JP2020014279A - Motor control device, integrated valve apparatus, and heat exchanger - Google Patents

Abstract

To provide a motor control device in which initialization processing can be executed even in the case where information about an original point position is erased.SOLUTION: In the case where information about an original point position is absent, a control unit 27a executes preliminary operation of moving a shaft part 44 to a side of an elastic member F that is provided at a predetermined position in a movable area, thereby bringing the shaft part 44 into contact with the elastic member F via an engagement part 51c. The control unit 27a executes initialization processing of updating the original point position, by determining, as a reference position, the position where the shaft part 44 has been brought into contact with the elastic member F, and by moving the shaft part to an original point position side on the basis of the reference position so as to bring the shaft part into contact with an end of the movable area.SELECTED DRAWING: Figure 4

Description

  The present invention relates to a motor control device, an integrated valve device, and a heat exchanger.

  As an integrated valve device provided in a refrigeration cycle device for a vehicle, for example, one disclosed in Patent Literature 1 includes a single motor and a plurality of valves that are opened and closed based on the rotational driving force of the motor. . The plurality of valves are configured to be opened and closed by axial engagement with a shaft portion that moves in its own axial direction based on driving 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 a plurality of valves. Further, the motor control device provided in the integrated valve device stores a position where the shaft portion abuts the end of the movable range as an origin position, and controls the motor while grasping the position of the shaft portion based on the origin position.

JP 2017-187255 A

  By the way, in the integrated valve device as described above, in order to correct the deviation between the position where the shaft portion abuts the end of the movable range and the origin position stored in the motor control device, the shaft portion is moved to the end of the movable range. It is desirable to execute an initialization process of updating the origin position by intentionally abutting the portion. When performing the initialization processing, it is conceivable to move the shaft portion in the direction of the origin position based on the current origin position serving as a reference.However, the stored information on the origin position may be changed in various ways such as when the vehicle-mounted battery is removed. There is a risk of disappearing due to factors. As a result, the initialization process may not be performed properly.

  The present invention has been made 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 exchanger that can execute an initialization process even when information on an origin position is lost. It is in.

  A motor control device that solves the above-described problem includes a single motor, a plurality of shafts that move in an axial direction of the motor itself based on driving of the motor, and a plurality of shafts that are opened and closed by axial engagement with the shafts. And a motor that controls the motor of the integrated valve device including a valve body having a valve, and stores a position at which the shaft portion abuts an end of the movable range as an origin position, and the origin position as a reference. A motor control device having a control unit that controls the motor while grasping the position of a shaft unit, wherein the control unit is provided at a predetermined position in the movable range when there is no information on the origin position. A preliminary operation is performed in which the shaft is moved toward the elastic member and the shaft is brought into contact with the elastic member, and a position at which the shaft is brought into contact with the elastic member is used as a reference position, based on the reference position. To the origin position side Implementing the initialization process of updating the home position by abutting an end of the movable range.

  According to the above aspect, even when the information on the origin position does not exist, the shaft portion is brought into contact with the elastic member, and the position is set as the reference position, so that the origin position can be estimated. Initialization processing can be performed. Further, since the elastic member is used, the load applied to the shaft can be suppressed even when the shaft is in contact with the elastic member.

  In the motor control device, the control unit calculates the number of rotations of the motor during the preliminary operation from the number of rotations during a normal operation that controls the motor while grasping the position of the shaft with reference to the origin position. Is also preferably reduced.

  According to the above aspect, by setting the rotation speed of the motor during the preliminary operation to be lower than the rotation speed during the normal operation, the motor can be disconnected even when a section requiring high torque occurs during the preliminary operation. Tone can be suppressed.

  In the motor control device, the integrated valve device is provided in a refrigeration cycle device for a vehicle and switches a flow of a refrigerant between a heating mode and a cooling mode, and the control unit is configured to switch between the heating mode and the cooling mode. In the switching section, a high torque control for reducing the number of rotations of the motor or increasing a current supplied to the motor is performed, and the section for performing the high torque control during the preliminary operation is referred to as the origin position. As a reference, it is preferable that the length is set to be longer than a section in which the high torque control is performed during a normal operation of controlling the motor while grasping the position of the shaft.

  According to the above aspect, by setting the execution section of the high torque control during the preliminary operation longer than during the normal operation, the origin position is unknown, that is, even if the current position of the shaft is unknown. In addition, step-out of the motor can be suppressed.

  In the motor control device, the control unit may set a section from the set position to a set position before the origin position as a first section, a section on the origin position side from the set position as a second section, and It is preferable that the rotation torque of the motor in the section is lower than the rotation torque of the motor in the first section.

  According to the above aspect, when driving the shaft portion in the initialization processing, the rotation torque of the motor is reduced in the second section from the set position to the origin position side. Thus, the load applied when the shaft portion abuts on the end of the movable range in the initialization process can be reduced.

  In the motor control device, the elastic member is provided at an end of the movable range opposite to the origin position, the motor is a stepping motor, and the control unit is configured to perform the preliminary operation during the preliminary operation. It is preferable to control the motor with a larger number of pulses than the number of pulses required for moving from one end to the other end in the movable range.

  According to the above aspect, at the time of the preliminary operation, the motor is controlled with a larger number of pulses than the number of pulses required for moving from one end to the other end in the movable range, so that the shaft portion can reliably contact the elastic member. Can be in contact.

  An integrated valve device for solving the above-mentioned problems is an integrated valve device provided in a refrigeration cycle device for a vehicle, comprising a motor, a shaft moving in its own axial direction based on driving of the motor, and the shaft. A valve body having a plurality of valves that are opened and closed by axial engagement of the valve body and the motor control device are integrally provided.

According to the above aspect, in the integrated valve device integrally including the motor control device, the initialization process can be performed even when the information of the origin position is lost.
A heat exchanger that solves the above problem is a heat exchanger that constitutes a part of a refrigeration cycle device for a vehicle, and integrally includes the above-described integrated valve device.

  According to the above aspect, in the heat exchanger integrally including the integrated valve device including the motor control device, the initialization process can be performed even when the information of the origin position is lost.

  According to the motor control device, the integrated valve device, and the heat exchanger of the present invention, the initialization process can be performed even when the information of the origin position is lost.

The schematic block diagram which shows the refrigeration cycle apparatus provided with the heat exchanger in embodiment. The schematic cross section which shows the integrated valve apparatus of the same form. (A) Explanatory drawing for explaining the behavior at the time of heating mode in the refrigeration cycle device of the same form, (b) Schematic sectional view for explaining operation of the integrated valve device at the time of heating mode. (A) Explanatory drawing for explaining the behavior in the cooling mode in the refrigeration cycle device of the same form, (b) Schematic sectional view for explaining the operation of the integrated valve device in the cooling mode. 7 is a graph showing the opening area of each flow path according to the axial position (number of pulses) of the shaft. (A) (b) The graph for demonstrating the control aspect of the control part at the time of switching from a cooling mode to a heating mode in the same form. (A), (b) The explanatory view for explaining the control aspect of the control part in the initialization processing of the same form. (A) (b) Explanatory drawing for demonstrating the control aspect of the control part in the initialization process after the preparatory operation of the same 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, a part of the configuration may be exaggerated or simplified for convenience of description. 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 device D (heat pump cycle device) for air conditioning of an electric vehicle (a hybrid vehicle, an EV vehicle, or the like). The vehicle air conditioner equipped with the refrigeration cycle device D can switch between a cooling mode in which air cooled by the evaporator 14 is blown into the vehicle interior and a heating mode in which air heated by a heater core (not shown) is blown into the vehicle interior. It is configured. The refrigerant circuit Da of the refrigeration cycle device D is configured to be switchable between a circuit corresponding to a cooling mode and a circuit corresponding to a heating mode. In addition, as the refrigerant flowing through the refrigerant circulation circuit Da of the refrigeration cycle device D, for example, an HFC-based refrigerant or an HFO-based refrigerant can be used. Preferably, the refrigerant contains oil for lubricating the compressor 11.

  The refrigeration cycle device 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 circuit Da.

  The compressor 11 is an electric compressor disposed in an engine room outside the vehicle compartment. The compressor 11 sucks and compresses a gas-phase refrigerant, and thereby converts the superheated (high-temperature and high-pressure) gas-phase refrigerant to the water-cooled condenser 12 side. To be discharged. The high-temperature and 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. The compressor 11 has a refrigerant discharge capacity controlled by controlling a motor as a driving source.

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

  The gas-phase refrigerant that has passed through the first heat exchange section 12a of the water-cooled condenser 12 flows into the heat exchanger 10 via an 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 compartment, and has a refrigerant flowing inside the heat exchanger 10 and a vehicle outside air blown by a blowing fan (not shown). (External air).

  The expansion valve 13 is a temperature-responsive mechanical expansion valve that decompresses and expands the liquid-phase refrigerant supplied from the heat exchanger 10. The expansion valve 13 reduces the pressure of the liquid-phase refrigerant in the low-temperature and high-pressure state and supplies the liquid-phase refrigerant 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 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 toward the compressor 11 and is compressed again by the compressor 11.

[Configuration of heat exchanger]
The heat exchanger 10 includes a first heat exchange unit 21 and a second heat exchange unit 22 that functions as a subcooler. Further, the heat exchanger 10 is configured such that a liquid storage device 23 connected to the first and second heat exchange units 21 and 22 and an integrated valve device 24 provided in the liquid storage device 23 are integrally formed. The inflow passage 21a and the outflow passage 21b of the first heat exchange unit 21 are communicated with the integrated valve device 24. The inflow passage 22 a of the second heat exchange unit 22 is connected to the liquid 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 device 23 is configured to separate the gas-phase refrigerant and the liquid-phase refrigerant, and the separated liquid-phase refrigerant is stored in the liquid storage device 23. The second heat exchanging unit 22 further cools the liquid-phase refrigerant by exchanging heat between the liquid-phase refrigerant flowing from the liquid reservoir 23 and the outside air, thereby increasing the degree of supercooling of the refrigerant, and The exchanged refrigerant flows to the expansion valve 13. In addition, the 1st heat exchange part 21, the 2nd heat exchange part 22, and the liquid storage device 23 are integrally formed 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 main body 25 disposed in the reservoir 23, a single motor 26 for driving the valve main body 25, and a valve main body 25 through the motor 26. 25, and a pair of pressure sensors (first and second pressure sensors 28, 29). The circuit board constituting the integrated valve ECU 27 is provided integrally with the motor 26. The motor 26 is, for example, a stepping motor.

  The valve body 25 includes a housing 30 in which a refrigerant can flow, and first to third valves 31 to 33 provided in the housing 30. The motor 30 is provided integrally with the housing 30.

  The housing 30 has a bottomed cylindrical housing main body 30a and a lid 30b for closing an opening of the housing main body 30a. An elastic member F is provided on the inner surface of the lid 30b.

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

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

  The second inflow port 42a is connected to the outflow path 21b of the first heat exchange unit 21. The second outlet 42b is connected to the inflow side of the compressor 11. The third outlet 43b is communicated with the inflow passage 22a of the second heat exchange unit 22 (the heat exchanger 10) through the inside of the liquid reservoir 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. The second valve 32 is provided in the second flow path 42 and opens and closes the second flow path 42. The third valve 33 is provided in the third channel 43 and opens and closes the third channel 43.

  The valve 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 to the motor 26 coaxially, and is configured to advance and retreat in the axial direction based on the driving force of the motor 26. In the following, for convenience of explanation, the axial side of the shaft portion 44 on the motor 26 side (axial base end side) is defined as the upper side, and the axially opposite motor side of the shaft portion 44 (axial end side) is defined as the lower side. explain.

  The first valve 31 includes a first valve body 51 which is axially engageable with the shaft portion 44, and a first valve seat 52 fixed to the housing 30. The first valve body 51 has a through hole 51a 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 includes 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 51 a as a valve seat opened and closed by the variable throttle valve body 55. Consists of

  The first valve body 51 is configured to be axially engageable with the variable throttle valve body 55. Specifically, the upper end surface of the first valve body 51 is integrally provided with a cylindrical portion 51b in which the variable throttle valve body 55 is disposed, and the cylindrical portion 51b is located above the variable throttle valve body 55. Engaging portion 51c is provided. The engagement portion 51c is configured to contact the variable throttle valve body 55 when the shaft portion 44 moves upward. A plurality of flow paths 51d are formed on the peripheral wall of the cylindrical portion 51b. The engagement portion 51c comes into contact with the elastic member F provided on the lid portion 30b when the engagement portion 51c is moved to an end in the movable range of the shaft portion 44 while being in contact with the shaft portion 44 in the axial direction. ing. Here, the elastic member F is formed of a member having more flexibility than the engaging portion 51c of the shaft portion 44. For this reason, when the engaging portion 51c contacts the elastic member F, an impact caused by the contact between the engaging portion 51c and the elastic member F is suppressed.

  The variable throttle valve element 55 is configured to be able to open and close the upper end (opening) of the through hole 51a of the first valve element 51. That is, when the shaft portion 44 moves downward, the variable throttle valve body 55 comes into contact with the through-hole 51a to close the through-hole 51a. 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 upper end surface of the variable throttle valve body 55 abuts against the engagement portion 51c in the axial direction, and the first valve body 51 is pushed upward against the urging force of the first urging member 53 and 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 urging force of the first urging member 53 and comes into contact with the first valve seat 52 to close the opening of the first valve seat 52. It is closed (see FIGS. 2 and 3 (b)).

  When the first valve element 51 closes the first valve seat 52, the amount of the refrigerant flowing through the through-hole 51a is adjusted by adjusting the axial position of the variable throttle valve element 55 in the cylindrical portion 51b. (See FIG. 3B). This allows fine adjustment of the amount of the refrigerant flowing through the first flow path 41. When the first valve element 51 closes the first valve seat 52, the high-pressure refrigerant flowing from the first inlet 41a is reduced in pressure through the through-hole 51a, becomes a low-pressure refrigerant, and becomes the first outlet. It flows from 41b to the 1st heat exchange part 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 becomes zero).

  As shown in FIGS. 2 and 4B, the second valve 32 includes a second valve body 61 and a second valve seat 62 fixed to the housing 30. Further, 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 integrally with one valve body member 80. The valve body member 80 is arranged between the second valve seat 62 and the third valve seat 72 facing each other in the axial direction of the shaft portion 44, and is configured to be able to engage with the shaft portion 44 in the axial direction. In addition, 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 member 80, and the third valve body 71 is provided on the lower end surface of the valve 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 member 80 having the second valve body 61 and the third valve body 71 and the second and third valve seats 62 and 72 constitute a three-way valve. The urging force of the first urging member 53 on the first valve body 51 is set to be larger than the urging force of the second urging member 81 on the valve body member 80.

  As shown in FIG. 4B, when the shaft portion 44 is driven upward, the valve body member 80 is positioned below the valve body member 80 and is provided with an engagement protrusion protruding from the outer peripheral surface of the shaft portion 44. Due to the engagement with the portion 82, the third valve body 71 of the valve body member 80 is pushed upward against the biasing force of the second biasing member 81, and is separated from the third valve seat 72. Thereafter, when the valve body member 80 is further pushed upward, the second valve body 61 of the valve body member 80 comes into contact with 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 urging force of the second urging member 81, and comes into contact with the third valve seat 72 to move the third valve seat 72. The opening of the valve seat 72 is closed. Note that the shaft portion 44 has a contact portion 83 that can contact the upper end surface of the valve body member 80 in the axial direction when the shaft portion 44 is driven downward.

  The integrated valve ECU 27 includes a control unit 27a that controls a drive current (motor drive current) supplied to the motor 26. Hereinafter, control of the control unit 27a when a stepping motor that can be positioned by open-loop control is used for the motor 26 will be described. The control unit 27a manages the rotation angle of the motor 26 based on the number of drive pulses input to the motor 26. Then, the control unit 27a controls the position of the shaft unit 44 based on the origin position P0 detected by the initialization processing.

  In the initialization processing, the control unit 27a intentionally abuts the shaft 44 on the end position (physical limit position) of the movable range, and stores the position as the origin position P0 (zero position). Note that the origin position P0 of the present embodiment is a lower end position of the movable range of the shaft portion 44, and the upper end surface of the valve body member 80 in a state where the opening of the third valve seat 72 is closed. This is a position where the contact portion 83 abuts (see FIG. 2). Information on the origin position P0 is stored in a memory (not shown).

  Further, the control unit 27a adjusts the rotation speed of the motor 26 by changing the frequency of the motor drive current. Specifically, the control unit 27a adjusts the motor drive current by PWM control, and adjusts the rotation speed of the motor 26 by changing the control frequency (PWM frequency) of the PWM control. That is, the rotation speed of the motor 26 is increased by increasing the control frequency of the PWM control, and the rotation speed of the motor 26 is decreased by decreasing the control frequency of the PWM control.

  Further, the control unit 27a adjusts the current value of the motor drive current. As a method of changing the current value of the motor drive current by the control unit 27a, there are a method of changing the reference current without changing the duty ratio of the PWM control, a method of changing the duty ratio itself, and the like. The control unit 27a also converts the command value of the rotation speed (frequency of the drive current) of the motor 26 and the command value of the current value according to the axial position of the shaft unit 44 based on a map or a calculation formula set in advance. Set.

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

  The behaviors of the refrigeration cycle device D and the integrated valve device 24 in the heating mode are shown in FIGS. FIG. 5 is a graph showing the opening area (flow path cross-sectional area) of each of the first to third flow paths 41 to 43 according to the axial position (number of pulses) of the shaft section 44. The opening area of the passage 41 is indicated by a solid line, the opening area of the second passage 42 is indicated by a broken line, and the opening area of the third passage 43 is indicated by a chain line.

  In the heating mode, the shaft portion 44 is positioned closer to the zero position (lower side) than the position P1 at which the opening operation of the first valve body 51 is started (the position where the first valve body 51 is separated from the first valve seat 52). I do. That is, in the heating mode, the first valve 31 (the first valve seat 52) is closed, and the flow rate of the refrigerant 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 exchange unit 12a) is depressurized through the through hole 51a of the variable throttle valve 54, It becomes a refrigerant and flows from the first outlet 41b to the first heat exchange unit 21 side. 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 exchange unit 21 from the first outlet 41b of the integrated valve device 24 via the inflow passage 21a passes through the inside of the first heat exchange unit 21 and then is integrated via the outflow passage 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 open, the refrigerant flowing from the second inlet 42a is It is discharged from the second outlet 42b of the two flow paths 42. Then, the refrigerant discharged from the second outlet 42b is sucked by the compressor 11, compressed again, and discharged to the water-cooled condenser 12 side.

  When switching from the heating mode to the cooling mode, the shaft portion 44 is driven upward by the drive of the motor 26. At this time, after the first valve 31 is opened at the position P1, the third valve 33 (the third flow path 43) is opened at the position P2, and thereafter, the second valve 32 (the cooling mode position) at the upper limit position P3 (the cooling mode position). The second flow path 42) is closed.

The behaviors of the refrigeration cycle device D and the integrated valve device 24 in the cooling mode are shown in FIGS.
In the cooling mode, the first valve 31 (first valve seat 52) is opened. In addition, the third valve 33 (the third flow path 43) is opened, and the second valve 32 (the second flow path 42) is closed.

  The high-pressure gas-phase refrigerant compressed by the compressor 11 and flowing into the first inlet 41a flows through the opening of the first valve seat 52 into the first heat exchange unit 21 through the first outlet 41b without being depressurized. I 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 of the refrigerant changes to a liquid phase.

  After passing through the first heat exchange unit 21, the refrigerant flowing into the second inlet 42a through the outlet channel 21b is discharged from the third outlet 43b through the third channel 43. The refrigerant discharged from the third outlet 43b flows into the second heat exchange section 22 via the reservoir 23 and the inflow passage 22a. 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 in the evaporator 14 (cooling of the blown air), and is compressed again by the compressor 11.

  When switching from the cooling mode to the heating mode, the shaft portion 44 is driven downward from the upper limit position P3 by driving the motor 26. At this time, after the second valve 32 (the second flow path 42) is opened, the third valve 33 (the third flow path 43) is closed at the position P2, and thereafter, the first valve seat 52 is closed at the position P1. It is closed by the valve element 51.

Here, a control mode in the normal operation of the integrated valve ECU 27 at the time of switching from the cooling mode to the heating mode (that is, at the time of driving the shaft portion 44 downward) will be described.
As shown in FIGS. 6 (a) and 6 (b), upon receiving the start command of the motor 26, the control unit 27a of the integrated valve ECU 27 sets the rotation speed (frequency of the drive current) of the motor 26 to the first rotation speed r1. , The current value of the motor drive current is a first value A1. At this time, the control unit 27a gradually increases the rotation speed of the motor 26 to the first rotation speed r1.

  After that, before the shaft portion 44 passes the position P1 where the first valve seat 52 is closed by the first valve body 51, the control section 27a changes the rotation speed of the motor 26 from the first rotation speed r1. The rotation speed is reduced to the second rotation speed r2, and is kept constant at the second rotation speed r2 until after the shaft portion 44 has passed the position P1. That is, in the section T1 before and after the position P1, the control unit 27a sets the second rotation speed r2. Then, the control unit 27a increases the current value of the motor drive current from the first value A1 to the second value A2 before the shaft portion 44 passes the position P1, and after the shaft portion 44 passes the position P1. Until the second value A2 is constant. That is, in the section T2 before and after the position P1, the control unit 27a sets the current value of the motor drive current to the second value A2. Thus, when the shaft portion 44 passes through the position P1, the motor 26 is driven with a high torque. Then, after the shaft portion 44 has passed the position P1, the control unit 27a returns the rotation speed of the motor 26 to the first rotation speed r1 and returns the motor drive current to the first value A1.

  Next, a control mode of the control unit 27a in the initialization processing will be described with reference to FIGS. Since the motor 26 as a stepping motor tends to cause an error in the position accuracy (that is, the origin position P0 is likely to shift), the control unit 27a executes the above-described initialization processing at a predetermined timing (for example, the vehicle Execute each time the ignition is turned on). Note that FIG. 7 shows a case where the stored origin position P0 is shifted upward from the actual end position (abutting position) of the movable range. Of course, there is a possibility that P0 is shifted below the position of the end of the actual movable range (abutting position). In the initialization process, the control unit 27a drives the motor 26 by two-phase excitation.

  As shown in FIGS. 7A and 7B, in the initialization processing in the present embodiment, the shaft portion 44 is driven downward. At this time, until the shaft portion 44 reaches the set position P4 set between the position P1 and the origin position P0, the controller 27a controls the motor 26 in the same manner as when switching from the cooling mode to the heating mode. Control of the number of rotations and the motor drive current. That is, in the initialization process, when the section until the shaft section 44 reaches the set position P4 is the first section S1, the rotation speed of the motor 26 in the first section S1 is the first rotation number r1 or the second rotation number. The rotation speed is r2. The set position P4 is set to a position before the shaft portion 44 abuts on the lower end of the movable range in consideration of an error of the origin position P0 that may occur in the normal use of the motor 26.

  When the shaft section 44 reaches the set position P4, the control section 27a increases the rotation speed of the motor 26 stepwise (for example, as a linear function) from the first rotation speed r1 to the third rotation speed r3. That is, when the section on the side of the origin position P0 from the set position P4 is set as the second section S2 in the downward drive of the shaft section 44 in the initialization processing, the rotation speed of the motor 26 in the second section S2 is equal to the first section S1. The third rotation speed r3 is larger than the rotation speed (first rotation speed r1) at.

  Then, in the second section S2, the control unit 27a determines a predetermined number of pulses below the origin position P0 (a minus side when the upper side with respect to the origin position P0 is a plus side) (hereinafter, referred to as a stop pulse number). Up to the third rotational speed r3. The number of stop pulses is determined by considering the error of the origin position P0 that may occur in the normal use of the motor 26, when the shaft portion 44 abuts on the lower end of the movable range (that is, the abutment portion 83 abuts on the valve member 80). Is set to the number of pulses of sufficient length. Thus, in a state where the rotation speed of the motor 26 is set to the third rotation speed r3, the shaft portion 44 hits the lower end of the movable range, and the motor 26 loses synchronism at that position. Then, when the number of stop pulses is reached and the power supply to the motor 26 is turned off, the control unit 27a resets the origin position P0 (that is, updates the origin position P0). As described above, in the initialization process, the rotation speed of the motor 26 is increased to the third rotation speed r3 at the set position P4 before reaching the origin position P0, so that the shaft portion 44 is brought into contact with the lower end portion of the movable range. Rotation torque (pull-out torque) can be reduced. Thereby, the load applied to the shaft portion 44 and the mating side at the time of abutting can be reduced. In the present embodiment, even when the shaft section 44 reaches the set position P4, the control section 27a keeps the motor drive current constant at the first value A1 (see FIG. 7A).

  When the shaft part 44 hits the lower end of the movable range and the motor 26 loses synchronism, the shaft part 44 rebounds by the recoil that has hit and slightly separates from the lower end of the movable range. At this time, since the load applied to the motor 26 is reduced, the motor 26 is started again at the third rotation speed r3, and the shaft 44 again strikes the lower end of the movable range. The abutment and rebound of the shaft portion 44 are repeated until the number of drive pulses to be input reaches the number of stop pulses and the energization of the motor 26 is stopped. With the rotation speed r3, the rotation torque of the motor 26 is reduced, and the load applied to the shaft portion 44 and the mating side at the time of abutting can be reduced.

  In addition, the control unit 27a of the present embodiment is configured to execute a preliminary operation before the initialization process when the information on the origin position P0 stored in the storage unit does not exist (including disappearance). Hereinafter, the preliminary operation will be described.

  As shown in FIG. 4A, when the control unit 27a refers to the storage unit and determines that there is no information on the origin position P0, the control unit 27a controls the motor 26 to move the shaft unit 44 to the origin position P0 in the axial direction. Is moved to the opposite side, that is, the upper limit position P3 side. At this time, the control unit 27a controls the motor 26 with a larger number of pulses than the number of pulses required for moving from one end of the movable range to the other end. Then, the engaging portion 51c provided on the shaft portion 44 comes into contact with the elastic member F provided on the end of the movable range of the shaft portion 44. It is preferable that the control unit 27a set the rotation speed of the motor 26 during the preliminary operation to be lower than the rotation speeds r1 and r2 during the normal operation.

  The control unit 27a performs an initialization process with the position in contact with the elastic member F as a reference position. The initialization processing after the preliminary operation may be the same processing as the above-mentioned normal initialization processing, or may be changed as follows.

  As shown in FIGS. 8A and 8B, the control unit 27a sets the second rotation speed r2 in a section Tx1 before and after the position P1. At this time, the section Tx1 is set to be longer than the section T1. Then, the control unit 27a sets the current value of the motor drive current to the second value A2 in the section Tx2 before and after the position P1. At this time, the section Tx2 is set to be longer than the section Tx2. That is, when the origin position 0 does not exist, since the more accurate position of the shaft portion 44 is uncertain, the motor 26 is surely subjected to the high torque control in a section where a high torque is required to easily step out. Step-out can be suppressed.

  The control unit 27a sets the position of the set position P4 set based on the reference position to be closer to the origin position P0 than at the time of normal initialization processing, and sufficiently secures the second section S2. In other words, when the origin position 0 does not exist, since the more accurate position of the shaft portion 44 is uncertain, the second section S2 is sufficiently secured and the section having the third rotational speed r3 is sufficiently secured. I do.

The effects of the present embodiment will be described.
(1) Even when information on the origin position P0 does not exist, the origin portion P0 can be estimated by indirectly contacting the shaft portion 44 with the elastic member F and using that position as the reference position. Therefore, the initialization process can be performed. Further, since the elastic member F is used, even when the shaft portion 44 is in contact with the elastic member F, a load applied to the shaft portion 44 can be suppressed.

  (2) By setting the rotation speed of the motor 26 during the preparatory operation lower than the rotation speed during the normal operation, the motor 26 loses synchronism even when a section requiring high torque occurs during the preparatory operation. Can be suppressed.

  (3) By setting the execution sections Tx1 and Tx2 of the high torque control during the preliminary operation longer than during the normal operation, the origin position P0 is unknown, that is, the current position of the shaft portion 44 is unknown. However, step-out of the motor 26 can be suppressed.

  (4) The control unit 27a performs an initialization process of updating the origin position P0 by moving the shaft unit 44 to the origin position P0 side and hitting the end of the movable range. In the initialization process, the integrated valve ECU 27 sets a section from the set position P4 to the set position P4 before the origin position P0 as a first section S1, and sets a section from the set position P4 to the origin position P0 as a second section S2. The rotation torque of the motor 26 in the second section S2 is lower than the rotation torque of the motor 26 in the first section S1. According to this aspect, when the shaft portion 44 is driven downward in the initialization processing, the rotational torque of the motor 26 is reduced in the second section S2 on the side of the origin position P0 from the set position P4. Thereby, the load applied when the shaft portion 44 abuts on the end of the movable range in the initialization process can be reduced.

  (5) By controlling the motor 26 with a larger number of pulses than required for moving from one end to the other end in the movable range during the preliminary operation, the shaft portion 44 is indirectly connected to the elastic member F. The contact can be ensured.

  Each of the above embodiments can be modified and implemented as follows. The above embodiments and the following modified examples can be implemented in combination with each other within a technically consistent range.

  In the above embodiment, the rotation speed of the motor 26 during the preparatory operation is lower than the rotation speed during the normal operation, but the motor during the preparatory operation at the lowest rotation speed (the second rotation speed r2) during the normal operation. 26 may be controlled.

  In the above embodiment, the sections Tx1 and Tx2 of the high torque control at the time of the initialization processing after the preliminary operation are set to be longer than the sections T1 and T2 of the high torque control at the time of the normal initialization processing. T1 and T2 may have the same length.

  In the above-described embodiment, the motor 26 is controlled with a larger number of pulses than the number of pulses required for moving the one end to the other end in the movable range during the preliminary operation. However, the present invention is not limited to this. For example, the motor 26 may be controlled by the number of pulses required for moving from one end to the other end in the movable range during the preliminary operation.

In the above embodiment, the shaft portion 44 is in contact with the elastic member F via the engaging portion 51c. However, a structure in which the shaft portion 44 directly contacts the elastic member F may be adopted.
In the initialization processing of the above-described embodiment, when the shaft portion 44 enters the second section S2, the rotation speed of the motor 26 is increased to the third rotation number r3, while the current value of the motor drive current is set to the first section S1. And the first value A1. However, besides this, for example, the current value of the motor drive current in the second section S2 is set to be lower than the current value (first value A1) in the first section S1, and the rotational speed of the motor 26 in the second section S2. May be constant at the first rotation speed r1. In this case, when the shaft section 44 reaches the set position P4, the control section 27a may decrease the current value of the motor drive current from the first value A1 stepwise (for example, as a linear function). .

  As described above, the current value of the motor drive current in the second section S2 is lower than the current value in the first section S1, so that the rotation speed of the motor 26 in the second section S2 can be changed without changing the rotation speed of the motor 26 in the second section S2. The rotation torque of the motor 26 can be lower than the rotation torque of the motor 26 in the first section S1.

  In the second section S2, both the rotation speed of the motor 26 and the current value of the motor driving current may be changed (that is, the rotation speed of the motor 26 is increased and the current value of the motor driving current is reduced).

  In the above-described embodiment, in the initialization process, after the shaft portion 44 passes the position P1 at which the first valve seat 52 is closed by the first valve body 51, the rotation speed of the motor 26 is changed from the second rotation speed r2. The first rotation speed r1 is increased once, and thereafter, when the shaft portion 44 reaches the set position P4, the rotation speed is increased from the first rotation speed r1 to the third rotation speed r3, but is not limited thereto. For example, the set position P4 is set to a position where the rotation speed of the motor 26 is reduced to the second rotation speed r2 in response to the passage of the position P1, and when the shaft portion 44 reaches the set position P4, The number of revolutions 26 may be increased from the second number of revolutions r2 to the third number of revolutions r3. Similarly, when the shaft portion 44 is driven downward in normal drive that is not the initialization process (that is, when switching from the cooling mode to the heating mode), the second rotation speed r2 is similarly increased from the second rotation speed r2 to the third rotation speed r3. The control mode may be used.

  At the time of the initialization processing of the above embodiment and at the time of switching from the cooling mode to the heating mode, a state where the rotational torque of the motor 26 is increased (that is, the rotational speed of the motor 26 is set to the second rotational speed r2, and the current value is At the second value A2), the current is controlled so that the first valve seat 52 passes through the position P1 where the first valve body 51 is closed. However, the present invention is not limited to this. The current control is performed such that the rotation speed of the motor 26 is set to the first rotation speed r1, the current value is set to the first value A1, and the shaft portion 44 passes through the position P1 without changing the rotation torque. May be.

A brushless synchronous motor or a motor with a brush may be used as the motor 26 other than the stepping motor.
In the above-described embodiment, the function of the control unit 27a is provided in the integrated valve ECU 27 provided integrally with the integrated valve device 24. However, the present invention is not particularly limited to this. Air conditioner ECU).

  The configuration of the opening and closing mechanism 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 according to the configuration of the refrigeration cycle device D and the like. The configuration may be changed to

  D: refrigeration cycle device, F: elastic member, 10: heat exchanger, 24: integrated valve device, 25: valve body, 26: motor, 27: integrated valve ECU (motor control device), 27a: control unit, 31 1st valve, 32 2nd valve, 33 3rd valve, 44 ... shaft part, P4 ... setting position, S1 1st section, S2 2nd section.

Claims (7)

A single motor, and a valve body having a shaft that moves in its own axial direction based on the driving of the motor and a plurality of valves that are opened and closed by axial engagement with the shaft. It controls the motor of the integrated valve device, stores the position where the shaft portion abuts the end of the movable range as an origin position, and grasps the position of the shaft portion based on the origin position while determining the position of the shaft portion. A motor control device having a control unit for controlling
A preparatory operation for moving the shaft toward an elastic member provided at a predetermined position in the movable range and bringing the shaft into contact with the elastic member when the information on the origin position does not exist; The position where the shaft portion is brought into contact with the elastic member is set as a reference position, the reference position is moved to the origin position side based on the reference position, and the end of the movable range is abutted to set the origin position. A motor control device that performs an initialization process for updating.   The control unit, the number of rotations of the motor during the preliminary operation, lower than the number of rotations in the normal operation of controlling the motor while grasping the position of the shaft portion with reference to the origin position. 2. The motor control device according to 1. The integrated valve device is provided in a refrigeration cycle device for a vehicle, and switches the flow of the refrigerant between a heating mode and a cooling mode,
In the switching section between the heating mode and the cooling mode, the control unit performs high torque control to reduce the number of revolutions of the motor or increase the current supplied to the motor, and during the preliminary operation. The execution section of the high torque control is set to be longer than the execution section of the high torque control during the normal operation of controlling the motor while grasping the position of the shaft portion with reference to the origin position. Or the motor control device according to 2.   The control unit may include a section from the set position to a set position before the origin position as a first section, a section from the set position to the origin position side as a second section, and the rotation of the motor in the second section. The motor control device according to any one of claims 1 to 3, wherein a torque is lower than a rotation torque of the motor in the first section. The elastic member is provided at an end of the movable range opposite to the origin position, and the motor is a stepping motor,
The control unit according to any one of claims 1 to 4, wherein, at the time of the preliminary operation, the motor is controlled by a pulse number larger than a pulse number required for moving the one end to the other end in the movable range. The motor control device according to any one of the preceding claims. An integrated valve device provided in a refrigeration cycle device for a vehicle,
6. A valve body comprising: a motor; a shaft moving in an axial direction of the motor based on the driving of the motor; and a plurality of valves that are opened and closed by axial engagement with the shaft. An integrated valve device integrally provided with the motor control device according to any one of the above.   A heat exchanger constituting a part of a refrigeration cycle device for a vehicle, wherein the heat exchanger integrally includes the integrated valve device according to claim 6.