JPH01278830A - Automobile air-conditioning device - Google Patents

Abstract

PURPOSE:To make it possible to enhance the ability of acceleration without exceedingly deteriorating the air-condition upon a low temperature operation by providing a means for changing the capacity of a compressor to a minimum capacity during acceleration under such a condition that the temperature of the passenger compartment is below a predetermined temperature. CONSTITUTION:Only when the temperature of the passenger compartment is below a predetermined temperature, an actuator 25 is operated in association with an instruction signal from a control unit U during acceleration, so as to displace a suction port 23 opened to a side housing of a compressor 20 toward the rotationwise advancing side of a rotor 21, and accordingly, the capacity of the compressor 20 is set to a minimum value. Thereby the load of the compressor 20 upon an engine 1 is decreased as possible as it can, and accordingly, a substantial part of the engine output power is used as a drive power. As a result it is possible to enhance the ability of acceleration without excessively deteriorating the comfortability by air-condition. Meanwhile, if the temperature of the passenger compartment is high, the suction port 23 is displaced by operating the actuator 25 so as to increase the capacity of the compressor 20, thereby it is possible to preferentially cool the passenger compartment.

Description

[Detailed Description of the Invention] (Industrial Application) The present invention relates to a control device for a cooling compressor that is mounted on an automobile and is driven by an engine output shaft to vary the capacity, that is, the refrigerant discharge capacity. .

(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, for example, when the difference between the cabin temperature and the set temperature is large, the capacity of the compressor is increased to increase the cooling capacity, and conversely, when the difference between the cabin temperature and the set temperature is small, the compressor capacity is decreased to increase the cooling capacity. It is said that it reduces the ability.

According to this, compared to ON10FF control of a low-capacity compressor to adjust the temperature in the vehicle interior, there is an advantage that it is possible to reduce the liquid compression of the compressor and improve the comfort of the vehicle interior air conditioning. .

(Problem to be Solved by the Invention) However, in such a system that variably controls the capacity of the compressor, the compressor is basically kept operating as long as the air conditioner switch is turned on; The torque generated by the engine continues to be consumed to drive the vehicle.

For this reason, if the air conditioner switch is turned on during acceleration, which requires a large driving force, a portion of the torque generated by the engine is used to drive the compressor, so the engine capacity is not fully utilized. A problem arises in that the vehicle cannot be allocated to acceleration.

To solve this problem, temporarily turn off the compressor when accelerating.
It is conceivable that the compressor could be turned FF, but in this case, the compressor would compress the liquid and impair the comfort of the air conditioning inside the vehicle, which would dilute the significance of adopting a variable capacity compressor. Become. It is also uncomfortable for the occupants, especially when the interior of the vehicle is at a high temperature. Furthermore, from the driver's perspective, the driver is forced to press the accelerator while being careful not to turn off the air conditioner.

SUMMARY OF THE INVENTION Accordingly, an object of the present invention is to provide an air conditioning control device for an automobile that is capable of achieving both the driver's acceleration request and the comfort of air conditioning.

(Means and effects for solving the problem) In order to achieve the above technical problem, the present invention provides 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. Assuming that the air-conditioning control device for an automobile has a compressor capacity setting means, when the temperature inside the vehicle is high, priority is given to cooling, and when the temperature inside the vehicle is low, the compressor capacity is minimized and acceleration is performed. It is intended to improve sexual performance.

More specifically, an acceleration detection means for detecting the acceleration of the vehicle, and an interior temperature detection means for detecting the interior temperature of the vehicle.

Provided that the vehicle interior temperature is lower than a predetermined temperature,
The compressor capacity changing means changes the capacity of the compressor to a minimum capacity when the vehicle accelerates. Here, the predetermined temperature, which is the discrimination value, may be experimentally set to a temperature that can satisfy both the driver's acceleration request and cooling request.

(Example) An example of the present invention will be described in detail based on the attached drawings.

In FIG. 1, l is an engine body, and a combustion chamber 3 defined by a piston 2 has an intake boat 4 and an exhaust port 5.
is opened, the intake boat 4 is opened and closed by the intake valve 6,
The exhaust port 5 is opened and closed by an exhaust valve 7. A spark plug 8 is also arranged in the combustion chamber 3,
The air-fuel mixture that has passed through the intake boat 4 and filled into the combustion chamber 3 is ignited by the ignition plug 8, and the combustion gas performs an expansion work to push down the exhaust piston 2, and then is sent to the exhaust port 5, an exhaust gas (not shown). It is released into the atmosphere through the passageway. A fuel injection valve 9 is arranged near the intake boat 4,
A throttle valve IO is disposed upstream thereof, and the amount of intake air filling the combustion chamber 3 through the intake passage 8 is detected by an air flow meter 11.

A crankshaft 12, which is the output shaft of the engine 1, is connected to the piston 2 via a connecting rod 13, and a compressor 20 is connected to the crankshaft 12 via a pulley 14, a bell 15, and an electromagnetic clutch 16. . 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) by the 7-cut unit 25. , the compressor 20 has a variable capacity. That is, the suction port 23 is the rotor 21
When the stroke is made to the leading side in the rotational direction (indicated by the imaginary line in the figure), the displacement becomes small, and conversely, when the stroke is made to the lag side (indicated by the solid line in the figure), the capacity becomes large.

Capacity control of the compressor 20 is performed by a control unit U consisting of, for example, a microcomputer. In order to generate such control signals, the control unit) U receives 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 throttle opening from sensor 29. is input. Control signals are then sent from the control unit U to the actuator 25 and the electromagnetic clutch 16. In addition, the control unit U receives the intake air amount from the air flow meter 11 and the engine rotation speed from the sensor 30 for air-fuel ratio control, ignition timing control, etc. of the engine L, and the control unit U receives the ignition plug 8, fuel injection, etc. A control signal is sent to valve 9. Note that the controls of the engine 1, such as air-fuel ratio control and ignition timing control, are the same as conventional ones, so their explanations will be omitted.

To give an overview of the capacity control of the compressor 20, first, as a normal control, the capacity of the compressor 2° is set to the maximum capacity until the vehicle interior temperature reaches the set temperature, and after reaching the set temperature, the compressor 2° is set to the maximum capacity. The capacity is set to the required capacity. Thereby, the compressor 20 is operated at maximum capacity until the temperature inside the vehicle reaches the set temperature, so that it is possible to improve the quick effectiveness of cooling the interior of the vehicle. On the other hand, only when the vehicle interior temperature is lower than the predetermined temperature To, the compressor 20 is activated during acceleration.
The capacity should be changed to the minimum capacity.

An example of this control will be explained below based on the flowchart shown in FIG.

First, in step S1, the throttle opening Tvo is read, and then in step S2, the amount of change ΔTVO in the throttle opening (current throttle opening - previous throttle opening) is calculated, and in the next step S3, the air conditioner switch is A determination is made as to whether or not it is turned on. When the air conditioner switch is OFF, the process proceeds to step s4, where the electromagnetic club 16 is turned OFF. On the other hand, when it is determined in step S3 that the air conditioner switch is turned on, the vehicle interior temperature T is detected in step S5, and in the first step s6, it is determined that the vehicle interior temperature T is higher than a predetermined temperature To. 5 Yes or no is determined, YE
When S, the routine advances to step s7 and the compressor is normally controlled. Therefore, the vehicle interior temperature T is T
When it is larger than o, the compressor 2o is operated under normal control even if it is in an accelerated state (see FIG. 3). On the other hand, in step s6, No.
When it is determined that this is the case, the process moves to step s8, and the acceleration state is detected by comparing the amount of change ΔTVO in the throttle opening degree with the set value Oo.

When it is determined in step S8 that the compressor 2o is not in the acceleration state (NO), the process proceeds to step s7, where the compressor 2o is entrusted to normal control, and the compressor 2o is in the acceleration state (YES).
), proceed to step S9 and compressor 2.
The capacity of o is set to the minimum capacity. Therefore, as shown in FIG. 4, during acceleration only when the vehicle interior temperature is lower than To, the compressor 20 is operated at the minimum capacity, and the load on the engine l of the compressor 20 is made as small as possible. Therefore, most of the output of the engine 1 is used for the driving force of the vehicle, and as a result, acceleration performance can be improved. Incidentally, FIG. 3 corresponds to the above step S7 and shows the contents of the compressor normal control. Here, in the compressor normal control, when the actual capacity V and the required capacity 7 units are different, the compressor is gradually changed to the required capacity VT. That is, first, in step S20, the required capacity V of the compressor is set, and in the next step 521, this required capacity 7 units and the current actual capacity V are set.
When the required capacity VT is larger than the actual capacity (2), control is performed to gradually increase the actual capacity V to the required capacity 7 through steps S22 and S23.

Conversely, when the required capacity VT is smaller than the actual capacity (2), control is performed to gradually reduce the actual capacity V to the required capacity VT through steps 524, S25, and S26.

(Effects of the invention) When the temperature inside the vehicle is high, the driver can press the accelerator without worrying about the cooling effect decreasing, and when the temperature is low, the driver can accelerate the accelerator without significantly impairing the comfort of the air conditioner. can be improved.

4 Detailed Description of the Invention 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, Fig. 3 is a flowchart showing an example of normal control, and Fig. 4 is a timing chart showing control details over time. 1: Engine body 16: Electromagnetic clutch 20: Compressor 23: Compressor suction port 25: Actuator 29: Throttle opening sensor U: Control unit To: Predetermined temperature

Claims (1)

[Claims] (1) Acceleration detection for detecting acceleration of a vehicle in 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. means, a vehicle interior temperature detection means for detecting vehicle interior temperature, and on condition that the vehicle interior temperature is lower than a predetermined temperature;
An air conditioning control device for an automobile, comprising: compressor capacity changing means for changing the capacity of the compressor to a minimum capacity when the vehicle accelerates.