JP2021511461A - Compressor control device, electronic control valve used for it, and electric compressor including it - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a compressor control device capable of more precisely controlling the operation of a compressor according to the operating state of the compressor. SOLUTION: In a compressor control device, a suction pressure sensor for measuring a pressure in a suction chamber is compared with a target suction pressure and a suction pressure value measured from the suction pressure sensor, and first and first in a control valve. Includes a valve control unit that controls the opening of the dual passage and a valve drive unit that drives an actuator that moves the valve body of the control valve to a position determined by the valve control unit so as to reach the target suction pressure. It is characterized by. [Selection diagram] Fig. 1

Description

The present invention relates to a control device for controlling the operation of the compressor, an electronic control valve used therein, and a compressor including the same.

Vehicle air conditioners are typically equipped with a refrigerant compression cycle device to provide heating and cooling. The refrigerant compression cycle device is provided with a compressor that compresses and circulates the refrigerant, and a variable capacitance type swash plate compressor is widely used.

Such a variable displacement swash plate compressor is configured so that the stroke of the piston can be adjusted by the inclination angle of the swash plate that rotates at an adjustable angle with respect to the housing. The inclination angle of the swash plate can be adjusted by the pressure difference between the pressure in the crank chamber and the pressure in the suction chamber. That is, if the high-pressure refrigerant in the discharge chamber is made to flow into the crank chamber to increase the pressure in the crank chamber, the swash plate is arranged perpendicular to the main shaft and the stroke of the piston is reduced. On the contrary, if the pressure in the crank chamber is lowered, the swash plate is arranged in an inclined manner, the stroke of the piston is increased, and the discharge flow rate of the refrigerant is also increased.

The crank chamber is always in communication with the suction chamber, and the swash plate compressor is provided with a control valve that connects the crank chamber and the discharge chamber to control the flow rate of the high-pressure refrigerant from the discharge chamber. The above control valve is classified into a mechanical control valve and an electronic control valve according to the operation method, but in the case of the mechanical control valve, it operates by the pressure difference in the suction chamber, the crank chamber and the discharge chamber without external control. Will be done. Such a mechanical control valve is operated together with a so-called "internal control type variable compressor" and controls so that the temperature at the evaporator outlet is maintained at 1 to 2 ° C. Therefore, the range of temperature control is small and compression is performed. It has the disadvantage of requiring a separate clutch for turning the machine on and off.

On the other hand, the electronic control valve is used together with a so-called "external control type variable compressor", and includes an operation load driven by an electronic actuator such as a solenoid inside. The operation load moves the valve body by turning on / off the solenoid, whereby not only the discharge chamber, the crank chamber and the suction chamber are selectively communicated with each other, but also the opening degree thereof can be adjusted. As a result, the externally controlled variable compressor can adjust the outlet temperature of the evaporator in the range of 1 to 12 ° C., so that the optimum operation can be performed according to the cooling load and the manufacturing cost can be reduced.

Here, a control unit for controlling the electronic control valve is provided in the air conditioning system of the vehicle. The control unit adjusts the opening degree of the valve in consideration of the indoor temperature set by the user and the external environmental conditions, thereby changing the stroke of the piston to maintain the indoor space at the set temperature. To control.

Recently, research has been conducted on measures to reduce the amount of electricity used by air conditioners installed in automobiles, especially the amount of electricity consumed by compressors, in connection with issues such as the tightening of environmental regulations and the limitation of mileage of electric vehicles. ing.

The present invention has been devised to overcome the above-mentioned disadvantages of the prior art, and provides a compressor control device capable of more precisely controlling the operation of the compressor according to the operating state of the compressor. That is the issue.

Another object of the present invention is to provide an electronic control valve used in the above-mentioned control device.

Another object of the present invention is to provide a compressor including an electronic control valve as described above.

According to one aspect of the present invention for achieving the above technical problems, a piston that reciprocates by a slant plate and a crank chamber that accommodates a slant plate that is mounted so as to have a variable tilt angle with respect to a rotation axis. , A discharge chamber for discharging the compressed working fluid, a suction chamber for sucking the working fluid to be compressed, a first continuous passage connecting the suction chamber and the crank chamber, the discharge chamber and the crank chamber. A compressor control device including a second passage connecting between the two passages and a control valve for selectively opening and closing the first passage and the second passage, wherein the suction pressure measures the pressure in the suction chamber. A valve control unit that controls the opening degree of the first and second communication passages in the control valve by comparing the sensor, the target suction pressure and the suction pressure value measured from the suction pressure sensor, and the target suction pressure. Provided is a compressor control device including a valve drive unit that drives an actuator that moves the valve body of the control valve to a position determined by the valve control unit so as to be.

According to a further aspect of the present invention, a casing in which a space is formed therein and an electronic actuator is provided at one side end, a valve body mounted so as to move inside the casing, and the casing. The first through hole communicating with the space portion and the suction chamber of the compressor in which the valve body is mounted, and the second and third through holes communicating with the space portion of the casing and the crank chamber of the compressor in which the valve body is mounted. A control valve including a through hole, a space portion of the casing, and a fourth through hole communicating with a discharge chamber of a compressor to which the valve body is mounted, wherein the valve body is in the length direction of the valve body. Provided is a control valve characterized in that the second and third through holes are selectively opened and closed while moving along.

According to a further aspect of the present invention, the control valve as described above, the rear housing in which the control valve is housed and the suction chamber and the discharge chamber are formed respectively, and a plurality of cylinder bores are formed radially. A compressor comprising a cylinder housing coupled to the rear housing and a front housing having the crank chamber coupled to the cylinder housing and having a swash plate arranged therein, the crank chamber and the suction. The first passage for communicating the chambers is defined by the cylinder housing, the rear housing, the second through hole and the first through hole, and the second passage for communicating the crank chamber and the discharge chamber is the cylinder housing. Provided are compressors, characterized in that they are defined by said rear housing, said fourth through hole and said third through hole.

According to the aspect of the present invention having the above-mentioned characteristics, conventionally, the inclination angle of the swash plate is controlled by opening and closing the flow path between the discharge chamber and the crank chamber while always communicating the crank chamber and the suction chamber. In comparison with, the discharge amount of the compressed refrigerant is increased by selectively opening and closing the flow paths of the crank chamber and the suction chamber, and the flow paths of the discharge chamber and the crank chamber to control the inclination angle of the swash plate. Therefore, the efficiency of the compressor can be improved. That is, since the suction pressure is directly controlled, even if the pressure in the crank chamber becomes high due to the refrigerant leaking in the compression process, it can be eliminated by operating the control valve, and the orifice flow path which has been the cause of the conventional efficiency reduction. Can be omitted or minimized.

It is sectional drawing which shows the internal structure of the swash plate type compressor to which one Example of the electronic control valve by this invention was applied. It is sectional drawing which shows the control valve illustrated in FIG. 1 enlarged. It is sectional drawing which shows the part of the main body in FIG. 2 enlarged. FIG. 5 is a cross-sectional view showing a state in which the first communication passage is completely opened in the embodiment shown in FIG. FIG. 5 is a graph showing a change in the degree of opening and closing of the first and second passages due to the movement of the valve body in the embodiment shown in FIG. It is a graph which shows the change of the suction pressure and the valve opening degree in the process of increasing the inclination angle of a swash plate in the Example illustrated in FIG. It is a graph which shows the change of the suction pressure and the valve opening degree in the process of reducing the inclination angle of a swash plate in the Example illustrated in FIG. FIG. 3 is a block diagram schematically showing a configuration of an embodiment of a control device for controlling the operation of the compressor illustrated in FIG. 1. FIG. 3 is a block diagram schematically showing a configuration of another embodiment of a control device for controlling the operation of the compressor illustrated in FIG. 1. FIG. 5 is a flow chart showing a process of adjusting the suction pressure in the control device shown in FIG.

Hereinafter, an embodiment of the electronic control valve according to the present invention and a swash plate compressor including the embodiment will be described in detail with reference to the attached drawings.

As shown in FIG. 1, a center bore (11) is formed through the center of the cylinder housing (10) of a swash plate compressor (hereinafter, “compressor”) according to an embodiment of the present invention, and the center bore (11) is formed. ) Are radially wrapped and a large number of cylinder bores (13) are formed so as to penetrate the cylinder. A piston (15) is movably installed inside the cylinder bore (13) to compress the refrigerant in the cylinder bore (13).

On the other hand, a front housing (20) is installed at one end of the cylinder housing (10). The front housing (20) cooperates with the cylinder housing (10) to form a crank chamber (21) inside.

Then, the rear housing (30) is installed at the other end of the cylinder housing (10), that is, on the opposite side where the front housing (20) is installed. A suction chamber (31) is formed in the rear housing (30) so as to selectively communicate with the cylinder bore (13). At this time, the suction chamber (31) serves to transmit the compressed refrigerant into the cylinder bore (13).

A discharge chamber (33) is formed in the rear housing (30). The discharge chamber (33) is formed in a region corresponding to the outside of the surface facing the cylinder housing (10) in the rear housing (30). The discharge chamber (33) is a place where the compressed refrigerant is discharged from the cylinder bore (13) and temporarily stays there. A control valve (100) is provided on one side of the rear housing (30), and the control valve (100) has a flow path between the crank chamber (21) and the suction chamber (31) and a discharge chamber (33). It serves to adjust the opening degree of the flow path between the crank chambers (21) and adjust the angle of the swash plate (48) described later.

On the other hand, the rotating shaft (40) is rotatably installed through the center bore (11) of the cylinder housing (10) and the shaft hole (23) of the front housing (20). The rotating shaft (40) is rotated by a driving force transmitted from the engine. The rotating shaft (40) is rotatably installed in the cylinder housing (10) and the front housing (20) by bearings (42).

Further, a rotor (44), in which the rotating shaft (40) penetrates the center and rotates integrally with the rotating shaft (40), is installed in the crank chamber (21). At this time, the rotor (44) has a substantially disk shape and is fixedly installed on the rotating shaft (40), and a hinge arm (not shown) is formed so as to project from one surface of the rotor (44).

A swash plate (48) is hingedly coupled to the rotor (44) and installed on the rotating shaft (40) so as to rotate together. The swash plate (48) is installed so that the angle with respect to the rotation axis changes depending on the discharge capacity of the compressor. That is, it is between a state orthogonal to the length direction of the rotation axis (40) or a state tilted at a predetermined angle with respect to the rotation axis (40). The end of the swash plate (48) is connected to the piston (15) through a shoe (not shown). That is, the end of the swash plate (48) is connected to the connecting portion (17) of the piston (15) through a shoe, and the piston (15) reciprocates linearly with the cylinder bore (13) due to the rotation of the swash plate (48).

On the other hand, an anti-tilt spring (not shown) that provides elastic force is installed between the rotor (44) and the swash plate (48). The anti-tilt spring is installed so as to wrap around the outer surface of the rotating shaft (40), and provides elastic force in a direction in which the tilt angle of the anti-tilt (48) becomes smaller. A swash plate stopper (58) is formed so as to project from one surface of the swash plate (48). The swash plate stopper (58) serves to regulate the degree to which the swash plate (48) is tilted with respect to the rotation axis (40).

Then, the pulley assembly (60) is mounted on one side end of the rotating shaft (40). The pulley assembly (60) is mounted so as to receive rotational power transmission through a belt with another power source such as a vehicle engine. Then, the clutch assembly (62) is installed in the pulley assembly (60), and the clutch assembly (62) is the coil, core (62a) and pulley installed inside the pulley assembly (60). Includes a disc (62b) installed outside the assembly (60).

Here, since the clutch assembly (62) can adopt any generally known form, the details thereof will be omitted. In any case, the clutch assembly (62) is brought into close contact with the disc (62) by the current applied to the coil and the core (62a), whereby the rotational power transmitted to the pulley is the rotational shaft (62a). It will also be transmitted to 40). The larger the applied current, the greater the degree of close contact, so that the transmitted power is transmitted to the rotating shaft without loss, and if the current is low, only a part of the transmitted power is transmitted to the rotating shaft. Therefore, the power or torque applied to the rotating shaft that drives the compressor can be controlled by the degree of application of the electric current.

When no current is applied to the clutch, the pulley only rotates and the rotating shaft does not rotate. Therefore, unnecessary operation of the compressor can be prevented, which contributes to improvement of efficiency. At the same time, if the inclination angle of the swash plate is increased and the stroke of the piston is increased, the required torque is also increased, and if the inclination angle is decreased and the stroke of the piston is decreased, the required torque is also increased. Also becomes smaller. Therefore, the torque transmitted by the inclination angle of the swash plate can be appropriately controlled to minimize the power consumed by the compressor, which leads to an increase in the efficiency of the entire vehicle.

On the other hand, the control valve (100) is housed inside a valve accommodating portion (34) formed in the rear housing (30), and the valve accommodating portion (34) has first to fourth internal flow paths. It is formed. The first to fourth internal flow paths (35a, 35b, 35c, 35d) are connected to the first to fourth through holes of the control valve described later, respectively.

Here, the first through hole (110c) is the inside of the control valve and the suction chamber of the compressor, and the second through hole (110a1) and the third through hole (110a2) are the inside of the control valve and the crank of the compressor. The chamber is formed so that the fourth through hole (110b) communicates with the inside of the control valve and the discharge chamber of the compressor. Further, the first internal flow path (35a) is communicated with the suction chamber (31), and the fourth internal flow path (35d) is communicated with the discharge chamber (33). Then, the second and third internal flow paths (35b, 35c) communicate with the crank chamber (21), but they do not communicate with each other until they reach the crank chamber.

The first route is a path connecting the crank chamber (21), the second internal flow path (35b), the second through hole, the control valve casing, the first through hole, the first internal flow path (35a), and the suction chamber (31). Defined as a continuous passage (P1), the discharge chamber (33) -4th internal flow path (35d) -4th through hole-control valve casing-3rd through hole-3rd internal flow path (35c) -crank chamber The route leading to (21) is defined as the second continuous passage (P2). Each of these is indicated by an arrow in FIG. 1, and the flow of the refrigerant is always generated in the direction indicated by the arrow due to the pressure difference between the suction chamber, the crank chamber, and the discharge chamber. A plurality of O-rings are arranged on the outer peripheral surface of the control valve to block the leakage of the refrigerant between the control valve casing and the inner wall of the valve accommodating portion (34).

In FIG. 1, the second and third internal channels do not overlap each other until they reach the crank chamber, but in some cases, after being integrated into one in the rear housing or in the cylinder housing, the crank. A form that extends to the room can also be considered.

When the first communication passage is opened, the crank chamber and the suction chamber are communicated with each other, the pressure in the crank chamber is lowered, which increases the inclination angle of the swash plate, and as a result, the stroke of the piston is increased. .. On the contrary, when the second communication passage is opened, the crank chamber and the discharge chamber are communicated with each other, and the pressure in the crank chamber is increased, whereby the inclination angle of the swash plate is reduced and the stroke of the piston is reduced. ..

Here, the control valve (100) will be described in detail with reference to FIGS. 2 and 3. Referring to FIG. 2, the control valve (100) includes a casing (110) having a cylindrical shape whose diameter decreases downward with reference to FIG. A plurality of grooves are formed on the outer peripheral surface of the casing (110), and the O-rings (102) described above are fitted inside the grooves. As described above, the O-ring is installed so as to prevent the refrigerant from leaking into the gap between the casing of the control valve and the inner wall of the valve accommodating portion (34).

A space is formed inside the casing (110), and the refrigerants in the suction chamber, the crank chamber, and the discharge chamber selectively flow into the space depending on the operating state of the valve. Specifically, second and third through holes (110a1, 110a2) communicating with the crank chamber (21) are arranged substantially in the center of the casing (110), and communicate with the suction chamber (31) above the second and third through holes (110a1, 110a2). A first through hole (110c) is arranged, and a fourth through hole (110b) communicating with the discharge chamber (33) is arranged at the lowermost stage.

Here, the first to third through holes have a form in which a plurality of the first to third through holes are radially arranged on the side surface of the casing (110), but the fourth through holes are formed at the lower end portion of the casing (110). However, if there are few space restrictions, the fourth through hole can be arranged in the same form as the other through holes. A filter (112) is installed in the fourth through hole (110b) so as to block foreign matter remaining in the discharge chamber from flowing in together with the refrigerant.

An electromagnetic actuator (not shown) is installed in the upper part of the casing (110). The electromagnetic actuator generates an electromagnetic force that differs depending on the magnitude of the current applied through the connector (108), which moves the valve body described later. However, in the present invention, the electromagnetic actuator is not limited to a certain form, and an example of utilizing an arbitrary means capable of controlling the movement by applying a voltage, for example, a taper actuator can be considered. Then, together with the electromagnetic actuator, an elastic means for applying an upward force with reference to FIG. 2 is additionally provided on the valve body. The operation of the elastic means will be described later.

The valve body (120) has a substantially cylindrical shape that is arranged so as to be movable up and down in contact with the inner surface of the casing (110). Then, a needle (122) having a smaller diameter is formed on the bottom surface of the valve body (120). The valve body (120) faces the above-mentioned second through hole (110a1) and adjusts the degree of opening of the second through hole according to its position. The needle (122) faces the third through hole (110a2) and adjusts the degree of opening of the third through hole according to its position.

A tapered surface (122a) is formed at the lowermost end of the needle (122). As a result, while the tapered surface (122a) of the needle approaches the third through hole upward, the opening of the third through hole is closed and then increases at a relatively slow speed at the initial stage of opening. , The more you move, the faster it will increase. It not only prevents the opening from suddenly increasing and pulsation at the initial stage of opening adjustment, but also makes it possible to adjust the opening more precisely. Similarly, the upper side surface of the valve body (120) is also formed to have a tapered surface (124). As a result, the opening degree of the second through hole can be controlled more precisely.

Here, the first and fourth through holes are always maintained in an open state regardless of the position of the valve body (120), but the second and third through holes depend on the position of the valve body (120). The opening is different. It will be described later.

On the other hand, the valve body (120) is in a state of being moved to the upper side with reference to FIG. 2 by the elastic force of the elastic means described above in a state where no current is applied to the electromagnetic actuator. In this state, the internal pressure (Pc) of the crank chamber (21) becomes substantially the same as the discharge pressure (Pd) of the discharge chamber (33). When a current is applied to the electromagnetic actuator, the opening degrees of the second and third through holes change while the valve body (120) moves downward.

Specifically, the opening degree of the second through hole increases and the opening degree of the third through hole decreases as the valve body moves from the uppermost stage to the lower stage. Therefore, the first passage is further opened and the second passage is closed. At this time, the internal space of the casing (110) is formed so as to have different inner diameters depending on the diameters of the valve body and the needle, thereby having a step jaw portion. Therefore, as shown in FIG. 2, a space (104) is formed below the valve body (120), and a part of the refrigerant and oil is confined in the space (104). They act as resistors that impede the movement of the valve body, which not only impairs responsiveness, but also requires the actuator to have a greater actuating force.

Therefore, as shown in FIG. 3, the valve body (120) has an inlet (127) in the lower portion (references in FIGS. 2 and 3) and an outlet (126) in the side surface portion of the valve body (120). An additional internal flow path is formed. The internal flow path serves to transfer the refrigerant and oil collected in the space (104) to another space in the casing to reduce resistance to movement of the valve body. The internal flow path can be additionally formed in the casing (110).

As described above, FIG. 4 illustrates a state in which a current is applied to the control valve to lower the valve body, thereby opening the second through hole and closing the third through hole. In the state of FIG. 4, the first passage (P1) is opened and the stroke of the piston is increased. That is, as the valve body (120) moves from the upper part to the lower part, the third through hole is closed and the second through hole is opened. With reference to FIG. 5, the horizontal axis represents the moving distance of the valve body, and the vertical axis represents the opening degree of the first and second communication passages.

In the left region of FIG. 5, it is illustrated that the second passage (P2) is gradually closed by the downward movement of the valve body. In the right region, it is illustrated that the first passage (P1) is gradually opened by moving the valve body downward. In the region near the origin, there is a section in which the opening and closing of the first and second passages are reversed, but it should be noted that there is no section in which the two passages are opened at the same time.

If there is a section where both are released at the same time, the refrigerant flowing from the discharge chamber into the crank chamber does not contribute to the adjustment of the inclination angle of the swash plate and escapes to the suction chamber as it is, so that the loss is greatly increased. Become. Therefore, in the above embodiment, such a loss can be minimized by eliminating the section in which the first and second communication passages are opened at the same time.

Then, in the above embodiment, the control valve is operated in the region displayed in the "control section" instead of utilizing all the sections shown in FIG. Many control sections are arranged in sections that adjust the opening and closing of P1. The control method of the control valve and the compressor will be described later.

FIG. 6 is a graph illustrating changes in suction pressure and changes in valve opening degree in the process of increasing the stroke of the piston. If the cooling load increases due to user choice or other causes, the stroke of the piston must be increased, as described above. Therefore, the control unit determines the suction pressure at which the stroke is obtained and sets it as the target suction pressure. Alternatively, the suction pressure set value may be reduced by a higher control unit provided in the air conditioner of the vehicle and transmitted to the compressor control unit.

Information about the target suction pressure value can also be transmitted by the duty cycle of the PWM voltage signal, the current generated from the PWM duty cycle, or by a digital bus (bus) such as LIN or CAN communication. Of course, it is exemplary and not necessarily limited.

The suction pressure set value is indicated by a dotted line in FIG. When the control starts, that is, if the set value is changed to a lower value, a current is applied or increased to the electromagnetic actuator according to the instruction of the control unit, whereby the opening degree of the first communication passage is momentarily increased. ..

As a result, the measured suction pressure is lowered. However, the measured value cannot follow the set value as it is due to the physical limit, and it follows with a certain time delay. At the same time, the suction pressure temporarily becomes lower than the target value due to the flow characteristics of the refrigerant, the valve body repeatedly moves up and down, and finally converges to the target value.

FIG. 7 is a graph illustrating a change in suction pressure and a change in valve opening degree in the process of reducing the stroke of the piston. If the cooling load is reduced due to the choice of the user or other causes, the stroke of the piston shall be reduced, as described above. Therefore, the control unit determines the suction pressure at which the stroke is obtained and sets it as the target suction pressure. Alternatively, the suction pressure set value can be increased by a higher control unit provided in the air conditioner of the vehicle and transmitted to the compressor control unit. The suction pressure set value is indicated by a dotted line in FIG. When the control starts, that is, if the set value is changed to a higher value, the current applied to the electromagnetic actuator is reduced or cut off according to the instruction of the control unit, whereby the first passage is closed and the second passage is closed. The passage is opened. In FIG. 7, the valve opening graph in the minus section means that the first passage is closed and the second passage is opened.

However, if the above state is maintained, the pressure in the crank chamber becomes the same as the discharge pressure, and as a result, the operation of the compressor is stopped. Therefore, when the suction pressure reaches the target value, a current is applied to the actuator again or Increase to have a suitable opening. Even in this case, the valve opening shows a behavior of converging to the target value at the final station while repeatedly increasing and decreasing based on the target value.

Conventionally, a separate orifice flow path that is always open to eliminate the pressure rise in the crank chamber due to the refrigerant leaking between the cylinder and the piston during the compression process has been formed, which has acted as a cause of reduced efficiency. However, in the examples, since the suction pressure can be adjusted as intended, the orifice flow path can be omitted or minimized as described above, and the decrease in efficiency can be minimized.

Further, most of the control sections are assigned to adjust the opening degree of the first continuous passage, and the section for guiding the discharge pressure to the crank chamber is minimized. That is, the amount of the refrigerant that has already been compressed is minimized for adjusting the inclination angle of the swash plate, and an additional increase in efficiency can be expected.

FIG. 8 is a block diagram schematically showing a control system of a vehicle air conditioner including a control device for controlling a compressor as described above. Referring to FIG. 8, the control unit (200) of the air conditioner has a set temperature input unit (201) for setting a temperature desired by the user, an outside air temperature sensor (202) for measuring the temperature of the outside air, and the outside air temperature sensor (202). Of the cooling cycles provided in the air conditioner, the evaporator outlet temperature sensor (203) that measures the outlet temperature of the evaporator, the inside air temperature sensor (204) that measures the room temperature of the vehicle, and the amount of solar radiation that measures the addition by direct light. It includes a sensor (205) and controls the operation of the air conditioner based on the factors measured or input from them.

Then, the control unit (200) additionally adds an air conditioner door drive unit (210) for controlling the actuator motor (222) for operating the temperature control door provided inside the air conditioning system (220). Be prepared. Therefore, the control unit (200) adjusts the temperature control door provided in the air conditioner based on the above-mentioned input values and various measured values to control the interior of the vehicle so as to be maintained at the input set temperature. become. In addition to that, the control unit (200) is configured to communicate through a wireless communication means so that signals can be exchanged from the engine control unit (300) mounted on the vehicle.

The engine control unit (300) controls the operation of the engine by a signal measured and generated by the engine (310) and the pedal sensor (320) that measures the degree to which the acceleration pedal is pressed. In this process, the heat generated from the engine can be used to adjust the room temperature by a cooling water circulation circuit (not shown).

On the other hand, as described above, a compressor control device (400) for controlling the compressor can be provided separately from the air conditioner control unit (200). The compressor control device (400) is connected to the air conditioner control unit (200) and the engine control unit (300) so that signals can be exchanged with each other, and is provided from each control unit through the configuration. The operation of the compressor will be controlled based on the measured value.

Specifically, the compressor control device (400) includes a valve control unit (410) for controlling the suction pressure of the refrigerant discharged through the compressor, and a clutch for controlling the operation of the clutch provided in the compressor. It includes a control unit (420), a compressor torque management unit (430) for controlling the torque transmitted to the compressor through the clutch, and an abnormality detection unit (440) for checking the operating status of the compressor.

Then, a valve drive unit (450) for controlling the control valve and a clutch drive unit (460) for operating the clutch are additionally included based on the signals provided from these. The valve drive unit (450) controls the current applied to the electromagnetic actuator provided in the control valve to control the opening degree of the first and second communication passages, and the clutch drive unit (460) is the clutch assembly. The current applied to the coil provided in the three-dimensional structure is controlled so that the clutch assembly maintains the electromagnetic force by the torque transmitted to the rotating shaft (40) of the compressor.

At this time, the valve drive unit and the clutch drive unit control the operation of the compressor by comprehensively considering the information transmitted from the various control units and the management unit provided in the control device (400). Each of the above control units and management units compresses based on the values measured using the suction pressure sensor (401), the discharge pressure sensor (402), and the speed and stroke sensor (403) of the compressor provided in the compressor. Control the operation of the machine.

Here, the value measured through the sensor includes both the suction pressure and the discharge pressure, but as described above, the suction pressure is used in controlling the stroke of the piston. That is, the stroke of the piston is adjusted by making the opening degree of the first continuous passage different depending on the difference between the measured suction pressure and the target suction pressure.

Then, the compressor control device can be installed in the housing of the compressor, and each sensor provided can also be directly mounted on the compressor. The control unit (200) or the engine control unit (300) can be connected to the communication means provided in the vehicle, for example, CAN or LIN BUS.

In some cases, as shown in FIG. 9, the valve control unit (410), the compressor torque management unit (430), the abnormality detection unit (440), and the valve drive unit (450') are combined with the air conditioner control unit. It is also possible to consider a configuration in which only the suction pressure sensor and the stroke sensor are arranged in the compressor, which is configured as a part of (200). At the same time, in the example shown in FIG. 8, an example in which the clutch control unit, the compressor torque management unit and the abnormality detection unit are added or excluded as necessary can be considered.

As described above, the valve control unit (410) determines the discharge amount, that is, the stroke of the piston, based on the difference between the measured suction pressure and the target suction pressure, and the valve drive unit determines the determined stroke. The operation of the electromagnetic actuator provided in the control valve is controlled according to the above. In this process, the target suction pressure is determined by the air conditioner control unit (200) and calculated based on information such as the set temperature and the outside air temperature transmitted to the compressor control device (400). FIG. 10 is a flow chart illustrating a process in which the suction pressure is controlled through the valve control unit.

With reference to FIG. 10, the inside air temperature (Tp) is measured by the air conditioner control unit at which control is started. After determining whether or not the measured Tp is the same as the set temperature (Ts) that has already been set, if they are the same, the inside air temperature is measured again after a predetermined time has elapsed. If the measured Tp differs in Ts, it is determined that the inside air temperature needs to be adjusted.

At this time, the cause of the difference in Tp from Ts is grasped, and if it is determined that the cause is the input of the user, a new Ts is set for the input temperature. If there is a difference between the set temperature and the inside air temperature even though there is no input from the user, it is judged that the fluctuation is due to an external cause.

Then, Tp and Ts are compared. If Tp is higher than Ts, it means that cooling is required, so the target suction pressure (Ps) is reset to a lower value. If Tp is lower than Ts, it means that cooling is excessively performed, so it is necessary to reduce the amount of refrigerant discharged from the compressor. Therefore, in this case, the target Ps is reset to a higher value.

After resetting the target Ps in this way, it is actually compared with Ps. When the target Ps is higher than the measured actual Ps, it is necessary to adjust the Ps higher, so the control valve is controlled so as to reduce the opening degree of the first communication passage. Specifically, the valve body is moved upward with reference to FIG. If the target Ps is lower than the measured actual Ps, the Ps needs to be adjusted lower, so the control valve is controlled so as to increase the opening degree of the first communication passage. Specifically, the valve body is moved downward with reference to FIG.

After controlling the control valve in this way, Ps is actually remeasured to confirm whether or not the target value has been reached. If there is still a difference between the two, the above process is repeated, and if they are the same, the control is terminated.

The compressor torque management unit calculates the current compressor torque based on the suction pressure, the discharge pressure, the operating speed of the compressor, and the stroke information of the piston. At this time, the torque can be calculated by the following formula.

The torque value calculated in this way is transmitted to the engine control unit, and the engine load with respect to the compressor torque is precisely controlled. Further, the torque value can be used for the clutch control. That is, since the current applied to the clutch can be adjusted based on the torque value, the clutch power consumption is controlled according to the compressor torque. It is possible to precisely control the engine load through the compressor torque calculation to improve the engine efficiency, and to control the clutch applied current according to the compressor torque to reduce the clutch power consumption.

On the other hand, the abnormality detection unit can be operated by an external command or a preset frequency, and is based on values such as suction pressure, discharge pressure, compressor operating speed, and piston stroke like the torque calculation unit. Detects the presence or absence of abnormalities. The data generated at this time is transmitted to the engine control unit and can be used for operating the engine.

Based on each of the above data, it is possible to confirm the presence or absence of an abnormality in the control valve or clutch provided in the compressor, and if a confirmation result problem is detected, the engine control unit or the vehicle indicates that there is an abnormality in the element. It can be communicated to other control units so that the user can take appropriate measures.

Although the preferred embodiments of the present invention have been exemplified above, the scope of the present invention is not limited to such specific embodiments, and can be appropriately changed within the scope of claims. For example, the suction pressure sensor (401) can be arranged in one of the suction chamber of the compressor, the outlet stage of the evaporator, and the refrigerant pipe between the evaporator and the compressor. Further, the target suction pressure can be determined not only by the air conditioner control device (200) of the vehicle but also by the compressor control device (400).

Further, the actuator described in the above embodiment is not limited to the solenoid actuator, and can be replaced with, for example, a stepper actuator, a DC actuator, or a piezo electric actuator.

10 Cylinder housing 11 Center bore 13 Cylinder bore 15 Piston 17 Connecting part 20 Front housing 21 Crank chamber 23 Shaft hole 30 Housing 31 Suction chamber 33 Discharge chamber 34 Valve accommodating portion 35a 1st internal flow path 35b 2nd internal flow path 35c 3rd internal flow Road 35d 4th internal flow path 40 Rotating shaft 42 Bearing 44 Rotor 48 Slanted plate 58 Slanted plate stopper 60 Pulley assembly 62 Clutch assembly 62a Coil and core 62b Disk 100 Control valve 102 O ring 104 Space 108 Connector 110 Casing 110a1 2nd Through hole 110a2 Third through hole 110b Fourth through hole 110c First through hole 112 Filter 120 Valve body 122 Needle 122a, 124 Tapered surface 126 Outlet 127 Inlet 200 Control unit 201 Set temperature input unit 202 Outside air temperature sensor 203 Evaporator outlet temperature Sensor 204 Inside air temperature sensor 205 Solar radiation sensor 210 Air conditioner door drive 220 Air conditioning system 222 Actuator motor 300 Engine control 310 Engine 320 Pedal sensor 400, 400'Compressor controller 401 Intake pressure sensor 402 Discharge pressure sensor 403 Stroke sensor 410 Valve control unit 420 Clutch control unit 430 Compressor torque management unit 440 Abnormality detection unit 450, 450'Valve drive unit 460 Clutch drive unit

Claims (21)

A piston that reciprocates with a swash plate, a crank chamber that houses a swash plate that is mounted so that the tilt angle with respect to the rotation axis is variable, a discharge chamber that discharges compressed hydraulic fluid, and a working fluid that is the object of compression Select the suction chamber, the first passage connecting the suction chamber and the crank chamber, the second passage connecting the discharge chamber and the crank chamber, the first passage, and the second passage. A compressor control device that includes a control valve that opens and closes
An inhalation pressure sensor that measures the pressure in the inhalation chamber,
A valve control unit that controls the opening degree of the first and second passages in the control valve by comparing the target suction pressure with the suction pressure value measured from the suction pressure sensor.
A compressor control device including a valve drive unit that drives an actuator that moves a valve body of the control valve to a position determined by the valve control unit so as to reach the target suction pressure. The compressor control device according to claim 1, wherein the valve control unit is provided with information on the outside air state and the set evaporator outlet temperature from the vehicle air conditioner control system. The compressor control device according to claim 1, wherein the valve control unit sets the target suction pressure lower than the measured suction pressure when it is necessary to provide cooling. The compressor control device according to claim 3, wherein the valve drive unit increases the opening degree of the first communication passage when the target suction pressure is lower than the measured suction pressure. The compressor control device according to claim 4, wherein the second passage is in a closed state when the first passage is at least partially opened. A transmission / reception unit for exchanging signals with the air conditioner control system of the vehicle is additionally included, and the valve control unit and the valve drive unit are provided separately from the air conditioner control system of the vehicle. The compressor control device according to claim 1. The compressor control device according to claim 1, wherein the valve control unit and the valve drive unit are integrated and provided in an air conditioner control system of a vehicle. Based on the secondary sensing means for detecting at least one of the operating speed of the compressor, the discharge pressure and the stroke of the piston, and the information from the secondary sensing means and the measured suction pressure. The compressor control device according to claim 1, further comprising a compressor torque management unit that determines the torque required for driving the compressor. The compressor control device according to claim 8, wherein the valve control unit provides a determined torque value to an external control device. Based on the secondary sensing means for detecting at least one of the operating speed, discharge pressure and stroke of the piston of the compressor, and the information and measured suction pressure from the secondary sensing means. The compressor control device according to claim 1, further comprising an abnormality detection unit for determining the presence or absence of an abnormality in the compressor. The compressor additionally includes an electromagnetic clutch means for selectively transmitting rotational torque to the rotary shaft, and the compressor control device selectively rotates according to a torque value determined by the compressor torque management unit. The compressor control device according to claim 8, further comprising a clutch control unit that transmits rotational torque to the shaft and controls the operation of the electromagnetic clutch means. A casing with a space inside and an electromagnetic actuator at one end,
A valve body mounted so as to move inside the casing,
A first through hole that communicates with the space of the casing and the suction chamber of the compressor to which the valve body is mounted.
Second and third through holes that communicate with the space of the casing and the crank chamber of the compressor to which the valve body is mounted.
A control valve including a space portion of the casing and a fourth through hole communicating with a discharge chamber of a compressor to which the valve body is mounted.
A control valve characterized in that the second or third through hole is selectively opened and closed while the valve body moves along the length direction of the valve body. The control valve according to claim 12, wherein the first and fourth through holes are maintained in an open state regardless of the position of the valve body. 13. The control valve according to claim 13, further comprising at least one filter installed in at least one of the first and fourth through holes. The space portion includes a large diameter portion having a relatively large inner diameter and a small diameter portion having a relatively small inner diameter, and the second through hole arranged relatively adjacent to the first through hole is the large diameter portion. The control valve according to claim 12, wherein the control valve is arranged in a diameter portion. The control valve according to claim 15, wherein the third through hole, which is arranged relatively adjacent to the fourth through hole, is arranged in the small diameter portion. 12. The control valve according to claim 12, wherein the second through hole remains completely closed when the third through hole is at least partially opened. The valve body includes a step portion of a boundary surface between the large diameter portion and the small diameter portion, and an internal flow path extending from the step portion to the outer surface of the valve body is additionally formed. 15. The control valve according to 15. The control valve according to claim 15, wherein the valve body includes a tapered surface on a surface facing the second through hole or the third through hole. The control valve according to any one of claims 12 to 19.
A rear housing in which the control valve is housed and the suction chamber and the discharge chamber are formed, respectively.
With multiple cylinder housings
A compressor comprising a front housing having the crank chamber coupled to the cylinder housing and having a swash plate arranged therein.
A compressor characterized in that a first communication passage connecting the suction chamber and the crank chamber is defined by the cylinder housing, the rear housing, the fourth through hole, and the third through hole. The compressor according to claim 20, wherein the first passage and the second passage are formed separately and do not have overlapping sections.

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