JP2019128110A - Motor control device, integrated valve device, and heat exchanger - Google Patents

Abstract

To provide a motor control device capable of driving a motor with respect to heavy load while suppressing heat generation.SOLUTION: An integrated valve device 24 switches flow of a refrigerant in a refrigeration cycle device between a heating mode and a cooling mode, and includes: a single motor 26; and a valve body part 25 having first to third valves 31 to 33 opened/closed on the basis of driving force of the motor 26. An integrated valve ECU 27 as a motor control device is provided with a current value variable control part 27a variably controlling current value of the drive current to be supplied for the motor 26. The current value variable control part 27a increases current value of the driving current at timing based on opening/closing of the first valve 31 (a first valve seat 52).SELECTED DRAWING: Figure 2

Description

  The present invention relates to control of an integrated valve device provided in a refrigeration cycle device for a vehicle.

  As an integrated valve device provided in a refrigeration cycle device for a vehicle, for example, what is disclosed in Patent Document 1 includes a single motor and a plurality of valves that are opened and closed based on the driving force of the motor. The flow of the refrigerant is switched between the heating mode and the cooling mode of the refrigeration cycle apparatus by opening and closing the valve.

JP 2017-187255 A

  In the integrated valve device as described above, a plurality of valves are opened and closed by a driving force of a single motor, and thus there is a problem that a load applied to the motor becomes large. Therefore, the inventors examined whether driving of the motor with high load can be realized while solving the problem of heat generation of the control device.

  The present invention has been made in order to solve the above-described problems, and an object of the present invention is to provide a motor control device, an integrated valve device, and a heat exchange that can drive a motor to a high load while suppressing heat generation of the control device. Is to provide a vessel.

  A motor control device that solves the above problem is a motor control device that controls a motor of an integrated valve device that is provided in a refrigeration cycle device for a vehicle and switches a refrigerant flow between a heating mode and a cooling mode, and the integrated valve device Is provided with a single motor and a valve main body having a plurality of valves opened and closed based on the driving force of the motor, and variable current value control for variably controlling the current value of the driving current supplied to the motor The current value variable control unit increases the current value of the drive current at a timing based on opening / closing of at least one of the plurality of valves.

  According to the above aspect, the load applied to the motor tends to fluctuate with the opening and closing of the valve of the integrated valve device, and when the load applied to the motor is small, the output is suppressed, and the timing corresponding to the timing when the load applied to the motor increases. Thus, the motor output can be increased. Therefore, it is possible to drive the motor to a high load while suppressing the heat generation of the control device.

  In the motor control device, the valve main body portion has a high-pressure flow path through which a high-pressure refrigerant discharged from a compressor passes, and the plurality of valves are configured such that the driving mode of the refrigeration cycle device is a heating mode or a cooling mode. The current value variable control unit increases the current value of the drive current at a timing based on opening and closing of the high pressure valve.

  According to the above aspect, when the high-pressure valve that opens and closes the high-pressure flow path is activated, the load on the motor tends to increase. Therefore, the current value of the drive current supplied to the motor is increased at the timing based on the opening and closing of the high-pressure valve. By doing so, it becomes possible to drive a suitable motor for a high load.

  In the motor control device, the variable current value control unit sets the drive current to a constant value when the high-pressure valve is closed, and increases the drive current from the constant value at a timing based on the start of the opening operation of the high-pressure valve. Let

  According to the above aspect, the load applied to the motor is small when the high pressure valve is closed, and tends to be particularly large at the start of the opening operation of the high pressure valve. Therefore, by suppressing the current value of the drive current supplied to the motor in the closed state of the high pressure valve and increasing the current value of the drive current at the timing based on the start of the opening operation of the high pressure valve, heat generation of the motor control device is suppressed. However, the motor can be driven with a high torque in response to a high load.

In the motor control device, the current value variable control unit increases the drive current from the constant value before the opening operation of the high pressure valve is started.
According to the above aspect, since the current value of the drive current supplied to the motor is increased before the opening operation of the high pressure valve is started, the increase in load caused by the opening operation of the high pressure valve is increased. Driving can be executed more reliably.

In the motor control device, the current value variable control unit increases the current value of the drive current based on the number of pulses counted according to the rotation of the motor.
According to the above aspect, since the current value variable control unit increases the drive current based on the number of pulses counted according to the rotation of the motor, it is possible to increase the drive current according to the opening and closing timing of the valve. Become.

  In the motor control apparatus, when the current value variable control unit increases the current value of the drive current, and the number of pulses counted according to the rotation of the motor reaches a preset set value, Decrease the current value.

  According to the above aspect, since the drive current can be reduced when the load applied to the motor decreases after the increase of the drive current, the motor can further suppress the heat generation of the control device while supporting the high load. Can be driven.

  In the motor control device, after the current value variable control unit increases the current value of the drive current, when the elapsed time from the time of the increase reaches the set value set in advance, the current value Reduce

  According to the above aspect, since the drive current can be reduced when the load applied to the motor decreases after the increase of the drive current, the motor can further suppress the heat generation of the control device while supporting the high load. Can be driven.

In the motor control device, the current value variable control unit varies the current value of the drive current based on a pressure difference between the upstream side and the downstream side of at least one of the plurality of valves.
According to the above aspect, since it is possible to grasp the open / close state of the valve based on the pressure difference between the upstream side and the downstream side of the valve, the valve opening / closing can be performed by varying the drive current based on the pressure difference. It is possible to adjust the drive current according to the state.

  In the motor control device, the valve main body portion includes a shaft portion that moves in the axial direction of the valve body based on driving of the motor, and the plurality of valves are opened and closed by engagement with the shaft portion in the axial direction. Be done.

  According to the above aspect, in the integrated valve device in which the plurality of valves are opened and closed by the shaft portion driven by the motor, it is possible to drive the motor with high load while suppressing heat generation of the motor control device.

  An integrated valve device that solves the above problems is an integrated valve device provided in a refrigeration cycle device for a vehicle, and includes a motor, and a valve main body having a plurality of valves that are opened and closed based on the driving force of the motor, The motor control device is integrally provided.

According to the above aspect, in the integrated valve device integrally including the motor control device, it is possible to drive the motor with high load while suppressing heat generation of the motor control device.
The heat exchanger which solves the above-mentioned subject is a heat exchanger which constitutes a part of refrigeration cycle device for vehicles, and is provided with the above-mentioned integrated valve device in one.

  According to the above aspect, in the heat exchanger integrally provided with the integrated valve device including the motor control device, it is possible to drive the motor with high load while suppressing heat generation of the motor control device.

  According to the motor control device, the integrated valve device, and the heat exchanger of the present invention, it is possible to drive the motor with respect to a high load while suppressing heat generation of the control device.

BRIEF DESCRIPTION OF THE DRAWINGS The schematic block diagram which shows the refrigerating-cycle apparatus provided with the heat exchanger of embodiment. The schematic cross section which shows the integrated valve device of the form. (A) Explanatory drawing for demonstrating the behavior at the time of heating mode in the refrigerating-cycle apparatus of the form, (b) The schematic cross section for demonstrating operation | movement of the integrated valve apparatus at the time of heating mode. (A) Explanatory drawing for demonstrating the behavior at the time of air conditioning mode in the refrigerating cycle apparatus of the form, (b) Typical sectional drawing for demonstrating operation | movement of integrated valve apparatus at the time of air conditioning mode. (A) and (b) are explanatory drawings for demonstrating the control aspect of the motor control apparatus of the form.

  Hereinafter, an embodiment of a motor control device, an integrated valve device, and a heat exchanger will be described with reference to the drawings. In the drawings, for convenience of explanation, part of the configuration may be shown exaggerated or simplified. Also, the dimensional ratio of each part may be different from the actual one.

  As shown in FIG. 1, the heat exchanger 10 of the present embodiment is used for a refrigeration cycle apparatus D (heat pump cycle apparatus) for air conditioning of an electric vehicle (hybrid vehicle, EV vehicle, etc.). The vehicle air conditioner provided with the refrigeration cycle device D can be switched between a cooling mode in which the air cooled by the evaporator 14 is blown into the vehicle compartment and a heating mode in which the air warmed by the heater core (not shown) is blown into the vehicle compartment It is configured. Further, the refrigerant circulation circuit Da of the refrigeration cycle apparatus D is configured to be switchable between a circulation circuit corresponding to the cooling mode and a circulation circuit corresponding to the heating mode. In addition, as a refrigerant | coolant distribute | circulated to the refrigerant | coolant circulation circuit Da of refrigerating-cycle apparatus D, an HFC type | system | group refrigerant | coolant or a HFO type | system | group refrigerant can be used, for example. Further, the refrigerant preferably contains an oil for lubricating the compressor 11.

  The refrigeration cycle apparatus D includes a compressor 11, a water-cooled condenser 12, a heat exchanger 10, an expansion valve 13, and an evaporator 14 (evaporator) in the refrigerant circulation circuit Da.

  The compressor 11 is an electric compressor disposed in an engine room outside the passenger compartment. The compressor 11 sucks and compresses the gas-phase refrigerant and thereby converts the gas-phase refrigerant that has become overheated (high temperature and pressure) into the water-cooled condenser 12 side. Discharge. The high-temperature high-pressure gas-phase refrigerant discharged from the compressor 11 flows into the water-cooled condenser 12. In addition, as a compression mechanism of the compressor 11, various compression mechanisms, such as a scroll type compression mechanism and a vane type compression mechanism, can be used. Further, the refrigerant discharge capacity is controlled by the control of the motor as the drive source of the compressor 11.

  The water-cooled condenser 12 is a well-known heat exchanger, and includes a first heat exchange unit 12a provided on the refrigerant circulation circuit Da and a second heat exchange unit provided on the cooling water circulation circuit C in the cooling water circulation device. 12b. The heater core is provided on the circulation circuit C. The water-cooled condenser 12 exchanges heat between the vapor-phase refrigerant flowing in the first heat exchange section 12a and the cooling water flowing in the second heat exchange section 12b. That is, in the water-cooled condenser 12, the cooling water in the second heat exchange section 12b is heated by the heat of the gas phase refrigerant in the first heat exchange section 12a, while the gas phase refrigerant in the first heat exchange section 12a is cooled It is supposed to be Accordingly, the water-cooled condenser 12 serves as a radiator that indirectly dissipates the heat of the refrigerant discharged from the compressor 11 and flowing into the first heat exchange section 12a to the air of the vehicle air conditioner indirectly via the cooling water and the heater core. Function.

  The gas-phase refrigerant that has passed through the first heat exchange unit 12 a of the water-cooled condenser 12 flows into the heat exchanger 10 via the integrated valve device 24 described later. The heat exchanger 10 is an outdoor heat exchanger disposed on the front side of the vehicle in an engine room outside the vehicle, and the outdoor air blown by the refrigerant flowing through the heat exchanger 10 and a blower fan not shown Heat is exchanged with (open air).

  The expansion valve 13 is a temperature-sensitive mechanical expansion valve that decompresses and expands the liquid-phase refrigerant supplied from the heat exchanger 10. The expansion valve 13 decompresses the low-temperature high-pressure liquid-phase refrigerant and supplies it to the evaporator 14.

  The evaporator 14 is a cooling heat exchanger (evaporator) that cools the blown air in the cooling mode. The liquid phase refrigerant supplied from the expansion valve 13 to the evaporator 14 exchanges heat with the air around the evaporator 14 (in the duct of the vehicle air conditioner). By this heat exchange, the liquid-phase refrigerant is vaporized, and the air around the evaporator 14 is cooled. Thereafter, the refrigerant in the evaporator 14 flows out to the compressor 11 and is compressed again by the compressor 11.

[Composition of heat exchanger]
The heat exchanger 10 includes a first heat exchange unit 21 and a second heat exchange unit 22 functioning as a subcooler. Further, in the heat exchanger 10, a reservoir 23 connected to the first and second heat exchange units 21 and 22 and an integrated valve device 24 provided in the reservoir 23 are integrally configured. The inflow passage 21 a and the outflow passage 21 b of the first heat exchange unit 21 communicate with the integrated valve device 24. Further, the inflow path 22 a of the second heat exchange unit 22 is in communication with the reservoir 23 and the integrated valve device 24.

  The first heat exchange unit 21 functions as a condenser or an evaporator according to the temperature of the refrigerant flowing inside. The liquid storage 23 separates the gas phase refrigerant and the liquid phase refrigerant, and the separated liquid phase refrigerant is stored in the liquid storage 23. The second heat exchange unit 22 further cools the liquid-phase refrigerant by heat exchange between the liquid-phase refrigerant flowing from the liquid reservoir 23 and the outside air to increase the degree of subcooling of the refrigerant, and the heat thereof The refrigerant after replacement is allowed to flow to the expansion valve 13. In addition, the 1st heat exchange part 21, the 2nd heat exchange part 22, and liquid storage 23 are constituted in one by being mutually connected by bolt fastening, for example.

[Configuration of integrated valve device]
As shown in FIG. 2, the integrated valve device 24 includes a valve body 25 disposed in the reservoir 23, a single motor 26 for driving the valve body 25, and the valve body 24 through the motor 26. An integrated valve ECU 27 (motor control device) for controlling the motor pressure sensor 25 and a pair of pressure sensors (first and second pressure sensors 28 and 29) are provided. In addition, the circuit board which comprises integrated valve ECU27 is integrally provided in the motor 26. As shown in FIG. Further, as the motor 26, for example, a stepping motor or the like is used.

  The valve main body 25 includes a housing 30 configured to allow refrigerant to flow therein, and first to third valves 31 to 33 provided in the housing 30. A motor 26 is integrally provided in the housing 30.

  In the housing 30, a first flow path 41 (high pressure flow path) having a first inflow port 41a and a first outflow port 41b, and a second flow path from the second inflow port 42a to the second outflow port 42b. A flow passage 42 and a third flow passage 43 (see FIG. 4B), which is a flow passage from the second inlet 42a to the third outlet 43b, are formed.

  The first inlet 41a of the first flow path 41 is connected to the discharge side of the water-cooled condenser 12 (first heat exchange part 12a), and the first outlet 41b of the first flow path 41 is connected to the first heat exchange part 21. It is connected to the inflow path 21a of the (heat exchanger 10). That is, the first flow passage 41 is configured as a high pressure flow passage through which the high pressure refrigerant discharged from the compressor 11 passes.

  The second inflow port 42 a is connected to the outflow path 21 b of the first heat exchange unit 21. The second outlet 42 b is connected to the inflow side of the compressor 11. The third outlet 43 b is in communication with the inflow path 22 a of the second heat exchange unit 22 (heat exchanger 10) through the inside of the liquid storage 23.

  The first valve 31 (high pressure valve) is provided in the first flow path 41 and opens and closes the first flow path 41. In addition, the second valve 32 is provided in the second flow path 42 to open and close the second flow path 42. And the 3rd valve 33 is provided in the 3rd channel 43, and opens and closes the 3rd channel 43.

  The valve main body 25 includes a shaft portion 44 for driving the first to third valves 31 to 33 in the housing 30. The shaft portion 44 is drivingly connected coaxially with the motor 26 and configured to advance and retract in the axial direction based on the driving force of the motor 26. In the following, for convenience of explanation, the motor 26 side (base end side in the axial direction) in the axial direction in the shaft portion 44 is the upper side, and the opposite motor side (axial tip end side) in the axial direction in the shaft portion 44 is the lower side. explain.

  The first valve 31 includes a first valve body 51 that can be engaged with the shaft portion 44 in the axial direction, and a first valve seat 52 that is fixed to the housing 30. The first valve body 51 has a through hole 51 a through which the shaft portion 44 is inserted. The first valve body 51 is urged toward the first valve seat 52 in the axial direction by a first urging member 53 (compression coil spring).

  The first valve body 51 has a variable throttle valve 54. The variable throttle valve 54 is a flange-shaped variable throttle valve body 55 provided on the shaft portion 44 and operating integrally with the shaft portion 44, and the through hole 51a as a valve seat opened and closed by the variable throttle valve body 55. It consists of

  The first valve body 51 is configured to be able to engage with the variable throttle valve body 55 in the axial direction. Specifically, a cylindrical portion 51b in which the variable throttle valve body 55 is disposed is integrally provided on the upper end surface of the first valve body 51, and the cylindrical portion 51b is positioned above the variable throttle valve body 55. An engaging portion 51c is provided. The engagement portion 51 c is configured to abut on the variable throttle valve body 55 when the shaft portion 44 moves upward. Further, a plurality of flow paths 51d are formed in the circumferential wall of the cylindrical portion 51b.

  The variable throttle valve body 55 is configured to be able to open and close the upper end (opening) of the through hole 51 a of the first valve body 51. That is, when the shaft portion 44 moves downward, the variable throttle valve body 55 abuts on the through hole 51 a to close the through hole 51 a. The opening diameter of the through hole 51 a is smaller than the opening diameter of the first valve seat 52.

  In the first valve 31 configured as described above, when the shaft portion 44 is driven upward, the first valve body 51 is engaged with the upper end surface of the variable throttle valve body 55 so that the first biasing member 53 It is pushed upward against the biasing force and is separated from the first valve seat 52 (see FIG. 4B). On the other hand, when the shaft portion 44 is driven downward, the first valve body 51 is pushed down by the biasing force of the first biasing member 53 and abuts on the first valve seat 52 to open the opening of the first valve seat 52. It occludes (refer to FIG. 2 and FIG. 3 (b)).

  In the state where the first valve body 51 closes the first valve seat 52, the axial position of the variable throttle valve body 55 in the cylindrical portion 51b is adjusted to adjust the amount of refrigerant flowing through the through hole 51a. (See FIG. 3B). Thus, fine adjustment of the amount of refrigerant flowing in the first flow path 41 is possible. Further, in a state in which the first valve body 51 closes the first valve seat 52, the high pressure refrigerant flowing from the first inlet 41a is decompressed through the through hole 51a and becomes a low pressure refrigerant, and the first outlet It flows from 41b to the first heat exchange unit 21 side. When both the first valve seat 52 and the through hole 51a are closed, the first flow path 41 is closed (the opening area of the first flow path 41 is zero).

  As shown in FIGS. 2 and 4 (b), the second valve 32 includes a second valve body 61 and a second valve seat 62 fixed to the housing 30. In addition, the third valve 33 includes a third valve body 71 and a third valve seat 72 provided in the housing 30.

  The second and third valve bodies 61 and 71 are provided on one valve body member 80. The valve body member 80 is disposed between the second valve seat 62 and the third valve seat 72 opposed to each other in the axial direction of the shaft portion 44, and is configured to be axially engageable with the shaft portion 44. The third valve seat 72 is disposed below the second valve seat 62. The second valve body 61 is provided on the upper end surface of the valve body member 80, and the third valve body 71 is provided on the lower end surface of the valve body member 80. The valve body member 80 is urged toward the third valve seat 72 in the axial direction by a second urging member 81 (compression coil spring). The valve body member 80 having the second valve body 61 and the third valve body 71, and the second and third valve seats 62, 72 constitute a three-way valve. The biasing force of the first biasing member 53 to the first valve body 51 is set larger than the biasing force of the second biasing member 81 to the valve body member 80.

  As shown in FIG. 4 (b), when the shaft 44 is driven upward, the valve body member 80 is engaged in a second manner by engagement with the engagement projection 82 that protrudes from the outer peripheral surface of the shaft 44. The third valve body 71 of the valve body member 80 is separated from the third valve seat 72 by being pushed upward against the biasing force of the biasing member 81. Thereafter, when the valve body member 80 is further pushed upward, the second valve body 61 of the valve body member 80 abuts on the second valve seat 62 to close the opening of the second valve seat 62.

  On the other hand, as shown in FIG. 2, when the shaft portion 44 is driven downward, the valve body member 80 is pushed down by the biasing force of the second biasing member 81 and abuts on the third valve seat 72 and the third valve seat The opening of the valve seat 72 is closed. The shaft portion 44 has a contact portion 83 that can be in contact with the upper end surface of the valve body member 80 when the shaft portion 44 is driven downward.

  The integrated valve ECU 27 counts pulses output corresponding to the rotation of the motor 26 from the rotation detection unit (not shown), and recognizes the axial position of the shaft portion 44 based on the counted number of pulses, while Drive control of the unit 44 (motor 26) is performed. In the present embodiment, the position of the shaft portion 44 when the first flow passage 41 (the first valve seat 52 and the through hole 51a) and the third flow passage 43 (the third valve 33) shown in FIG. With the lowermost position as a reference (zero position), the number of pulses is added as the shaft 44 is driven upward. FIG. 2 shows the integrated valve device 24 when the shaft portion 44 is at the reference position.

  The integrated valve ECU 27 includes a current value variable control unit 27a that varies the current value of the drive current (motor drive current) supplied to the motor 26 by, for example, PWM control. As a method of changing the current value of the motor drive current by the current value variable control unit 27a, a method of changing the reference current without changing the duty ratio, a method of changing the duty ratio itself, and the like can be mentioned.

  The first pressure sensor 28 is provided in the flow passage on the upstream side (the first inlet 41 a side) of the first valve 31, detects the pressure on the upstream side, and outputs the information to the integrated valve ECU 27. The second pressure sensor 29 is provided in the flow passage on the downstream side (the first outlet 41 b side) of the first valve 31, detects the pressure on the downstream side, and outputs the information to the integrated valve ECU 27.

  The behavior of the refrigeration cycle apparatus D and the integrated valve apparatus 24 in the heating mode is shown in FIGS. 3 (a), 3 (b) and 5 (a). FIG. 5A is a graph showing the opening area (flow passage cross-sectional area) of each of the first to third flow passages 41 to 43 according to the axial position (number of pulses) of the shaft portion 44, The opening area of the first flow path 41 is indicated by a solid line, the opening area of the second flow path 42 is indicated by a broken line, and the opening area of the third flow path 43 is indicated by a one-dot chain line.

  In the heating mode, the first valve 31 (first valve seat 52) is closed, and the refrigerant flow rate in the first flow path 41 is adjusted by the variable throttle valve 54. At this time, the high-pressure refrigerant compressed by the compressor 11 and supplied to the first inlet 41a via the water-cooled condenser 12 (first heat exchanging portion 12a) is reduced in pressure through the through hole 51a of the variable throttle valve 54, It becomes a refrigerant and flows to the 1st heat exchange part 21 side from the 1st outlet 41b. At this time, the third valve 33 is closed and the second valve 32 is opened.

  The refrigerant that has flowed into the first heat exchanging part 21 from the first outlet 41b of the integrated valve device 24 through the inflow path 21a passes through the inside of the first heat exchanging part 21, and then is integrated through the outflow path 21b. It flows into the second inlet 42a of the device 24. At this time, since the third flow path 43 (third valve 33) is closed and the second flow path 42 (second valve 32) is opened, the refrigerant flowing from the second inlet 42a is It is discharged from the second outlet 42 b of the two flow paths 42. Then, the refrigerant discharged from the second outlet 42 b is sucked by the compressor 11 and compressed again, and is discharged to the water cooling condenser 12 side.

At the time of switching from the heating mode to the cooling mode, the shaft portion 44 is driven upward by the drive of the motor 26.
The behavior of the refrigeration cycle apparatus D and the integrated valve apparatus 24 in the cooling mode is shown in FIGS. 4 (a) and 4 (b) and 5 (a).

In the cooling mode, the first valve 31 (first valve seat 52) is opened. Further, the third valve 33 (the third flow passage 43) is opened, and the second valve 32 (the second flow passage 42) is closed.
The high-pressure gas phase refrigerant compressed by the compressor 11 and flowing into the first inlet 41 a flows into the first heat exchange unit 21 through the first outlet 41 b without being decompressed through the opening of the first valve seat 52. Do. In the cooling mode, the first heat exchange unit 21 functions as a condenser. That is, the refrigerant passing through the first heat exchange unit 21 exchanges heat with the outside air, and a part thereof changes to the liquid phase.

  After passing through the first heat exchange unit 21, the refrigerant that has flowed into the second inflow port 42 a via the outflow passage 21 b is discharged from the third outflow port 43 b through the third flow path 43. The refrigerant discharged from the third outlet 43 b flows into the second heat exchange unit 22 via the liquid storage 23 and the inflow path 22 a. After passing through the second heat exchange unit 22, the refrigerant discharged from the second heat exchange unit 22 is supplied to the evaporator 14 via the expansion valve 13. The refrigerant flows out to the compressor 11 after heat exchange (cooling of the blowing air) in the evaporator 14 and is compressed again by the compressor 11.

  Next, the control mode of the integrated valve ECU 27 when switching from the heating mode to the cooling mode, that is, when the shaft 44 is driven upward from the lowermost position (the number of pulses is zero) will be described along with its operation.

  As shown in FIGS. 5 (a) and 5 (b), the current value variable control unit 27a of the integrated valve ECU 27 supplies the motor 26 with driving when the shaft unit 44 is driven upward from the lowest end position (number of pulses is zero). The current (motor drive current) is constant at the first value A1.

  The current increase start position where the position of the shaft portion 44 is set before (zero position side) the opening operation start position P1 of the first valve body 51 (position where the first valve body 51 is separated from the first valve seat 52). When reaching Px, the current value variable control unit 27a increases the motor drive current to a second value A2 that is larger than the first value A1. Thereafter, the motor drive current is kept constant at the second value A2 until the shaft portion 44 reaches the current increase end position Py set on the upper side (counter zero position side) than the opening operation start position P1. That is, the shaft portion 44 passes the opening operation start position P1 in a state where the motor drive current is set to the second value A2. Further, in the present embodiment, the current increase end position Py is set to a position (zero position side) before the position P3 at which the opening operation of the third valve 33 is started. Then, when the shaft portion 44 reaches the current increase end position Py, the current value variable control unit 27a returns the motor drive current to the first value A1, and is the closing position of the second flow passage 42 (second valve 32). The motor driving current is kept constant at the first value A1 until the shaft portion 44 reaches the upper limit position P2.

  Since the first channel 41 is a high-pressure channel through which high-pressure refrigerant passes, the load applied to the shaft portion 44 and the motor 26 at the moment when the first valve 31 (first valve seat 52) that opens and closes the first channel 41 opens. Increases. On the other hand, in the present embodiment, the motor drive current increases when the first valve 31 opens (that is, when the shaft portion 44 reaches the opening operation start position P1) to the second value A2 (the first value A1) Value). As a result, the motor 26 and the shaft portion 44 can be driven against the high load when the first valve 31 is opened, and a motor drive failure (step out in the case of the stepping motor) due to the high load can be generated. It becomes possible to suppress. Further, at low loads before and after the opening of the first valve 31 (the first valve seat 52), the heat generation of the integrated valve ECU 27 is suppressed in order to keep the motor drive current low as the first value A1.

The effects of this embodiment will be described.
(1) The integrated valve device 24 switches the refrigerant flow in the refrigeration cycle device D between the heating mode and the cooling mode, and is opened and closed based on the single motor 26 and the driving force of the motor 26. And a valve body portion 25 having first to third valves 31 to 33. The integrated valve ECU 27 as a motor control device includes a current value variable control unit 27a that variably controls the current value of the drive current supplied to the motor 26. The current value variable control unit 27a includes the first valve 31 (the first valve 31). The current value of the drive current is increased at a timing based on opening and closing of the one valve seat 52). As a result, when the load applied to the motor 26 is small, the output can be suppressed, and the output of the motor 26 can be increased according to the timing at which the load applied to the motor 26 becomes large. Therefore, while suppressing the heat generation of the integrated valve ECU 27, it becomes possible to drive the motor 26 with high load.

  The first valve 31 is a valve that opens and closes the first flow path 41 as a high pressure flow path through which the high-pressure refrigerant discharged from the compressor 11 passes according to the drive mode (heating mode / cooling mode) of the refrigeration cycle apparatus D. It is. That is, since the load applied to the motor 26 tends to increase when the first valve 31 is operated, the motor value suitable for high load can be obtained by increasing the current value of the drive current at the timing based on the opening and closing of the first valve 31. 26 can be driven.

  Further, since the integrated valve device 24 is configured to open and close the plurality of valves (the first to third valves 31 to 33) based on the driving force of the single motor 26, the movable range of the valve drive mechanism (this embodiment In the embodiment, the proportion of the high load region in the movable range of the shaft portion 44 tends to be small. Therefore, the current value control of the current value variable control unit 27a as described above with respect to the configuration in which the plurality of valves (first to third valves 31 to 33) are opened and closed based on the driving force of the single motor 26. By applying, the effect of suppressing heat generation can be remarkably obtained.

  (3) The current value variable control unit 27a makes the drive current constant at the first value A1 when the first valve 31 is closed, and sets the drive current to the first value at a timing based on the start of the opening operation of the first valve 31. Increase from value A1. The load applied to the motor 26 is small when the first valve 31 is closed, and tends to be particularly large when the opening operation of the first valve 31 is started. Therefore, the drive current supplied to the motor 26 is kept low as the first value A1 in the closed state of the first valve 31, and the current value of the drive current is increased at the timing based on the start of the opening operation of the first valve 31. While suppressing the heat generation of the integrated valve ECU 27, it becomes possible to drive the motor 26 with high torque in response to high load.

  (4) Since the current value variable control unit 27a increases the drive current from the first value A1 before the opening operation of the first valve 31 is started, the load value accompanying the opening operation of the first valve 31 is increased. In addition, the driving of the motor 26 with high torque can be more reliably performed.

  (5) In order to increase the drive current based on the number of pulses counted according to the rotation of the motor 26, the current value variable control unit 27a may increase the drive current according to the opening / closing timing of the first valve 31. It becomes possible.

  (6) After the current value variable control unit 27a increases the current value of the drive current, the number of pulses counted according to the rotation of the motor 26 reaches a preset setting value (current increase end position Py). When this occurs, the current value is decreased. As a result, it is possible to reduce the drive current when the load applied to the motor 26 decreases after increasing the drive current, so that heat generation of the integrated valve ECU 27 is suppressed while dealing with high load. The motor 26 can be driven.

  (7) The valve body 25 includes the shaft 44 that moves in the axial direction of the valve 26 based on the drive of the motor 26, and the first to third valves 31 to 33 engage with the shaft 44 in the axial direction It is opened and closed by According to the above aspect, in the integrated valve device 24 in which the first to third valves 31 to 33 are opened and closed by the shaft portion 44 driven by the motor 26, heat generation of the integrated valve ECU 27 is suppressed and It becomes possible to drive.

The present embodiment can be modified as follows. The present embodiment and the following modifications can be implemented in combination with one another as long as there is no technical contradiction.
In the above embodiment, the motor drive current is reduced from the second value A2 to the first value A1 based on the number of pulses (the axial position of the shaft portion 44) according to the rotation of the motor 26. It is not limited.

  For example, when the elapsed time from when the motor drive current is increased (when it is raised from the first value A1 to the second value A2) reaches a preset set value, the motor drive current is The value A2 may be lowered to the first value A1.

  Also, for example, the upstream pressure of the first valve 31 detected based on the signal from the first pressure sensor 28 and the downstream pressure of the first valve 31 detected based on the signal from the second pressure sensor 29 And the motor drive current may be reduced from the second value A2 to the first value A1. Specifically, for example, when the pressure difference between the upstream side and the downstream side of the first valve 31 becomes zero (or near zero), the motor drive current is reduced from the second value A2 to the first value A1. . That is, when the first valve 31 is opened and the upstream pressure and the downstream pressure are balanced, the load applied to the shaft portion 44 and the motor 26 is small, so the motor drive current is set to the first value A1 to generate heat. A reduced drive is possible. In addition, it is also possible to correct the information on the pressure on the upstream side and the downstream side more accurately using the temperature information on the upstream side and the downstream side of the first valve 31.

  Further, when any one of the above three conditions (pulse number condition, elapsed time condition, pressure difference condition) is satisfied, the motor drive current is changed from the second value A2 to the first value A1. It may be a mode of lowering.

  In the above embodiment, the current increase start position Px for pulling up the motor drive current from the first value A1 to the second value A2 is closer to the zero position side than the opening operation start position P1 of the first valve body 51. However, the present invention is not limited to this. For example, the current increase start position Px may coincide with the opening operation start position P1.

  In the above embodiment, the motor drive current is pulled up from the first value A1 to the second value A2 based on the number of pulses (the axial position of the shaft portion 44) according to the rotation of the motor 26. It is not limited. For example, the upstream pressure of the first valve 31 detected based on the signal from the first pressure sensor 28 and the downstream pressure of the first valve 31 detected based on the signal from the second pressure sensor 29 Based on the pressure difference, the motor drive current may be raised from a first value A1 to a second value A2. This also makes it possible to grasp the open / close state of the first valve 31, and as a result, it is possible to adjust the motor drive current according to the open / close state of the first valve 31.

  In the above embodiment, although the motor drive current has two values (first value A1 and second value A2), other than this, for example, the motor drive current may be changed stepwise as three or more values. . In addition, it is also possible to change the motor drive current in a linear function.

  -When driving shaft portion 44 downward (when switching from the cooling mode to the heating mode), the motor drive current of the current value variable control unit 27a at the timing based on the opening and closing of at least one of the first to third valves 31 to 33 Variable control may be performed.

  -In above-mentioned embodiment, although the function of the electric current value variable control part 27a was provided in integrated valve ECU27 provided integrally in the integrated valve apparatus 24, it is not specifically limited to this, For example, it is higher rank of integrated valve ECU27. ECU (such as an air conditioner ECU) may be provided.

  The configuration of the opening and closing mechanisms of the plurality of valves (first to third valves 31 to 33) in the integrated valve device 24 of the above embodiment is an example, and other than the above embodiment, depending on the configuration of the refrigeration cycle apparatus D and the like You may change into the structure of.

  D: Refrigeration cycle device, 10: Heat exchanger, 11: Compressor, 24: Integrated valve device, 25: Valve body, 26: Motor, 27: Integrated valve ECU (motor control device), 27a: Variable current value control unit 28: first pressure sensor 29: second pressure sensor 31: first valve (high pressure valve) 32: second valve 33: third valve 41: first flow path (high pressure flow path) 44 ... shaft.

Claims (11)

A motor control device for controlling a motor of an integrated valve device provided in a refrigeration cycle device for a vehicle and switching a flow of refrigerant between a heating mode and a cooling mode,
The integrated valve device comprises a single motor, and a valve body having a plurality of valves opened and closed based on the driving force of the motor.
A current value variable control unit configured to variably control a current value of a drive current supplied to the motor, and the current value variable control unit sets the current value of the drive current at a timing based on opening / closing of at least one of the plurality of valves; A motor control device characterized by being increased. The valve body has a high pressure passage for passing high pressure refrigerant discharged from a compressor.
The plurality of valves include a high pressure valve that opens and closes the high pressure channel depending on whether the drive mode of the refrigeration cycle apparatus is the heating mode or the cooling mode,
The motor control device according to claim 1, wherein the current value variable control unit increases a current value of the drive current at a timing based on opening and closing of the high pressure valve.   The current value variable control unit sets the drive current to a constant value when the high pressure valve is closed, and increases the drive current from the constant value at a timing based on the start of the opening operation of the high pressure valve. The motor control device according to claim 2.   The motor control device according to claim 3, wherein the current value variable control unit increases the drive current from the constant value before the opening operation of the high-pressure valve is started.   The said current value variable control part increases the current value of the said drive current based on the pulse number counted according to rotation of the said motor, The any one of the Claims 1-4 characterized by the above-mentioned. Motor controller.   The current value variable control unit decreases the current value when the number of pulses counted according to the rotation of the motor reaches a preset set value after increasing the current value of the drive current. The motor control device according to claim 1, wherein the motor control device is a motor control device.   The current value variable control unit decreases the current value when the elapsed time from the time of increasing the current value reaches a preset setting value after increasing the current value of the drive current. The motor control device according to any one of claims 1 to 6.   The current value variable control unit varies the current value of the drive current based on the pressure difference between the upstream side and the downstream side of at least one of the plurality of valves. The motor control apparatus of Claim 1. The valve main body includes a shaft that moves in the axial direction of the valve based on the driving of the motor,
The motor control device according to any one of claims 1 to 8, wherein the plurality of valves are opened and closed by engagement with the shaft in an axial direction. An integrated valve device provided in a refrigeration cycle device for a vehicle, comprising:
Motor,
A valve body having a plurality of valves opened and closed based on the driving force of the motor;
An integrated valve device comprising the motor control device according to any one of claims 1 to 9 integrally.   A heat exchanger constituting part of a refrigeration cycle apparatus for a vehicle, comprising the integrated valve apparatus according to claim 10 integrally.