JP4802574B2 - Control device for electric compressor and control method thereof - Google Patents

Description

  The present invention relates to an electric compressor control apparatus suitable for use in an electric compressor disposed in, for example, a vehicle refrigeration cycle, and a control method therefor.

  Conventionally, as a control device for an electric compressor disposed in an air conditioner (refrigeration cycle) of a hybrid vehicle having an engine and a motor as a travel drive source, for example, the one disclosed in Patent Document 1 is known.

In this electric compressor control device, when the engine is in an operating state, the number of revolutions of the electric compressor is controlled in a first mode in which the maximum torque can be obtained, and when the engine is in an inactive state, The speed control (field weakening control) is performed in the second mode in which the electric compressor is driven with low noise. As a result, when the engine is stopped, the electric compressor operates with low noise and the engine is stopped. The room is kept quiet.
JP 2004-68668 A

  However, in recent years, the quietness of the engine itself has improved, and even when the engine is in operation, masking by the engine sound is not performed, and the noise of the electric compressor may be a problem. In addition, even when the engine is stopped, when the electric compressor is operating at a low speed, for example, there may be a case where it is not always necessary to execute the second mode.

  In view of the above problems, an object of the present invention is to provide an electric compressor control device and a control method thereof that enable effective noise reduction in consideration of the driving source of the vehicle and the operating state of the electric compressor. There is to do.

  In order to achieve the above object, the present invention employs the following technical means.

In the first aspect of the present invention, the electric compressor (41) which is mounted on the vehicle (1) and is driven by the electric motor (11) to compress and discharge the working fluid, and the electric compressor (41) are operated. In the control device for the electric compressor having the control device (10, 12) for controlling, the driving source (3, 4) for the vehicle (1) is at least one of the internal combustion engine (4) and the electric motor (3). The control device (10, 12) is configured such that the traveling drive source (3, 4) is in operation and the drive rotational speed of the traveling drive source (3, 4) is greater than a predetermined value. When the operating speed of the electric compressor (41) is low and higher than a predetermined rotating speed, the electric compressor (41) is operated in a low noise mode where the noise is lower than the original operating speed. And
The low noise mode is caused by resonance of a structure formed by attaching the electric compressor (41) to the driving source (3, 4) for traveling at a predetermined part of the vehicle (1) or the electric compressor (41). A mode to reduce the vibration that occurs,
It is characterized in that the fluctuation of the driving torque of the electric compressor (41) is reduced by adding a sine wave torque having a fluctuation component of a specific frequency to the driving torque of the electric compressor (41) .

Traveling drive source of the vehicle (1) (3, 4) even during operation, is lower than a predetermined value the driving speed is determined in advance of the running drive source (3, 4), its masking effect It cannot be obtained and the noise of the electric compressor (41) becomes a problem. In addition, when the operating rotational speed of the electric compressor (41) itself is higher than a predetermined rotational speed, the noise becomes a problem. Therefore, by executing the low noise mode only when both conditions are satisfied, it is possible to effectively reduce noise with the minimum necessary control.

In addition , it is possible to reduce the noise of the electric compressor (41) intended for an internal combustion engine vehicle, an electric motor vehicle, and a hybrid vehicle using both the internal combustion engine and the electric motor.

Moreover , noise can be effectively reduced when vibration at a predetermined site is a main factor of noise of the vehicle (1).

Moreover , when the resonance of the structure by the driving source for driving (3, 4) and the electric compressor (41) becomes a main factor of the noise of the vehicle (1), the noise can be effectively reduced.

In addition , noise at a specific frequency can be reduced, and effective noise reduction can be achieved.

The invention according to claim 2 is characterized in that the control device (10, 12) switches between execution and stop of the low noise mode by gradually changing the amplitude of the sine wave torque.

  As a result, it is possible to eliminate a sudden noise change when the low noise mode is executed and stopped, so that a sense of incongruity to the occupant can be eliminated.

The third and fourth aspects of the present invention relate to a method for controlling the electric compressor (41), and the technical significance thereof is the control apparatus for the electric compressor according to the first and second aspects. Is essentially the same.

  In addition, the code | symbol in the bracket | parenthesis of each said means shows a corresponding relationship with the specific means of embodiment description mentioned later.

(First embodiment)
The electric compressor control device 100 according to the first embodiment of the present invention includes an electric compressor 41, an inverter device 12, and an air conditioner ECU 10 described later, and is a hybrid vehicle (corresponding to a vehicle in the present invention) 1 It is incorporated in the air conditioner 8 mounted on the vehicle. FIG. 1 shows the overall configuration of the air conditioner 8.

  The hybrid vehicle 1 is a vehicle drive motor (hereinafter referred to as a vehicle motor) 3 that is an electric motor driven by electric power, and an internal combustion engine that uses gasoline or the like as fuel as a driving source for driving to generate driving force. A vehicle driving engine (hereinafter referred to as an engine) 4 is provided. Under the control of the hybrid ECU 7, the vehicle travels only by the driving force from the vehicle motor 3 when starting and traveling at low speed, and travels by the driving force from both the engine 4 and the vehicle motor 3 during normal traveling. Specifically, during normal running, the driving force from the engine 4 is divided into two paths, one of which is directly driven drives the wheels 5 and the other is driven by the generator 6 to generate power. The generated electric power is used to assist the driving force of the wheels 5 by driving the vehicle motor 3 and is converted into direct current by the vehicle inverter 60 and then stored in the battery 2.

  The air conditioner 8 includes an air conditioner unit 9 for air-conditioning the passenger compartment of the hybrid vehicle 1 and an air conditioner ECU 10 for controlling devices constituting the air conditioner unit 9. The air conditioner 8 always keeps the temperature in the passenger compartment at a set temperature. It is an auto air conditioner that automatically controls to keep.

  The air conditioner unit 9 is disposed on the front side of the vehicle interior and forms an air passage 20 that guides conditioned air into the vehicle interior, a centrifugal blower unit 30 that sends air in the air conditioning duct 20, and the air conditioning duct 20 The refrigeration cycle 40 for cooling the air flowing in the vehicle and cooling the vehicle interior, the cooling water circuit 50 for heating the air flowing in the air conditioning duct 20, and the like.

  An inside / outside air switching box is provided on the most upstream side of the air flow in the air conditioning duct 20, and has an inside air inlet 21 and an outside air inlet 22. Inside / outside air switching doors 23 are rotatably mounted inside the suction ports 21 and 22, and the inside / outside air switching doors 23 are driven by actuators (not shown) such as servo motors to drive the inside / outside air switching doors 23. The suction port mode is switched between the inside air circulation mode in which only the suction port 21 is opened and the outside air introduction mode in which only the outside air suction port 22 is opened.

  Further, an air outlet switching box is provided on the most downstream side of the air flow in the air conditioning duct 20, and a defroster (DEF) opening 24, a face (FACE) opening 25, and a foot (FOOT) opening 26 are formed. Has been. Ducts are connected to the openings 24 to 26, respectively, and the most downstream end of the ducts is a defroster (DEF) outlet for blowing conditioned air toward the inner surface of the windshield of the vehicle. A face (FACE) outlet that blows air-conditioned air toward the upper body and a foot (FOOT) outlet that blows air-conditioned air toward the passenger's feet are opened. Air outlet switching doors 27 to 29 are rotatably mounted inside the openings 24 to 25, respectively, and are driven by actuators (not shown) such as servo motors, thereby moving the doors into the vehicle interior. The air outlet is switched to any one of a face (FACE) mode, a bi-level (B / L) mode, a foot (FOOT) mode, a foot differential (F / D) mode, and a defroster (DEF) mode.

  The blower unit 30 includes a centrifugal fan 31 that is rotatably housed in a scroll case that is integrally formed with the air conditioning duct 20, and a blower motor 32 that rotationally drives the centrifugal fan 31. The rotational speed (air flow rate) of the centrifugal fan 31 is controlled by controlling the voltage applied to the blower motor 32 via the blower drive circuit 33.

  The refrigeration cycle 40 includes an electric compressor 41 that compresses the refrigerant, a condenser 42 that condenses and liquefies the compressed refrigerant, a gas-liquid separator 43 that gas-liquid separates the condensed and liquefied refrigerant and flows only the liquid refrigerant downstream, An expansion valve 44 that decompresses and expands the liquid refrigerant, an evaporator 45 that evaporates and evaporates the decompressed and expanded refrigerant, a cooling fan 46 that blows outside air to the condenser 42, a refrigerant pipe that connects these, and the like. The condenser 42 is disposed in a place where it is easy to receive the traveling wind generated when the hybrid vehicle 1 travels, and performs heat exchange between the refrigerant flowing inside and the outside air blown by the cooling fan 46 and the traveling wind. It is an outdoor heat exchanger. The evaporator 45 is an indoor heat exchanger that is disposed in the air conditioning duct 20 so as to block the entire surface of the air passage, and cools and dehumidifies the air passing through the evaporator 45.

  The cooling water circuit 50 is a circuit that circulates cooling water (hot water) heated by a water jacket of the engine 4 by a water pump (not shown), and has a heater core 51 therein. The heater core 51 heats the conditioned air by exchanging heat between the engine coolant and the conditioned air. The heater core 51 is disposed downstream of the evaporator 45 in the air conditioning duct 20 so as to partially block the air passage. An air mix door 52 is rotatably mounted in the vicinity of the heater core 51. The air mix door 52 is driven by an actuator (not shown) such as a servo motor, and the amount of air passing through the heater core 51 at the stop position. And the ratio of the amount of air that bypasses the heater core 51 is adjusted to adjust the temperature of the air blown into the passenger compartment.

  The electric compressor 41 in the refrigeration cycle 40 includes a three-phase AC synchronous motor (which is an electric motor in the present invention, hereinafter referred to as a motor) 11 that drives the compressor 41a in the refrigeration cycle 40 by receiving electric power from the battery 2. Built-in. The motor 11 is controlled by an inverter device 12 as a control device and an air conditioner ECU 10.

  The inverter device 12 includes a DC / AC conversion unit 13 having a plurality of switching elements (not shown), and a drive circuit unit 14 that controls on / off operations of these switching elements. The motor 11 is driven by an AC voltage from the battery 2 applied via the drive circuit unit 14 and the DC / AC conversion unit 13.

  As shown in FIG. 2, the drive circuit unit 14 detects a rotation angle and a rotation number detection unit 14a for detecting the rotation angle and the rotation number of the motor 11, and the rotation angle and the rotation number detection unit 14a. A rotation speed command section 14b for comparing a rotation speed with a target rotation speed instructed from an air conditioner ECU 10 described later and instructing a drive torque signal (drive current signal) for driving the motor 11 to the following control calculation section 14c; There is also provided a control calculation unit 14 c that converts the drive torque signal from the rotation speed command unit 14 b into a torque current signal for the UVW phase and outputs the torque current signal to the DC / AC conversion unit 13. In the normal operation control of the motor 11, the above portions 14a, 14b, and 14c are used. Further, the drive circuit unit 14 includes a noise reduction control ON / OFF command unit 14d for instructing whether to perform the noise reduction control, which is a feature of the present invention, and a noise reduction control ON / OFF command. When an ON instruction is issued from the unit 14d, a predetermined torque pattern (details will be described later) to be added to the motor 11 is generated and output to the control calculation unit 14c using the rotation angle signal from the rotation angle and rotation number detection unit 14a. Torque pattern generation unit 14e.

  The air conditioner ECU 10 is arranged in a vehicle interior, and a microcomputer including a CPU, a ROM, a RAM, and the like (not shown) is provided therein. The air conditioner ECU 10 receives switch signals from switches on an air conditioner operation panel 15 provided on the front surface of the vehicle interior, and sensor signals from various sensors (not shown). Here, the switch signal is an air conditioner operation signal from an air conditioner switch, a set temperature signal indicating a temperature set by an occupant, and the like. An outside air temperature sensor for detecting the air temperature of the vehicle, a solar radiation sensor for detecting the amount of solar radiation irradiated into the vehicle interior, an evaporator outlet temperature sensor for detecting the air temperature immediately after passing through the evaporator 45, and cooling water flowing into the heater core 51 A water temperature sensor for detecting the temperature of the engine 4, a rotation speed sensor for detecting the rotation speed of the engine 4, a vehicle speed sensor for detecting the traveling speed (vehicle speed) of the vehicle, and the like. Sensor signals from these sensors are A / D converted by an input circuit (not shown) in the air conditioner ECU 10 and then input to the microcomputer.

  Next, the operation based on the above configuration will be described. The air conditioner ECU 10 operates by being supplied with DC power from the battery 2 when the ignition switch of the hybrid vehicle 1 is turned on. FIG. 3 is a flowchart showing a procedure of control processing executed by the air conditioner ECU 10. When this routine is started after the ignition switch is turned on, initial setting is first performed in step S100. Subsequently, a switch signal is read from each switch in step S110, and a sensor signal from each sensor is read in step S120. Next, in step S130, the current cooling load state is determined based on the set temperature, the inside air temperature detected by the inside air temperature sensor, the outside air temperature detected by the outside air temperature sensor, and the amount of solar radiation detected by the solar radiation sensor. And the target blowing temperature TAO of the air which blows off into a vehicle interior is calculated. Subsequently, in step S140, the blower voltage (the voltage applied to the blower motor 32) is determined based on the target blowing temperature TAO. Further, in step S150, the suction port mode is determined based on the target outlet temperature TAO, and in step S160, the outlet mode is determined based on the target outlet temperature TAO. In step S170, the opening degree of the air mix door 52 is determined based on the target blowing temperature TAO, the evaporator outlet temperature, the cooling water temperature, and the like.

  In step S180, a subroutine for control processing of the electric compressor 41 is called and executed to control the operation of the electric compressor 41, and if noise reduction is necessary, noise reduction control is performed (details will be described later).

  In step S190, the blower motor 32, the inside / outside air switching door 23, the air outlet switching doors 27 to 29, the actuators (not shown) for driving the air mix door 52, and the blower driving circuit 33 are set in each step. A control signal for controlling to the target value calculated in S140 to S170 is output.

  Details of the control in step S180 will be described with reference to FIGS. FIG. 4 is a flowchart showing the procedure of the electric compressor 41 (motor 11) control process. First, in step S181, based on the target blowing temperature TAO and the evaporator outlet temperature, the target rotational speed Nc of the motor 11 for enabling supply of the refrigerant amount according to the current cooling load is determined.

  Subsequently, in step S182, the actual engine speed Ne is compared with a predetermined engine speed Ne0 (corresponding to a predetermined value in the present invention). Here, the predetermined engine speed Ne0 is determined as an engine speed (Ne0) at which the noise of the electric compressor 41 is not masked by the engine sound when the engine speed Ne is lowered.

  If it is determined in step S182 that the engine rotational speed Ne is lower than the predetermined engine rotational speed Ne0, in step S183, the target rotational speed Nc of the motor 11 is compared with a predetermined predetermined rotational speed Nc0. Here, the predetermined rotational speed Nc0 is determined as the rotational speed (Nc0) at which the noise of the electric compressor 41 causes a problem when the rotational speed of the motor 11 is increased regardless of the operating state of the engine 4. Is.

  If it is determined in step S183 that the target rotational speed Nc is higher than the predetermined rotational speed Nc0, noise reduction control (low noise mode) is executed in step S184. If NO is determined in both step S182 and step S183, in step S185, the inverter apparatus 12 is instructed to operate at the target rotational speed Nc without executing the noise reduction control, and normal motor 11 control is performed. Do. That is, as shown in FIG. 5, the noise reduction control is executed when the engine speed Ne is low (Ne <Ne0) and the target speed Nc of the electric compressor 41 (motor 11) is high (Nc> Nc0). The noise reduction control is not performed under other conditions.

  In the noise reduction control, fluctuations in the actual rotational speed of the electric compressor 41 are reduced. That is, normally, when the compressor 41a is in operation, as shown in FIG. 6B, the driving torque increases at the rotation angle (time) that becomes the refrigerant compression step, and conversely the rotation angle (the discharge step) The driving torque decreases with time. Therefore, as shown by the solid line in FIG. 6A, the rotational speed decreases as the driving torque increases, and increases as the driving torque decreases. The fluctuation in the rotational speed is one of the noises of the electric compressor 41. It becomes a factor.

  Therefore, when an affirmative determination is made in step S183, an ON command is output from the noise reduction control ON / OFF command unit 14d, and the torque pattern generation unit 14e sends a predetermined torque pattern to the control calculation unit 14c. The driving torque of the motor 11 is controlled so as to be the torque along the torque pattern. As shown in FIG. 6C, the torque pattern is preliminarily set so that the motor drive torque of the motor 11 has the same fluctuation tendency at the same rotation angle with respect to the fluctuation of the drive torque with respect to the rotation angle of the compressor 41a. This is the set signal.

  By controlling using this torque pattern, a large torque is obtained from the motor 11 when a driving torque is required for the compressor 41a, and the rotational speed increases (upward arrow in FIG. 6A). When no driving torque is required for the machine 41a, the torque from the motor 11 is reduced, the rotational speed is reduced (downward arrow in FIG. 6A), and fluctuations in the rotational speed are reduced.

  As described above, in the present embodiment, when the engine speed Ne is lower than the predetermined engine speed Ne0 and when the target speed Nc of the motor 11 (electric compressor 41) is higher than the predetermined speed Nc0. Since the noise reduction control is executed, it is possible to effectively reduce the noise with the minimum necessary control (FIG. 7).

  Normally, in the electric compressor 41, the rotational speed fluctuation accompanying compression discharge is likely to be a main factor of noise, and here, the rotational speed fluctuation is effectively reduced by performing drive torque control using a predetermined torque pattern. This makes it possible to reduce the noise associated therewith.

  When the noise reduction control is executed (step S184) or stopped (step S185), a plurality of torque patterns (FIG. 6 (c)) with varying levels (amplitudes) having a level are provided. When the reduction control is executed, the motor drive torque fluctuation range is changed from small to large, and when the noise reduction control is stopped, the motor drive torque fluctuation range is changed from large to small. The number fluctuation can be gradually changed. Therefore, it is possible to eliminate a sudden noise change, and thus it is possible to eliminate a sense of incongruity for the passenger (gradual change portion in FIG. 7).

(Second Embodiment)
A second embodiment of the present invention is shown in FIGS. The second embodiment corresponds to the case where the resonance generated in the electric compressor 41 becomes the main factor of noise as compared with the first embodiment.

  Here, as shown in FIG. 8, the electric compressor 41 is fixed to the engine 4 and forms a structure with the engine 4. And the generation | occurrence | production state of the resonance in the vibration observation point (circle mark in FIG. 8) when the engine 4 and the electric compressor 41 operate | move is grasped | ascertained beforehand. That is, the resonance frequency f0 as a structure associated with the vibration (resonance mode) at the time of operation is grasped in advance, and this resonance frequency f0 is stored in a sine wave torque generation unit 14f described later of the drive circuit unit 14. Yes.

  As shown in FIG. 9, the sine wave torque generation unit 14 f is provided in the drive circuit unit 14 instead of the torque pattern generation unit 14 e described in the first embodiment. The sine wave torque generator 14f has a sine wave torque (having a fluctuation component of a specific frequency in the present invention) that acts to cancel a resonance torque component generated by resonance and causing noise with respect to the motor driving torque. (Corresponding to sine wave torque) is generated (determined), and the generated sine wave torque is output to the control calculation unit 14c. The sine wave torque is generated based on the following formula 1 and the control characteristic diagram shown in FIG.

(Equation 1)
Sine wave torque = Kn × sin {n × (θ−θn)}
Where Kn is the amplitude,
n is the number of rotations of the electric compressor 41 (motor 11) and the order corresponding to the resonance frequency f0;
θ is the rotation angle,
θn is a phase difference value for canceling a resonance torque component generated by resonance.

  In the present embodiment, the sine wave torque generation unit 14f generates sine wave torque based on the flowchart shown in FIG. 11 in step S184 (noise reduction control ON) of FIG. 4 described in the first embodiment. That is, in step S1841, the order n, amplitude Kn, and phase difference value θn are determined as control parameters for reducing vibration (resonance) at the vibration observation point. The order n is determined from the relationship between the predetermined rotation speed of the electric compressor 41 (motor 11) and the resonance frequency f0. The amplitude Kn and the phase difference value θn are determined according to the rotational speed from the control characteristic diagram of FIG.

  Then, in step S1842, the amplitude Kn is gradually changed (step S1841 to step S1843 which will be described later is gradually increased). In step S1843, a sine wave torque is generated using the control parameters, and control is performed. It outputs to the calculating part 14c.

  The sinusoidal torque output from the control calculation unit 14c is added to the motor driving torque that is in operation, and the resonance torque component is canceled out, so that noise is effectively reduced. Further, since the amplitude Kn is gradually changed in step S1842, the resonance torque component can be gradually reduced, a sudden noise change can be eliminated, and a sense of incongruity to the occupant can be eliminated. .

  In the execution of the noise reduction control, the fluctuation of the driving torque of the electric compressor 41 is momentarily captured based on the physical quantity related to the noise of the electric compressor 41, for example, the vibration at the vibration observation point in the second embodiment. Feedback control that repeats self-correction of the amplitude Kn and the phase difference value θn in Equation 1 may be adopted so as to cancel out.

(Third embodiment)
A third embodiment of the present invention is shown in FIGS. In the third embodiment, the determination condition on the hybrid vehicle 1 side when performing noise reduction control is changed with respect to the first embodiment.

  That is, as shown in the flowchart of FIG. 12, in the control process of the electric compressor 41, when step S182 of the first embodiment (FIG. 4) is set to step S182A and the vehicle speed V is lower than a predetermined vehicle speed V0, The process proceeds to step (step S183). The predetermined vehicle speed V0 is a physical quantity that correlates with the predetermined engine speed Ne0, and is a vehicle speed (V0) at which the noise of the electric compressor 41 is not masked by the engine sound and the traveling sound when the vehicle speed V is lowered. It is determined.

  And if it determines with target rotation speed Nc being higher than predetermined rotation speed Nc0 by step S183 similarly to 1st Embodiment, noise reduction control will be performed by step S184. If NO is determined in both step S182A and step S183, in step S185, the inverter apparatus 12 is instructed to operate at the target rotational speed Nc without executing the noise reduction control, and the normal motor 11 is controlled. Do. That is, as shown in FIG. 13, in this embodiment, noise reduction control is performed when the vehicle speed V is small (V <V0) and the target rotational speed Nc of the electric compressor 41 (motor 11) is high (Nc> Nc0). The noise reduction control is not performed under other conditions.

  As a result, as in the first embodiment, it is possible to make a determination for effective noise reduction with the minimum necessary control.

(Other embodiments)
In the execution of the noise reduction control for each of the above embodiments, the load fluctuation of the electric compressor 41 is regarded as a main factor of noise, and this load fluctuation, that is, driving torque, refrigerant pressure, current, voltage It is also possible to take measures to reduce such fluctuations.

  In addition, the target vehicle is not limited to the hybrid vehicle 1 described above, and corresponds to an engine vehicle using only the engine 4 as a driving source for driving or an electric vehicle using only the vehicle motor 3 as a driving source for driving. Also good. In the case of an electric vehicle, the determination in step S182 described with reference to FIG. 4 may be performed using the rotation speed of the vehicle motor 3.

It is a schematic diagram which shows the whole structure of an air conditioner. It is a block diagram which shows the air-conditioner ECU and inverter apparatus in 1st Embodiment. It is a control flowchart for air-conditioner control. It is a control flowchart for electric compressor control in a 1st embodiment. It is a table | surface which shows the determination conditions for the noise reduction control in 1st Embodiment. It is a graph which shows rotation speed fluctuation reduction using a torque pattern. It is a graph which shows the vehicle noise level reduction state by execution of noise reduction control. It is a schematic diagram which shows the mounting state of the electric compressor in 2nd Embodiment. It is a block diagram which shows the air-conditioner ECU and inverter apparatus in 2nd Embodiment. FIG. 6 is a control characteristic diagram for determining an amplitude Kn and a phase difference value θn. It is a control flowchart for determining the sine wave torque in 2nd Embodiment. It is a control flowchart for the electric compressor control in 3rd Embodiment. It is a table | surface which shows the determination conditions for the noise reduction control in 3rd Embodiment.

Explanation of symbols

1 Hybrid vehicle (vehicle)
3 Vehicle drive motor (travel drive source, electric motor)
4 Vehicle drive engine (travel drive source, internal combustion engine)
10 Air conditioner ECU (control device)
11 Synchronous motor (electric motor)
12 Inverter device (control device)
41 Electric Compressor 100 Electric Compressor Control Device

Claims (4)

An electric compressor (41) mounted on the vehicle (1) and driven by the electric motor (11) to compress and discharge the working fluid;
In the control device for the electric compressor having the control device (10, 12) for controlling the operation of the electric compressor (41),
The travel drive source (3, 4) of the vehicle (1) is at least one of an internal combustion engine (4) and an electric motor (3),
The control device (10, 12) is configured such that the travel drive source (3, 4) is in operation and the drive rotational speed of the travel drive source (3, 4) is lower than a predetermined value. And, when the operating rotational speed of the electric compressor (41) is higher than a predetermined rotational speed, the electric compressor (41) is operated in a low noise mode in which the noise is lower than that during the original operation. It has been causing way,
The low noise mode is formed by attaching the electric compressor (41) to the driving source (3, 4) for traveling at a predetermined portion of the vehicle (1) or the electric compressor (41). It is a mode to reduce vibration caused by body resonance,
Electricity characterized by reducing fluctuation in driving torque of the electric compressor (41) by adding sinusoidal torque having a fluctuation component of a specific frequency to the driving torque of the electric compressor (41). Compressor control device. The control of the electric compressor according to claim 1 , wherein the control device (10, 12) performs switching between execution and stop of the low noise mode by gradually changing the amplitude of the sine wave torque. apparatus. In the control method of the electric compressor that is mounted on the vehicle (1) and that controls the operation of the electric compressor (41) that is driven by the electric motor (11) to compress and discharge the working fluid,
The travel drive source (3, 4) of the vehicle (1) is at least one of an internal combustion engine (4) and an electric motor (3),
The travel drive source (3, 4) is in operation, the drive rotational speed of the travel drive source (3, 4) is lower than a predetermined value, and the electric compressor (41) When the operating rotational speed of the motor is higher than a predetermined rotational speed, the electric compressor (41) is operated in a low noise mode where the noise is lower than the original operating speed .
The low noise mode is formed by attaching the electric compressor (41) to the driving source (3, 4) for traveling at a predetermined portion of the vehicle (1) or the electric compressor (41). It is a mode to reduce vibration caused by body resonance,
Electricity characterized by reducing fluctuation in driving torque of the electric compressor (41) by adding sinusoidal torque having a fluctuation component of a specific frequency to the driving torque of the electric compressor (41). Compressor control method. The method for controlling the electric compressor according to claim 3 , wherein switching between execution and stop of the low noise mode is performed by gradually changing the amplitude of the sine wave torque.

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