JP2011011722A - Control device of compressor for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a control device of a compressor for a vehicle suppressing the occurrence of noise when starting the compressor.SOLUTION: This control device of a compressors for a vehicle includes the compressors 11a, 11b mounted on the vehicle, a switch 41 operated to start the vehicle, an electric motor 20 for driving the compressors, clutches 35, 36 changeable between the engaged state in which a driving force is transmitted from the electric motor to the compressors and the interrupted state in which the transmission of the driving force from the electric motor to the compressors is interrupted, and a control means 40 for controlling the operations of the electric motor and the clutches. When the switch is operated for starting, the control means brings the clutches in the engaged state beforehand, and operates the electric motor.

Description

  The present invention relates to a control device for a vehicular compressor, which is suitable for instantaneous operation in which an air conditioning compressor is temporarily operated when the vehicle is started.

The vehicle is equipped with various auxiliary machines. For example, a compressor such as a compressor (cooler compressor) equipped in a vehicle air conditioner is also included in the accessories. Some of these auxiliary machines are operated by the driving force of the engine, and others are operated by an auxiliary electric motor.
In the case of an air conditioner, as shown in FIG. 3, the refrigerant is compressed by an air conditioning compressor (cooler compressor) 11, the compressed refrigerant is condensed and liquefied by a condenser 12, and the condensed and liquefied refrigerant is converted by an evaporator 13. Evaporation takes away the surrounding heat as the heat of vaporization at this time to make cold air.

The air-conditioning compressor 11, the condenser 12, and the evaporator 13 are configured as a refrigerant circulation circuit 14 filled with a refrigerant. The refrigerant vaporized by the evaporator 13 is returned to the air-conditioning compressor 11 and compressed, and again the condenser 12, the evaporator. Cycle to 13.
The air conditioning compressor is driven as a so-called auxiliary machine together with a pump for a power steering device, a compressor for supplying compressed air (air compressor), and the like. Such auxiliary machines have been driven by the driving force of the engine. However, in recent years, electric vehicles such as hybrid electric vehicles can be used for auxiliary machines so that the auxiliary machines can be driven without relying on the engine (motor). A device equipped with an electric motor (also called an auxiliary motor) has been developed (Patent Documents 1 and 2).

Patent Document 1 describes a configuration in which auxiliary machines such as an air conditioning compressor, a power steering pump, and an air compressor are driven by a single auxiliary motor as an auxiliary driving apparatus for an electric vehicle or a hybrid vehicle. Yes. In this case, an electromagnetic clutch is interposed between the auxiliary motor and each auxiliary machine to control the operation of each auxiliary machine.
When each of the above-mentioned auxiliary machines is driven by one auxiliary motor, for example, the rotational speed of the auxiliary motor may be controlled in accordance with the demand of the air conditioning compressor, and the required rotational speed of the air conditioning compressor is high. In this case, when the electromagnetic clutch that connects the auxiliary motor to the air compressor is switched from disengagement to disengagement, a large impact is applied to the electromagnetic clutch and its durability is lowered. Therefore, Patent Document 2 proposes a technique for improving the durability of the electromagnetic clutch by restricting the auxiliary motor to an allowable rotational speed when switching the electromagnetic clutch connected to the air compressor from disengagement to disengagement. Yes.

By the way, in recent years, even in large vehicles such as buses, hybrid electric vehicles including a vehicle driving motor and an engine (prime mover) have been developed, and even in the case of such vehicles, an auxiliary motor is provided, There has been an increase in the configuration in which auxiliary machines can be connected to an auxiliary motor (not shown) via an electromagnetic clutch, and each auxiliary machine is driven by the auxiliary motor.
A bus air conditioner [mainly a cooling device (cooler)] will be described as an example of auxiliary equipment of a hybrid electric vehicle. As shown in FIG. 4, a cooler compressor 11 is provided in an engine room 2 at the rear of the vehicle 1. The capacitor 12 is disposed on the roof 3 of the vehicle 1, and the evaporator 13 is disposed on the ceiling of the vehicle interior 4 of the vehicle 1. In addition, a cooler ECU (cooler electronic control unit) 15 for controlling each part of the cooler such as the cooler compressor 11, the condenser 12, and the evaporator 13 is provided in the vehicle interior 4.

  The bus is configured as a hybrid electric vehicle including an electric motor and an engine (prime mover) for driving the vehicle. The cooler compressor 11 includes an auxiliary motor (not shown) and an electromagnetic clutch (not shown). And is driven by an auxiliary motor. Here, as shown by reference numerals 11a, 11b, 13a, and 13b, each of the cooler compressor 11 and the evaporator 13 is provided in pairs.

The refrigerant of the air conditioner is circulated by being enclosed in the refrigerant circulation circuit 14 such as the cooler compressor 11, the condenser 12, and the evaporator 13. For example, each slide in the refrigerant circulation circuit 14 such as a sliding portion of the cooler compressor 11 is circulated. In order to supply lubricating oil to the moving part, lubricating oil is enclosed in the refrigerant circulation circuit 14 together with the refrigerant.
This lubricating oil circulates together with the refrigerant to lubricate each sliding portion. However, if the cooling device is not used, the refrigerant and the lubricating oil do not circulate, so that the lubricating oil is not supplied to the sliding portion. If the lubricating oil is not supplied to the sliding portion for a long period of time, smooth sliding may not be ensured. Therefore, when the vehicle is started, the air conditioner itself is not operated, but the operation (instantaneous operation) is performed in which the cooler compressor 11 is operated for a short time to supply the lubricating oil to the sliding portion.

When the cooler compressor 11 is operated, the lubricating oil is driven together with the refrigerant, and the lubricating oil is sufficiently supplied to the sliding portion of the cooler compressor 11 that is most desired to be supplied simply by operating the cooler compressor 11 for a short time.
As shown in FIG. 5, this instantaneous operation control starts when the battery switch is turned on. First, the hybrid system of the vehicle is activated by the controller (step S120), and a cooler operation suppression command is issued. Is issued (step S130). Even if there is a cooler operation command due to the cooler operation suppression command, the cooler operation is not performed. Next, a rotation command is issued to the auxiliary motor (step S140), and the auxiliary motor is started (step S150).

It is determined whether or not the rotational speed Nm of the auxiliary motor has become equal to or higher than a preset reference rotational speed Nm ₀ (Nm ₀ is, for example, 800 rpm) (step S160). When the auxiliary motor rotation speed Nm becomes equal to or higher than the reference rotation speed Nm ₀ , a timer count is started (step S162), and the timer count value t1 is set to a preset timer value t ₀₁ (t ₀₁ is, for example, 3 seconds) or more. It is determined whether or not (step S164). When the timer count value t1 becomes set timer value t ₀₁ or more in advance, and on command the electromagnetic clutch between the auxiliary motor and the cooler compressor (step S166).

Then, the timer count is started again (step S170), and it is determined whether or not the timer count value t2 is equal to or greater than a preset timer value _t02 ( _t02 is 0.5 seconds, for example) (step S180). ). Then, when the timer count value t2 becomes a preset timer value t ₀₂ or more, and stop command the accessory motor and OFF command to the electromagnetic clutch (step S190).

JP 2000-23301 A JP 2009-44878 A

  By the way, it has been found that when the above instantaneous operation is performed, a large noise is generated. In the process of investigating this abnormal noise, the inventors of the present application have found that the phenomenon of generating this abnormal noise does not always occur, but occurs in the early morning of the intermediate period (spring, autumn), especially in fine weather. did. In particular, in a hybrid electric vehicle, when the vehicle is started without operating the engine, there is no engine sound and the engine is quiet, so that abnormal noise is noticeable.

The cause of this noise is that when the temperature difference between the condenser 12 and the cooler compressor 11 becomes large, the refrigerant in the cooler compressor 12 in a gaseous state is liquefied, and when the cooler compressor 12 is started in this state, the liquefaction occurs. Investigated that the generated refrigerant was compressed and noise was generated.
That is, the temperature of both the condenser 12 and the cooler compressor 11 decreases due to the cold in the early morning of the intermediate period, but the condenser 12 on the roof 3 of the vehicle 1 rises in response to sunlight in sunny weather, but the engine of the vehicle 1 The cooler compressor 11 in the room 2 does not readily rise in temperature.

For this reason, the condenser 12 is hotter than the outside air temperature, but the cooler compressor 11 is in a low temperature state such as the outside air temperature. And if the refrigerant | coolant warmed in the capacitor | condenser 12 enters into the cooler compressor 11, it is thought that it liquefies in order to be cooled (heat radiation).
It has also been found that the magnitude of the noise varies depending on the amount of refrigerant liquefied and the rotational speed of the cooler compressor.

That is, when the amount of liquefied refrigerant is large, the large amount of liquefied refrigerant is compressed, so that the generated abnormal noise increases.
Further, as described above, the rotational speed Nm preset reference rotation speed Nm ₀ or more since further predetermined time of accessory motor (e.g., 3 seconds) at the time has elapsed, the rotational speed of the accessory motor Nm is a rotational speed Nm ₁ (for example, 1600 rpm) that is significantly higher than a reference rotational speed Nm ₀ (for example, 800 rpm). At this point, when the electromagnetic clutch is turned on, the cooler compressor rotates at a high speed immediately after starting. It will be high rotating by the number Nm _1. As the rotation immediately after the start of the cooler compressor is higher, the liquefied refrigerant is more strongly compressed, so that the generated abnormal noise becomes larger.

Such a phenomenon can occur not only in instantaneous operation but also in a compressor that compresses gas, not limited to a cooler compressor. In the case of a hybrid electric vehicle, abnormal noise is easily noticeable, but even in a normal engine-driven vehicle, it cannot be ignored if the silence of the engine sound is high.
The present invention has been conceived in view of such problems, and an object of the present invention is to provide a control device for a vehicular compressor capable of suppressing the generation of abnormal noise when the compressor is started.

  According to the control device for a compressor for a vehicle of the present invention, a compressor mounted on the vehicle, a switch that is started when the vehicle is started, an electric motor that drives the compressor, and a drive from the electric motor to the compressor A clutch that can be switched between a connected state for transmitting force and a disconnected state for interrupting transmission of driving force from the electric motor to the compressor, and a control means for controlling the operation of the electric motor and the clutch. The control means is characterized in that when the switch is operated to start, the motor is operated with the clutch in a connected state in advance.

The compressor is preferably an air conditioning compressor.
Further, it is preferable that the control means switches the clutch, which has been connected in advance when the switch is started, to a disconnected state after the operation of the electric motor is started.
In particular, when the vehicle is started, the control means operates the cooler compressor for a short time, and performs an instantaneous operation for supplying the lubricating oil mixed in the air conditioning refrigerant to the sliding portion of the cooler compressor. It is preferable to control the operation of the electric motor and the clutch as described above during the instantaneous operation.

  According to the present invention, when the switch is started at the time of starting the vehicle, the motor is operated with the clutch in a connected state in advance. Will do. For this reason, even if the gas is present in the liquefied state in the compressor, the compression of the liquefied component does not become strong at the start of the compressor, so that the generation of abnormal noise can be prevented or even if abnormal noise is generated. It can be suppressed to something.

When the compressor is an air conditioning compressor, the refrigerant in the originally gaseous state inside the air conditioning compressor may be liquefied, and this liquefied refrigerant may be compressed at the start of the compressor, causing abnormal noise. The occurrence of such abnormal noise is also prevented or suppressed.
In particular, in the case of an air conditioning compressor, the clutch that has been previously connected to the switch start operation is switched to the shut-off state after the operation of the motor is started, and the cooler compressor is operated for a short period of time and mixed into the air conditioning refrigerant. In some cases, instantaneous operation may be performed to supply the lubricated oil to the sliding part of the cooler compressor, and the occurrence of the abnormal noise may be caused during the instantaneous operation. Or it is suppressed.

It is a block diagram explaining the control apparatus of the compressor for vehicles which concerns on one Embodiment of this invention. It is a flowchart explaining control of the compressor for vehicles concerning one embodiment of the present invention. It is a block diagram explaining the principle of a general vehicle air conditioner. It is a perspective view of the vehicle explaining the vehicle air conditioner of the bus as a hybrid electric vehicle. It is a flowchart explaining control of the compressor for vehicles concerning the subject of the present invention.

Hereinafter, a vehicle compressor control device according to an embodiment of the present invention will be described with reference to the drawings.
In the present embodiment, an example in which the present invention is applied to a bus air conditioner that is a hybrid electric vehicle will be described. Therefore, in addition to FIG. 1 and FIG. 2, FIG.

The vehicle according to the present embodiment is a bus, and this bus is configured as a hybrid electric vehicle including a vehicle driving motor and an engine (prime mover).
This vehicle is equipped with an air conditioner [mainly a cooling device (cooler)]. As shown in FIG. 4, the air conditioner includes a cooler compressor (air conditioning compressor) 11 disposed in the engine room 2 at the rear of the vehicle 1, a condenser 12 disposed on the roof 3 of the vehicle 1, And an evaporator 13 disposed on the ceiling of the vehicle interior 4 of the vehicle 1. In addition, a cooler ECU (cooler electronic control unit) 15 for controlling each part of the cooler such as the cooler compressor 11, the condenser 12, and the evaporator 13 is provided in the vehicle interior 4.

As shown in FIG. 3, the air conditioning compressor 11, the condenser 12, and the evaporator 13 are configured as a refrigerant circulation circuit 14 in which a refrigerant is sealed, and the refrigerant vaporized by the evaporator 13 is returned to the air conditioning compressor 11. It is compressed and circulates again to the condenser 12 and the evaporator 13.
Here, as indicated by reference numerals 11a, 11b, 13a, and 13b, the cooler compressor 11 and the evaporator 13 are each provided in pairs, and the cooler compressors 11a and 11b and the evaporator 13a, Any one or both of 13b are used.

In addition, the vehicle is equipped with various auxiliary machines including the cooler compressor 11, and these auxiliary machines are connected to auxiliary motors (auxiliary motors) via electromagnetic clutches, respectively. Are appropriately driven.
That is, as shown in FIG. 1, the auxiliary motor 20 causes a first cooler compressor 11a, a second cooler compressor 11b, a power steering pump (power steering pump) 21, and a compressor for supplying compressed air (air compressor). 22 is driven.

The driving system of the air compressor 22 includes a driving pulley 31a coupled to the rotating shaft of the auxiliary motor 20 via the clutch 34, a driven pulley 31b coupled to the rotating shaft of the air compressor 22, and a driving pulley 31a. The belt pulley mechanism is composed of a belt 31c stretched around a driven pulley 31b.
The drive system of the first cooler compressor 11a also includes a drive pulley 32a coupled to the rotation shaft of the auxiliary motor 20 via the clutch 35, a driven pulley 32b coupled to the rotation shaft of the first cooler compressor 11a, and a drive pulley. The belt pulley mechanism includes a belt 32c that is stretched over the pulley 32a and the driven pulley 32b.

The drive system of the second cooler compressor 11b also includes a drive pulley 33a coupled to the rotation shaft of the auxiliary motor 20, a driven pulley 33b coupled to the rotation shaft of the second cooler compressor 11b via the clutch 36, and a drive pulley. It is constituted by a belt pulley mechanism including a belt 33c stretched around 33a and a driven pulley 33b.
The power steering pump 21 is configured such that its rotating shaft is coupled to the rotating shaft of the auxiliary motor 20 via a clutch 37.

Each of the clutches 34 to 37 is configured as an electromagnetic clutch, and the operation of each of the electromagnetic clutches 34 to 37 and the auxiliary motor 20 is controlled by a vehicle ECU (electronic control unit) 40 as control means.
Here, two cooler compressors 11 are provided, but the number of cooler compressors 11 may be one or more than two and is not limited.

An electric motor (auxiliary motor) 20 for driving the cooler compressor 11 is also used in common with the power steering pump 21 and the air compressor 22, but is not limited to this, and the driving method of the cooler compressor 11 is limited to the belt pulley mechanism. It is not a thing.
However, a clutch capable of interrupting power transmission between the cooler compressor 11 and the auxiliary motor 20 is essential. In this case, it is preferable that a clutch is interposed between each of the cooler compressors 11 and the auxiliary motor 20 so that the drive connection / disconnection control can be performed individually, but this is not restrictive.

By the way, in the refrigerant circulation circuit 14 equipped with the cooler compressor 11, the condenser 12, the evaporator 13, and the like, lubricating oil is enclosed together with the refrigerant for air conditioning. This lubricating oil is supplied to each sliding portion including the sliding portion of the cooler compressor 11 while circulating in the refrigerant circulation circuit 14 together with the refrigerant, so that smooth sliding can be ensured.
However, if the cooling device is not used, the refrigerant and the lubricating oil do not circulate, so that the lubricating oil is not supplied to the sliding portion. For this reason, there is a possibility that smooth sliding cannot be ensured unless lubricating oil is supplied to the sliding portion over a long period of time. Therefore, in this apparatus, when the vehicle is started, the air conditioner itself is not operated, but the operation (instantaneous operation) is performed in which the cooler compressor 11 is operated for a short time to supply the lubricating oil to the sliding portion.

  That is, in the vehicle ECU (control means) 40, a switch that is started when starting the vehicle, in this case, the battery switch 41 is turned on, so that instantaneous driving control is performed along with the start of the hybrid system of the vehicle. carry out. At the time of this instantaneous operation control, first, the electromagnetic clutches 35 and 36 of the cooler compressors 11a and 11b are all set in a connected state in advance, and then the auxiliary motor 20 is operated. In addition, after operating the auxiliary motor 20 for a predetermined short time (for example, 0.5 seconds), the electromagnetic clutches 35 and 36 are both turned off and the auxiliary motor 20 is stopped. ing. Further, during this instantaneous operation control, a cooler operation suppression command is issued from the vehicle ECU 40 to the cooler ECU (cooler electronic control unit) 15.

Since the vehicular compressor control apparatus according to the embodiment of the present invention is configured as described above, for example, as shown in FIG. 2, it is possible to control the compressor (control of instantaneous operation).
That is, when the battery switch is turned on, the control is started. First, the vehicle ECU 40 issues an on command to the electromagnetic clutches 35 and 36 between the auxiliary motor 20 and the cooler compressors 11a and 11b (step S10). ). Further, the vehicle ECU 40 activates the vehicle hybrid system (step S20). Note that these steps S10 and S20 may be performed simultaneously or in the reverse order, but it is necessary that each of the electromagnetic clutches 35 and 36 is in a connected state when the auxiliary motor 20 described later is started. is there.

Then, a cooler operation suppression command is issued to the cooler ECU 15 (step S30). Even if there is a cooler operation command due to the cooler operation suppression command, the cooler operation is not performed. Next, a rotation command is issued to the auxiliary motor 20 (step S40), and the auxiliary motor 20 is started (step S50).
Next, it is determined whether or not the rotational speed Nm of the auxiliary motor 20 has become equal to or higher than a preset reference rotational speed Nm ₀ (Nm ₀ is, for example, 800 rpm) (step S60). When the auxiliary motor rotation speed Nm becomes equal to or higher than the reference rotation speed Nm ₀ , the timer count is started (step S70), and the timer count value t is set to a preset timer value t ₀ (t ₀ is 0.5 seconds, for example) It is determined whether or not the above has been reached (step S80). Then, when the timer count value t becomes the set timer value t ₀ or more in advance, the auxiliary motor 20 is stopped command and OFF command to the electromagnetic clutch 35 (step S90). Thereby, the instantaneous operation of the compressor ends.

At the end of the instantaneous operation of the compressor, only the electromagnetic clutches 35 and 36 are instructed to be off, and the auxiliary motor 20 is not instructed to stop to ensure the operability of other auxiliary machines. Good.
According to such an instantaneous operation of the compressor, since the auxiliary motor 20 starts operating with the electromagnetic clutches 35 and 36 both connected in advance, the auxiliary motor 20 is operated from the start of the cooler compressor 11a. , 11b, and the motor rotates slowly. For this reason, when the cooler compressors 11a and 11b are driven by the auxiliary motor 20 for a predetermined short time t ₀ (for example, 0.5 seconds) after reaching the reference rotational speed Nm ₀ (for example, 800 rpm), the auxiliary motor 20 The number of rotations falls within a certain number of rotations Nm ₁ (for example, about 1000 rpm) or less. For this reason, even if the refrigerant is present in the cooler compressors 11a and 11b in a liquefied state, the compression of the liquefied refrigerant does not become strong when the cooler compressors 11a and 11b are started, and generation of abnormal noise can be prevented, or Even if abnormal noise occurs, it is suppressed to a slight amount.

Such prevention or suppression of abnormal noise can prevent the driver who has started the operation from feeling uneasy or uncomfortable due to abnormal noise.
In the present embodiment, the case where the present invention is applied to the suppression of the occurrence of abnormal noise that occurs during instantaneous operation has been described. However, the phenomenon of abnormal noise generation is not limited to this, and may occur. It is not limited to the cooler compressor but can be generated in a compressor that compresses gas, such as the air compressor 22. Therefore, the present invention is not limited to the instantaneous operation of the cooler compressor, but can be widely applied to vehicle compressors.

Also, in the case of a hybrid electric vehicle, since the abnormal noise is easily noticeable, the abnormal noise becomes more prominent, and the driver is more likely to feel anxiety or discomfort due to the abnormal noise. However, if the silence of the engine sound is high, it cannot be ignored, so it can be applied.
Further, it can be widely applied not only to buses but also to vehicles (automobiles).

DESCRIPTION OF SYMBOLS 1 Vehicle 2 Engine room 3 Roof of vehicle 1 Car interior of vehicle 1 11, 11a, 11b Cooler compressor (air conditioning compressor)
12 condenser 13, 13a, 13b evaporator 14 refrigerant circulation circuit 15 cooler ECU (electronic control unit for cooler)
20 Auxiliary motor (Auxiliary motor)
21 Power steering pump (Power steering pump)
22 Compressed air supply compressor (air compressor)
31a, 32a, 33a Drive pulley 31b, 32b, 33b Driven pulley 31c, 32c, 33c Belt 34, 35, 36, 37 Clutch 40 Vehicle ECU (electronic control unit) as control means
41 Battery switch (switch)

Claims (3)

A compressor mounted on the vehicle;
A switch that is started when the vehicle is started;
An electric motor for driving the compressor;
A clutch that can be switched between a connected state in which driving force is transmitted from the electric motor to the compressor and an interrupted state in which transmission of driving force from the electric motor to the compressor is interrupted;
Control means for controlling the operation of the electric motor and the clutch,
The control device for a compressor for a vehicle, wherein when the switch is started, the control means operates the electric motor with the clutch in a connected state in advance. 2. The control device for a vehicular compressor according to claim 1, wherein the compressor is an air conditioning compressor. 3. The control device for a vehicular compressor according to claim 2, wherein the control means switches the clutch, which has been previously connected when the switch is started, to a disconnected state after the operation of the electric motor is started.

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