg, DC240V) of the vehicle-mounted battery (or capacitor. Both of them constitute a storage means. BATT) 5 to a desired voltage. And the compressor motor 11 by the inverter
To drive the compressor 10 in rotation.

Further, the air conditioner controller 28 changes the rotation speed of the indoor blower 21 in three stages of AUTO that rotates in proportion to the rotation speed of the compressor 10 and 1.2.3 at a constant rate, and changes the rotation speed of the indoor blower 21. A blower fan switch 26 for manually determining the amount of air blown out to is connected. 2
Reference numeral 7 denotes a power supply (auxiliary power supply) for converting the voltage of the battery 5 into DC12V and operating a headlight, a direction indicator, a radio (shown by other load in FIG. 5), an air conditioning control device 28, etc., which are not shown. ) Is a converter that generates.

The vehicle 1 has an engine (internal combustion engine) 2
And a traveling motor (electric motor as traveling driving means) 3 and a generator 4 as power generation means (these constitute an HEV motor control system), and the traveling motor 3 Is connected to an in-vehicle battery (DC240V) 5 via a motor control inverter 3A, and the generator 4 is connected to a power generation inverter (IN
V) 4A is connected to the in-vehicle battery 5.
A torque dividing mechanism (not shown) is connected to the engine 2, the traveling motor 3, and the generator 4, and the torque dividing mechanism rotates one rotation of the traveling motor 3 and the generator 4, and one rotation of the engine 2 and the traveling motor 3. Then, the continuously variable transmission 6 described later is driven. Note that the technique of driving the continuously variable transmission 6 by adjusting the rotations of the traveling motor 3 and the generator 4 and the engine 2 and the traveling motor 3 to one by the torque splitting mechanism is a well-known technique. Detailed description is omitted.

The traveling motor 3 is mainly used when the engine 2 starts with poor thermal efficiency and at low speed, and is also used as an assist drive source when a driving force more than the driving force of the engine 2 alone is required. . Then, as the engine 2 moves to high speed with good thermal efficiency, the engine 2 takes the initiative.
Also, when the engine 2 is in control, the electric power generated by the generator 4 according to the state of charge of the vehicle-mounted battery 5 is
Will be charged. Further, the generator 4 is used as a starter when the engine 2 is started, in addition to the power generating action while the engine 2 is rotating.

The continuously variable transmission (CVT mechanism (Conti
Nuusly VariableTransmiss
ion)) 6 is connected to wheels 7. Then, the engine 2 or the traveling motor 3 rotates the wheels 7 via the continuously variable transmission 6 to drive the automobile 1.

Since the technique of rotating the wheels 7 by the continuously variable transmission 6 driven by the engine 2 or the traveling motor 3 to drive the automobile 1 is a well-known technique, a detailed description will be given. Omit it.

Reference numeral 8 in FIG. 5 is a main control unit (VCU) of the automobile 1 which constitutes a control means, and boosts or lowers the voltage (DC240V) of the on-vehicle battery 5 to a predetermined voltage by the same step-up / down circuit as described above. , Inverter
The (motor control inverter 3A) converts the drive voltage of the traveling motor 3 to rotate the traveling motor 3.

The air conditioning controller 28 also generates a drive signal for the compressor 10. Then, the air conditioning control device 2
Numeral 8 detects the position of the rotor of the compressor motor 11 from the induced voltage of the compressor motor 11, and controls the operating frequency (rotation speed) of the compressor motor 11 by means of an inverter that creates the next excitation pattern with a microcomputer. Incidentally, in FIG.
Battery control device (BATT) for controlling the electric power of
ECUs) and 34 are engine control units (ENGECU) for transmitting a torque command, an accelerator opening degree, and the like to the engine 2 to control the operation thereof. Reference numeral 36 denotes a driving operation unit such as an accelerator pedal, a brake pedal, a shift lever, etc. of the automobile 1, and a sensor that detects an operation amount and an operation state of these is connected to the main controller 8.

The basic air conditioning operation of the vehicle interior by the air conditioner 9 will now be described. The compressor motor 11 and the outdoor blower motor 16 are the in-vehicle battery 5
More power is supplied. When the air conditioner 9 is operated, the air conditioning controller 28 controls the operating frequency of the compressor motor 11 to control the capacity of the compressor 10. The high-temperature and high-pressure gas refrigerant that has been compressed and discharged by the compressor 10 flows into the condenser 13 from the pipe 10A. At this time, the condenser 13 is cooled outside the vehicle compartment by the air blown from the outdoor blower 15 (a hollow arrow in FIG. 1). The gas refrigerant flowing into the condenser 13 radiates heat there to be condensed and liquefied, and then flows into the liquid receiver 17. Then, the liquid refrigerant once stored in the liquid receiver 17 reaches the expansion valve 18 via the pipe 17A, is throttled there, and then flows into the evaporator 19.

The refrigerant flowing into the evaporator 19 evaporates there and absorbs heat from the surroundings to exert a cooling effect, and the cooled air in the passenger compartment is circulated into the passenger compartment by the indoor blower 21, Cool and air-condition (shown by arrow in FIG. 1). The refrigerant discharged from the evaporator 19 enters an accumulator (not shown), where the non-evaporated liquid refrigerant is separated into gas and liquid, and then only the gas refrigerant is sucked into the compressor 10 and again compressed by the compressor 10 and discharged. Repeat the refrigeration cycle.

Next, the temperature of the air blown into the passenger compartment (the temperature detected by the temperature sensor 23 for detecting the temperature of the air blown into the passenger compartment from the indoor blower 21) and the operating frequency of the compressor motor 11 And the number of rotations of the indoor blower motor 22 are shown in the following formulas. In the calculation formula, PI is calculated from the deviation (Δe) between the deviation (e) between the outlet temperature of the evaporator 19 and the set temperature and the previous deviation (em).
(Proportional / integral) calculation is performed to determine the target operating frequency (F) of the compressor motor 11. Δe = e-em (1) In the formula (1), e = (set temperature = temperature set by the temperature setting volume 24) − (air outlet temperature = temperature detected by the temperature sensor 23), The initial value of em is 0. ΔF = Kp × Δe + Ki × e (2) In equation (2), ΔF: target operating frequency variation calculation value, Kp: proportional constant, Ki: integration constant. F = ΔF + Fm (3) In the formula (3), Fm represents the previous target operating frequency.

The target operating frequency obtained from the above equation is applied to the following equation, and the applied voltage of the indoor blower motor 22 is set to P
WM control (adjustment of applied voltage) is performed to adjust the air volume of the indoor blower 21. PWMduty = (MAXduty−MINduty) / (MAX frequency−MIN frequency) × (target frequency−MIN frequency) + MINduty (4) In equation (4), MAXduty: indoor blower PWM
Control maximum duty, MINduty: Indoor blower PWM
The control minimum duty, the MAX frequency: the target operating frequency maximum value, and the MIN frequency: the target operating frequency minimum value are shown.

That is, the air conditioning control device 28 determines the operating frequency of the compressor motor 11 based on the temperature of the air blown into the vehicle interior by the indoor blower 21.
Then, the rotation speed of the indoor blower motor 22 is controlled based on the determined operating frequency of the compressor motor 11. That is, when the temperature of the air in the vehicle compartment is slightly higher than the set temperature set by the temperature setting volume 24, the operating frequency of the compressor motor 11 and the rotation speed of the indoor blower motor 22 are slightly increased (the compressor motor 11 Power consumption is slightly increased). As a result, the rotation noise of the compressor motor 11 and the indoor blower motor 22 does not become extremely large, but only needs to be slightly increased.

When the temperature of the air in the vehicle compartment is higher than the set temperature set by the temperature setting volume 24, the operating frequency of the compressor motor 11 and the rotation speed of the indoor blower motor 22 are increased to increase the vehicle interior. It becomes possible to rapidly perform the air-conditioning of the vehicle and perform a comfortable air-conditioning in the vehicle interior (the power consumption of the compressor motor 11 is greatly increased). In particular, when the temperature of the air in the passenger compartment does not significantly change from the set temperature set by the temperature setting volume 24,
Comfortable vehicle interior air conditioning can be performed by the capacity control by the operation wave number control of the compressor motor 11 and the slight air volume control of the indoor blower 21 determined based on the capacity control.

As described above, since the air conditioning controller 28 controls the operating frequency of the compressor motor 11 by the inverter based on the deviation between the outlet temperature of the evaporator 19 and the set temperature, the larger the temperature deviation, the more the compressor motor operates. The rotation speed of 11 increases (large power consumption), and if there is no temperature deviation, the rotation speed of the compressor motor 11 is small and control (low power consumption) can be performed. in this case,
Since the indoor blower motor 22 is also controlled in the same manner as the compressor motor 11, it is possible to blow an air volume according to the temperature difference felt by an occupant in the vehicle compartment, and to perform comfortable vehicle interior air conditioning.

Further, since the compressor motor 11 is supplied with electric power from the on-vehicle battery 5, it is possible to easily control the rotation speed of the compressor motor 11. As a result, the rotation speed of the compressor motor 11 can be controlled appropriately. Therefore, the compressor 10 can be driven appropriately, and comfortable air conditioning in the passenger compartment can be performed.

Next, the power control relating to the air conditioner 9 of the automobile 1 according to the present invention will be described with reference to FIG. In FIG. 5, CT1 is a current transformer (current transformer) as a current detecting means for detecting a charging current value to the in-vehicle battery 5 and a discharging current value from the in-vehicle battery 5.
The charging current value or discharging current value detected by the current transformer CT1 is input to the battery control device 32. CT2 is a current transformer that detects the value of the current generated by the generator 4, and the value of the current generated by the current transformer CT2 is input to the motor control system 37.

CT3 is a current transformer for detecting a power generation current value that has passed through the power generation inverter 4A, and the power generation current value detected by the current transformer CT3 is also input to the motor control system 37. CT5 is a current transformer that detects the energization current value (consumption current value) of the air conditioner 9 including the compressor motor 11, and the energization current value detected by the current transformer CT5 is input to the air conditioning controller 28. Further, the main controller 8, the motor control system 37, the engine controller 34, the battery controller 32, and the air conditioning controller 28 are the automobile 1
Connected to the internal network (hereinafter referred to as CAN),
Data is mutually transmitted and received via this CAN.
In addition, the detection current value (discharge current,
The data of the charging current and the generated current) are also transmitted from the motor control system 37 and the control devices 32 and 28 onto the CAN, and can be mutually used by the devices connected to the CAN.

The motor control system 37 uses the current power generation current value of the generator 4 detected by the current transformers CT2 and CT3, the rotation speed of the engine 2 and the like to allow the generator 4 to generate more electric power ΔG1 (power generation). The maximum allowable power that the machine 4 can supply-the generated power currently output) is calculated. Then, the data of the surplus power generation amount ΔG1 is transmitted on the CAN. The engine control unit 34 further calculates the surplus horsepower ΔH that can be output by the engine 2 by subtracting the currently output torque from the maximum torque curve of the engine 2. Then, the data of the surplus horsepower ΔH is transmitted on the CAN.

The battery controller 32 estimates the amount of electricity stored in the vehicle-mounted battery 5 from the integrated value of the discharge current detected by the current transformer CT1 and the voltage of the vehicle-mounted battery 5, and the discharge current value detected by the current transformer CT1 and the vehicle-mounted battery. The amount of increase in the discharge current allowed in the on-vehicle battery 5 from the stored amount of 5 (the limit discharge amount of the battery −
The allowable discharge increase amount ΔE which is the current discharge amount) is calculated.
Then, the data of the allowable discharge increase amount ΔE is transmitted on the CAN.

The main control unit 8 compares the surplus power generation amount ΔG1 thus transmitted on the CAN with the surplus horsepower ΔH, and the smaller value is the increase amount of the power generation amount allowed by the generator 4. The power generation increase amount ΔG. Then, the data of the allowable power generation increase amount ΔG is transmitted on the CAN. Further, the main control unit 8 adds the allowable discharge increase amount ΔG to the allowable power generation increase amount ΔG.
Then, the power amount (ΔG + ΔE) is calculated, and the data is also transmitted to the CAN. Further, the main controller 8 adds the allowable discharge increase amount ΔE to the allowable power generation increase amount ΔG, and subtracts the surplus horsepower ΔH from the added value to obtain a value of 0.
The marginal power utilization rate α that varies within the range of 1 or less is calculated. This margin power utilization rate α becomes small (close to 0) when the ratio of the margin horsepower ΔH to the value obtained by adding the permissible power generation increase amount ΔG and the permissible discharge increase amount ΔE is large (close to 0), and conversely the margin horsepower ΔH ratio is If it is small, it becomes large (close to 1). Then, the data of this margin power utilization rate α is also CA
Send on N.

Furthermore, the main control unit 8 multiplies the value obtained by adding the allowable power generation increase amount ΔG and the allowable discharge increase amount ΔE by the marginal power utilization rate α to further increase the power consumption amount in the air conditioner 9. Allowable power consumption increase Δ
Calculate U. In this case, when the ratio of the surplus horsepower ΔH to the value obtained by adding the allowable power generation increase amount ΔG and the allowable discharge increase amount ΔE is large, and the surplus power utilization ratio α is small, the allowable power consumption increase amount ΔU becomes small, and conversely When the ratio of horsepower ΔH is small and the marginal power utilization rate α is large, the allowable power consumption increase amount ΔU is large. For example, when the surplus horsepower ΔH is 0 and the surplus power utilization rate α is 1, the value obtained by adding the allowable power generation increase amount ΔG and the allowable discharge increase amount ΔE is the allowable power consumption increase amount Δ.
Become U. Then, main controller 8 also transmits the data of the allowable power consumption increase amount ΔU on CAN.

The air-conditioning control device 28 sends these surplus power generation amount ΔG1, surplus horsepower ΔH, allowable power generation increase amount ΔG, allowable discharge increase amount ΔE, surplus power utilization rate α, and allowable power consumption increase amount ΔU transmitted to the CAN. Each data is received and utilized for the control as described later. The allowable power consumption increase amount ΔU is allowed when the power consumption in the air conditioner 9 increases when the air conditioning controller 28 of the air conditioner 9 performs the basic vehicle interior air conditioning operation as described above. The power consumption of the air conditioner 9 is increased.

With the above configuration, the temperature control operation of the air conditioner 9 when the difference between the vehicle interior temperature and the vehicle interior preset temperature is significantly different will be described with reference to FIG. Here, the control operation will be described particularly in the summer when the vehicle interior temperature becomes extremely high. In FIG. 6, A is the change in the vehicle interior temperature in the conventional case, B is the change in the operating efficiency of the electric compressor 10 in the conventional case, C is the change in the vehicle interior temperature in the present invention, and D is the electric compressor 10 in the present invention. The change in operating efficiency is shown.

Conventionally, since the temperature control by the air conditioner 9 during riding is not performed, the air conditioner 9 during riding is
By operating the temperature setting volume 24, the air conditioning switch 25, etc. connected to the
Performs inverter control of the electric compressor 10 to drive the electric compressor 10 to rotate. As a result, cold air is supplied to the passenger compartment and the passenger compartment can be cooled, and as shown in A of FIG. The temperature will shift to the specified temperature.

Normally, the operating efficiency of the electric compressor 10 differs depending on the operating frequency of the compressor motor 11 that operates the electric compressor 10. As shown in FIG. 7, the operating frequency (rotation speed) of the compressor motor 11 is the upper limit of the operating frequency. Electric compressor 1
The operation efficiency of the compressor motor 11 is deteriorated with respect to the power consumption amount used for 0 operation. On the other hand, when the upper limit of the operating frequency of the compressor motor 11 is set to 100%, the operating efficiency becomes high when operating at about 40% to about 80%. Note that the rotation speed of the compressor motor 11 at which the operation efficiency becomes high is hereinafter referred to as operation at a high efficiency rotation speed. Further, in the present invention, the high-efficiency rotation speed of the compressor motor 11 is preliminarily held by the air conditioning control device 28.

Therefore, when the electric compressor 10 is rotatably driven to the upper limit value of the operating frequency and the interior of the vehicle is rapidly cooled during riding as in the conventional vehicle, as shown in FIG. The more significant the difference is, the worse the operating efficiency of the electric compressor 10. Then, as the difference between the passenger compartment temperature and the passenger compartment set temperature becomes smaller,
The operation efficiency of the electric compressor 10 is improved.

However, when the electric compressor 10 is rotationally driven in a state where the operation efficiency of the electric compressor 10 is poor as in the conventional case, the power consumption of the on-vehicle battery 5 is significantly increased, and the electric power of the on-vehicle battery 5 is efficiently increased. Can not be used. In addition, the electric compressor 10
There is a problem that the load applied to the electric compressor 10 becomes large and the electric compressor 10 itself is broken.

On the other hand, in the present invention, it is assumed that the temperature inside the vehicle at the time of boarding is set in advance by the temperature setting volume 24 and the boarding time is set by the boarding time setting switch 53. The air conditioning control device 28 is
Temperature data is taken in by the outside air temperature sensor 50 and the vehicle interior temperature sensor 51 at a predetermined sampling timing, for example, every one second, and the operation at the high efficiency rotation speed is performed.
The minimum required time required to lower the vehicle interior temperature at that time to the vehicle interior temperature set by the temperature setting volume 24 is calculated for each sampling timing.

Then, when the present time approaches the boarding time by the clock mechanism provided in the air conditioning controller 28, and the time until the boarding time coincides with the required time calculated at that time, or When the time is near, the time is set as the start time of the electric compressor 10, and the electric compressor 10 is started at the time when the start time is reached.

That is, as a specific example, when the boarding time is set at 9 o'clock by the boarding time setting switch 53, the air-conditioning control device 28 causes the occupant to get off the vehicle at a sampling timing, for example, every one second. It is necessary to detect the vehicle interior temperature or the vehicle interior temperature and the outside air temperature, fetch the temperature data, and reduce the vehicle interior temperature at that time to the vehicle interior set temperature by operating the compressor motor 11 at a high efficiency rotation speed. The shortest required time is calculated for each sampling timing. In this way, when it is calculated that the required time is 20 minutes, 8: 4, which is 20 minutes before 9 o'clock.
0 minutes for compressor motor 11 (electric compressor 1
The start time is 0).

Then, when the current time approaches the boarding time of 9 o'clock and coincides with the required time calculated at that time, for example, 20 minutes, that is, at 8:40, the compressor motor 11 (Electric compressor 10)
To start.

As a result, the passenger compartment is gradually cooled from the start time to the boarding time, and the passenger compartment can reach the set temperature inside the passenger compartment at the boarding time. Therefore, it becomes possible to remarkably improve the uncomfortable vehicle interior environment when riding.

At this time, the air conditioning controller 28 operates the compressor motor 11 (electric compressor 10) at a high efficiency rotation speed, thereby avoiding operation at a low rotation efficiency, for example, at a high rotation speed. Therefore, the compressor motor 11 can be efficiently operated.
In addition, the compressor motor 11 (electric compressor 1
Since the operation can be performed without adding a large load to 0), it becomes possible to avoid the occurrence of a failure of the compressor motor 11 (electric compressor 10) itself.

Further, the air-conditioning control device 28 makes a calculation at each sampling timing, and when the boarding time is further approached, it is judged that the temperature cannot be lowered from the temperature at that time to the set temperature at the high efficiency rotation speed. Since the electric compressor 10 can be started at that time, as a result, the vehicle interior can be air-conditioned in the shortest required time, and economical operation becomes possible. Therefore, the power consumption of the vehicle-mounted battery 5 can be minimized, and the inconvenience that the travel itself is hindered by the power consumption of the electric compressor 10 can be avoided.

In the above embodiment, the present invention has been described by taking the hybrid vehicle (HEV) in which the engine 2 is used as an assist drive source for traveling as the automobile 1, but the hybrid in which the engine 2 is used only for power generation. The present invention can be realized in a vehicle (HEV) or an electric vehicle.

[0061]

As described in detail above, according to the air conditioning system for an automobile of the present invention, a refrigerant circuit is used which is used in an automobile equipped with a power storage means and which is composed of an electric compressor driven by power supply from the power storage means. Control means for controlling the operation of the electric compressor, boarding time setting means for setting the next boarding time, vehicle interior setting means for setting the vehicle interior set temperature, vehicle interior temperature, or vehicle interior temperature and outside air temperature. A temperature detecting means for detecting is provided, and the control means holds operating efficiency data regarding the number of revolutions of the operating efficiency of the electric compressor, and the operating efficiency data, the next boarding time, and the passenger compartment set temperature, Since the time to start the electric compressor is determined based on the temperature detected by the temperature detecting means, the vehicle interior temperature can be controlled before the boarding time. Now, so it is possible to improve the unpleasant cabin environment at the time of boarding.

As described above, the control means holds the operation efficiency data regarding the rotation speed of the electric compressor with which the operation efficiency is good, and the control means determines the time to start the electric compressor based on the operation efficiency data. It is possible to avoid operating the compressor at a low operating efficiency, for example, at a high rotational speed, and to operate the electric compressor efficiently.

According to the second aspect of the present invention, in addition to the first aspect of the invention, the control means sets the vehicle compartment temperature to the vehicle compartment set temperature when the electric compressor is operated at a rotation speed with good operation efficiency. Since the time required to reach the temperature is calculated and the time to start the electric compressor is determined based on the time required, the vehicle interior temperature at the boarding time can be set as the vehicle interior set temperature, and the vehicle interior environment at the time of boarding can be determined. It will be possible to further improve.

According to the invention of claim 3, in addition to the invention of claim 2, the control means fetches the temperature data from the temperature detecting means at a predetermined timing to operate the electric compressor at a rotation speed with good operation efficiency. Since the minimum time required to set the vehicle interior temperature based on the temperature data to the vehicle interior set temperature is the required time, the vehicle interior temperature can be reached in the shortest time without operating the electric compressor at a high rotation speed that is inefficient. The vehicle interior temperature can be set by the time of boarding, and economical driving becomes possible. for that reason,
It also becomes possible to minimize the consumption of the power storage means.

[Brief description of drawings]

FIG. 1 is a configuration diagram of a hybrid vehicle as an embodiment to which an automobile air conditioning system of the present invention is applied.

FIG. 2 is a configuration diagram of a drive system of the automobile shown in FIG.

FIG. 3 is a configuration diagram of an air conditioner that constitutes an automobile air conditioning system of the present invention.

FIG. 4 is a refrigerant circuit diagram of the air conditioner of FIG.

FIG. 5 is a block diagram of a vehicle control system including the vehicle air conditioning system of the present invention.

FIG. 6 is a diagram showing changes in operating efficiency of the electric compressor and changes in vehicle interior temperature.

FIG. 7 is a diagram showing the operating efficiency of an electric compressor.

[Explanation of symbols]

1 car 2 engine 3 Traveling motor 4 generator 9 Air conditioner 10 compressor 11 Compressor motor 13 condenser 15 outdoor blowers 18 Expansion valve 19 evaporator 21 Indoor blower 28 Air-conditioning control device 50, 51 Temperature sensor 53 Boarding time setting switch

   ─────────────────────────────────────────────────── ─── Continued front page    (72) Inventor Takashi Sato             2-5-3 Keihan Hondori, Moriguchi City, Osaka Prefecture             Within Yo Denki Co., Ltd. (72) Inventor Dai Matsuura             2-5-3 Keihan Hondori, Moriguchi City, Osaka Prefecture             Within Yo Denki Co., Ltd. (72) Inventor Kazuya Sato             2-5-3 Keihan Hondori, Moriguchi City, Osaka Prefecture             Within Yo Denki Co., Ltd. (72) Inventor Hiroyuki Matsumori             2-5-3 Keihan Hondori, Moriguchi City, Osaka Prefecture             Within Yo Denki Co., Ltd. (72) Inventor Takayasu Saito             2-5-3 Keihan Hondori, Moriguchi City, Osaka Prefecture             Within Yo Denki Co., Ltd. (72) Inventor Haruhisa Yamazaki             2-5-3 Keihan Hondori, Moriguchi City, Osaka Prefecture             Within Yo Denki Co., Ltd. (72) Inventor Masaya Tadano             2-5-3 Keihan Hondori, Moriguchi City, Osaka Prefecture             Within Yo Denki Co., Ltd. (72) Inventor Satoru Imai             2-5-3 Keihan Hondori, Moriguchi City, Osaka Prefecture             Within Yo Denki Co., Ltd. (72) Inventor Atsushi Oda             2-5-3 Keihan Hondori, Moriguchi City, Osaka Prefecture             Within Yo Denki Co., Ltd.

Claims (3)

[Claims] 1. A refrigerant circuit, which is used in an automobile equipped with a power storage means, and which comprises an electric compressor driven by power supply from the power storage means, a control means for controlling the operation of the electric compressor, and a next ride. A boarding time setting means for setting the time, a vehicle interior setting means for setting the vehicle interior set temperature, and a vehicle interior temperature, or a temperature detection means for detecting the vehicle interior temperature and the outside air temperature, the control means, Operating efficiency data regarding the number of revolutions of the electric compressor with good operating efficiency is held, and based on the operating efficiency data, the next boarding time, the passenger compartment set temperature, and the temperature detected by the temperature detecting means. The air conditioning system for automobiles is characterized by determining the time to start the electric compressor. 2. The control means calculates a time required for the vehicle interior temperature to reach the vehicle interior set temperature when the electric compressor is operated at a rotation speed with good operation efficiency, and the required time is calculated. The time to start the electric compressor is determined based on time.
Automotive air conditioning system. 3. The control means fetches temperature data from the temperature detection means at a predetermined timing, and the vehicle interior temperature based on the temperature data is obtained by operating the electric compressor at a rotation speed with good operation efficiency. The air conditioning system for a vehicle according to claim 2, wherein the minimum time required to reach the vehicle interior set temperature is the required time.