JP2009292177A - Device for controlling air conditioning system - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a device for controlling an air conditioning system preventing an unnecessary decrease in the rotational frequency of an engine while preventing racing of the engine that occurs in the start of the air conditioning system. <P>SOLUTION: When the air conditioning system 30 is actuated, whether rapid load up is brought about or not relative to a compressor 34 is determined. Only when the rapid load up is not brought about to the compressor 34, a liquid accumulation treatment with respect to liquefaction of a refrigerant in the compressor 34 is performed. Thus, the decrease in the rotational frequency of the engine 20 can be determined by the load relative to the compressor 34 in the actual actuation of the air conditioning system 30, and the unnecessary decrease in the rotational frequency of the engine 20 that occurs in the start of the air conditioning system 30 due to the liquid accumulation treatment can be prevented. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to an air conditioning system control device that prevents a decrease in the rotational speed of a power engine while preventing the power engine from blowing up during operation of the air conditioning system.

  In recent years, an air conditioning system (hereinafter also referred to as an air conditioner) is mounted on a general vehicle that is commercially available. This air conditioning system has a heating function, a cooling function, a dehumidifying function, etc., and adjusts the temperature and humidity of the air in the passenger compartment.

  The air conditioning system includes an annular refrigerant circulation path, a reservoir (hereinafter also referred to as a receiver tank), an evaporator (hereinafter also referred to as an evaporator), a pressurizer (hereinafter also referred to as a compressor), and a condenser (hereinafter referred to as a compressor). And is also used to cool the passenger compartment using the heat of vaporization of the refrigerant.

The refrigerant is stored in a receiver tank, and the refrigerant stored in the receiver tank is introduced into a pipe through which the refrigerant constituting the evaporator passes. The air passing outside the evaporator pipe undergoes heat exchange with the refrigerant. The air heat-exchanged by the evaporator is cooled and taken into the passenger compartment as cold air. On the other hand, the refrigerant that has taken heat from the air passing through the evaporator by heat exchange is vaporized. The refrigerant vaporized by the evaporator is compressed by the compressor so as to be easily liquefied. The refrigerant compressed by the compressor is cooled by outside air in the condenser, returned to the liquid, and stored in the receiver tank. The air conditioning system cools the passenger compartment by repeating the above-described circulation.
The compressor that compresses the refrigerant is operated by using the output of a power engine (for example, an engine).

  However, in a vehicle equipped with such an air conditioning system, if the vehicle is left outdoors (hereinafter referred to as “soak”) at room temperature (for example, 25 ° C.) for a long time with the power engine stopped, In other words, the refrigerant that is supposed to be a gas is cooled and liquefied and stored, so-called “liquid accumulation” may occur.

  When such “puddle” occurs, the compressor of the air conditioning system is not loaded. And since this compressor is operated using the output of the power engine, the torque that was supposed to operate the compressor is used as the output to the power engine, causing the engine to blow up. End up.

  In view of this, a vehicle air conditioner control device (for example, see Patent Document 1) in which such “liquid accumulation” is eliminated in advance has been proposed.

The vehicle air conditioner control apparatus described in Patent Document 1 operates the compressor to eliminate the liquefaction of the refrigerant when it is estimated that the refrigerant is liquefied in the compressor when the vehicle is not used. . Further, the soaking time, the outside air temperature, the vehicle room temperature, the engine cooling water temperature, and the like are used for estimating the refrigerant liquefaction when the vehicle is not used.
JP 2005-238951 A

  However, in the one described in Patent Document 1, the occurrence of “puddle” is constantly monitored by the soak time or the outside temperature when the vehicle is not used, and the compressor is turned on each time “pump” is estimated. In order to operate, there is a possibility that a useless compressor is operated and a large battery capacity is required. That is, in a parked vehicle with the engine stopped, a timer, a temperature sensor, etc. are operated to monitor the occurrence of `` puddle '', and when `` puddle '' is estimated, the compressor is operated to "Liquid puddle" is eliminated. Thereafter, the monitoring of the occurrence of “puddle” is continued, and the compressor is operated every time the “pump” is estimated. As a result, the compressor is operated many times when the engine is stopped, and a large battery capacity is required. It is also undesirable to automatically activate the compressor in a parked vehicle.

  On the other hand, if such “puddle” estimation is not performed, the ECU gives torque for the compressor of the air conditioning system assuming that there is no “pump”, but if “pump” occurs, the compressor There was a problem that the torque that was supposed to operate the compressor was used as the output to the engine, causing the engine to blow up.

  Therefore, the applicant of the present application, when the air conditioning system has already been operated after the engine has been operated, that is, when there is a history of torque exceeding a predetermined value applied to the compressor of the air conditioning system, When the air conditioning system is activated for the first time after the engine is running, pay attention to the possibility that a “puddle” may have occurred, and apply a torque higher than the preset value to the compressor. We proposed an air-conditioning system controller that prevents the engine from blowing up only when there is no history.

  By the way, as described above, even if there is no history in which a torque higher than a preset value is applied to the compressor, “puddle” does not always occur. For example, when the engine is restarted in a short time after the history is cleared by stopping the engine, there is no history and no “puddle” is generated. In such a case, particularly when the actual torque is suddenly generated in the compressor, the torque necessary for the operation of the engine is applied to the compressor, and the engine speed rapidly drops.

  The present invention has been made to solve the above-described conventional problems, and provides an air conditioning system control device that prevents a decrease in the number of revolutions of an unnecessary power engine while preventing the power engine from blowing up. This is the issue.

  In order to solve the above problems, an air conditioning system control apparatus according to the present invention is (1) an air conditioning system control apparatus that controls an air conditioning system of a vehicle on which a power engine is mounted. Based on detection means, air-conditioning operation start detection means for detecting the start of operation of the air-conditioning system, and detection of operation start of the power engine and operation start of the air-conditioning system, the first air-conditioning after the operation of the power engine Initial operation determining means for determining whether the system is operating, pressurizer load detecting means for detecting a load applied to a pressurizer included in the air conditioning system that operates using an output of the power engine, and the air conditioning When the system is the first operation after the operation of the power engine, the pressurizer has a negative value equal to or greater than a preset value at a predetermined time in the initial operation. High load determination means for determining whether or not there is an increase, and only when there is no load increase equal to or greater than the value set in the pressurizer, performs a liquid pool process for liquefaction of the refrigerant in the pressurizer, An air conditioning system initial operation means for performing an initial operation process of the air conditioning system when a load increase equal to or more than a set value is provided is provided.

  With this configuration, when the air conditioning system is activated, it is determined whether or not there is a sudden load increase on the pressurizer, and only when there is no sudden load increase on the pressurizer, the refrigerant in the pressurizer is liquefied. Since the puddle treatment is performed for the air conditioner, it is possible to determine whether to switch the puddle treatment according to the load on the pressurizer when the actual air conditioning system is operating. A reduction in the number of rotations of an unnecessary power engine can be prevented.

  The air conditioning system control device according to the present invention is the air conditioning system control device according to (1) above, (2) a compression pressure detecting means for detecting the pressure of the refrigerant compressed in the pressurizer, and the air conditioning system. An increase in load applied to the pressurizer is determined based on a post-cooling temperature detecting means for detecting the temperature of the air cooled by the evaporator, the pressure of the compressed refrigerant, and the temperature of the cooled air. Map storage means for storing a high load determination map, wherein the high load determination means is configured to determine the load increase based on the high load determination map.

  With this configuration, a drop in the number of revolutions of the power engine is determined based on the pressure of the refrigerant compressed in the pressurizer and the temperature of the air cooled by the evaporator, so there is no cost using existing sensors. It is possible to perform control separation, and it is possible to prevent a decrease in the rotational speed of the power engine while preventing the power engine from blowing up during operation of the air conditioning system.

  According to the present invention, it is possible to determine whether or not the liquid pool process is switched by the load on the pressurizer during the actual operation of the air conditioning system, suppress unnecessary liquid pool processing, and useless rotation of the power engine that occurs when the air conditioning system is started. It is possible to provide an air conditioning system control device that prevents a decrease in the number.

Embodiments of the present invention will be described below with reference to the drawings.
First, the configuration will be described.

  FIG. 1 is a schematic block diagram of a vehicle equipped with an air conditioning system control device and an air conditioning system according to an embodiment of the present invention. FIG. 2 is a perspective view of the vicinity of the front portion of the vehicle showing the main components of the air conditioning system according to the embodiment of the present invention.

  As shown in FIG. 1, a vehicle 10 includes an engine (power engine) 20 that is a prime mover, an air conditioning system 30 that is operated by the engine 20, and a vehicle electronic control unit (hereinafter referred to as an ECU) that controls the entire vehicle 10. 100).

  The engine 20 is configured by a known power device that outputs power by burning a hydrocarbon fuel such as gasoline or light oil. The engine 20 has a crank pulley 20a for transmitting power to a compressor of an air conditioning system 30 described later.

  Further, the engine 20 is provided with a rotation angle sensor 23 for detecting the operating state of the engine 20, a water temperature sensor 24, and various sensors not shown. Detection signals detected by the sensors provided in the engine 20 are input to the ECU 100. The engine 20 is configured to perform operation control such as fuel injection control, ignition control, and intake air amount adjustment control by the ECU 100 based on these signals.

  The air conditioning system 30 is vaporized on an annular refrigerant circulation path 40, a receiver tank 31 that stores the refrigerant, an expansion valve 32 that ejects the refrigerant in a mist, and an evaporator (evaporator) 33 that vaporizes the refrigerant. A compressor (pressurizer) 34 that compresses the refrigerant and a condenser 35 that cools and liquefies the high-temperature and high-pressure refrigerant are provided. The air conditioning system 30 includes a blower fan 37 provided facing the evaporator 33 and a cooling electric fan 38 provided facing the condenser 35.

  The air conditioning system 30 further includes a pressure sensor 41 that detects the pressure of the compressed refrigerant, a flow rate sensor 42 that detects the flow rate of the refrigerant, and a temperature sensor 43 that measures the temperature. The air conditioning system 30 uses, for example, Freon HFC407C having an ozone layer depletion coefficient of zero as the refrigerant.

  The receiver tank 31 is a container that temporarily stores the refrigerant liquefied by the condenser 35. As will be described later, since the compressor 34 is operated by the engine 20, the rotational speed fluctuates, and the passenger compartment temperature is greatly affected by the outside air temperature and fluctuates. Therefore, the amount of refrigerant circulating in the refrigerant circulation path 40 fluctuates greatly, and this amount of refrigerant is adjusted by the receiver tank 31.

  In addition, the receiver tank 31 separates the refrigerant that has not been completely liquefied from the liquefied refrigerant, removes moisture in the refrigerant by passing a desiccant, or removes foreign matter using a filter. It has become. Furthermore, the receiver tank 31 has a transparent observation window called sight glass so that the remaining amount of refrigerant can be visually observed from the outside (when the engine 20 is operated and the air conditioning system 30 is operated, Visible).

  The expansion valve 32 ejects the liquefied refrigerant in a high pressure state from a small hole. As a result, the high-pressure refrigerant is rapidly adiabatically expanded to form a low-temperature and low-pressure mist-like refrigerant that is easy to vaporize (evaporate). The expansion valve 32 adjusts the cooling capacity by adjusting the ejection amount.

  The evaporator 33 has a structure like a radiator, and is surrounded by a pipe through which a low-temperature and low-pressure mist refrigerant passes. The evaporator 33 performs heat exchange between the high-temperature air in contact with the surface of the pipe and the low-temperature and low-pressure mist refrigerant passing through the pipe. By this heat exchange, the refrigerant in the pipe of the evaporator 33 takes the heat of the external air and vaporizes. On the other hand, the air passing outside the pipe of the evaporator 33 is cooled by the heat absorbed by the refrigerant.

  The compressor 34 compresses the vaporized refrigerant. The vaporized refrigerant is compressed into a high-temperature and high-pressure gas by the compressor 34 and is easily liquefied.

  The compressor 34 has a magnet clutch 34 a for inputting power from the engine 20. The magnet clutch 34a is connected to the crank pulley 20a of the engine 20 via the drive belt 22, so that the power output from the engine 20 is transmitted. The magnet clutch 34a is controlled by the ECU 100 to switch whether or not to transmit the power output from the engine 20 to the compressor 34.

  Here, the compressor 34 of the present embodiment is a swash plate compressor. In brief, the swash plate compressor is a partition in which a plurality of cylinders are arranged around a rotating shaft in a cylindrical housing, and a piston is accommodated in each cylinder, and is supported by the rotating shaft and rotates. The plate is attached at a predetermined angle with respect to the rotation axis (hereinafter, this partition plate is referred to as a swash plate). When the swash plate is rotated, each piston is reciprocated in the direction of the rotation axis, and the gas in each cylinder is compressed and sucked.

  Therefore, the amount of work of the compressor 34 is changed by the inclination of the swash plate in addition to the rotational speed of the engine 20 transmitted through the magnet clutch 34a. The inclination of the swash plate of the compressor 34 is controlled by a capacity switching valve 34b. The capacity switching valve 34b is controlled by the ECU 100, and changes the angle between the swash plate and the rotating shaft according to the swash plate control current value input from the ECU 100.

  The condenser 35 has a structure like a radiator, and a cooling passage having a large surface area with respect to the outside is provided inside so that the refrigerant can pass therethrough. In the condenser 35, the inputted high-temperature and high-pressure gaseous refrigerant is cooled by outside air while passing through the cooling passage, and is liquefied.

  The blower fan 37 is disposed opposite to the evaporator 33, sends high-temperature air in the passenger compartment or the like to the evaporator 33, promotes vaporization of the refrigerant in the evaporator 33, and removes the air that has been deprived of heat and cooled by the evaporator 33 into the vehicle. It is designed to be sent out indoors. Further, the blower fan 37 is controlled by the ECU 100 so as to switch the presence / absence of the operation and the air flow rate.

  The cooling electric fan 38 is disposed to face the condenser 35, guides air outside the vehicle, and sends it out to the condenser 35. The cooling electric fan 38 actively takes in air introduced from the outside of the vehicle and cools the refrigerant passing through the condenser 35. Further, the cooling electric fan 38 is controlled by the ECU 100 to switch the presence / absence of the operation and the air flow rate.

  The pressure sensor 41 is provided immediately before the expansion valve 32 between the receiver tank 31 and the expansion valve 32, and detects the pressure of the refrigerant compressed by the compressor 34 in the refrigerant circulation path 40. Further, the pressure sensor 41 is connected to the ECU 100 and outputs a detected refrigerant pressure detection signal.

  The flow rate sensor 42 is provided integrally with the compressor 34, and detects the flow rate of the refrigerant compressed by the compressor 34. The flow rate sensor 42 is connected to the ECU 100 and outputs a flow rate detection signal of the refrigerant compressed by the compressor 34.

  The temperature sensor 43 is provided on the opposite side of the blower fan 37 across the evaporator 33. Therefore, the temperature sensor 43 is provided in the vehicle interior. The temperature sensor 43 detects the temperature of the air cooled by the evaporator 33 (hereinafter referred to as post-evaporation temperature). Further, the temperature sensor 43 is connected to the ECU 100 and outputs a detected post-evaporation temperature detection signal.

  The ECU 100 includes a central processing unit (CPU) 100a, a read only memory (ROM) 100b, a random access memory (RAM) 100c, and an input / output interface (not shown).

  The ECU 100 is connected to an ignition switch, an air conditioning switch, etc. (not shown). The ignition switch switches the output of an engine start signal for instructing start of operation of the engine 20 and an engine stop signal for instructing stop of operation of the engine 20. Hereinafter, an ignition (IG) signal including both an engine start signal and an engine stop signal is used.

  The air conditioning switch is configured to switch the output of an air conditioning start signal that instructs the start of operation of the air conditioning system 30 and an air conditioning stop signal that instructs to stop the operation of the air conditioning system 30. The air conditioning switch also switches the output of a blowing intensity signal for selecting the blowing intensity. Below, it is set as an air-conditioning operation signal including an air-conditioning start signal, an air-conditioning stop signal, and a ventilation intensity signal.

The ECU 100 receives an ignition (IG) signal and an air conditioning operation signal from the switch.
Further, as described above, the ECU 100 is connected to the pressure sensor 41 and the flow rate sensor 42 of the air conditioning system, and receives the refrigerant pressure detection signal and the refrigerant flow rate detection signal after the refrigerant is compressed by the compressor 34.

The ECU 100 is connected to the compressor 34 of the air conditioning system, and outputs a swash plate control current for controlling the inclination of the swash plate of the compressor 34 according to the current value.
Further, the ECU 100 is connected to the temperature sensor 43 so that a post-evaporation temperature detection signal indicating the temperature of the cooled air is input to the evaporator 33.

  The ECU 100 is compressed by the input signal to start the operation of the engine 20 of the vehicle 10, start the operation of the air conditioning system 30, the temperature of the air cooled by the evaporator 33 of the air conditioning system 30, and the compressor 34 of the air conditioning system 30. The pressure of the refrigerant is detected.

  The ROM 100b of the ECU 100 stores a high load determination map for determining an increase in load applied to the compressor 34 of the air conditioning system 30 based on the compressed refrigerant pressure and the post-evaporation temperature. Further, the ROM 100b of the ECU 100 stores a map representing a shift diagram based on the specification value of the vehicle 10, the vehicle speed and the throttle opening, a program for executing shift control, a program for air conditioning system control processing, and the like. Yes.

  Further, when the air conditioning system 30 is operated, the ECU 100 estimates torque applied to the compressor 34, and stores a history (torque log) in the RAM 100c of the ECU 100 at predetermined time intervals.

  Further, as described above, the crank pulley 20 a of the engine 20 is connected to the magnet clutch 34 a of the compressor 34 via the drive belt 22. Therefore, the ECU 100 controls the operation of the engine 20 including the torque used by the compressor 34 in addition to the torque required by the engine 20.

  Hereinafter, a characteristic configuration of the vehicle 10 equipped with the air conditioning system control device according to the embodiment of the present invention will be described.

The ECU 100 detects the start of operation of the engine 20. That is, the ECU 100 constitutes a power operation start detection means in the present invention.
Further, the ECU 100 detects the start of operation of the air conditioning system 30. That is, the ECU 100 constitutes an air conditioning operation start detection means in the present invention.

  Further, the ECU 100 determines whether or not the operation of the first air conditioning system 30 after the operation of the engine 20 is based on the detection of the operation start of the engine 20 and the operation start of the air conditioning system 30. That is, the ECU 100 constitutes an initial operation determination unit in the present invention.

  Further, the ECU 100 detects a load applied to the compressor 34 that operates using the output of the engine 20. That is, the ECU 100 constitutes a pressurizer load detecting means in the present invention.

  In addition, when the air conditioning system 30 is the first operation after the operation of the engine 20, the ECU 100 causes the compressor 34 included in the air conditioning system 30 to increase the load by a predetermined value or more in a predetermined time in the initial operation. Whether or not there is is determined. Further, the ECU 100 is configured to determine a load increase based on the high load determination map. That is, the ECU 100 constitutes a high load determination means in the present invention.

  Further, the ECU 100 performs the liquid pool process for the liquefaction of the refrigerant in the compressor 34 only when there is no load increase exceeding the value set in the compressor 34, and when there is a load increase above the set value. Is configured to perform an initial operation process of the air conditioning system 30. That is, the ECU 100 constitutes an air conditioning system initial operation means in the present invention.

  In addition, the ECU 100 detects the pressure of the refrigerant compressed by the compressor 34. That is, the ECU 100 constitutes a compression pressure detecting means in the present invention.

  The ECU 100 detects the temperature of the air cooled by the evaporator 33 included in the air conditioning system 30. That is, the ECU 100 constitutes the after-cooling temperature detecting means in the present invention.

  Further, the ECU 100 stores a high load determination map for determining an increase in load applied to the compressor 34 based on the pressure of the refrigerant compressed by the compressor 34 and the temperature of the air cooled by the evaporator 33. That is, the ECU 100 constitutes a map storage unit in the present invention.

  In the present embodiment, engine 20 constitutes a power engine in the present invention. Moreover, in this Embodiment, the evaporator 33 comprises the evaporator in this invention. Moreover, in this Embodiment, the compressor 34 comprises the pressurizer in this invention.

Next, the operation will be described.
FIG. 3 is a flowchart showing an air conditioning system control process according to the embodiment of the present invention.

The flowchart shown in FIG. 3 is an air conditioning system control processing program executed by the CPU 100a of the ECU 100, and the air conditioning system control processing program is stored in the ROM 100b. In this air conditioning system control process, the CPU 100a of the ECU 100 detects the input of the ignition signal from the ignition switch, and further detects the input of the air conditioning operation signal from the air conditioning switch, that is, detects the start of operation of the air conditioning system 30. As a result, it is executed.
This air conditioning system control process may be executed at predetermined time intervals by the CPU 100a of the ECU 100 so as to determine whether or not an operation start signal for the air conditioning system 30 has been input in the first process. .

  As shown in FIG. 3, first, the CPU 100a of the ECU 100 determines whether or not there is a history with an estimated torque of 2 [Nm] or more (step S11). Specifically, a history (torque log) of estimated torque applied to the compressor 34 stored in the RAM 100c of the ECU 100 is searched to determine whether there is a history of 2 [Nm] or more.

Here, if the air-conditioning system 30 is operated, the torque will have been 2 [Nm] or more to the compressor 34. Therefore, by checking the history of the estimated torque applied to the compressor 34 after the engine 20 is started, It is determined whether or not the engine 20 is the first operation of the air conditioning system 30 after starting.
The method of estimating the torque applied to the compressor 34 is estimated based on the refrigerant pressure detection signal, the refrigerant flow rate detection signal, the post-evaporation temperature detection signal input to the ECU 100, and the swash plate control current value output to the compressor 34. ing.

If the estimated torque has a history of 2 [Nm] or more (YES in step S11), it is determined that the engine 20 is not operating the first air conditioning system 30 after starting, and normal ON transient control processing is performed. (Step S14), the air conditioning system control process is terminated.
Here, the normal ON transient control process is an initial operation process similar to the conventional one in the air conditioning system 30. For example, the engine 20 is controlled so that the torque of the compressor 34 is increased so that the refrigerant is gradually compressed. Take control.

On the other hand, if there is no history of the estimated torque of 2 [Nm] or more (NO in step S11), it is determined that the engine 20 is the first operation of the air conditioning system 30 after starting, and after pressurization by the compressor 34 It is determined whether or not the pressure is a high pressure and the rising of the torque is rapidly increasing (step S12).
Specifically, based on the high load determination map stored in the ROM 100b of the ECU 100, it is determined whether or not the torque rise is sudden at high pressure. If the pressure after pressurization by the compressor 34 is high and the rising of the torque rises rapidly, it is determined that the engine 20 will not blow up even if the liquid pool process is not performed.

FIG. 4 shows a high load determination map based on the pressure of the compressed refrigerant and the post-evaporation temperature in the air conditioning system according to the embodiment of the present invention.
As shown in FIG. 4, when the pressure of the refrigerant compressed by the compressor 34 and the temperature of the air cooled by the evaporator 33 are both low (pressure less than 1.0 M [PaG], temperature less than 35 [° C.], and FIG. 4 is less than the value on the straight line connecting the pressure 0.5 M [PaG] temperature 35 [° C.] and the pressure 1.0 M [PaG] temperature 10 [° C.], the engine 20 has a small drop in the rotational speed, It is determined that the torque rise at the time is not a steep condition.

  On the other hand, the pressure of the refrigerant compressed by the compressor 34 is a predetermined value (1.0 M [PaG]) or more, or the temperature of the air cooled by the evaporator 33 is a predetermined value (35 [° C.]) or more. Or a predetermined relationship between the pressure of the refrigerant and the temperature of the air (pressure 0.5 M [PaG] temperature 35 [° C.] and pressure 1.0 M [PaG] temperature 10 [° C.] in FIG. Or more), the engine 20 is judged to be in a condition that the rotational speed of the engine 20 is greatly reduced and the torque rise at high pressure is abrupt.

  If the torque rise under high pressure is a steep condition (YES in step S12), the above-described normal ON transient control process is performed (step S14), and the air conditioning system control process is terminated.

  On the other hand, if the torque rise at high pressure is not a steep condition (NO in step S12), a liquid pool process is performed (step S13), and the air conditioning system control process is terminated. Here, as the liquid pool process of the ECU 100, there is, for example, a process in which the torque applied to the compressor 34 is made constant and the liquefied refrigerant is output to the compressor 34.

FIG. 5 shows a graph representing fluctuations in the engine speed depending on whether or not the liquid pool process is performed when the air conditioning system is started. FIG. 5A is a graph showing fluctuations in the engine speed when the liquid pool process is not performed when the air conditioning system is started, and FIG. 5B is a graph when the liquid pool process is performed when the air conditioning system is started. It is a graph showing the fluctuation | variation of an engine speed.
In FIG. 5, Ps indicates a pressure value obtained by measuring the pressure of the refrigerant input to the compressor 34 for verification, and Pd indicates a pressure value of the refrigerant output from the compressor 34. . The refrigerant pressure below Ps indicates the refrigerant pressure value in the condenser 35.

  As shown in FIG. 5 (a), immediately after the start of the air conditioning system 30 (the air conditioner SW is turned on in 0.9 seconds in the figure), the output pressure of the compressor 34 and the post-evaporation temperature are measured, and the “liquid pool” (Puddle determination in 1.1 seconds in the figure). As shown in FIG. 5 (a), when the output pressure (about 1.5 MPaG) of the compressor 34 is high and the post-evaporation temperature (about 30 ° C.) is also high, the liquid pool logic is not activated, and the liquid pool processing is performed. I do not do it. Thereby, since control (ISC torque) is performed so that the torque of the compressor 34 is increased, it is possible to prevent the engine speed from dropping.

  On the other hand, in the graph shown in FIG. 5B, under the same conditions as described above, the liquid pool process was performed assuming that the liquid in the compressor 34 was “pumped” even though the refrigerant was vaporized. Shows the case. As described above, if the liquid pool process is performed even though the refrigerant in the compressor 34 is vaporized, the torque for the compressor 34 is controlled to be constant (the ISC torque is constant at about 2 Nm). However, in reality, torque is applied to the compressor 34 (the actual torque increases), and a drop in the engine speed occurs.

  As described above, the air conditioning system control device according to the present embodiment determines whether or not there is a sudden load increase on the compressor 34 when the air conditioning system 30 is activated, and the compressor 34 has a sudden load increase. Since the liquid pool process for the liquefaction of the refrigerant in the compressor 34 is performed only when there is no air flow, the switching process of the liquid pool process can be determined by the load applied to the compressor 34 during the actual operation of the air conditioning system 30. Unnecessary puddle processing can be suppressed, and a decrease in the number of revolutions of the useless engine 20 generated by the puddle processing when the air conditioning system 30 is started can be prevented.

  Further, the air conditioning system control device according to the present embodiment determines a drop in the rotational speed of the engine 20 based on the pressure of the refrigerant compressed by the compressor 34 and the temperature of the air cooled by the evaporator 33. Thus, it is possible to perform control separation without cost, and to prevent the engine 20 from blowing up when the air-conditioning system 30 is operating, and to prevent a decrease in the rotational speed of the engine 20.

  As described above, the air conditioning system control device according to the present invention can perform switching judgment of the liquid pool process by the load on the pressurizer during the operation of the actual air conditioning system, suppress unnecessary liquid pool processing, and the air conditioning system. It has the effect of preventing a decrease in the number of revolutions of an unnecessary power engine that occurs at the time of starting, and prevents a decrease in the number of revolutions of the power engine while preventing the power engine from blowing up during operation of the air conditioning system. It is useful as an air conditioning system controller.

1 is a schematic block diagram of a vehicle equipped with an air conditioning system control device and an air conditioning system according to an embodiment of the present invention. It is a perspective view of the front part vicinity of the vehicle which showed the main components of the air conditioning system which concerns on embodiment of this invention. It is a flowchart which shows the air-conditioning system control process which concerns on embodiment of this invention. It is a high load determination map by the pressure of the compressed refrigerant | coolant and the post-evaporation temperature in the air conditioning system which concerns on embodiment of this invention. FIG. 5A is a graph showing the fluctuation of the engine speed when the liquid pool process is not performed at the time of starting the air conditioning system. FIG. 5B is a graph showing the fluctuation of the engine speed when the liquid pool process is performed when the air conditioning system is started.

Explanation of symbols

10 vehicle 20 engine (power engine)
20a Crank pulley 22 Drive belt 23 Rotation angle sensor 24 Water temperature sensor 30 Air conditioning system 31 Receiver tank 32 Expansion valve 33 Evaporator
34 Compressor
34a Magnet clutch 34b Capacity switching valve 35 Condenser 37 Blower fan 38 Cooling electric fan 40 Refrigerant circulation path 41 Pressure sensor 42 Flow rate sensor 43 Temperature sensor 100 ECU (Power operation start detection means, air conditioning operation start detection means, initial operation determination means, addition (Pressure load detection means, high load determination means, air conditioning system initial operation means, compression pressure detection means, post-cooling temperature detection means, map storage means)
100a CPU
100b ROM
100c RAM

Claims (2)

In an air conditioning system control device that controls an air conditioning system of a vehicle equipped with a power engine,
Power operation start detection means for detecting the operation start of the power engine;
Air-conditioning operation start detection means for detecting the operation start of the air-conditioning system;
Initial operation determination means for determining whether or not it is the first operation of the air conditioning system after the operation of the power engine, based on detection of the operation start of the power engine and the operation start of the air conditioning system;
A pressurizer load detecting means for detecting a load applied to the pressurizer of the air conditioning system that operates using the output of the power engine;
When the air conditioning system is the first operation after the operation of the power engine, it is determined whether or not the pressurizer has a load increase exceeding a preset value at a predetermined time in the initial operation. Load determination means;
Only when there is no load increase above the value set in the pressurizer, the puddle treatment for the liquefaction of the refrigerant in the pressurizer is performed, and when there is a load increase above the set value, An air conditioning system initial operation means for performing an initial operation process of the air conditioning system;
An air conditioning system control device characterized by comprising: Compression pressure detection means for detecting the pressure of the refrigerant compressed in the pressurizer;
A post-cooling temperature detection means for detecting the temperature of the air cooled by the evaporator of the air conditioning system;
Map storage means for storing a high load determination map for determining a load increase applied to the pressurizer by the pressure of the compressed refrigerant and the temperature of the cooled air;
The air-conditioning system control apparatus according to claim 1, wherein the high-load determination unit performs the load increase determination based on the high-load determination map.

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