JP3804036B2 - Shock absorber when a car clutch is connected - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to an impact absorbing device when an automobile clutch is connected, and in particular, when an automobile clutch is connected / disconnected, an impact at the time of connecting an automobile clutch capable of reducing the impact caused by using a gas compressor as a load. It relates to an absorption device.
[0002]
[Prior art]
Conventionally, a variable displacement gas compressor as shown in FIGS. 2 to 6 is known (Japanese Utility Model Laid-Open No. 63-128284). 2 is a cross-sectional view of the variable capacity gas compressor 50, and FIG. 3 is a cross-sectional view of the variable capacity gas compressor 50 taken along the line AA in FIG.
[0003]
The variable capacity gas compressor 50 is mounted on an automobile and used for indoor air conditioning of the automobile. The variable capacity gas compressor 50 has a compressor body 1 built in a case 52. The compressor body 1 includes a cylinder 4, and a rotor 5 is rotatably disposed in the cylinder 4.
[0004]
A rotating shaft 6 is fixed to pass through the rotor 5. A vane groove 12 is formed in the radial direction on the outer peripheral surface of the rotor 5, and a vane 13 is slidably mounted in the vane groove 12. The vane 13 is urged against the inner wall of the cylinder 4 by centrifugal force and hydraulic pressure at the bottom of the vane groove when the rotor 5 rotates.
[0005]
The inside of the cylinder 4 is partitioned into a plurality of small chambers by a rotor 5 and vanes 13, 13. These small chambers are called compression chambers 14, 14..., And the volume of the chamber is repeatedly changed by the rotation of the rotor 5.
[0006]
In such a compressor body 1, when the rotor 5 rotates and the volume of the compression chambers 14, 14... Changes, the low-pressure refrigerant gas is sucked from the suction port 17 and compressed by the volume change. A discharge chamber 19 is formed inside the case 52.
[0007]
The compressed high-pressure refrigerant gas is discharged into the discharge chamber 19 through the discharge port 16, the discharge valve 18, and the like. The high-pressure refrigerant gas is supplied from the discharge port 36 to an external heat exchanger (not shown).
[0008]
An end portion of the rotating shaft 6 is projected to the outside from the front head 9, and an armature 33 is fixed thereto. The armature 33 is provided with a pulley 31. Power is transmitted to the pulley 31 from a crank pulley of an automobile engine (not shown).
[0009]
The variable capacity gas compressor 50 includes a variable capacity device. This capacity variable device can variably adjust the refrigerant gas discharge capacity according to the temperature inside the vehicle. The capacity variable device includes a disk-shaped capacity control plate 51 indicated by a one-dot chain line in FIG. 3, a solenoid valve (not shown) that controls the capacity control plate 51, and a hydraulically driven piston (not shown).
[0010]
The capacity control plate 51 is disposed at the right end of the cylinder 4 as shown in FIG. Oil is injected into the piston by turning on and off the solenoid valve, and the capacity control plate 51 is rotated by the hydraulic pressure at this time. The amount of oil injected can be changed with the frequency at which the solenoid valve is turned on and off.
ON / OFF of the solenoid valve is controlled by a controller (not shown) based on the vehicle interior temperature.
[0011]
FIG. 4 shows a cross-sectional view taken along the line BB in FIG. The capacity control plate 51 has two notches 51a. The notch 51 a allows communication between the inside of the cylinder 4 and the suction chamber 53 that communicates with the suction port 17. On the other hand, a compression chamber 14 is formed in the space closed by the notched portion of the capacity control plate 51, the inner wall of the cylinder 4 and the vane 13.
[0012]
FIG. 5 is a sectional view taken along the line AA when the capacity control plate 51 is rotated to the right from the position of FIG. 3, and FIG. 6 is a sectional view taken along the line BB. It can be seen that when the cutout 51a is rotated to the right, the position where the compression chamber 14 is formed also moves to the right, and the capacity of the compression chamber 14 at this time is also reduced. In this way, the discharge capacity can be adjusted by rotating the capacity control plate 51.
[0013]
As described above, when the variable capacity gas compressor 50 is used, the discharge capacity can be continuously adjusted. Therefore, the variable capacity gas compressor 50 can be prevented from repeating ON / OFF operations during temperature control.
[0014]
[Problems to be solved by the invention]
By the way, the discharge capacity control based on the room temperature of the variable capacity gas compressor 50 is performed by a control loop of room temperature detection, detection signal processing by a controller, and rotation of the capacity control plate 51 based on the temperature signal. Is called. Therefore, the discharge capacity of the variable capacity gas compressor 50 is determined regardless of the driving state of the automobile.
[0015]
For this reason, the following impact may occur in the engine depending on the load of the variable displacement gas compressor 50 on the engine when the vehicle clutch is engaged / disengaged.
[0016]
For example, if the required power of the variable displacement gas compressor 50 is small (low load operation or capacity MIN operation), before automobile clutch release during blocking, changes in the engine speed N _e to time (t) after reconnection Figure It becomes like 7.
[0017]
The clutch is turned off at t1, and the clutch is turned on at t2. An example of a case where an automobile clutch is shifted up is taken. At this time, since the vehicle speed is not changed abruptly, becomes higher frequency engine speed N _e of the gear ratio becomes slower after clutch reconnection. Since the gear ratio changes stepwise, a step also occurs in the engine speed change.
[0018]
If the required power as shown in FIG. 7 is small, the engine speed N _e gradually falls during clutch release. Therefore, the engine speed N _e, at the time of clutch reconnection completed, will be stepped partial suddenly drop convergence of speed change, which may cause a shock to the engine.
[0019]
On the other hand, when the required power is large (high load operation or capacity MAX operation) as shown in FIG. 8, the engine speed N _e falls greatly during clutch release. Therefore, the engine speed N _e, at the time of clutch reconnection completed, will be stepped fraction rises sharply convergence of speed change, which may cause a shock to the engine.
[0020]
The present invention has been made in view of such a conventional problem, and when an automobile clutch is connected, which can reduce the impact caused by using a gas compressor as a load when the automobile clutch is connected or disconnected. An object of the present invention is to provide a shock absorbing device.
[0021]
[Means for Solving the Problems]
Therefore, the present invention provides an engine, a clutch that can transmit and shut off the rotation of the engine, a transmission that is disposed via the clutch and that can output a rotational speed different from the rotational speed of the engine, and the engine The variable displacement gas compressor that is driven without the clutch and is capable of adjusting the discharge capacity for air conditioning in the vehicle interior, and from when the clutch is disconnected and reconnected when the transmission is switched. The engine speed change characteristic with respect to the elapsed time is varied by changing the discharge capacity of the variable capacity gas compressor, and the speed of the clutch when the clutch is reconnected is Shock absorption control means for eliminating the difference between the transmission side and the transmission side.
[0022]
The clutch can transmit and shut off the rotation of the engine. The transmission is arranged via this clutch and can output a rotational speed different from the rotational speed of the engine. The variable displacement gas compressor is driven by an engine without a clutch, and the discharge capacity can be adjusted for air conditioning in the passenger compartment. Therefore, the variable capacity gas compressor is an engine load.
[0023]
In the shock absorption control means, the characteristics of the engine speed change with respect to the elapsed time from when the clutch at the time of transmission changeover is disengaged to when it is reconnected, the discharge capacity of the variable displacement gas compressor is changed. Varies with. Then, there is no difference in the number of rotations of the clutch when the clutch is reconnected between the engine side and the transmission side.
As described above, the impact at the time of reconnection of the automobile clutch can be reduced.
[0024]
Further, according to the present invention, the shock absorption control means causes the stepwise fluctuation of the engine speed from the time when the clutch is disengaged to the time when the clutch is reconnected to change gradually over the elapsed time. An ideal ideal engine speed characteristic for the elapsed time set virtually, an ideal engine speed during the elapsed time, and an ideal obtained from the ideal engine speed characteristic at the same time as the actual engine speed. The required shaft power calculation means for calculating the required shaft power required to make the measured rotation speed coincide with the rotation speed, and the variable displacement gas compression from the required shaft power calculated by the required shaft power calculation means Discharge capacity calculation means for calculating a discharge capacity setting value of the variable capacity gas compressor based on the operating state of the machine, and the variable capacity gas based on the discharge capacity setting value calculated by the discharge capacity calculation means It was constructed and a discharge capacity control means for varying the discharge capacity of the compressor.
[0025]
Since the variable capacity gas compressor is driven by the engine, it is a load on the engine. For this reason, the rotational speed of the engine fluctuates step by step according to the load of the variable capacity gas compressor before and after the clutch is connected or disconnected.
[0026]
In order to avoid stepwise fluctuations in the engine speed, an ideal engine speed characteristic that is ideal for the elapsed time is virtually set so as to change gradually over the elapsed time of the clutch. This setting may be changed as a continuous curve so that there is no inflection point, but a straight line may be connected before and after the fluctuation of the engine speed. When connecting with a straight line, the calculation is simple.
[0027]
The required shaft power calculation means obtains the ideal rotational speed obtained from the actual rotational speed of the engine during the elapsed time when the clutch is engaged and disconnected, and the ideal rotational speed characteristic at the same time as the actual rotational speed. Then, the necessary shaft power necessary to make the measured rotational speed coincide with the ideal rotational speed is calculated.
[0028]
As a calculation method at this time, an experiment is performed in advance, and the relationship between the actually measured rotational speed, the ideal rotational speed, and the necessary shaft power is preliminarily converted into data in consideration of an empirical rule. However, the points other than the points may be calculated by calculation using a method such as complementation.
[0029]
When it is determined that the required shaft power may be the same as a rule of thumb during the elapsed time of the clutch, the required shaft power may be constant.
[0030]
The discharge capacity calculating means calculates the discharge capacity setting value of the variable capacity gas compressor based on the operating state of the variable capacity gas compressor from the required shaft power calculated by the required shaft power calculation means. The operating state is, for example, an intake gas pressure, an intake gas temperature, a discharge gas pressure, a discharge gas temperature, an actually measured rotation speed, and the like.
[0031]
The relationship between the shaft power [kcal / h], the discharge gas specific enthalpy [kcal / kg], and the intake gas specific enthalpy [kcal / kg] has the following relationship.
Shaft power [kcal / h] = mass flow rate of refrigerant [kg / h] × (specific enthalpy of discharge gas [kcal / kg] −specific enthalpy of intake gas [kcal / kg])
[0032]
Here, the mass flow rate of the refrigerant is calculated by the intake gas density determined by the intake gas pressure and the intake gas temperature and the discharge capacity of the variable displacement gas compressor, and the specific enthalpy of the gas is theoretically calculated by the refrigerant pressure and temperature. Can be calculated.
The discharge capacity control means varies the discharge capacity of the variable capacity gas compressor based on the discharge capacity setting value calculated by the discharge capacity calculation means.
[0033]
By the above, within the elapsed time of the clutch, the ideal engine speed obtained from the virtually set ideal engine speed characteristic is matched with the actually measured engine speed by adjusting the shaft power of the variable displacement gas compressor or Since it can be approximated, the impact at the completion of clutch reconnection is reduced.
[0034]
DETAILED DESCRIPTION OF THE INVENTION
Hereinafter, embodiments of the present invention will be described. Before automobile declutching to load a variable displacement gas compressor 50 during an automobile clutch disengaging period, during blocking, changes in the engine speed N _e to time (t) after reconnection is as in FIG. 7 and FIG. 8 .
[0035]
Engine speed N _e, at the time of clutch reconnection completed, will be stepped partial suddenly convergence of speed change, generates a shock to the engine. For this reason, the ideal rotational speed characteristic with a small impact on the engine is hypothesized as indicated by dotted lines L1 and L2 in FIGS.
[0036]
If the engine speed _Ne gradually converges as indicated by the dotted lines L1 and L2, the impact at the completion of clutch reconnection is small. The required shaft power required to match the measured rotational speed indicated by the solid line in FIG. 7 and FIG. 8 with the ideal rotational speed obtained from the ideal rotational speed characteristics at the same time is the load of the variable displacement gas compressor. Thus, the refrigerant gas discharge capacity is variably adjusted.
[0037]
The necessary shaft power at this time is preliminarily experimented, and the relationship between the actually measured rotational speed, the ideal rotational speed, and the necessary shaft power is preliminarily converted into data in consideration of empirical rules. However, in order to reduce the amount of data, calculation may be performed by a method such as complementation other than points that become points.
[0038]
Further, when it is determined that the required shaft power may be the same as a rule of thumb during the clutch elapsed time, the refrigerant gas discharge capacity is controlled so that the shaft power becomes constant.
[0039]
Next, a method for adjusting the shaft power of the variable displacement gas compressor during engagement and disconnection of the automobile clutch will be described with reference to the flowchart of FIG.
In step 1 (abbreviated as S1 in the figure, hereinafter the same), a clutch disconnection signal is detected. The adjustment of the rotation angle of the capacity control plate 51 is controlled based on the separately detected room temperature until t1, which is the detection time of the clutch disconnection signal. After the detection of the clutch disconnection signal, the control based on the room temperature is temporarily stopped in step 2 and switched to the shaft power control of the variable capacity type gas compressor according to the present invention.
[0040]
Next, at step 3, the engine speed _Ne is detected. In step 4, and a gear ratio of the actual speed N _e and the gear change, the dotted line in FIG. 7 and in FIG. 8 the ideal rotation speed characteristic curve is a characteristic of small ideal rotational speed N _i of impact to engine L1, L2 As shown by, it is virtually linear.
[0041]
Then, to calculate the required shaft power from the measured speed N _e and the ideal rotation speed N _i at the same time in Step 5. The required shaft power is the shaft power required to approximate the measured speed N _e to the ideal rotation speed N _i, to allow selection from the data table obtained in advance from experiments and empirical rules. However, if the required shaft power can be constant during the elapsed time of the clutch, the number of data can be reduced.
[0042]
Next, in step 6, from the required shaft power calculated in step 5, the operating state of the variable displacement gas compressor 50, that is, the intake gas pressure, the intake gas temperature, the discharge gas pressure, the discharge gas temperature, and the measured rotational speed N _{Based on e} , the discharge capacity setting value of the variable capacity gas compressor 50 is calculated.
[0043]
The discharge capacity setting value of the variable capacity gas compressor 50 is calculated based on the following equation.
Shaft power [kcal / h] = mass flow rate of refrigerant [kg / h] × (specific enthalpy of discharge gas [kcal / kg] −specific enthalpy of intake gas [kcal / kg])
[0044]
Here, the mass flow rate of the refrigerant is calculated by the intake gas density determined by the intake gas pressure and the intake gas temperature and the discharge capacity of the variable displacement gas compressor, and the specific enthalpy of the gas is theoretically calculated by the refrigerant pressure and temperature. Can be calculated.
[0045]
If the type, temperature and pressure of the refrigerant are known, the inhaled gas density and specific enthalpy are determined, and these figures are published, for example, “Thermophysical Properties of Alternative CFCs” issued on May 15, 1991 (Japan Refrigeration Association, Japan CFC) Use the one published by. For example, the refrigerant (HFC-134a) has an enthalpy calculation formula on page 51, and reads the numerical value from the diagram on page 135.
[0046]
Moreover, the efficiency of the variable displacement gas compressor 50 by the rotation speed is different, taking into account also the rotational speed of the rotating shaft 6 of the variable displacement gas compressor 50 (converted from the engine speed N _e based on the pulley ratio) Then, the discharge capacity setting value of the variable capacity gas compressor 50 is calculated.
[0047]
Next, in step 7, the rotation angle of the capacity control plate 51 is calculated from the discharge capacity setting value calculated in step 6. Prior to this, the relationship between the discharge capacity setting value and the rotation angle of the capacity control plate 51 is converted into data by calculation or from experiments or empirical rules.
[0048]
In step 8, an ON / OFF signal is sent to the electromagnetic valve, and the amount of oil injected into the piston is changed to control the rotation angle of the capacity control plate 51. If the required shaft power is constant during the elapsed time of the clutch, the capacity is controlled so that the power consumption of the variable displacement gas compressor is constant regardless of the engine speed during clutch engagement / disengagement. The degree of decrease in engine rotation is always constant.
[0049]
In step 9, when the clutch reconnection completion signal is not detected, the engine speed _Ne is detected in step 10, and the process returns to step 5 again. In step 9, when a clutch reconnection completion signal is detected at time t2, the process proceeds to step 11, and the adjustment of the rotation angle of the capacity control plate 51 is again switched to control based on the room temperature. However, this switching may be performed after a predetermined time has elapsed.
[0050]
Thus, in the elapsed time of the clutch, adjusting the shaft power of the ideal rotation speed N _i and measured speed N _e obtained from the ideal rotation speed characteristic of the engine which is virtually set variable displacement gas compressor Can be matched or approximated, so that the impact at the completion of clutch reconnection is reduced.
[0051]
【The invention's effect】
As described above, according to the present invention, the necessary shaft power required to match the actually measured rotational speed with the ideal rotational speed obtained from the ideal rotational speed characteristics of the engine is calculated and obtained from this required shaft power. Since the discharge capacity of the discharge capacity control means is made variable based on the discharge capacity setting value, the shaft power of the variable capacity gas compressor that becomes the engine load can be adjusted according to the driving situation of the automobile, and the clutch The degree of decrease in engine speed during the connection / disconnection period can be always constant or a desired gentle curve, the engine speed when the clutch is reconnected is easily matched with the speed of the transmission, and there is little impact at that time .
[Brief description of the drawings]
FIG. 1 is a flowchart showing a method for adjusting shaft power of a variable displacement gas compressor during engagement and disconnection of an automobile clutch. FIG. 2 is a cross-sectional view of the variable displacement gas compressor. FIG. Cross-sectional view [FIG. 4] A cross-sectional view taken along the line BB in FIG. 2 [FIG. 5] A cross-sectional view taken along the line A-A when the capacity control plate is rotated clockwise from the position shown in FIGS. Sectional view taken along line B-B when the displacement control plate is rotated clockwise from the position shown in FIGS. 3 and 4. [FIG. 7] When the required power of the variable displacement gas compressor is small, before the vehicle clutch is disengaged. , when power required reconnection change in the engine speed N _e to time (t) after 8 variable displacement gas compressor is large, before automobile clutch release during cutoff, the engine rotation with respect to time t after reconnection change in the number N _e [description of the code]
50 Variable capacity gas compressor 51 Capacity control plate

Claims (2)

Engine,
A clutch capable of transmitting and shutting off the rotation of the engine;
A transmission arranged via the clutch and capable of outputting a rotational speed different from the rotational speed of the engine;
A variable displacement gas compressor driven by the engine without the clutch and capable of adjusting a discharge capacity for air conditioning in a vehicle;
The characteristics of the engine speed change with respect to the elapsed time from when the clutch is disengaged to when it is reconnected when the transmission is switched can be changed by changing the discharge capacity of the variable displacement gas compressor. And
An impact absorption control means for eliminating the difference in the number of revolutions of the clutch when the clutch is reconnected between the engine side and the transmission side is provided. Absorber. The shock absorption control means includes
The ideal of the engine for the elapsed time virtually set in order to gradually change the rotational speed of the engine from the time when the clutch is disengaged until the clutch is reconnected. Ideal rotation speed characteristics,
The measured rotational speed of the engine during the elapsed time;
Necessary shaft power calculation means for calculating a required shaft power required to make the measured rotational speed coincide with an ideal rotational speed obtained from the ideal rotational speed characteristic at the same time as the measured rotational speed;
From the required shaft power calculated by the required shaft power calculation means, a discharge capacity calculation means for calculating a discharge capacity setting value of the variable capacity gas compressor based on an operating state of the variable capacity gas compressor;
2. The vehicle clutch connection according to claim 1, further comprising discharge capacity control means for changing a discharge capacity of the variable capacity gas compressor based on a discharge capacity setting value calculated by the discharge capacity calculating means. Shock absorber at the time.

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