JPH01278829A - Automobile air conditioning device - Google Patents

Abstract

PURPOSE:To ensure the stability of rotational speed of an engine during steering operation so as to prevent variation in force required for the steering operation by providing a means for fixing the capacity of a compressor when a steering wheel is manipulated. CONSTITUTION:When the turning angle of a steering wheel exceeds a predetermined angle so that a hydraulic pressure produced by a power steering pump 1 exhibits an assist force, a control unit U receives a signal from a steering sensor 29, and delivers an instruction signal by which the capacity of a compressor 20 is fixed. With this arrangement, the fixing of the capacity of the compressor is sustained during operation of the steering pump 19 so as to maintain the load of the compressor upon the engine 1 constant. As a result, it is possible to restrain variations in rotational speed of the engine accompanied with variation in the load of the compressor 20, and to restrain variations in assist force during steering operation, thereby it is possible to prevent variations in force required for steering operation.

Description

DETAILED DESCRIPTION OF THE INVENTION (Industrial Application Field) The present invention relates to a control device for a cooling compressor that is mounted on an automobile and driven by an engine output shaft, and whose capacity, that is, refrigerant discharge capacity, is variable. .

(Prior art) Some air conditioning control devices for automobiles are
As seen in Japanese Patent No. 15, a compressor in which the capacity of a compressor is variably controlled according to the required load is known. In other words, 1. For example, when the difference between the interior temperature of the vehicle and the target temperature is large, the capacity of the compressor is increased to increase the cooling capacity, and conversely, when the difference between the interior temperature of the vehicle and the target temperature is small, the capacity of the compressor is decreased to increase the cooling capacity. It is said that it reduces the ability.

According to this method, compared to ON10FF control of a constant capacity compressor to adjust the temperature in the vehicle interior, there is an advantage that the compressor's liquid compression can be reduced or the comfort of the vehicle interior air conditioning can be improved. .

(Problems to be Solved by the Invention) However, in the case where the capacity of the compressor is made variable as described above, there is a problem that the load on the engine fluctuates as the capacity of the compressor changes. For this reason, in vehicles equipped with a power steering mechanism, when the compressor load changes during steering, the engine speed changes accordingly, and as a result, the speed of the power steering pump driven by the engine changes. This causes a problem in that the assist force for steering varies.

SUMMARY OF THE INVENTION Accordingly, an object of the present invention is to provide an air conditioning control device for an automobile that prevents fluctuations in the assist force provided by a power steering mechanism during steering.

(Means and effects for solving the problem) In order to achieve the above technical problem, the present invention includes a variable capacity compressor driven by an engine, and a variable capacity compressor that changes the capacity of the compressor according to the required load. A power steering pump driven by an engine; and a turning detection means for detecting turning of a steered wheel.

The compressor capacity fixing means fixes the capacity of the compressor when the steering wheel is turned.

That is, when turning of the steered wheels is started, the capacity of the compressor is fixed, thereby suppressing changes in the compressor load during steering.

(Example) Hereinafter, an example of the present invention will be described based on the attached drawings.

In FIG. 1, l is an engine body, and a combustion chamber 3 defined by a piston 2 includes an intake boat 4 and an exhaust boat 5.
is opened, the intake boat 4 is opened and closed by the intake valve 6,
The exhaust boat 5 is opened and closed by an exhaust valve 7. A spark plug 8 is disposed in the combustion chamber 3, and the air-fuel mixture that has passed through the intake boat 4 and filled into the combustion chamber 3 is ignited by the spark plug 8, and the combustion gas 2 expands to push down the piston 2. Exhaust port 5 after doing work
1. The gas is discharged into the atmosphere through an exhaust passage (not shown). In the intake passage 8 connected to the intake boat 4, a fuel injection valve P is disposed near the intake boat 4, a throttle valve 10 is disposed upstream of the fuel injection valve P, and a combustion chamber 3 is provided through the intake passage 8.
An air flow meter 11 detects the amount of intake air filled into the air.

Further, the intake passage 8 is provided with a bypass passage 12 that bypasses the throttle valve 10, and the bypass passage 12 is provided with a flow rate control valve 13. The flow rate control valve 13 adjusts the intake air during idling operation. It is meant to be done.

A crankshaft 14, which is the output shaft of the engine 1, is connected to the piston 2 via a connecting rod 15, and a compressor 20 is connected to the crankshaft 14 via a pulley 16, a belt 17, and an electromagnetic clutch 18. . The compressor 20 constitutes one component of the refrigeration cycle, and is here a vane type compressor, and its working chamber 20a is formed by an eccentric rotor 21 and vanes 22. Then, either one of the suction port 23 and the discharge port 24 opened in the side housing of the compressor 20, in this case the suction port 23, can be displaced in the direction of rotation of the rotor 21 (in the direction of the arrow X) by the 7-cut unit 25. The capacity of the compressor 20 is made variable. That is, when the suction port 23 strokes toward the leading side in the rotational direction of the rotor 21 (indicated by the imaginary line in the figure), the capacity becomes small, and conversely, when it strokes toward the lag side (indicated by the solid line in the figure), the capacity increases. capacity. A power steering pump 19 is also connected to the crankshaft 14 via a belt 19a.

Capacity control of the compressor 20 is performed by a control unit U consisting of, for example, a microcomputer. In order to generate such a control signal, the control signal U includes the vehicle interior temperature from the vehicle interior temperature sensor, the ON10FF signal from the air conditioner switch, the set temperature from the vehicle interior temperature setting switch, and the steering wheel (not shown). ) is inputted with a signal from a steering angle sensor 29 that detects the steering angle of the vehicle.

Control signals are sent from the control unit U to the actuator 25 and the electromagnetic clutch 16. The control unit U also receives intake air amount from an air flow meter tt, engine speed from a sensor 30, and throttle opening from a sensor 31 for air-fuel ratio control, ignition timing control, idle speed control, etc. of the engine 1. ,
The power steering oil pressure and the like from the sensor 32 are input, and control signals are sent from the control unit U to the spark plug 8, fuel injection valve 9, flow control valve 13, and pump 19. Note that controls such as air-fuel ratio control and ignition timing control are the same as conventional ones, so their explanations will be omitted. In adjusting the amount of intake air during idling, the amount of intake air is increased when the steering angle is turned significantly, so-called stationary turning, to cope with an increase in the power steering oil pressure.

The details of the capacity control of the compressor 20 will be explained with reference to the flowchart shown in FIG. 2. First, as normal control, the capacity of the compressor 20 is set to the required capacity according to the required heat load of the air conditioner. (Step 54) (hereinafter referred to as compressor normal control).

Then, when the steering angle of the steering wheel is greater than 00 (step S
3), that is, when the assist force is exerted by the hydraulic pressure generated by the power steering pump 19, the capacity of the compressor 20 is fixed (
Step S5). This can be expressed as a timing chart as shown in diagram f53.

In this way, when the power steering mechanism is operating, the capacity ψ of the compressor 20 remains fixed, so the load of the compressor 20 on the engine 1 is kept constant, and as a result, the load on the engine 1 due to load fluctuations on the compressor 20 is 1 rotation speed change can be suppressed. Therefore, changes in the assist force during steering can be suppressed, and fluctuations in the force applied to the steering can be prevented.

Although the present invention has been described in detail above, the present invention is not limited thereto, and includes the following modifications.

(1) The vehicle was steered to the maximum steering angle. In order to cope with the increase in oil pressure during so-called stationary steering, the capacity of the compressor 20 may be fixed only when the steering wheel is turned significantly.
According to this, it is possible to prevent the occurrence of a situation where the idle speed control by the flow rate control valve 13 cannot be fully handled, and it is possible to prevent the engine from stopping when entering or exiting the garage.

(2) When returning the compressor 20 from a fixed capacity to normal control, that is, when moving from a steering state to a straight-ahead state, it is preferable to gradually change the fixed capacity of the compressor 20 to the required capacity. This makes it possible to prevent sudden changes in engine speed due to changes in capacity.

(Effects of the Invention) As is clear from the above description, according to the present invention, the stability of the engine rotation speed during steering can be ensured, so that changes in the assist force by the power steering mechanism,
In other words, fluctuations in the force required for steering can be prevented.

[Brief explanation of the drawing]

FIG. 1 is an overall system diagram of an air conditioning control device for an automobile according to an embodiment, FIG. 2 is a flowchart showing an example of control, and FIG. 3 is a timing chart of control. l: Engine main body 16: Electromagnetic clutch 19: Power steering 20: Compressor 23: Compressor suction port 25: 7 Kuchiuator U: Control unit Fig. 3

Claims (1)

[Claims] (1) An air conditioning control device for an automobile having a variable capacity compressor driven by an engine and a compressor capacity setting means for setting the capacity of the compressor according to a required load, for use in power steering driven by the engine. An automobile comprising: a pump; a turning detection means for detecting turning of a steered wheel; and a compressor capacity fixing means for fixing the capacity of the compressor when the steered wheel is turned. Air conditioning control equipment.