JP2569718B2 - Clutch control device for compressor - Google Patents

Description

The present invention relates to a clutch control device for a compressor,
In particular, the present invention relates to a clutch control device applied to a compressor such as a vehicle air conditioner.

(Prior art)

Conventionally, for example, in a control device of an electromagnetic clutch attached to a compressor of an air conditioner for a vehicle, in air conditioning in a vehicle cabin, the electromagnetic clutch is controlled to be engaged or disengaged, and the power of an engine is transmitted to the compressor. Transmission or engine power was cut off from the compressor.

[Problems to be solved by the invention]

However, in such a configuration, engagement noise or dissociation noise is generated when the electromagnetic clutch is engaged or disengaged, which hinders improvement in quietness of the vehicle. Further, when the electromagnetic clutch is engaged, a load is applied to the compressor and the compressor is suddenly applied to the engine. Therefore, there is a problem that the rotational speed of the engine is rapidly decreased and the vehicle is rapidly decelerated. On the other hand, when the electromagnetic clutch is disengaged, the compressor as a load is suddenly cut off from the engine, so that a problem occurs that the engine speed rapidly increases and the vehicle is rapidly accelerated. Such a phenomenon is particularly remarkable in a small car.

On the other hand, as a result of analyzing the situation of occurrence of the above-described inconvenience, the present inventors have confirmed the following.
That is, when the transmission of the vehicle is operated to shift to a low shift position such as the first or second shift position, the degree of occurrence of the above-described problem is remarkable.
Alternatively, it has been found that when the shift operation is being performed to the high shift position such as the fifth shift position, the above-described problem is hardly felt. However, considering the driving situation of the vehicle, when the transmission is in the low shift position, the vehicle
Very often, the vehicle is in the early stage of starting, accelerating or traveling in traffic, and the proportion of time the transmission is in the low gear position during the normal operation of the vehicle is also small.

In view of this, the present invention focuses on this point of view, and controls the compressor so as to maintain the state of engagement or disengagement of the compressor immediately before the shift operation of the transmission of the vehicle to the low forward shift position. It is an object of the present invention to provide such a clutch control device.

[Means for solving the problem]

In solving such a problem, a structural feature of the present invention is that, as exemplified in FIG. 1, the power of the engine 1 is interposed between an engine 1 and a compressor 2 mounted on a vehicle and engaged to engage. A clutch control device including a clutch means 3 for transmitting the power to the compressor 2 and disconnecting the power from the compressor 2 by disengagement, and a control means 4 for controlling the clutch means 3 to be engaged or disengaged. When the mounted transmission 5 is operated to shift to the forward low-shift position, a determination unit 6 for determining the shift operation is provided.
In this case, the state of the engagement or disengagement of the clutch means 3 immediately before that is kept as it is.

(Effects)

Thus, by configuring the present invention in this way,
When the transmission 5 is shifted to the forward low-speed shift position when the clutch means 3 is in the engaged or disengaged state,
The determination means 6 makes a determination, and in response to the determination, the control means 4 performs control so as to maintain the state of engagement or disengagement of the clutch means 3 immediately before. As described above, when the transmission 5 is placed in the forward low-shift position, the state of engagement or disengagement of the clutch means 3 immediately before that is forcibly maintained as it is, so that the transmission 5 is moved to the forward low-shift position. , The intermittent operation of the clutch means 3 is reliably prevented, and a sudden increase or decrease in the vehicle speed of the vehicle can be prevented without causing an unnecessary sudden increase or decrease in the rotation speed due to the intermittent operation of the clutch means 3 of the engine 1. .

〔Example〕

Referring to the drawings, an embodiment of the present invention will be described with reference to the drawings. In FIG. 2, reference numeral 10 denotes a compressor for a vehicle air conditioner.
The vehicle is connected to an engine of the vehicle via a V pulley 30 and a V belt (not shown). The electromagnetic clutch 20
When the annular electromagnetic coil 21 is energized, the annular armature chair 24 is rotated against the leaf spring 23 extending radially from the flange portion 22a of the spline hub 22 so that the annular friction plate 25a of the U-shaped rotor 25 is formed.
And when the electromagnetic coil 21 is demagnetized, the leaf spring 23
Thereby, the armature chair 24 is dissociated from the friction plate 25a.

When the electromagnetic clutch 20 is engaged with the friction plate 25a of the armature chair 24, the power from the engine is applied to the V belt, the V pulley 30 coaxially fitted to the rotor 25, and the rotor 2
5. Via the armature chair 24, the leaf spring 23 and the spline hub 22, the spline hub 22 is transmitted to the rotating shaft 11 of the compressor 10 which is supported by spline coupling. Further, the electromagnetic clutch 20 transmits the power transmission to an armature chair.
24 is cut off by dissociation from the friction plate 25a. However, the electromagnetic coil 21 is attached to the annular boss 12 extending coaxially with the rotary shaft 11 from the side wall of the compressor 10 by the support member 21a. The spline hub 22 is secured to the rotating shaft 11 by a bolt 22a, a collar 22b, and a stop ring 22c. The rotor 25 is rotatably supported by the boss 12 via a bearing 13.
21 is coaxially loosely fitted through a small gap. In addition, the compressor
10 rotates by power transmission to the rotating shaft 11, sucks and compresses a refrigerant from an evaporator (not shown), and applies it to a condenser (not shown).

Next, the electric circuit configuration for the electromagnetic clutch 20 will be described. The temperature sensor 40 detects the actual temperature of the airflow blown from the evaporator into the cabin of the vehicle, and generates a temperature detection signal. The rotation speed sensor 50 detects the actual rotation speed of the engine, and sequentially generates a rotation speed pulse at a frequency proportional to the actual rotation speed. The normally-open shift switch 60 is closed when the transmission of the vehicle shifts to the first shift position and generates a first shift position detection signal. On the other hand, the normally-open shift switch 70 is closed when the transmission is operated to shift to the second shift position, and generates a second shift position detection signal. The operation switch 80 is operated when operating the air conditioner and generates an operation signal.

The A / D converter 90 converts the temperature detection signal from the temperature sensor 40 into a digital temperature signal. The waveform shaper 100 sequentially shapes each rotation speed pulse from the rotation speed sensor 50 into a shaped pulse. The microcomputer 110 executes the computer program in cooperation with the shift switches 60, 70, the operation switch 80, the A / D converter 90, and the waveform shaper 100 in accordance with the flowchart shown in FIG. , The drive circuit 120 connected to the electromagnetic coil 21
Performs the arithmetic processing necessary for the control of. The computer program is stored in the ROM of the microcomputer 110 in advance. The microcomputer 110 is supplied with power from a battery B via an ignition switch IG of the vehicle.

In this embodiment configured as described above, it is assumed that the vehicle is started under the shift operation of the transmission in accordance with the start of the engine when the ignition switch IG is closed. Thereafter, when an operation signal is generated from the operation switch 80, the microcomputer 110 starts executing the computer program in step 200 according to the flowchart of FIG. Digital temperature signal value (hereinafter referred to as digital temperature Ta
), The operation mode of the electromagnetic clutch 20 is determined based on a predetermined mode pattern representing the relationship between the operation mode of the electromagnetic clutch 20 and the digital temperature Ta. In such cases,
As shown in FIG. 4, the predetermined mode pattern is Ta ≦
At 3 (° C), the electromagnetic clutch 20 is disengaged, and Ta ≧ 4
It is determined that the electromagnetic clutch 20 is to be engaged at (° C.) and is stored in the ROM of the microcomputer 110 in advance.

If Ta.gtoreq.4 (.degree. C.), the microcomputer 110 generates an engagement output signal for engaging the electromagnetic clutch 20 at step 220. In response, the microcomputer 110 responds to the signal.
0 excites the electromagnetic coil 21, and the electromagnetic clutch 20 transmits the power from the engine to the compressor 10 by the engagement thereof and drives it. On the other hand, if Ta ≦ 3 (° C.), the microcomputer 110 turns off the engagement output signal in step 230, the drive circuit 120 demagnetizes the electromagnetic coil 21, and the electromagnetic clutch 20 disengages from the engine due to its disengagement. Power transmission to the compressor 10 is shut off.

When the computer program proceeds from step 220 or 230 to step 240, the first
If the shift position detection signal or the second shift position detection signal from the shift switch 70 has been generated, the microcomputer 110 determines "YES" in step 240. Next, the microcomputer 110 calculates the actual rotation speed Ne of the engine based on each shaped pulse from the waveform shaper 100 in step 250. At this time, Ne ≧ 2000 (rpm)
If (pre-stored in the ROM of the microcomputer 110) holds, the microcomputer 110 determines “YES” in step 250.

As described above, after the calculation in step 220 or 230, if the transmission is in the first or second shift position and Ne ≧ 2000 (rpm), the circulation calculation through both steps 240 and 250 is repeated. Then, the transition from step 240 or 250 of the computer program to step 210 is prohibited. Therefore, in such a state, the engaged state or the disengaged state of the electromagnetic clutch 20 immediately before shifting to step 240 of the computer program is maintained as it is. Therefore, the intermittent operation of the electromagnetic clutch 20 is reliably prevented, and a rapid change in the vehicle speed of the vehicle can be prevented without causing a rapid increase in the engine rotation speed.

After performing the calculation processing in step 220 or 230 as described above, if the determination in step 240 or 250 is “NO”, the computer program proceeds to step 210. This means that each step 210-23
This means that the operation control calculation of the electromagnetic clutch 20 at 0 is permitted.

Next, a modified example of the above embodiment will be described with reference to FIGS. 5 and 6. In this modified example, in addition to the temperature sensor 40 in the above embodiment, the opening degree sensor 130 is set to A-
The computer program connected to the D converter 90 and following the flowchart of FIG. 4 is partially changed to a computer program (hereinafter, referred to as a second computer program) according to the flowchart of FIG. The feature of the configuration is that the information is stored in advance. The opening sensor 130 detects the actual opening of the throttle valve of the vehicle and generates an opening detection signal. In addition, the A / D converter 90 converts the temperature detection signal from the temperature sensor 40 into a digital signal,
The opening detection signal from 0 is converted to a digital opening signal. Other configurations are the same as those in the above embodiment.

In the present modified example configured as described above, when the arithmetic processing in step 220 is performed as in the above-described embodiment,
The second computer program proceeds to step 260 (see FIG. 6). At this time, the value of the digital opening signal from the AD converter 90 (hereinafter referred to as digital opening θ) is 80.
(%) (Pre-stored in microcomputer 110 ROM)
If this is the case, the microcomputer 110 determines “YES” in step 260, and in step 270, eliminates the engagement output signal that has been generated in step 220, and for 5 seconds in step 280. Wait for the time.

Thus, during the five seconds, the electromagnetic clutch 20 shuts off power transmission from the engine to the compressor 10 due to dissociation due to disappearance of the engagement output signal. Thereafter, if the transmission is in the first or second shift position and Ne ≧ 2000 (rpm) holds, both steps 240 and 25 are performed in the same manner as in the previous embodiment.
The cyclic operation of 0 is repeated to prohibit the transition to step 210 of the second computer program. Therefore, when the vehicle is accelerated when θ ≧ 80 (%), the disengagement state of the electromagnetic clutch 20 is always ensured, and the vehicle is smoothly accelerated without a sudden change in the vehicle speed due to the intermittent operation of the electromagnetic clutch 20. it can.

In the embodiment and the shift, for example, the criterion in step 250 is 2000 (rpm). However, the present invention is not limited to this, and the criterion may be changed to a value increased or decreased as necessary. Good.

Further, in the modification, the criterion in step 260 is set to 80 (%). However, the present invention is not limited to this, and the criterion may be changed to a value that is increased or decreased as necessary.

[Brief description of the drawings]

FIG. 1 is a diagram corresponding to the configuration of the invention described in the claims, FIG. 2 and FIG. 3 are overall configuration diagrams showing one embodiment of the present invention, FIG. FIG. 5 is a main block diagram showing a partially modified example of the embodiment, and FIG. 6 is a flowchart showing the operation of the microcomputer shown in FIG. Explanation of reference numerals 10: compressor, 20: electromagnetic clutch, 60, 70: shift switch, 110: microcomputer.

Claims (1)

(57) [Claims] 1. A clutch means interposed between an engine mounted on a vehicle and a compressor for transmitting power of the engine to the compressor by engagement and disconnecting the power from the compressor by disengagement; A clutch control device having control means for controlling the clutch means to be engaged or disengaged, wherein a judgment means for judging when a transmission mounted on the vehicle is shifted to a forward low speed shift position is provided. And a clutch control device for the compressor, wherein the control means responds to the determination by the determination means and maintains the state of engagement or disengagement of the clutch means immediately before the determination.