JP4184542B2 - Air conditioner for vehicles - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a vehicle air conditioning system having the air conditioning apparatus for a compressor that will be selectively driven by the engine and accessory drive means.
[0002]
[Prior art]
In recent years, there has been an apparatus using an electric motor to drive a compressor of a refrigeration cycle by an auxiliary machine driving means mounted on a vehicle (see, for example, Japanese Utility Model Publication No. 6-87678). This has a hybrid compressor that is selectively driven by the engine and motor section. The hybrid compressors, for example, as shown in FIG. 4, the compression unit 62 and the motor portion 63 is provided integrally in one case, while being actuated directly by the motor unit 63, and a belt V by the engine E It is actuated via an electromagnetic clutch 64 or the like.
[0003]
In addition, there is a type in which an externally controlled variable capacity compressor is used and an electric motor is miniaturized (for example, see Japanese Patent Application Laid-Open No. 10-236151).
This is because the low capacity control of the compressor is performed before the compressor is driven by the motor, thereby reducing the driving force for driving the compressor by reducing the capacity of the compressor when the compressor is started. is there.
[0004]
[Problems to be solved by the invention]
However, driving the compression unit 62 with the motor only by the battery B is not preferable because the charging capacity of the battery B is limited. In particular, the initial operation when the Ri compression section 62 by the battery B for driving motor, so that consume large amounts of power, often be carried out is preferably avoided.
[0005]
Recently, from the viewpoint of environmental protection, so-called idle stop vehicles that stop the engine E during idling, or so-called hybrid vehicles that improve the fuel consumption by appropriately selecting the driving force of at least one of the engine and motor have been proposed. ing. Also in the vehicle air conditioner mounted on this idle stop vehicle or hybrid vehicle, it is preferable to avoid driving the motor of the compression unit 62 by the battery B in the same manner as in the general vehicle.
[0006]
However, when the engine stops, the operation of the vehicle air conditioner mounted on the vehicle is also stopped. For this reason, for example, if the engine stops during cooling operation, the cooling operation also stops and the temperature in the passenger compartment rises. Therefore, the compressor is temporarily motor-driven only by the battery, and the cooling operation is continued. Sometimes. In this case, since the engine is frequently stopped and started repeatedly, the battery power consumption is significant, and both conventional technologies generate the starting torque generated when starting the compressor. For this reason, the electric motor may be used at a point where the efficiency of the electric motor deteriorates, which is a serious problem in practical use.
[0007]
The present invention has been made paying attention to the above-mentioned conventional problems, and delays the stop timing of the engine to assist the activation of auxiliary drive means such as a motor, and stops the engine after the auxiliary drive means is activated. In addition to detecting the rotation speed of the engine, the compressor, and the auxiliary machine drive means, and executing the rotation speed synchronization control, the auxiliary drive means such as an electric motor can be reliably started up, and there is a problem. The purpose is to find out at the early stage of occurrence.
[0008]
[Means for Solving the Problems]
The above object is achieved by the following means.
[0009]
According to the first aspect of the present invention, an engine that generates the driving force of the vehicle, a so-called external control type variable displacement compressor that can pressurize the refrigerant and supply it to the air conditioner and vary the discharge amount by an external signal, the compressor, and the like Auxiliary driving means such as an electric motor for driving the vehicle auxiliary equipment, engine driving force transmitting means for driving the compressor by the driving force of the engine, and auxiliary driving force for driving the compressor by the auxiliary driving means A refrigerating cycle comprising a transmission means, at least the compressor, a refrigerant condensing means, a refrigerant expansion means, a refrigerant evaporating means, and a pipe for flowing the refrigerant, and an air conditioning means for adjusting the temperature of the air in the passenger compartment by the refrigeration cycle When the driving force of the compressor is switched from the engine to auxiliary driving means such as an electric motor, the auxiliary power is supplied. A controlling unit for driving the driving means, the engine, the compressor, and detects the rotational speed of the accessory drive unit, and outputs to the control means, the said engine compressor And the difference between the rotational speeds of the accessory driving means and the compressor taking into account the pulley ratios of the driving force transmission means, and the compressor is operated by the engine. When the driving force of the compressor is switched from the engine to the auxiliary driving means when driven by the driving force transmitting means and the auxiliary driving means is driven by the auxiliary driving force transmitting means , A function of controlling the auxiliary drive means so that the rotational speed of the auxiliary drive means is synchronized with the rotational speed of the engine when both of the rotational speed differences are within a predetermined value; , When said at least one of the rotational speed difference exceeds a predetermined value, a mechanism for interrupting the transmission of driving force by the driving force transmitting means, rotational speed detection built in the compressor and the rotational speed of said engine The difference between the rotational speed of the compressor detected by the sensor and the rotational speed of the auxiliary drive means that rotates without energization by the auxiliary drive power transmission means and outputs the rotational speed to the control means. The difference with the rotation speed of the compressor is calculated in consideration of each pulley ratio, and the larger of the rotation speed differences is selected and compared with a predetermined value, and the driving force by the engine driving force transmission means is calculated . It is characterized by blocking transmission.
[0017]
[Action and effect of the invention]
According to the first aspect of the present invention, when the driving force of the compressor is switched from the engine to the accessory driving means such as an electric motor, the control means inputs the rotational speed of one or both of the detected engine and compressor. Then, the rotational speed of the accessory driving means is controlled based on the input rotational speed information. That is, by synchronizing the rotational speed of the auxiliary drive means with the rotational speed of the engine when the drive means is switched, it is possible to reliably start the auxiliary drive means.
[0018]
Further, the driving force transmitting means between the engine and the compressor and the auxiliary driving means and the compressor in some cases the speed difference is Ji live. By calculating this in the control circuit, it is possible to accurately compare the rotational speeds of the two, and it is possible to reliably start the accessory driving means.
[0019]
In addition, when a problem occurs in the compressor or auxiliary machine drive means, it has means for comparing the number of revolutions with the number of revolutions of the engine. It can be discovered at an early stage, and there is no need to damage the function of the vehicle. Moreover, it is not necessary to install a dedicated sensor in order to detect the above-described problem as in the present.
[0021]
In addition, since the control circuit has a function of calculating a speed ratio (motor rotational speed / engine rotational speed), the motor can be started at a time when the motor efficiency is high.
[0023]
Also, when a difference in engine speed between the engine, the compressor and the auxiliary drive means occurs more than a predetermined value, there is a problem with the compressor or auxiliary drive means by having a mechanism that cuts off the transmission of the drive force to the compressor. In spite of the occurrence of a malfunction, it does not cause an unreasonable operation and does not matter. Further, even when the motor that is the accessory driving means is not energized, the motor speed can be monitored even when the engine is driven by always outputting the rotation speed to the control means.
[0026]
In addition, by selecting one with the larger rotational speed difference and comparing it with a predetermined value to cut off the transmission of the driving force by the driving force transmitting means, it is possible to cope with the occurrence of a malfunction at an early stage.
[0027]
Embodiment
Hereinafter, each embodiment in the present invention will be described in more detail.
[0028]
(Embodiment 1) FIG. 2 is a schematic explanatory view of a vehicle air conditioner provided with a hybrid compressor according to the present invention. First, the configuration will be described. The engine (engine) 1 drives a vehicle (not shown) , and drives the compressor 2 through the pulley 3, the V belt 7, and the clutch 8 when the clutch 8 is in a connected state. On the other hand, the compressor 2 is also driven by an electric motor (auxiliary drive means) 52, and this transmission force drives the compressor 2 via pulleys 5 and 6.
[0029]
The refrigeration cycle 9 including the compressor 2 includes a condenser 10, a liquid tank 11, an expansion valve 12, an evaporator 13, and a refrigerant pipe 14 that connects these components and serves as a refrigerant passage. The conditioned air can be cooled by the cold generated in the refrigeration cycle 9. The air conditioning means includes this refrigeration cycle 9, and the conditioned air generated by the fan 15 is cooled by the evaporator 13 as described above, and the conditioned air that passes through the heater core 17 and the air conditioning that does not pass according to the opening degree of the air mix door 16. Generate wind. Furthermore, this conditioned air can be blown out from the respective outlets into the vehicle interior in accordance with the respective opening degrees of the defroster air distribution adjusting door 18, the ventilator air distribution adjusting door 19, and the foot blowing air distribution adjusting door 20. Cooling water (hot air) of the engine (engine) 1 is supplied to the heater core 17 for heating the conditioned air through the cooling water pipe 21, and the amount thereof is adjusted by the hot water control valve 22.
[0030]
By the way, the above-described expansion valve 12 has a structure in which an opening degree is set according to the temperature of the evaporator outlet refrigerant detected by the temperature sensing cylinder 23. If the refrigerant temperature is high, the opening degree is opened and more refrigerant flows. It has a structure.
[0031]
A high-pressure detector 24 is provided on the high-pressure pipe connected to the outlet of the compressor 2 so that the state of the refrigeration cycle 9 can be detected. That is, if the high pressure is high, the load of the refrigeration cycle is high, and the driving force of the compressor 2 is relatively large. The compressor capacity detection circuit 25 receives a vehicle speed signal and an engine speed signal from an air conditioner control amplifier 26 and combines the driving load of the compressor 2 and the capacity of the compressor 2 by combining with the pressure detected by the high pressure detector 24 described above. Can be calculated. That is, the higher the engine speed, the higher the speed of the compressor 2 and the more the refrigerant discharge amount.
[0032]
As a result, the amount of refrigerant passing through the condenser 10 increases, and therefore the high-pressure side of the refrigeration cycle 9 rises due to the lack of cooling by the outside air. That is, the high pressure becomes higher. On the other hand, when the vehicle speed increases, the amount of outside air that passes through the condenser 10 increases, so that the ability to cool the high-pressure refrigerant increases, so the high pressure becomes lower. Next, if capacity control is performed so that the refrigerant discharge amount per rotation of the compressor 2 is increased, the amount of refrigerant passing through the condenser 10 is increased, and thus the high-pressure side pressure becomes higher. Thus, since the high pressure side pressure of the refrigeration cycle 9 is affected by the engine speed, the vehicle speed, and the compressor discharge capacity, it is possible to detect the high pressure side pressure, the engine speed, and the vehicle speed and calculate the compressor discharge capacity from these. it can.
[0033]
Next, signals from the solar radiation amount sensor 27, the outside air temperature sensor 28, the room temperature sensor 29, the vehicle speed sensor 30, the evaporator outlet air temperature sensor 31, and the like are input to the air conditioner control amplifier 26, and the compressor capacity detection is performed as described above. The signal of the high pressure detector 24 is input from the circuit 25, the engine stop signal 33, the engine speed signal 34, and the idling signal 35 are input from the engine control amplifier 32, and the vehicle speed signal and the engine are input from the air conditioner control amplifier 26 to the compressor capacity detection circuit 25. The rotation speed signal is output, the compressor capacity signal 36 is output from the air conditioner control amplifier 26 to the compressor capacity control circuit 53, and the compressor drive signal 37 and the engine stop delay signal 38 are further output from the air conditioner control amplifier 26 to the engine control amplifier 32. And a compressor drive system signal 39 is output. The air conditioner control amplifier 26 also has a blower port setting signal 41, a room temperature setting signal 42, a blower port setting signal 43, an air volume setting signal 44, and a compressor setting signal 45 from the air conditioner control panel 40 as an air conditioner adjusting device for passengers in the vehicle. , An automatic control setting signal 46 as a so-called auto air conditioner and an air conditioner operation stop setting signal 47 are input.
[0034]
The engine control amplifier 32 is supplied with an ignition switch 48, a vehicle speed sensor 30, a compressor drive signal 37, an engine stop delay signal 38, a compressor drive system signal 39, etc., and an engine stop signal 33, an engine speed signal 34, and an idling signal 35. the output to the air conditioner control amplifier 26, and outputs a compressor drive mode selection signal 39 a to the compressor drive mode selection circuit 54.
[0035]
In the compressor drive mode selection circuit 54, as the compressor drive source based on the compressor drive mode selection signal 39 a from the engine control amplifier 32, combustion engine 1 alone, the electric motor 52 alone, both the engine 1 and the electric motor 52 Choose one.
[0036]
The compressor capacity control circuit 53 outputs a set capacity signal to the capacity control valve 49 of the compressor 2 based on a signal from the air conditioner control amplifier 26 to adjust the amount of refrigerant discharged (discharge amount) per rotation of the compressor 2. .
[0037]
The engine speed, the compressor speed, and the electric motor speed are input to the control circuit 55 (control means), the difference between the engine speed and the compressor speed, and the electric motor speed and the compressor speed. The difference is calculated, and if the rotational speed difference is within a predetermined value, the electric motor 52 is started, and if the difference is greater than the predetermined value, the clutch 8 is turned off.
[0038]
FIG. 3 shows a control flowchart performed by the control circuit 55.
[0039]
In step S101, a sensor signal is input, and the engine speed, compressor speed, and motor speed are calculated in consideration of each pulley ratio.
[0040]
In step S102, the rotational speed difference between the electric motor 52 is the accessory drive unit and the engine 1 is either it is determined whether within a predetermined value, entering the motor startup control of steps S 105 if it is within a predetermined value.
[0041]
In step S103, if NO is determined in step S102, it is determined whether or not there is a rotational speed difference of a predetermined value or more between the engine 1 and the electric motor 52.
[0042]
In step S104, if YES is determined in step S103, it is considered that a problem has occurred in the compressor 2 or the electric motor 52, and a clutch OFF command for stopping the driving of the compressor 2 is output.
[0043]
In step S105, the target rotational speed at the time of starting the motor is determined by the speed ratio (engine rotational speed / compressor rotational speed), and the electric motor 52 is started when the actual rotational speed reaches the target rotational speed.
[0044]
In step S106, it is confirmed whether or not the electric motor 52 has been started. If the motor has been started, the process proceeds to step S107, and if not, the process returns to step S105.
[0045]
In step S107, since the start-up of the electric motor 52 is completed, the process proceeds to an idle stop control flow for stopping the engine 1 during idling.
[0046]
As described above, by constantly monitoring the rotational speeds of the engine 1, the compressor 2, and the electric motor 52, the following effects can be obtained.
[0047]
(1) When the drive means is switched by the compressor drive system selection circuit 54, the electric motor 52 can be reliably started by synchronizing the rotation speed of the engine 1 and the rotation speed of the electric motor 52.
[0048]
(2) When a problem occurs in the compressor 2 or the electric motor 52, it is possible to detect the problem beforehand by having means for comparing the respective rotation speeds with the rotation speed of the engine 1. , You can find defects at an early stage. As a result, the vehicle function is not impaired.
[Brief description of the drawings]
FIG. 1 is a diagram corresponding to a claim showing an air conditioner for a vehicle according to the present invention.
FIG. 2 is an overall system diagram showing the vehicle air conditioner according to the embodiment.
FIG. 3 is a flowchart of electric motor start control in the embodiment.
FIG. 4 is a configuration diagram of a conventional technique.
[Explanation of symbols]
DESCRIPTION OF SYMBOLS 1 Engine 2 Compressor 3, 4, 5, 6 Pulley 7 V belt 8 Clutch 9 Refrigeration cycle 10 Capacitor 11 Liquid tank 12 Expansion valve 13 Evaporator 14 Refrigerant piping 15 Fan 16 Air mix door 17 Heater core 18 Defroster air distribution adjustment door 19 Ventilator arrangement Wind adjusting door 20 Foot blowing air adjusting door 21 Cooling water piping 22 Hot water adjusting valve 23 Temperature sensing cylinder 24 High pressure detector 25 Compressor capacity detecting circuit 26 Air conditioner control amplifier 27 Solar radiation sensor 28 Outside air temperature sensor 29 Room temperature sensor 30 Vehicle speed Sensor 31 Evaporator outlet air temperature sensor 32 Engine control amplifier 33 Engine stop signal 34 Engine speed signal 35 Idling signal 36 Compressor capacity signal 37 Compressor drive signal 38 Engine stop delay signal 39 Compressor drive system signal 4 Air conditioner control panel 41 Air outlet setting signal 42 Room temperature setting signal 43 Air inlet setting signal 44 Air volume setting signal 45 Compressor setting signal 46 Automatic control setting signal 47 Air conditioner operation stop signal 48 Ignition switch 49 Capacity control valve 50 Battery 51 Starter generator 52 Electricity Motor 53 Compressor capacity control circuit 54 Compressor drive system selection circuit 55 Control circuit (1) Engine (2) External variable capacity compressor (3) Auxiliary drive means (4) Driving force transmission means (5) Driving force transmission means (6) Refrigerant condensation means (7) Refrigerant expansion means (8) Refrigerant evaporation means (9) Refrigeration cycle (10) Air conditioning means (11) Control means

Claims (1)

An engine (1) for generating the driving force of the vehicle;
A so-called externally controlled variable capacity compressor (2) capable of pressurizing the refrigerant and supplying it to an air conditioner and varying the discharge amount by an external signal;
Auxiliary equipment driving means (3) such as an electric motor for driving a vehicle auxiliary equipment such as the compressor (2);
Engine driving force transmission means (4) for driving the compressor (2) by the driving force of the engine (1);
Accessory driving force transmission means (5) for driving the compressor (2) by the accessory driving means (3);
A refrigeration cycle (9) comprising at least the compressor (2), the refrigerant condensing means (6), the refrigerant expanding means (7), the refrigerant evaporating means (8), and a pipe for sending the refrigerant;
In the air conditioner having the air conditioning means (10) for controlling the temperature of the air in the passenger compartment by the refrigeration cycle (9),
When the driving force of the compressor (2) is switched from the engine (1) to the accessory driving means (3) such as an electric motor, the control means (11) for driving the accessory driving means (3) is provided. ,
While detecting the rotation speed of the engine (1) , the compressor (2) , and the accessory driving means (3) , and outputting to the control means (11) ,
The control means (11)
The rotational speed difference between the engine (1) and the compressor (2) and the rotational speed difference between the auxiliary machine driving means (3) and the compressor (2) are respectively determined by the driving force transmitting means (4) and (5). Has a function to calculate in consideration of pulley ratio ,
The compressor (2) is driven by the engine (1) by the engine driving force transmission means (4), and the accessory driving means (3) is driven by the accessory driving force transmission means (5). If
When the driving force of the compressor (2) is switched from the engine (1) to the accessory driving means (3), when both of the rotation speed differences are within a predetermined value, the accessory driving means (3) Having a function of controlling the auxiliary drive means (3) so that the rotational speed of the engine is synchronized with the rotational speed of the engine (1),
Wherein when at least one of the rotational speed difference exceeds a predetermined value, a mechanism for interrupting the transmission of driving force by the driving force transmitting means (4) (5),
The difference between the rotational speed of the engine (1) and the rotational speed of the compressor (2) detected by a rotational speed detection sensor built in the compressor (2) , and the auxiliary machine driving force transmission means (5) The difference between the rotational speed of the accessory drive means (3) that rotates without being energized and outputs the rotational speed to the control means (11) and the rotational speed of the compressor (2) is the pulley ratio. The calculation is performed in consideration of the above, and the larger one of the rotational speed differences is selected and compared with a predetermined value to interrupt the transmission of the driving force by the engine driving force transmission means (4). A vehicle air conditioner.

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