JP2005239161A - Vehicular vapor compression refrigerating cycle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To sufficiently improve drivability in a vehicle equipped with an air conditioner having a compressor obtaining motive power from an engine, and to return power consumption of the compressor without impairing drivability. <P>SOLUTION: A first threshold value Θ for turning off an electromagnetic clutch is changed along a steady throttle opening curve L0 and a motive power cut line L1 having an almost similar shape according to vehicle speed. When the detected throttle opening is larger than a second threshold value Θ, the electromagnetic clutch is turned off to reduce motive power consumed by the compressor 100. When the detected throttle opening is not more than the second threshold value Θ, the electromagnetic clutch 110 is turned on to operate the compressor 100. Thus, the drivability can be sufficiently improved. <P>COPYRIGHT: (C)2005,JPO&NCIPI

Description

  The present invention relates to a vapor compression refrigeration cycle for a vehicle having a compressor that obtains power from a drive source (engine) for vehicle travel and sucks and compresses refrigerant.

  In a vehicle air conditioner using a vehicular vapor compression refrigeration cycle (hereinafter abbreviated as a refrigeration cycle), a traveling engine is generally provided via power transmission means for transmitting power such as an electromagnetic clutch in an intermittent manner. Supplies a part of the motive power of the compressor.

  For this reason, with a relatively small engine, when the engine load increases during acceleration or climbing, the driving force for driving is insufficient, so that a sufficient acceleration feeling cannot be obtained, and drivability (accelerator Change in the vehicle speed with respect to the pedal operation amount).

  Therefore, in the invention described in Patent Document 1, for example, an acceleration state such as acceleration or climbing is determined from the throttle opening, and when the throttle opening exceeds a predetermined threshold, the electromagnetic clutch is turned off and the engine is turned off. Power transmission from the compressor to the compressor is cut off.

At this time, in the invention described in the publication, the above threshold value is linearly changed with respect to the vehicle speed at the normal traveling speed (15 km / h or more).
Japanese Patent Publication No. 3-58927

  By the way, the inventors have studied various refrigeration cycles including the invention described in the above publication in order to improve drivability, but it has been difficult to sufficiently improve drivability.

  As a means for sufficiently improving drivability, the inventors have used several percent of the original opening from the current throttle opening (hereinafter referred to as the original opening) regardless of the vehicle speed. When the vehicle became larger, the prototype was considered to turn off the electromagnetic clutch on the assumption that the vehicle had shifted to the acceleration state. The throttle opening of the vehicle was when the vehicle was running at a constant speed. Since the electromagnetic clutch frequently repeats ON-OFF in the above-mentioned prototype examination product, the drivability deteriorates on the contrary.

  In view of the above points, an object of the present invention is to sufficiently improve drivability and to restore the power consumption of a compressor without impairing drivability.

  In order to achieve the above object, according to the present invention, a vehicle having a compressor (100) that obtains power from a drive source (E / G) for driving the vehicle and sucks and compresses refrigerant. A vapor compression refrigeration cycle for load detection means (505) for detecting the load of the drive source (E / G), vehicle speed detection means (506) for detecting vehicle speed, and load detection means (505). When the detected value is equal to or greater than a predetermined first threshold value (Θ), the power consumption reducing means (110) for reducing the power consumption of the compressor (100) and the detection value of the load detecting means (505) are A power return means (S160) for stopping the power consumption reduction means (110) when a predetermined second threshold value (θ) smaller than the first threshold value (Θ) is reached. 1 threshold (Θ) is the first threshold (Θ) of vehicle speed The increase rate is selected so as to increase as the vehicle speed increases.

  Thereby, drivability can be improved sufficiently and the power consumption of the compressor (100) can be recovered without impairing drivability.

  According to a second aspect of the present invention, there is provided a vehicular vapor compression refrigeration cycle having a compressor (100) that obtains power from a drive source (E / G) for vehicle travel and sucks and compresses refrigerant. The load detection means (505) for detecting the load of (E / G), the vehicle speed detection means (506) for detecting the vehicle speed, and the detection value of the load detection means (505) are predetermined first threshold values (Θ) ) When the above is reached, the power consumption reduction means (110) for reducing the power consumption of the compressor (100) and the detection value of the load detection means (505) are smaller than the first threshold value (Θ). And a power return means (S160) for stopping the power consumption reduction means (110) when it becomes equal to or less than a predetermined second threshold value (θ), and the first threshold value (Θ) depends on the vehicle speed. The value obtained by multiplying the determined load of the drive source (E / G) by a predetermined number is approximately As will properly, characterized in that it is selected based on the vehicle speed detected by the vehicle speed detecting means (506).

  Thereby, drivability can be improved sufficiently and the power consumption of the compressor (100) can be recovered without impairing drivability.

  According to a third aspect of the present invention, there is provided a vehicular vapor compression refrigeration cycle having a compressor (100) that obtains power from a drive source (E / G) for vehicle travel and sucks and compresses refrigerant. The load detection means (505) for detecting the load of (E / G), the vehicle speed detection means (506) for detecting the vehicle speed, and the detection value of the load detection means (505) are predetermined first threshold values (Θ) ) When the above is reached, the power consumption reduction means (110) for reducing the power consumption of the compressor (100) and the detection value of the load detection means (505) are smaller than the first threshold value (Θ). And a power return means (S160) for stopping the power consumption reduction means (110) when the second threshold value (θ) is less than or equal to a predetermined second threshold value (θ). The vehicle speed is set so that the relationship between the threshold value (Θ) and the vehicle speed is approximated by a quadratic function. The vehicle is selected so as to increase as the vehicle speed detected by the detection means (506) increases.

  Thereby, drivability can be improved sufficiently and the power consumption of the compressor (100) can be recovered without impairing drivability.

  In the invention according to claim 4, the second threshold value (θ) is determined by the vehicle speed detecting means (506) by the difference (Δθ) between the first threshold value (Θ) and the second threshold value (θ). The vehicle is selected so as to increase as the detected vehicle speed increases.

  Thereby, the power consumption of the compressor (100) can be restored without further impairing drivability.

  Incidentally, the reference numerals in parentheses of each means described above are an example showing the correspondence with the specific means described in the embodiments described later.

  In the present embodiment, the refrigeration cycle according to the present invention is applied to a vehicle air conditioner, and FIG. 1 is a schematic diagram of the refrigeration cycle Rc according to the present embodiment.

  In FIG. 1, reference numeral 100 denotes a compressor that obtains power from a traveling engine (drive source) E / G and sucks and compresses refrigerant, and 110 denotes a part of power that the engine E / G exerts on the compressor 100. It is an electromagnetic clutch (power transmission means) that transmits in an intermittent manner. Reference numeral 120 denotes a V-belt that transmits power from the engine E / G to the compressor 100.

  200 is a condenser (heat radiator) that exchanges heat between the refrigerant discharged from the compressor 100 and the outside air to condense (cool) the refrigerant, and 300 is a pressure reducer that decompresses the refrigerant flowing out of the condenser 200. Reference numeral 400 denotes an evaporator that cools air blown into the room by exchanging heat between the refrigerant decompressed by the decompressor 300 and the air blown into the room to evaporate the refrigerant.

  In the present embodiment, a temperature type expansion valve whose opening degree is adjusted so that the degree of heating of the refrigerant sucked into the compressor 100 becomes a predetermined value is adopted as the decompressor 300.

  Reference numeral 501 denotes a room temperature sensor (inside air temperature detecting means) for detecting the temperature of indoor air, 502 denotes an outside air temperature sensor (outside air temperature detecting means) for detecting the temperature of outdoor air, and 503 passes through the evaporator 400. The evaporating temperature sensor (evaporating temperature detecting means) detects the air temperature (evaporator 400 temperature) immediately after the operation, and 504 is a temperature setting panel (temperature setting means) for manually setting the room temperature desired by the passenger. .

  Reference numeral 505 denotes a potentiometer (load detection means) that detects the load of the engine E / G by detecting the opening degree of the throttle valve for intake throttle disposed in the intake pipe that supplies intake air to the engine E / G. And 506 is a vehicle speed sensor (vehicle speed detection means) for detecting the vehicle speed.

  The detected temperature of each of the sensors 501 to 503, the set value of the temperature setting panel 504, the throttle opening detected by the potentiometer 505, and the vehicle speed detected by the vehicle speed sensor 506 are input to an electronic control unit (ECU) 500. The ECU 500 controls air-conditioning control means such as the electromagnetic clutch 110, an air mix door (not shown), an air-conditioning blower, and a blow-out mode door (not shown) in accordance with a program set in advance based on these input values. .

  Next, characteristic operations according to the present embodiment will be described.

  FIG. 2 is a flowchart showing the characteristic operation according to the present embodiment. Simultaneously with the start of the air conditioner, the detected temperature of each sensor 501-503, the set value of the temperature setting panel 504, the throttle opening detected by the potentiometer 505, The vehicle speed detected by the vehicle speed sensor 506 is read into the ECU 500 (S100).

  Then, the throttle opening corresponding to the vehicle speed detected from the map indicated by the solid line L1 in FIG. 3 (hereinafter, this throttle opening is referred to as a first threshold value Θ) is calculated, and the detected throttle opening is It is determined whether or not it is equal to or greater than one threshold value Θ (S110), and when the detected throttle opening is less than the first threshold value Θ, the normal air conditioning control mode is executed (S120).

  Here, the normal air-conditioning control mode refers to controlling air-conditioning control means such as an air mix door, an air-conditioning blower, and a blow-out mode door based on the detected temperature of the sensors 501 to 503 and the set value of the temperature setting panel 504. .

  On the other hand, when it is determined that the throttle opening detected in S110 is greater than or equal to the first threshold value Θ, the electromagnetic clutch 110 is turned off to stop the supply of power from the engine E / G to the compressor 100 and perform compression. The power consumed by the machine 100 is reduced (set to 0) (S130).

  Next, the vehicle speed and the throttle opening are detected again (S140), and the throttle opening corresponding to the vehicle speed detected from the map shown by the one-dot chain line L2 in FIG. Is calculated), and it is determined whether or not the detected throttle opening is equal to or smaller than the second threshold value θ (S150).

  While the detected throttle opening is larger than the second threshold θ, the electromagnetic clutch 110 is turned off to reduce the power consumed by the compressor 100 (set to 0), and the detected throttle opening is the second threshold. When the value is equal to or smaller than the value θ, the electromagnetic clutch 110 is turned on to operate the compressor 100 (return the state) (S160).

  Next, the map shown in FIG. 3 will be described.

  The broken line in FIG. 3 shows a graph (hereinafter referred to as a steady throttle opening curve Lo) showing the relationship between the vehicle speed and the throttle opening (engine load) when traveling on a flat road in a windless state. As the vehicle speed increases, air resistance, frictional resistance, and the like increase, so that the throttle opening (engine load) increases in a quadratic function as the vehicle speed increases.

  Therefore, the shape of the solid line L1 (hereinafter referred to as the power cut curve L1) indicating the relationship between the first threshold value Θ and the vehicle speed is substantially similar to the shape of the steady throttle opening curve Lo, and the power cut The first threshold value Θ is selected so that the throttle opening degree (first threshold value Θ) determined by the curve L1 is larger than the throttle opening degree determined by the steady throttle opening curve Lo.

  The second threshold value θ (curve L2 in FIG. 3) is selected such that the difference Δθ between the first threshold value Θ and the second threshold value increases as the vehicle speed increases. For this reason, the graph (power return curve L2) showing the relationship between the second threshold value θ and the vehicle speed is selected so as to be substantially similar to the shape of the steady throttle opening curve Lo, similarly to the power cut curve L1. ing.

  Next, features of the present embodiment will be described.

  As indicated by the steady throttle opening curve Lo in FIG. 3, the power and vehicle speed exerted by the engine E / G do not change linearly. Therefore, if the first threshold value Θ is changed along the power cut curve L1 having a shape substantially similar to the steady throttle opening curve Lo according to the vehicle speed as in the present embodiment, drivability is sufficiently improved. be able to.

  Note that since the vehicle speed changes more slowly than the throttle opening, the hunting phenomenon that the electromagnetic clutch 110 repeats ON-OFF frequently as described in the column “Problems to be solved by the invention” Does not occur.

  Further, the second threshold value θ is selected so that the difference Δθ between the first threshold value Θ and the second threshold value θ increases as the vehicle speed increases. The power supply to the machine 100 can be restored.

  (Other Embodiments) In the above-described embodiment, the shape of the power cut curve L1 is substantially similar to the steady throttle opening curve Lo, but the present invention is not limited to this, and the first is a vehicle speed V. The first threshold Θ may be selected so that the rate of increase of the threshold Θ (ΔΘ / ΔV) increases as the vehicle speed increases.

  Further, the first threshold value Θ (power cut) is set to be approximately equal to a value obtained by multiplying a predetermined number by the load of the engine E / G determined by the vehicle speed (throttle opening determined by the steady throttle opening curve Lo). Curve L1) may be selected.

  Further, since the steady throttle opening curve Lo can be approximated by a quadratic function, the relationship between the first threshold value Θ and the vehicle speed (power cut curve L1) is changed to a quadratic function. The threshold value Θ (power cut curve L1) may be selected.

  Further, in the above-described embodiment, the engine load is detected by the throttle opening, but the load detection means for detecting the engine load is not limited to this, and the intake negative pressure of the intake pipe and the engine rotational speed are not limited thereto. You may detect by a change etc.

  Further, the maps (power cut curve L1 and power return curve L2) for determining the first threshold value Θ and the second threshold value θ may be changed for each gear position of the vehicle transmission.

  In the above-described embodiment, the maps (power cut curve L1 and power return curve L2) for determining the first threshold value Θ and the second threshold value θ are continuous and smooth curves. However, the present invention is not limited to this, and may be a curve approximately represented by a plurality of straight lines as shown in FIG.

  In the above-described embodiment, the power consumption reducing means for reducing the power consumption of the compressor 100 is configured by connecting and disconnecting the electromagnetic clutch 110. However, a known variable capacity compressor is used instead of the electromagnetic clutch 110. The power consumption of the compressor 100 may be reduced (variable).

  Further, the application of the present invention is not limited to a gasoline engine, and can be applied to other drive sources such as a diesel engine.

  Note that the present invention is not applied over the entire region from 0 km / h to the vehicle speed, but is applied at least at a vehicle speed of about 5 km / h or more (of course, even when applied from a vehicle speed of 0 km / h). Good). Therefore, for example, when the vehicle speed is from 0 km / h to less than 5 km / h, as shown in FIG. 5, the first threshold value Θ is set larger than the throttle opening determined by the power cut curve L1. Also good.

1 is a schematic diagram of a vapor compression refrigeration cycle (vehicle air conditioner) for a vehicle according to an embodiment of the present invention. It is a flowchart which shows control of the electromagnetic clutch in the vapor compression refrigeration cycle (vehicle air conditioner) for vehicles which concerns on embodiment of this invention. It is a graph which shows the relationship between the throttle opening and the vehicle speed in the vapor | steam compression refrigeration cycle (vehicle air conditioner) for vehicles which concerns on embodiment of this invention. It is a graph which shows the relationship between the throttle opening and the vehicle speed in the vapor compression refrigeration cycle for vehicles (vehicle air conditioner) which concerns on other embodiment of this invention. It is a graph which shows the relationship between the throttle opening and the vehicle speed in the vapor compression refrigeration cycle for vehicles (vehicle air conditioner) which concerns on other embodiment of this invention.

Explanation of symbols

DESCRIPTION OF SYMBOLS 100 ... Compressor, 110 ... Electromagnetic clutch, 200 ... Condenser, 300 ... Decompressor, 400 ... Evaporator, 500 ... Electronic control apparatus.

Claims (4)

A vehicular vapor compression refrigeration cycle having a compressor (100) that obtains power from a drive source (E / G) for vehicle travel and sucks and compresses refrigerant,
Load detection means (505) for detecting the load of the drive source (E / G);
Vehicle speed detection means (506) for detecting the vehicle speed;
Power consumption reducing means (110) for reducing the power consumption of the compressor (100) when the detection value of the load detection means (505) is equal to or greater than a predetermined first threshold value (Θ);
When the detection value of the load detection means (505) becomes equal to or smaller than a predetermined second threshold value (θ) smaller than the first threshold value (Θ), the consumption power reduction means (110) is stopped. Power return means (S160) for
The first threshold value (Θ) is selected such that the rate of increase of the first threshold value (Θ) with respect to the vehicle speed increases as the vehicle speed increases. cycle. A vehicular vapor compression refrigeration cycle having a compressor (100) that obtains power from a drive source (E / G) for vehicle travel and sucks and compresses refrigerant,
Load detection means (505) for detecting the load of the drive source (E / G);
Vehicle speed detection means (506) for detecting the vehicle speed;
Power consumption reducing means (110) for reducing the power consumption of the compressor (100) when the detection value of the load detection means (505) is equal to or greater than a predetermined first threshold value (Θ);
When the detection value of the load detection means (505) becomes equal to or smaller than a predetermined second threshold value (θ) smaller than the first threshold value (Θ), the consumption power reduction means (110) is stopped. Power return means (S160) for
The first threshold value (Θ) is detected by the vehicle speed detection means (506) so as to be substantially equal to a value obtained by multiplying a load of the drive source (E / G) determined by the vehicle speed by a predetermined number. A vapor compression refrigeration cycle for a vehicle, which is selected based on the determined vehicle speed. A vehicular vapor compression refrigeration cycle having a compressor (100) that obtains power from a drive source (E / G) for vehicle travel and sucks and compresses refrigerant,
Load detection means (505) for detecting the load of the drive source (E / G);
Vehicle speed detection means (506) for detecting the vehicle speed;
Power consumption reducing means (110) for reducing the power consumption of the compressor (100) when the detection value of the load detection means (505) is equal to or greater than a predetermined first threshold value (Θ);
When the detection value of the load detection means (505) becomes equal to or smaller than a predetermined second threshold value (θ) smaller than the first threshold value (Θ), the consumption power reduction means (110) is stopped. Power return means (S160) for
The first threshold value (Θ) is detected by the vehicle speed detecting means (506) so that the relationship between the first threshold value (Θ) and the vehicle speed is approximated by a quadratic function. A vapor compression refrigeration cycle for a vehicle, which is selected so as to increase as the speed increases. The second threshold value (θ) is a vehicle speed at which a difference (Δθ) between the first threshold value (Θ) and the second threshold value (θ) is detected by the vehicle speed detecting means (506). The vapor compression refrigeration cycle for a vehicle according to any one of claims 1 to 3, wherein the vapor compression refrigeration cycle for the vehicle is selected so as to increase as the value increases.

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