JP2004345526A - Air conditioner for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide an air conditioner for a vehicle that prevents a rotary driving section of a compressor 20 from becoming stuck due to the absence of rotation or the nonuse of the compressor for a long time and can extend the service life of the compressor 20. <P>SOLUTION: The air conditioner 100 for the vehicle comprises a compressor sensor 70 for detecting rotation speed of the compressor 20 and a control part 60 for controlling the rotary driving of the compressor 20 based on the compressor rotation speed. The control part 60 has a first determining means that calculates a rotation time of the compressor 20 based on the compressor rotation speed detected by the compressor sensor 70 and determines whether or not the compressor 20 is non-rotating for a predetermined time or longer. When the first determining means determines that the compressor 20 is non-rotating for the predetermined time or longer, the compressor 20 is controlled to rotate. Thus, the compressor 20 does not comes into the non-rotating state for a long time, so that the fixing of the driving section of the compressor 20 can be prevented. <P>COPYRIGHT: (C)2005,JPO&NCIPI

Description

[0001]
TECHNICAL FIELD OF THE INVENTION
The present invention relates to an air conditioner mounted on a vehicle.
[0002]
[Prior art]
Conventionally, as one of the causes of failure of a compressor of a vehicle air conditioner, it is said that since the compressor is not rotated (not used) for a long period of time, the drive portion is not lubricated and the drive portion is stuck and cannot be rotated. There is a phenomenon.
[0003]
For this reason, in order to prevent the driving portion from sticking even if the driving portion is not rotated (used) for a long period of time, a method of selecting a material of the driving portion that is difficult to stick or mixing a lubricant into the refrigerant is used. Was.
[0004]
[Problems to be solved by the invention]
However, it takes time and effort to select the material of the driving part, and the material to be selected must be highly lubricating and hard to adhere even if it is not rotated (used) for a long period of time. Had become. Also, in the case where a lubricant is mixed in the refrigerant, if a predetermined ratio or more is mixed, there is a problem in circulating the refrigeration cycle.
[0005]
The present invention has been made in view of the above points. In other words, by preventing the compressor from being in a non-rotating (unused) state for a long period of time, it is possible to prevent the rotational driving portion of the compressor from sticking and to extend the life of the compressor. The purpose is to provide.
[0006]
[Means for Solving the Problems]
The vehicle air conditioner according to claim 1, wherein a compressor rotation speed detecting means for detecting a rotation speed of a compressor constituting a refrigeration cycle for air conditioning the vehicle, and controlling a rotation drive of the compressor based on the compressor rotation speed. Control means, and the control means calculates the rotation time of the compressor from the compressor rotation speed detected by the compressor rotation speed detection means, the compressor is a predetermined time or more, It has a first determining means for determining whether or not the compressor is not rotating, and the first determining means rotates the compressor when it is determined that the compressor is not rotating for a predetermined period or more. It is characterized by controlling.
[0007]
According to the present invention, since the compressor does not stay in a non-rotating (unused) state for a long period of time, it is possible to prevent the driving part of the compressor from sticking.
[0008]
The vehicle air conditioner according to claim 2, further comprising: an engine speed detecting unit that detects a rotational speed of an engine that transmits rotational power to the compressor, and transmits the rotational speed to the control unit. The engine speed detected by the number detecting means per unit time, has a second determining means for determining whether or not a predetermined number of rotations or more, the first determining means, the compressor is a predetermined period or more And determining that the compressor is not rotating, and controlling the compressor to rotate when the second determination unit determines that the engine speed is equal to or higher than a predetermined speed. .
[0009]
According to the present invention, after confirming that the engine is in a state capable of transmitting rotational power to the compressor, it is possible to control whether or not to transmit the rotational power to the compressor, so that the engine cannot transmit rotational power, for example, It is not necessary to control the compressor to rotate when the engine is not running, and the rotation of the compressor can be efficiently controlled.
[0010]
The vehicle air conditioner according to claim 3, wherein the first determination unit and the second determination unit are provided in a control circuit that is mounted on the vehicle and configures a navigation device connected to the control unit. Features.
[0011]
According to the present invention, it is possible to divert a well-known calendar function (time measuring means) provided in a control circuit constituting the navigation device to the calculation of the first determining means, so that the vehicle air conditioner can be configured at low cost. Will be possible.
[0012]
BEST MODE FOR CARRYING OUT THE INVENTION
(First embodiment)
A vehicle air conditioner 100 according to a first embodiment of the present invention will be described with reference to the drawings. FIG. 1 is an explanatory view schematically showing the configuration of a vehicle air conditioner 100 according to the present invention.
[0013]
In FIG. 1, reference numeral 10 denotes an evaporator, reference numeral 20 denotes a compressor, reference numeral 30 denotes a condenser, reference numeral 40 denotes a receiver, and reference numeral 50 denotes an extraction valve, which constitutes a refrigeration cycle for air-conditioning a vehicle.
[0014]
The compressor 20 side pulley 81 constituting an electromagnetic clutch 80 for transmitting the rotational power of the engine 200 is electromagnetically connected to the rotation drive unit 21 constituting the compressor 20.
[0015]
The control circuit 60 is an ECU (Electronic Control Unit) that performs various controls of the vehicle air conditioner 100, and includes a CPU 61, a storage device 62, a relay drive circuit 63, and the like.
[0016]
The signal input to the control circuit 60 includes information about the rotational drive of the compressor 20 of the compressor sensor 70 described later, a switch signal from an operation panel 90 described later, and sensors from various sensors (not shown) installed in various places in the vehicle. There are signals and the like, and these various signals are input to the CPU 61 as digital signals.
[0017]
The CPU 61 calculates the above-described various signals, and as a result, controls an air temperature, which is an object to be controlled by the vehicle air conditioner 100, an air mix opening adjustment servo motor (not shown), a blower speed adjustment power transistor, and an air outlet switching operation. The servo motor, a suction port switching servo motor, an electromagnetic clutch 80 described later, and a display device (not shown) of the operation panel 90 are driven.
[0018]
The storage device 62 is constituted by a RAM or a ROM, and stores information on the rotational drive of the compressor 20 detected by a compressor sensor 70 described later. The information on the rotational drive of the compressor 20 is, for example, information on the number of rotations of the compressor 20 per unit time, information on the last rotational drive of the compressor 20, and the like.
[0019]
The relay drive circuit 63 is a transistor circuit that controls energization of the electromagnetic clutch 80 to the pulley 81 on the compressor 20 side, which will be described later, based on the received signal from the CPU 61.
[0020]
When the relay drive circuit 63 energizes the pulley 81 on the compressor 20 side, the pulley 81 on the compressor 20 side and the rotation drive unit 21 of the compressor 20 are electromagnetically connected, and the rotational power of the engine 200 is transmitted to the compressor 20.
[0021]
The compressor sensor 70 is a known photo sensor that detects the rotational drive of the compressor 20. The light emitting unit includes a light emitting unit (not shown) that constantly irradiates light to the rotation driving unit 21 of the compressor 20 and a light receiving unit (not shown) that receives light emitted by the light emitting unit. The number of interruptions is transmitted to the CPU 61 as the rotation speed of the compressor 20. The compressor sensor 70 corresponds to a compressor rotation speed detecting means described in claims. Further, in the present embodiment, the compressor sensor 70 is described as a photo sensor, but there is also a sensor of a type that counts the number of electrical connections, and the type is not limited.
[0022]
The electromagnetic clutch 80 includes a compressor 20-side pulley 81, an engine 200-side pulley 82, and a belt 83, and the belt 83 transmits rotational power from the engine 200-side pulley to the compressor 20-side pulley 81. .
[0023]
The rotation of the pulley 81 on the side of the compressor 20 causes the rotation drive unit 21 of the compressor 20 electromagnetically connected to rotate in conjunction therewith, so that the compressor 20 can compress and discharge the refrigerant.
[0024]
The operation panel 90 is a setting unit that performs driving, stopping, and setting of a blowing temperature of the vehicle air conditioner 100. It is electrically connected to the CPU 61 and is mainly disposed at a position substantially facing the front seat of the vehicle.
[0025]
Next, the operation of the vehicle air conditioner 100 having the above-described configuration to prevent the rotation drive unit 21 of the compressor 20 from sticking will be described with reference to the flowchart of FIG.
[0026]
In step S1 of the flowchart of FIG. 2, it is determined whether or not the compressor 20 is currently being rotationally driven. If rotational driving is being performed at the present time, this flow ends. If rotational driving is not being performed, the process proceeds to step S2.
[0027]
In step S2, the last drive date and time information of the compressor 20 is read from the storage device 62, and in step S3, the non-drive period T1 of the compressor 20 is calculated based on the last drive date and time information of the compressor 20 read in step S2. . That is, period information of the difference between the current date and time information and the last driving date and time information is obtained. This difference period information corresponds to the non-driving period T1.
[0028]
Next, in step S4, the non-driving period T1 obtained in step S3 is compared with a predetermined period T2. The predetermined period T2 is a threshold value for determining whether or not the non-driving period T1 is long enough to cause the rotation driving unit 21 to cause the sticking phenomenon.
[0029]
If the non-driving period T1 obtained in step S3 is longer than the predetermined period T2, the rotation driving unit 21 may have caused the sticking phenomenon. If the value is less than, this flow ends. The processing content of step S4 corresponds to the first determining means described in the claims.
[0030]
In step S5, a timer for measuring the drive time T3 of the compressor 20 is started, and in step S6, the drive of the compressor 20 is started, and the rotation drive unit 21 is driven to rotate.
[0031]
In step S7, the timer is started in step S5, and the measured driving time T3 is compared with a predetermined time T4. The predetermined time T4 is a driving upper limit time of the compressor 20, and is preferably, for example, about 30 seconds to 1 minute. Step S7 is looped until the drive time T3 of the compressor 20 exceeds a predetermined time T4 which is the drive upper limit time, and if it exceeds, the process proceeds to step S8. While this flow is looping through step S7, the compressor 20 is rotationally driven.
[0032]
If the drive time T3 exceeds the predetermined time T4 in step S7, the drive of the compressor 20 is stopped in step S8, and this flow ends.
[0033]
With the above-described configuration and operation, the rotation drive unit 21 can be periodically driven to rotate before the sticking phenomenon occurs in the rotation drive unit 21 of the compressor 20. Since it can be prevented from being in a state, it is possible to prevent the rotation drive unit 21 of the compressor 20 from sticking, and to extend the life of the compressor 20.
[0034]
(Second embodiment)
In the above-described first embodiment, when the non-driving period T1 exceeds the predetermined period T2, the compressor 20 is controlled to rotate immediately. However, the rotational driving of the compressor 20 is not autonomous. Since the rotational driving force is transmitted from the engine 200 by the electromagnetic clutch 80 and is rotationally driven, even if it is determined that the non-driving period T1 exceeds the predetermined period T2, the engine 200 If the rotational driving force is not transmitted from the compressor 20, the compressor 20 cannot be rotationally driven.
[0035]
Therefore, the rotational driving state of the engine 200 is constantly detected, and when the non-driving period T1 of the compressor 20 exceeds the predetermined period T2, it is determined whether the rotational driving force can be transmitted from the engine 200 or not. It is efficient and desirable that the processing procedure is to rotate and drive 20.
[0036]
FIG. 3 shows a configuration diagram of a vehicle air conditioner 100 suitable for the above-described processing. Although the vehicle air conditioner 100 shown in FIG. 3 is similar to the configuration diagram of the vehicle air conditioner 100 shown in FIG. 1, a well-known engine rotation sensor 71 for detecting the rotation speed of the engine 200 is newly added. The difference is that they are provided. The engine rotation sensor 71 transmits information on the rotation speed of the engine 200 to the CPU 61.
[0037]
Next, an efficient operation of the vehicle air conditioner 100 configured as described above to prevent the rotation drive unit 21 of the compressor 20 from sticking will be described with reference to the flowchart of FIG.
[0038]
Although the flowchart shown in FIG. 4 is similar to the flowchart shown in FIG. 2, if it is determined in step S4 that the non-driving period T1 is longer than the predetermined period T2, the process proceeds to step S11 instead of step S5. The difference is that the processing content that proceeds to step S12 is added.
[0039]
In step S11, the engine speed R is acquired, and in subsequent step S12, it is determined whether or not the engine speed R is 0 (zero), that is, whether or not the engine 200 is driven.
[0040]
If the engine speed R is 0 (zero), the engine 200 is not driven, and no rotational driving force to be transmitted to the compressor 20 is generated, so the flow ends.
[0041]
If the engine speed R is not 0 (zero) (it is not possible to be a negative number, and the explanation here is based on the assumption that the engine speed is a positive number), the engine 200 is driven, so that the engine 200 is transmitted to the compressor 20. A possible rotational driving force exists, and the process proceeds to step S5.
[0042]
Here, the processing content shown in step S12 corresponds to the second determination means described in the claims. Subsequent processing is as described in the first embodiment, and a description thereof will not be repeated.
[0043]
With the above-described configuration and operation, the rotation drive unit 21 can be periodically driven to rotate before the sticking phenomenon occurs in the rotation drive unit 21 of the compressor 20 efficiently. It can be prevented from becoming undriven.
[0044]
(Third embodiment)
In the above-described first and second embodiments, both the first determination means and the second determination means are subjected to the determination calculation processing by the CPU 61. Must be equipped.
[0045]
For example, in step S2, there is a processing content for reading the last drive date and time information of the compressor 20. However, in order to store the last drive date and time information of the compressor 20 in the storage device 62, a clock means is required to time the date and time information. Is required. In step S3, there is a processing content for calculating the non-driving period T1, which is obtained by subtracting the last driving date and time information from the current date and time information. Means are needed. There are a plurality of processing contents based on the premise that a timing means exists in other processing contents.
[0046]
As described above, the CPU 61 is an ECU that constitutes the control unit 60 of the vehicle air conditioner 100. Providing the clocking means in a general vehicle air conditioner ECU may increase the cost.
[0047]
Therefore, the control circuit 301 that connects the CPU 61 to another in-vehicle device already equipped with the timekeeping means, for example, the navigation apparatus 300, and controls the navigation apparatus 300 only at the time of processing that requires the timekeeping means, If the processing is performed and the calculation result information is used for the subsequent processing contents, it is not necessary to provide the CPU 61 with a timer, and it is possible to prevent an increase in cost.
[0048]
FIG. 5 is a configuration diagram of the vehicle air conditioner 100 using the control circuit 301 of the navigation device 300.
[0049]
The above-described compressor sensor 70 and the engine speed sensor 71 are connected to a control circuit 301, and the information on the rotational drive of the compressor 20 and the information on the rotational drive of the engine 200 are temporarily measured by the control circuit 301 once. The information is added, and then transmitted to the CPU 61.
[0050]
With the configuration described above, the timekeeping means provided in the control circuit 301 constituting the navigation device 300 can be used for the calculation of the first and second determination means, so that the vehicle air conditioner 100 can be configured at low cost. Becomes possible.
[Brief description of the drawings]
FIG. 1 is a configuration diagram schematically illustrating a configuration of a vehicle air conditioner 100 according to a first embodiment of the present invention.
FIG. 2 is a flowchart showing the operation of the vehicle air conditioner 100 according to the first embodiment of the present invention.
FIG. 3 is a configuration diagram schematically illustrating a configuration of a vehicle air conditioner 100 according to a second embodiment of the present invention.
FIG. 4 is a flowchart showing the operation of the vehicle air conditioner 100 according to the first embodiment of the present invention.
FIG. 5 is a configuration diagram illustrating a schematic configuration of a vehicle air conditioner 100 according to a third embodiment of the present invention.
[Explanation of symbols]
DESCRIPTION OF SYMBOLS 10 Evaporator 20 Compressor 21 Rotation drive part 30 Capacitor 40 Receiver 50 Expansion valve 60 Control part 61 CPU
62 Storage device 63 Relay drive circuit 70 Compressor sensor 71 Engine speed sensor 80 Electromagnetic clutch 81 Compressor 20 side pulley 82 Engine 200 side pulley 83 Belt 90 Operation panel

Claims (3)

Compressor rotation speed detection means for detecting a rotation speed of a compressor constituting a refrigeration cycle for air conditioning a vehicle,
Control means for controlling the rotational drive of the compressor based on the compressor rotation speed,
The control means calculates a rotation time of the compressor from the compressor rotation number detected by the compressor rotation number detection means, and the first determination means for determining whether the compressor is not rotating for a predetermined time or more. The vehicle air conditioner, wherein when the first determination means determines that the compressor has not been rotated for a predetermined period or more, the compressor is controlled to rotate. An engine speed detecting unit that detects the number of rotations of the engine that transmits rotation power to the compressor and transmits the rotation speed to the control unit,
The control unit has a second determination unit that determines whether the engine speed detected by the engine speed detection unit is equal to or higher than a predetermined rotation speed per unit time, and the first determination unit , The compressor is determined to be not rotating for a predetermined period or more, and the second determination unit is configured to rotate the compressor when the engine speed is determined to be equal to or more than a predetermined rotation speed. The vehicle air conditioner according to claim 1, wherein the control is performed in such a manner. The vehicle air conditioner according to claim 2, wherein the first judging means and the second judging means are provided in a control circuit included in the vehicle and constituting a navigation device connected to the control means. apparatus.

Images