JP2010120553A - Air conditioner for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To attain compatibility of insurance of air-conditioning performance and quietness accompanying favor of an occupant in an air conditioner for a vehicle in which quietness in a cabin is maintained by restricting the rotation speed of a compressor 34. <P>SOLUTION: The control device 50 for controlling the rotation speed of the compressor determines the maximum rotation speed Y of the previously set rotation speed of the compressor 34, and the maximum rotation speed Y is determined from a set temperature Tset instructed by a temperature setting lever 105. Thereby, noise accompanying rotation of the compressor 34 can be eliminated by restricting the rotation speed of the compressor to the restricted rotation speed or less corresponding to the maximum rotation speed Y. Further, it can meet the favor of the occupant who considers that cooling is more important than the noise by determining the maximum rotation speed Y according to the set temperature Tset reflecting favor of the occupant. Namely, when the occupant likes more cooling than standard, it is considered that air-conditioning performance is more important than the noise accompanying rotation of the compressor 34 in the cabin, and sufficient air-conditioning performance is ensured by allowing the maximum rotation speed Y of the compressor 34 to a higher degree. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a vehicle air conditioner that sends a refrigerant to an evaporator using a compressor and air-conditions a vehicle interior.

  Conventionally, in Patent Document 1, when the compressor rotational speed is higher than a predetermined maximum rotational speed, there is a proposal to limit the rotational speed even when the required rotational speed of the compressor is very high. . As a result, the maximum rotational speed of the electric compressor (hereinafter simply referred to as the compressor) is determined in terms of noise.

  In other words, in Patent Document 1, the usable rotational speed of the compressor is calculated from the speed of the vehicle at that time based on a map representing the relationship between the speed of the vehicle and the usable rotational speed of the compressor.

  The compressor rotational speed is controlled so as not to exceed the usable rotational speed. As a result, noise countermeasures are taken by limiting the rotational speed even when the required rotational speed of the compressor is very high. That is, the maximum rotational speed of the compressor is determined from noise factors.

  Specifically, the technique described in Patent Document 1 is an air conditioning control system for a hybrid vehicle. The compressor compresses and discharges the sucked refrigerant, and includes an electric motor (variable speed electric motor) as a drive source and an air conditioner inverter as a rotation speed variable means for changing the rotation speed of the electric motor. I have.

  Next, in the control, a target blowing temperature (TAO) of air blown into the passenger compartment is calculated based on a mathematical formula. A target post-evaporation temperature (TEO) corresponding to the target blowing temperature (TAO) is set. Next, a deviation (En) between the set target post-evaporation temperature (TEO) and the actual post-evaporation temperature (TE) detected by the post-evaporation temperature sensor is calculated. Also, the deviation change rate (Edot) is calculated.

  Next, using the calculated deviation (En) and the calculated deviation rate of change (Edot), the rotational speed Δf (rpm) that increases or decreases with respect to the target rotational speed (fn−1) of the electric motor of the compressor one second ago. / 4 sec).

  Next, the usable rotation speed fn (fa) corresponding to the target rotation speed (fn) of the compressor is obtained from the map. As a result, the actual vehicle confirmation that the specific frequency range overlaps with the resonance frequency of the vehicle and its parts, and the compressor becomes the excitation source, and the vibration of the steering wheel, the booming noise and the operating noise of the compressor increase. When it is known, the rotational speed range related to these specific frequency ranges is the unusable rotational speed, and the other rotational speeds are usable rotational speeds.

  Next, the usable rotation speed fn (fb) corresponding to the speed of the vehicle is obtained from the map. For example, when the target rotational speed (fn) of the compressor is 6000 rpm, the usable rotational speed fn (fa) corresponding to the target rotational speed is also 6000 rpm. At this time, when the vehicle speed is 5 km / h or less, the usable rotation speed fn (fb) corresponding to the vehicle speed is 4000 rpm. In this case, since the passenger compartment is quiet, the target operating speed (fout) of the compressor is set to a low value, so that the operating noise of the compressor can be suppressed even if rapid cooling is sacrificed to some extent. Yes.

  Further, when the available rotation speed fn (fa) corresponding to the target rotation speed is 5000 rpm, if the vehicle is stopped, the occupant has a little noisy noise caused by the compressor because the background noise of the vehicle is small. It is taken into account. When the vehicle travels, noise caused by the compressor is drowned out by vehicle engine noise, road surface vibration, noise, wind noise, etc. Yes.

  By doing so, the operating noise of the compressor can be kept low while sacrificing rapid cooling in the passenger compartment to some extent. Therefore, noise caused by the compressor can be reduced.

Next, Patent Document 2 discloses an air conditioner for an electric vehicle that has an indoor condenser in an air conditioning unit and performs air conditioning by performing refrigerant compression by controlling the rotation speed of the compressor even during heating.
JP 2001-26214 A JP-A-8-14632

  Patent Document 1 limits the rotational speed even when the required rotational speed of the compressor is very high. However, some occupants prefer a very cold wind, so there is a problem that the cooling speed is pointed out at the maximum speed set by the manufacturer. Therefore, even if the technique of Patent Document 1 is applied to an air conditioner for an electric vehicle such as Patent Document 2, the above problem remains.

  The present invention has been made paying attention to such problems existing in the prior art, and its purpose is to change the maximum number of revolutions of the compressor in accordance with the passenger's preference and to cool it down more than noise. An object is to provide a vehicle air conditioner that can be adapted to the preference of an occupant who places emphasis on.

  In order to achieve the above object, the present invention employs the following technical means. That is, according to the first aspect of the present invention, in the vehicle air conditioner including the heat exchanger (80) in which the refrigerant compressed by the compressor (34) flows to cool at least the air in the passenger compartment, the heat exchanger A blower (4) for blowing the air flowing through (80) and a control means (50) for controlling the rotational speed of the compressor (34), and the control means (50) compresses according to the air conditioning load. Means (S24 to S27) for calculating the machine speed, maximum speed determining means (S61) for determining the maximum speed (Y) of the preset compressor (34), and the calculated compression A limiting means (S62) is provided for limiting the machine rotational speed to a rotational speed equal to or lower than the limiting rotational speed corresponding to the maximum rotational speed (Y), and the maximum rotational speed determining means (S61) is set temperature (Tset) of the temperature setting means (105). Limited rotation when is set below the specified value It is characterized by a higher.

  According to the first aspect of the present invention, the maximum rotational speed (Y) of the compressor (34) is set according to the set temperature (Tset) from the temperature setting means (105) reflecting the passenger's preference. By deciding, it is possible to obtain a vehicular air conditioner that suits the occupant's preference that emphasizes cooling rather than noise.

  Next, the invention described in claim 2 is characterized in that the predetermined value is a standard set temperature at the time of vehicle shipment.

  According to the second aspect of the present invention, when the set temperature (Tset) of the temperature setting means (105) is set to be equal to or lower than the standard set temperature at the time of vehicle shipment, the limited rotation corresponding to the maximum rotational speed (Y). By increasing the number, sufficient air conditioning performance can be secured. That is, the predetermined value is a standard set temperature at the time of vehicle shipment, for example, 25 ° C. in Japan and 22 ° C. in Europe.

  In Japan, the standard set temperature at the time of vehicle shipment is set on the assumption that a comfortable state can be obtained by adjusting the passenger compartment temperature to the standard set temperature of 25 ° C. And the vehicle air conditioner is tuned and shipped so that the standard set temperature can be obtained. Under such circumstances, it can be determined that the occupant who sets the set temperature below the standard set temperature is an occupant who prefers cooler than the standard temperature.

  In this case, sufficient air conditioning performance can be ensured by placing more emphasis on the air conditioning performance than the noise associated with the rotation of the compressor in the vehicle compartment and allowing the maximum rotational speed of the compressor to be higher.

  Next, according to the third aspect of the present invention, the means (S24 to S27) for calculating the compressor rotational speed corresponding to the air conditioning load of the control means (50) includes the target refrigerant pressure information (PSO) and the actual refrigerant pressure. The compressor rotation speed is calculated based on the deviation (En) from the information (PS).

  According to the third aspect of the present invention, the compressor rotational speed is controlled based on the deviation (En) between the target refrigerant pressure information (PSO) and the actual refrigerant pressure information (PS), so that the air conditioning load can be adjusted. The refrigerant flow rate can be secured.

  In the invention according to claim 4, the target refrigerant pressure information (PSO) is composed of the target low pressure side pressure (PSO), and the actual refrigerant pressure information (PS) is composed of the actual low pressure side pressure (PS). It is a feature.

  According to the fourth aspect of the present invention, the refrigerant rotation speed is controlled based on the deviation between the target low pressure side pressure (PSO) and the actual low pressure side pressure (PS). Accurate flow can be secured.

  Next, in the invention described in claim 5, when the set temperature (Tset) of the temperature setting means (105) is set to a predetermined value or less, the maximum rotational speed determining means (S61) for increasing the limit rotational speed is: The maximum rotational speed (Y) is calculated based on a map representing the relationship between the set temperature (Tset) of the temperature setting means (105) and the maximum rotational speed (Y) as the limit rotational speed.

  According to the fifth aspect of the present invention, the maximum rotation speed (Y) having an arbitrary characteristic can be calculated according to the set temperature (Tset).

  Next, the invention according to claim 6 is that the limiting means (S62) for limiting the calculated compressor rotational speed to a rotational speed equal to or lower than the maximum rotational speed (Y) is the compressor according to the air conditioning load. Among the temporary target compressor rotational speed (temporary IVO) calculated by the means for calculating the rotational speed (S24 to S27) and the maximum rotational speed (Y) determined by the maximum rotational speed determining means (S61), It is characterized by comprising means for controlling the compressor (34) with the smaller value as the actual target compressor speed (actual IVO).

  According to the sixth aspect of the present invention, the smaller one of the temporary target compressor speed (temporary IVO) and the maximum speed (Y) is set to the actual target compressor speed (actual speed). Since the compressor (34) is controlled as IVO), the compressor (34) can be driven at a rotational speed at least equal to or lower than the maximum rotational speed (Y), so that noise of the compressor can be regulated.

  In addition, the code | symbol in the parenthesis as described in a claim and said each means is an example which shows a corresponding relationship with the specific means as described in embodiment mentioned later.

(One embodiment)
Hereinafter, an embodiment of the present invention will be described with reference to FIGS. 1 is an overall configuration diagram, FIG. 2 is an external view of a control panel 100, FIG. 3 is an electric circuit diagram around a control device (control means) 50 constituting an air conditioner ECU, and FIG. FIG. 5 is a basic flowchart of the control device, and FIG. 6 is a flowchart of step S8 (FIG. 5) for calculating the compressor rotation speed in the flowchart.

  In FIG. 1, a duct 2 as an air passage for sending air toward the vehicle interior is disposed in the vehicle interior. At one end of the duct 2 on the air upstream side, an inside / outside air switching means 3 and a blower 4 constituting a blowing means are provided.

  The inside / outside air switching means 3 includes an inside air introduction port 5 that communicates with the vehicle interior and introduces air inside the vehicle interior (inside air), and an outside air introduction port 6 that communicates outside the vehicle interior and introduces air outside the vehicle interior (outside air). It has.

  The inside / outside air switching means 3 is provided with inside / outside air switching opening / closing means 7 for selectively opening / closing the inside air introduction port 5 and the outside air introduction port 6, specifically, an inside / outside air switching door 7. The inside / outside air switching door 7 is connected to a servo motor (not shown) as inside / outside air driving means. The inside / outside air switching door 7 is driven by driving the servo motor.

  The blower 4 is provided below the inside / outside air switching means 3 in the figure. Specifically, the blower 4 includes a fan case 8, a fan 9 that is rotatably provided in the fan case 8, and a driving motor 10 that rotationally drives the fan 9.

  When the fan 9 rotates, the amount of air blown into the passenger compartment through the duct 2 is adjusted according to the rotation speed.

  At the air downstream side end of the duct 2, each outlet is formed to blow out the air that has passed through the duct 2 toward each part in the vehicle interior. These air outlets are a center face air outlet 13 that mainly blows cold air from the center of the front of the passenger compartment toward the upper body of the occupant, and cool air mainly from the sides of the front of the passenger compartment toward the upper body of the occupant or the side glass. Side face outlets 14a and 14b that blow off, a foot outlet 15 that mainly blows warm air toward the feet of the occupant, and a defroster outlet 16 that mainly blows hot air toward the windshield.

  Means 17 (center face door) for opening and closing the center face duct 91 is provided at the entrance of the center face duct 91 that communicates the duct 2 and the center face outlet 13. In addition, means 18 (foot door) for opening and closing the foot duct 92 is provided at an inlet portion of the foot duct 92 that communicates the duct 2 and the foot outlet 15.

  A means 19 (defroster door) for opening and closing the defroster duct 92 is provided at an inlet portion of the defroster duct 93 that communicates the duct 2 and the defroster outlet 16.

  The center face air outlet 13 and the side face air outlets 14a and 14b are provided with means 13a, 20a and 20b (manual opening / closing doors) for manually adjusting the air blowing amount according to the passenger's preference. Yes. In addition, the actuator which opens and closes each said blower outlet is typically described as the blower outlet switching actuator 101e in FIG.

  Next, an evaporator 80 serving as a heat exchanger for cooling the air in the duct 2 is disposed on the upstream side of the duct 2. In addition, an indoor condenser 81 serving as means for heating the air in the duct 2 is disposed on the air downstream side of the evaporator 80.

  The evaporator 80 includes a compressor 34, an outdoor heat exchanger 33, a first pressure reducer 35a, a second pressure reducer 35b, a liquid receiver 36, a four-way valve 37 for switching a refrigerant flow direction, and a refrigerant pipe connecting these. 38, a heat pump refrigeration cycle 31 that cools and heats the passenger compartment is configured.

  The compressor 34 sucks, compresses and discharges the refrigerant, and is driven by an electric motor 90. The compressor 34 is provided integrally with the electric motor 90 in a sealed case. The rotation speed of the electric motor 90 is continuously variable by the control of the inverter 42. And the refrigerant | coolant discharge capacity | capacitance of the compressor 34 changes continuously with the change of the rotation speed of the electric motor 90. FIG.

  The outdoor heat exchanger 33 performs heat exchange between the air outside the passenger compartment and the refrigerant outside the duct 2. The outdoor heat exchanger 33 includes an outdoor fan 41 and is provided at a position where a traveling wind generated by the traveling of the vehicle hits.

  Specifically, the first pressure reducer 35 a is configured by a cooling capillary tube 43 and is inserted into a part of the refrigerant pipe 38. The cooling capillary tube 43 depressurizes the refrigerant flowing from the outdoor heat exchanger 33 to the evaporator 80.

  Further, a means 45 for opening and closing the pipe passage, specifically, an electromagnetic valve 45 is provided in the middle of the refrigerant pipe 38 connecting the cooling capillary tube 43 and the four-way valve 37. The electromagnetic valve 45 is closed during a cooling operation, which will be described later, and prevents the high-pressure refrigerant from the outdoor heat exchanger 33 from being guided into the liquid receiver 36. The electromagnetic valve 45 is opened during heating operation so that the refrigerant bypasses the cooling capillary tube 43.

  Specifically, the second pressure reducer 35 b is configured by a heating capillary tube 44 and is inserted into a part of the refrigerant pipe 38. The heating capillary tube 44 decompresses the refrigerant flowing into the outdoor heat exchanger 33 from the indoor condenser 81.

  Further, in the middle of the refrigerant pipe parallel to the heating capillary tube 44, means 46 for opening and closing the pipe passage, specifically, an electromagnetic valve 46 is provided. The electromagnetic valve 46 is closed during heating operation so that the high-pressure refrigerant from the indoor condenser 81 is depressurized by the heating capillary tube 44.

  A one-way valve 47 for preventing the refrigerant from flowing into the indoor condenser 81 during the cooling operation is provided in the middle of the refrigerant pipe 38 connecting the electromagnetic valve 46 and the outdoor heat exchanger 33. A one-way valve 48 is provided in the middle of the refrigerant pipe 38 connecting the outdoor heat exchanger 33 and the four-way valve 37 to prevent refrigerant from flowing into the four-way valve 37 during heating operation.

  The liquid receiver 36 is constituted by an accumulator. The liquid receiver 36 stores excess refrigerant in the refrigeration cycle 31 and sends only the gas-phase refrigerant to the compressor 34 so that the compressor 34 does not perform liquid compression.

  The four-way valve 37 switches the flow direction of the refrigerant so that the outdoor heat exchanger 33 functions as an evaporator or functions as a condenser. And the four-way valve 37 switches the flow direction of a refrigerant | coolant to the flow of a respectively different refrigerant | coolant at the time of the cooling operation and heating operation which are mentioned later.

  During the cooling operation, as indicated by an arrow C in FIG. 1 (note that the symbol of the arrow is indicated in a circle in the drawing), the refrigerant discharged from the compressor 34 is a four-way valve 37 → outdoor heat exchange. It flows in the order of the condenser 33 → the cooling capillary tube 43 → the evaporator 80 → the accumulator 36 → the compressor 34.

  On the other hand, during the heating operation, as indicated by an arrow H in the figure, the refrigerant discharged from the compressor 34 is the four-way valve 37 → the indoor condenser 81 → the heating capillary tube 44 → the outdoor heat exchanger 33 → the electromagnetic valve 45 → It flows in the order of accumulator 36 → compressor 34.

  The driving motor 10, the four-way valve 37, the inverter 42, the outdoor fan 41, the electromagnetic valves 45 and 46, the inside / outside air switching opening / closing means 7, and the outlet switching actuator 101e that drives the doors of the respective outlets are shown in FIG. The energization is controlled by the control device 50.

  Next, the configuration of the control panel 100 in this embodiment will be described with reference to FIG.

  As shown in FIG. 2, the control panel 100 includes push-type blow mode switching switches 101 a, 101 b, 101 c, and 101 d for setting each blow mode, and an air flow for adjusting the blow air flow into the vehicle interior. A setting switch 102, an operation mode switching switch 103 for switching operation modes (cooling mode and heating mode), an inside / outside air switching switch 104 for setting the inside / outside air switching mode, a temperature setting lever 105 serving as a temperature setting means, In addition, an air conditioner switch 106 for controlling start and stop of the compressor 34 is provided.

  The temperature setting lever 105 serving as the temperature setting means is configured as a slide switch. When the lever is at the center position as shown in FIG. 2, the temperature set by the temperature setting means is the standard set temperature at the time of vehicle shipment. It is in the state set to. And when a passenger | crew operates the lever to the left side rather than the center of FIG. 2, it is when a passenger | crew sets to the temperature below standard setting temperature. This means that passengers prefer cooler than standard. In such a case, in the control described later, in order to ensure sufficient air conditioning performance, the cooling performance is more important than the noise associated with the rotation of the compressor in the vehicle compartment, and the maximum rotational speed of the compressor is allowed to be higher. The control is executed.

  The standard set temperature at the time of vehicle shipment is 25 ° C. in Japan and 22 ° C. in Europe. That is, in Japan, the standard set temperature at the time of vehicle shipment is set on the assumption that a comfortable state can be obtained by adjusting the passenger compartment temperature to the standard set temperature of 25 ° C. The vehicle air conditioner is tuned and shipped so that such a standard set temperature can be obtained.

  Next, electrical wiring around the control device 50 will be described with reference to FIG. As shown in FIG. 3, each signal from the control panel 100 is input to the control device 50. The control device 50 is connected to an engine control device 50a (hereinafter referred to as an engine ECU 50a) that controls the vehicle engine via a multiplex communication wiring 50b for an in-vehicle network. As a result, control such as an increase in engine idle speed when the vehicle air conditioner is used via the multiplex communication wiring 50b is performed.

  Then, a signal E91 (FIG. 4) of the rotational speed of the vehicle engine is input to the control device 50 from the engine ECU 50a. That is, the engine ECU 50a constitutes the engine speed detecting means 50a shown in FIG.

  The battery 67 in FIG. 3 supplies electric power to a travel motor (not shown) that generates a rotational output for traveling the vehicle. The battery 67 includes a charging device 70 for charging power consumed by traveling or the like. The charging device 70 includes an outlet 71 connected to a power supply source (a table lamp or a commercial power source). The battery 67 is charged by connecting the outlet 71 to a power supply source. In addition, a current detector 68 that detects a current value supplied from the DC 67 V battery 67 to the inverter 42 is connected to the control device 50. The inverter 42 drives the compressor 34 at a variable speed.

  Next, control processing of the control device 50 will be described. A program in which a control flow described below is described is stored in a ROM described later.

  FIG. 4 shows an outline of various sensors connected to the control device 50 and controlled devices. Each of the signals input to the control device 50 is converted into a digital signal via a multiplexer and an A / D converter (not shown) and input to the microcomputer 211h.

  The microcomputer 211h has a central processing unit (CPU), a read only memory (ROM), a random access memory (RAM), an input circuit 211i, and an output circuit 211j (not shown).

  FIG. 5 is a flowchart showing basic control processing by the control device 50. When the ignition switch is turned on and power is supplied to the control device 50, each parameter and the like are initialized (initialized) (step S1).

  Next, signals such as the temperature setting lever 105, the air conditioner switch 106 in FIG. 2, the inside air temperature sensor 211b, the outside air temperature sensor 211c, the solar radiation sensor 211d, and the vehicle speed sensor 211g in FIG. 4 are read (Step S2 in FIG. Step S3). In this embodiment, the reading of the signal from the vehicle speed sensor 211g and the reading of the signal E91 (FIG. 4) of the rotational speed of the vehicle engine can be omitted.

  Next, based on the following formula 1 stored in the ROM, a target blowing temperature TAO of air blown into the passenger compartment is calculated (step S4).

(Formula 1) TAO = Kset * Tset-KR * TR-KAM * TAM-KS * TS + C
Here, Tset is the set temperature set by the temperature setting lever 105 in FIG. 2, TR is the inside air temperature detected by the inside air temperature sensor 211b in FIG. 4, TAM is the outside air temperature detected by the outside air temperature sensor 211c, TS Is the amount of solar radiation detected by the solar radiation sensor 211d. Kset, KR, KAM, and KS are gains, and C is a correction constant.

  Next, the blower voltage, the inside / outside air mode, and the outlet mode are determined based on the calculated target outlet temperature TAO and the like as in steps S5, S6, and S7 in FIG.

  Next, in step S8 of controller control, the compressor rotational speed and the like in compressor control described later are obtained. Based on the obtained control amount, a control signal is output in step S9.

  Specifically, in step S5, an applied voltage (blower voltage) to the driving motor 10 of the blower 4 is determined based on a manual operation signal from the control panel. Note that the automatic mode is entered when no manual operation is performed. In this automatic mode, the blower voltage corresponding to the target blowing temperature TAO is determined from a characteristic diagram stored in the ROM by using a map by a well-known method.

  Next, in step S6, the inside / outside air mode corresponding to the target blowing temperature TAO is determined from the characteristic diagram stored in the ROM. In this case, the inside air circulation mode is selected when the target blowing temperature TAO is high, and the outside air introduction mode is selected when the target blowing temperature TAO is low. When a manual operation signal from the control panel 100 is input to the control device 50, the inside / outside air mode by manual operation is given priority.

  Next, in step S7, the outlet mode corresponding to the target outlet temperature TAO is determined from the characteristic chart stored in the ROM. In this case, the foot mode is selected when the target blowing temperature TAO is high, and the bi-level mode is selected in the order of the face mode as the target blowing temperature TAO becomes low. Note that when there is a manual operation signal from the control panel, the air outlet mode by manual operation is given priority.

  Next, in step S8, based on a flowchart shown in FIG. Thereafter, in step S9, control signals are output to the controlled devices such as various actuators so that the control states calculated or determined in steps S4 to S8 are obtained. Further, in step S10, after a predetermined time T has elapsed, the process returns to step S2.

  Hereinafter, the flowchart shown in FIG. 6 will be described. FIG. 6 is a flowchart for determining the rotation speed of the compressor 34 according to the embodiment. This flowchart relates to step S8 in FIG. Therefore, “start” in FIG. 6 indicates from step S7 in FIG. And the calculation of this compressor rotation speed control is calculated once per second.

  Based on whether the air conditioner switch 106 of the control panel 100 in FIG. 2 is turned on or whether the defroster switch 101d is turned on, it is determined whether or not the compressor 34 needs to be operated (FIG. 2). 6 (step S20), when it is not necessary to operate the compressor 34, the answer is YES, and the target compressor speed IVO is set to 0 rpm (step S21).

  On the other hand, if it is determined that the compressor 34 needs to be operated, whether or not it is time to start the compressor 34 from the stopped state, that is, the previous target compressor rotational speed IVOn-1 is 0 rpm. It is determined whether or not (step S22). As a result of this determination, when the compressor 21 is started from a stopped state, that is, when the previous target compressor rotational speed IVOn-1 is 0 rpm, it is determined as YES and the target outlet temperature indicating the magnitude of the air conditioning load is determined. Based on TAO, target compressor speed IVOn is determined (step S23).

  If it is not time to start the compressor 21 from the stopped state, that is, if the previous target compressor speed IVOn-1 is not 0 rpm, the determination is NO in step S22. Then, the target low pressure side pressure PSO (details will be described later) determined in advance by the set temperature Tset set in advance by the temperature setting lever 105 in FIG. 2, and the actual low pressure actually measured by the low pressure side pressure sensor PS91 in FIG. Based on the side pressure PS, a temporary target compressor speed IVO is calculated (steps S24 to S27).

  The target low pressure PSO is set based on the set temperature Tset set by the temperature setting lever 105 serving as the temperature setting means in FIG. 2 and the maps in FIGS. 7 and 8. When the cooling is manually selected, the target low pressure side pressure PSO is set on the map of FIG. On the other hand, at the time of heating, the target low pressure side pressure PSO is set by the map of FIG. During heating, the refrigerant pressure on the high pressure side of the compressor is indirectly controlled by using the target low pressure side pressure PSO as a control parameter.

  Specifically, the temporary target compressor rotational speed IVO is the deviation En between the target low pressure side pressure PSO and the actual low pressure side pressure PS detected by the low pressure side pressure sensor PS91 of FIG. The rate Edot is a parameter. These parameters are determined based on the following formulas 2 and 3.

(Formula 2) En = PSO-PS
(Formula 3) Edot = En-En-1
Here, En-1 is the previous value of the deviation En. Since the deviation En is updated every second, the previous deviation En-1 is a value one second before the deviation En.

  Then, based on the predetermined membership function and rules stored in the ROM, the target increase rotational speed Δf (rpm) at the calculated deviation En and the deviation change rate Edot is calculated (step S26).

  Here, the target increase rotational speed Δf is the rotational speed of the compressor 34 that increases or decreases with respect to the previous target compressor rotational speed IVOn-1, that is, the target compressor rotational speed IVOn-1 one second before. .

  In step S27, a temporary target compressor rotational speed IVO is determined based on Equation 4.

(Formula 4) Temporary IVO = IVO (n−1) + Δf
As described above, in step S27 of FIG. 6, the current change Δf calculated in step S26 is added to the previous target compressor speed IVO (n−1), and the current temporary target compressor speed is set. IVO is calculated.

  Next, in step S61, the maximum rotational speed Y with respect to the set temperature Tset set by the temperature setting lever 105 (FIG. 2) serving as the temperature setting means is obtained. That is, in step S61, the maximum rotational speed Y (rpm) that is the allowable maximum rotational speed is calculated from the value of the set temperature Tset using the map entered in step S61.

  Next, in step S62, the temporary target compressor rotational speed IVO is compared with the maximum rotational speed Y, which is the allowable maximum rotational speed calculated in step S61. The target compressor speed IVO is selected.

  This makes it possible to adjust the maximum rotation speed according to the set temperature that reflects the passenger's preference, while suppressing the noise in the vehicle compartment accompanying the rotation of the compressor by regulating the maximum rotation speed of the compressor Become.

  Next, the function and effect of the embodiment will be described in more detail. In this embodiment, when the set temperature is set to 25 ° C. to 30 ° C., the maximum rotational speed is regulated to 4000 rpm.

  Accordingly, the calculation of the temporary target compressor speed IVO for the air conditioning in the vehicle interior corresponding to the air conditioning load is performed from step S24 to step S27, and the required compressor speed exceeding 4000 rpm is the temporary target compression. Even if it is calculated as the machine speed IVO, the actual target compressor speed IVO is suppressed to 4000 rpm in step S62, and the speed of the compressor is controlled by controlling this 4000 rpm.

  When the set temperature is set between 25 ° C. and 18 ° C., the maximum rotation speed is regulated between 4000 rpm and 8000 rpm. When the set temperature is between 25 ° C. and 18 ° C., the maximum rotational speed increases in proportion to the decrease in the set temperature.

  Further, when the set temperature is set to 18 ° C. or lower, the maximum rotation speed is allowed up to 8000 rpm.

  As described above, in the above-described embodiment, in the vehicle air conditioner including the heat exchanger 80 that flows the refrigerant compressed by the compressor 34 and cools at least the air in the passenger compartment, the heat exchanger 80 passes through the heat exchanger 80. And a control device 50 for controlling the rotational speed of the compressor 34.

  Then, the control device 50 calculates the compressor rotation speed according to the air conditioning load (steps S24 to S27 in FIG. 6), and determines the highest rotation speed Y of the preset rotation speed of the compressor 34. Rotational speed determination means (step S61) and limiting means (step S62) for limiting the calculated compressor rotational speed (temporary IVO) to be equal to or lower than the limiting rotational speed corresponding to the maximum rotational speed Y.

  The maximum rotation speed determining means (step S61) increases the limit rotation speed when the set temperature Tset of the temperature setting lever 105 constituting the temperature setting means is set to a predetermined value or less.

  According to this, by determining the maximum number of revolutions of the compressor 34 according to the set temperature Tset from the temperature setting lever 105 reflecting the passenger's preference, it is matched with the passenger's preference that emphasizes cooling rather than noise. be able to.

  Further, the predetermined value when the set temperature Tset of the temperature setting lever 105 is set to a predetermined value or less is a standard set temperature at the time of vehicle shipment.

  According to this, when the set temperature Tset of the temperature setting lever 105 is set to be equal to or lower than the standard set temperature at the time of vehicle shipment, sufficient air conditioning performance can be ensured by increasing the speed limit.

  Here, the predetermined value is a standard set temperature at the time of vehicle shipment. For example, the predetermined value is generally set to 25 ° C. in Japan and 22 ° C. in Europe. That is, for example, in Japan, the standard set temperature at the time of vehicle shipment is set assuming that a comfortable state is obtained by adjusting the passenger compartment temperature to a standard set temperature of 25 ° C.

  The vehicle air conditioner is adjusted and shipped from the vehicle manufacturer so that the standard set temperature can be obtained.

  Under such circumstances, it can be determined that the occupant who sets the set temperature below the standard set temperature is an occupant who prefers cooler than the standard temperature. At this time, the air conditioning performance is more important than the noise accompanying the rotation of the compressor 34 in the interior of the electric vehicle, and the maximum rotation speed of the compressor 34 is allowed to be higher to ensure the air conditioning performance that matches the passenger's preference. it can.

  Further, the means for calculating the compressor speed corresponding to the air conditioning load of the control device 50 calculates the compressor speed based on the deviation between the target refrigerant pressure information (PSO) and the actual refrigerant pressure information (PS). . According to this, the refrigerant | coolant flow volume according to an air-conditioning load is securable.

  Further, the target refrigerant pressure information consists of target low pressure side pressure (PSO), and the actual refrigerant pressure information (PS) consists of actual low pressure side pressure (PS). According to this, by controlling the compressor rotation speed based on the deviation between the target low-pressure side pressure PSO and the actual low-pressure side pressure PS, it is possible to accurately ensure the refrigerant flow rate particularly according to the cooling load.

  Further, when the set temperature Tset of the temperature setting lever 105 is set to a predetermined value (25 ° C.) or less, the maximum rotation speed determining means (step S61 in FIG. 6) for increasing the maximum rotation speed Y that becomes the limit rotation speed is The maximum number of revolutions is calculated based on a map representing the relationship between the set temperature Tset of the temperature setting lever 105 and the maximum number of revolutions that is the limit number of revolutions.

  According to this, the maximum rotation speed of arbitrary characteristics can be calculated according to the set temperature Tset. Further, the limiting means (step S62 in FIG. 6) for limiting the calculated compressor rotational speed (temporary IVO) to be equal to or lower than the limiting rotational speed corresponding to the maximum rotational speed Y sets the compressor rotational speed according to the air conditioning load. Of the temporary target compressor rotational speed (temporary IVO) calculated by the calculating means and the maximum rotational speed Y determined by the maximum rotational speed determining means (step S61), the smaller value is used as the actual target compression. It comprises means for controlling the compressor as the machine speed (actual IVO).

  Further, according to this, the compressor is set with the smaller one of the temporary target compressor speed (temporary IVO) and the maximum speed Y as the actual target compressor speed (actual IVO). Since control is performed, the compressor can be driven at least at a rotational speed equal to or lower than the maximum rotational speed Y, so that noise of the compressor can be regulated.

(Other embodiments)
The present invention is not limited to the embodiment described above, and can be modified or expanded as follows. For example, in the above-described embodiment, the present invention is applied to an air conditioner for an electric vehicle in which a compressor is driven by an electric motor and power is supplied from a battery to a traveling motor that travels the vehicle. This is because the interior of this type of vehicle is particularly quiet. However, the present invention can be applied not only to the electric vehicle air conditioner but also to other vehicle air conditioners.

  The temperature setting lever 105 in FIG. 2 serving as the temperature setting means is configured as a slide switch. However, the temperature setting lever 105 adjusts the temperature up and down by pressing a dial switch or a pair of push button switches with arrows. It may be.

  Further, when the temperature setting lever 105 has stopped at the same setting position for 1 second or longer, the set temperature Tset in step S61 in FIG. 6 may be determined. This is because the temperature setting lever 105 is manually operated by the occupant, and even if the occupant attempts to stop the temperature setting lever 105 at a predetermined position, the occupant may accidentally move too much. .

  Furthermore, in the above embodiment, the maximum number of revolutions is determined only from the set temperature, but it is also determined from any one of the outside air temperature, the blower air volume of the blower 4, the speed of the vehicle, and the number of revolutions of the vehicle-mounted engine. May be. In this case, the map in step S61 in FIG. 6 is described as a three-dimensional or more multidimensional map.

  Further, in FIG. 1, when performing the defrosting operation, the refrigerant may be flowed as indicated by an arrow F.

1 is an overall configuration diagram of an embodiment of the present invention. It is an external view of the control panel of the said embodiment. It is an electric circuit diagram around the control device of the embodiment. It is a block circuit diagram which shows the connection state of the various sensors and controlled apparatus to the control apparatus which concerns on the said embodiment. It is a flowchart which shows the basic control flow of the air conditioner which concerns on the said embodiment. It is a flowchart of the part which calculates the compressor rotation speed in the said basic flowchart which concerns on the said embodiment. It is a characteristic view which calculates | requires a target low pressure side pressure from preset temperature at the time of the cooling which concerns on the said embodiment. It is a characteristic view which calculates | requires target low pressure side pressure from preset temperature at the time of the heating which concerns on the said embodiment.

Explanation of symbols

4 Blowers (Blower means)
34 Compressor 50 Air-conditioner ECU constituting control device (control means)
80 Evaporator (Heat exchanger)
105 Temperature setting lever (temperature setting means)
Tset set temperature PS91 Low pressure side pressure sensor S24 to S27 Means Y for calculating compressor rotational speed corresponding to air conditioning load Maximum rotational speed (restricted rotational speed)
S61 Maximum rotational speed determining means (S61)
S62 Limiting means PSO for limiting the rotational speed to the limit speed or less Target refrigerant pressure information (PSO)
PS Actual refrigerant pressure information (PS)
En deviation (En)
IVO Target compressor speed

Claims (6)

In the vehicle air conditioner provided with the heat exchanger (80) for cooling the refrigerant compressed by the compressor (34) and cooling at least the air in the passenger compartment, the air flowing through the heat exchanger (80) A blower (4) for blowing air, and a control means (50) for controlling the rotational speed of the compressor (34),
The control means (50) determines means (S24 to S27) for calculating the compressor rotational speed corresponding to the air conditioning load, and determines the preset maximum rotational speed (Y) of the compressor (34). And a limiting means (S62) for limiting the calculated compressor rotational speed to a rotational speed equal to or lower than a limiting rotational speed corresponding to the maximum rotational speed (Y),
The maximum rotational speed determining means (S61) increases the limit rotational speed when the set temperature (Tset) of the temperature setting means (105) is set to a predetermined value or less. The vehicle air conditioner according to claim 1, wherein the predetermined value is a standard set temperature at the time of vehicle shipment. The means (S24 to S27) for calculating the compressor speed corresponding to the air conditioning load of the control means (50) is based on the deviation (En) between the target refrigerant pressure information (PSO) and the actual refrigerant pressure information (PS). 3. The vehicle air conditioner according to claim 1 or 2, wherein the compressor rotational speed is calculated based on the calculation result. 4. The vehicle according to claim 3, wherein the target refrigerant pressure information (PSO) includes a target low pressure side pressure (PSO), and the actual refrigerant pressure information (PS) includes an actual low pressure side pressure (PS). Air conditioner. When the set temperature (Tset) of the temperature setting means (105) is set to a predetermined value or less, the maximum rotational speed determining means (S61) for increasing the limit rotational speed is the set temperature of the temperature setting means (105). 5. The maximum rotational speed (Y) is calculated based on a map representing a relationship between (Tset) and the maximum rotational speed (Y) as the limit rotational speed. The vehicle air conditioner according to one item. The limiting means (S62) for limiting the calculated compressor rotational speed to be equal to or less than the limiting rotational speed corresponding to the maximum rotational speed (Y) is a means for calculating the compressor rotational speed according to the air conditioning load ( The smaller value of the temporary target compressor rotational speed (temporary IVO) calculated by S24 to S27) and the maximum rotational speed (Y) determined by the maximum rotational speed determining means (S61) is realized. The vehicle air conditioner according to any one of claims 1 to 5, comprising means (S62) for controlling the compressor (34) as a target compressor rotational speed (actual IVO) of the compressor. .

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