JPH0223391B2 - - Google Patents
Info
- Publication number
- JPH0223391B2 JPH0223391B2 JP57102054A JP10205482A JPH0223391B2 JP H0223391 B2 JPH0223391 B2 JP H0223391B2 JP 57102054 A JP57102054 A JP 57102054A JP 10205482 A JP10205482 A JP 10205482A JP H0223391 B2 JPH0223391 B2 JP H0223391B2
- Authority
- JP
- Japan
- Prior art keywords
- vehicle
- air conditioner
- control device
- state
- electric motor
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired - Lifetime
Links
- 230000001133 acceleration Effects 0.000 claims description 6
- 238000000034 method Methods 0.000 claims description 4
- 238000001514 detection method Methods 0.000 claims 5
- 238000004378 air conditioning Methods 0.000 claims 1
- 238000010586 diagram Methods 0.000 description 5
- 230000000694 effects Effects 0.000 description 2
- 238000005057 refrigeration Methods 0.000 description 1
- 230000001629 suppression Effects 0.000 description 1
Description
【発明の詳細な説明】
本発明は車両用空気風和装置に係り、特に車両
の運行モードと連動させるのに好適な車両用空調
装置の運転制御法および装置に関するものであ
る。DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a vehicle air conditioner, and more particularly to a method and device for controlling the operation of a vehicle air conditioner, which is suitable for interlocking with the operating mode of the vehicle.
従来の車両用空気調和装置は第１図に示すよう
に圧縮機１、凝縮器２、減圧機構３、蒸発器４、
凝縮器送風機５、蒸発器送風機６によつて構成さ
れており、その運転は車内に設置されたサーモス
タツトによつてON−OFF制御されるが一般であ
る。一方、車両の運行モードについてみると第２
図に示すように力行（走行用電動機の駆動による
走行）Ａ、惰行（走行用電動機は駆動せず惰性に
よる走行）Ｂ、制動Ｃ、停車Ｄからなる。そし
て、その際の電力消費量についてみると第３図に
示すようになる。すなわち車両走行に要す電力は
力行区間のみであるから実線で示されるようにな
り、これに空調装置の運転動力が点線内の斜線で
示されるように加算される。したがつて、力行区
間について言えば両者の電力の和となり、ピーク
電力が大きくなる。 As shown in FIG. 1, a conventional vehicle air conditioner includes a compressor 1, a condenser 2, a pressure reducing mechanism 3, an evaporator 4,
It is composed of a condenser blower 5 and an evaporator blower 6, and their operation is generally controlled ON-OFF by a thermostat installed inside the vehicle. On the other hand, looking at the vehicle operation mode, the second
As shown in the figure, it consists of power running (running by driving the running electric motor) A, coasting (running by inertia without driving the running electric motor) B, braking C, and stopping D. The power consumption at that time is shown in FIG. 3. That is, the electric power required to run the vehicle is only for the power running section, so it is shown as a solid line, and the operating power of the air conditioner is added to this as shown by the diagonal line within the dotted line. Therefore, in the power running section, the power of both is the sum, and the peak power becomes large.
このように、車両運行と空調装置の運転制御が
別々に独立してなされていたため、力行区間では
ピーク電力が大きくなり、大容量の地上電源設備
が必要であり、不経済であるという欠点があつ
た。また、地上電源設備に余裕があつたとして
も、電力契約がピーク電力で決められている場合
は、多くの電力費を支払わなければならないとい
う欠点があつた。 In this way, vehicle operation and air conditioner operation were controlled separately and independently, which resulted in high peak power in the power running section, requiring large-capacity ground power equipment, and being uneconomical. Ta. Furthermore, even if the ground power supply equipment had a surplus, there was a drawback in that if the power contract was determined based on peak power, a large amount of power costs would have to be paid.
上記の点に鑑み本発明は、車両運行中空調装置
を運転する場合のピーク電力を押え、変電所設備
等の地上電源設備の小容量化、小型化を図ること
を目的としたものである。 In view of the above points, the present invention aims to reduce the peak power consumption when operating an air conditioner during vehicle operation, and to reduce the capacity and size of ground power equipment such as substation equipment.
本発明は、車両の運行モードすなわち該車両の
力行状態と空調装置の圧縮機の運転状態を連動し
て制御し、力行状態では圧縮機の消費電力を抑
え、車両全体の消費電力のピークを低く抑えるこ
とを特徴としたものである。 The present invention controls the operation mode of a vehicle, that is, the power running state of the vehicle, and the operating state of the compressor of the air conditioner in conjunction with each other, suppresses the power consumption of the compressor in the power running state, and lowers the peak power consumption of the entire vehicle. It is characterized by suppression.
本発明の一実施例を第４図ないし第５図で説明
する。第４図は車両の運転モードを示す線ｘと空
調装置の運転モードを示す線ｙを図示したグラフ
であり、これからわかるように力行時Ａは空調装
置の運転を停止（すなわちOFF）し、惰行時Ｂ、
制動時Ｃおよび停車時Ｄには空調装置を従来通り
に運転（すなわちON）する。もちろん、空調装
置の運転中は従来と同じように客室内温度を検知
して設定値よりも高くなれば運転し低くなれば停
止するいわゆるサーモスタツト運転にする。この
ようにすれば、第５図の点線内斜線で示すように
力行時には空調装置の運転動力が不要になるので
ピーク電力が増大しないですむ。 An embodiment of the present invention will be explained with reference to FIGS. 4 and 5. Figure 4 is a graph illustrating line x indicating the operating mode of the vehicle and line y indicating the operating mode of the air conditioner.As can be seen from this graph, during power running A, the operation of the air conditioner is stopped (that is, OFF), and the vehicle is coasting. Time B,
During braking C and stopping D, the air conditioner is operated as usual (that is, turned ON). Of course, while the air conditioner is in operation, it detects the temperature in the cabin as in the past, and operates in a so-called thermostat mode, which operates when the temperature rises above a set value and stops when the temperature falls below the set value. In this way, as shown by the diagonal line within the dotted line in FIG. 5, the operating power of the air conditioner is not required during power running, so the peak power does not increase.
次に本発明の運転モードを実現するための具体
的な制御装置の一実施例を第６図によつて説明す
る。第６図は制御装置を示す回路図である。図に
おいて、１１，１２は室温の高低に応じて電気回
路を開閉するサーモスタツト、１３，１４は該サ
ーモスタツト１１，１２の作動によつて動作する
リレー、１５，１６は該リレー１３，１４によつ
て操作され圧縮機１７，１８の運転あるいは停止
を制御する電磁開閉器である。１９は車両の走行
用電動機に連動すなわち該電動機に給電される電
流を検知して作動し制御回路を開閉する連動スイ
ツチで、前記走行用電動機の作動時には接点が開
路し、走行用電動機の停止時には接点が閉路する
構成となつている。２０は前記連動スイツチ１９
の接点の開閉によつて動作するリレー、２１は該
リレー２０によつて操作される電磁開閉器であ
る。 Next, a specific embodiment of a control device for realizing the operation mode of the present invention will be described with reference to FIG. FIG. 6 is a circuit diagram showing the control device. In the figure, 11 and 12 are thermostats that open and close electric circuits depending on the level of the room temperature, 13 and 14 are relays that operate according to the operation of the thermostats 11 and 12, and 15 and 16 are the relays 13 and 14. This is an electromagnetic switch that is operated to control the operation or stop of the compressors 17 and 18. Reference numeral 19 denotes an interlocking switch that is linked to the vehicle's running electric motor, that is, it detects the current supplied to the electric motor and operates to open and close the control circuit.When the running electric motor is activated, the contact is opened, and when the running electric motor is stopped, the contact is opened. The contacts are configured to close. 20 is the interlocking switch 19
21 is an electromagnetic switch operated by the relay 20.
このような構成において、車両が停止状態から
走行状態に移り、その後所定時間すなわち力行時
には、前記連動スイツチ１９の接点は開路してお
り、サーモスタツト１１，１２の状態とは無関係
に圧縮機１７，１８は停止した状態となつてい
る。車両の速度が増して惰行に移ると連動スイツ
チ１９の接点が閉路となるものでリレー２０を介
して電磁開閉器２１が閉路して、通常のサーモス
タツト１１，１２の状態に応じた運転状態とな
る。なお、前記一実施例において、連動スイツチ
１９は走行用電動機へ給電される電流を検知して
作動するものであるが、車両走行時における加速
度を検知して作動する構成のものでも同等の効果
が得られる。すなわち、力行時には正の加速度が
生じ、惰行時および制動時には負の加速度が生じ
る。前記正の加速度を検知し作動する構成とすれ
ばよい。 In such a configuration, when the vehicle shifts from a stopped state to a running state and thereafter for a predetermined period of time, that is, during power running, the contacts of the interlocking switch 19 are open, and the compressor 17, 18 is in a stopped state. When the speed of the vehicle increases and the vehicle shifts to coasting, the contacts of the interlock switch 19 close, and the electromagnetic switch 21 closes via the relay 20, thereby changing the operating state according to the normal state of the thermostats 11 and 12. Become. In the above-described embodiment, the interlocking switch 19 operates by detecting the current supplied to the electric motor for driving, but a structure in which the interlocking switch 19 operates by detecting the acceleration when the vehicle is running may have the same effect. can get. That is, positive acceleration occurs during power running, and negative acceleration occurs during coasting and braking. What is necessary is just to adopt the structure which detects the said positive acceleration and operates.
次に、第７図により本発明による制御装置の他
の実施例を説明する。図において、前記一実施例
と同一符号は同一部材を示す。第７図は回路図を
示し、第６図の一実施例との相違点は、前記連動
スイツチ１９が車両の力行を直接検出しているの
に対し、連動スイツチ２２がドアの開閉動作に連
動して動作する点である。該連動スイツチ２２は
ドアが閉じる状態を検知し接点を開路する。２３
は前記連動スイツチ２２の接点開路動作を所定時
間持続させるためのタイマーである。 Next, another embodiment of the control device according to the present invention will be described with reference to FIG. In the figures, the same reference numerals as in the previous embodiment indicate the same members. FIG. 7 shows a circuit diagram, and the difference from the embodiment shown in FIG. 6 is that the interlock switch 19 directly detects the power running of the vehicle, whereas the interlock switch 22 interlocks with the opening/closing operation of the door. The point is that it works. The interlocking switch 22 detects the closed state of the door and opens the contact. 23
is a timer for sustaining the contact opening operation of the interlocking switch 22 for a predetermined period of time.
このような構成において、車両のドアが開放状
態から閉じられると、連動スイツチ２２の接点が
閉路し、タイマー２３にあらかじめセツトされた
時間を経過すると、該連動スイツチ２２の接点を
閉路する。すなわち、通常の運行時、ドアの閉動
作後車両は常に力行状態となるため、該ドアの動
作によつて連動スイツチ２２を動作させようとす
るものである。前記ドアの閉動作後一定時間は連
動スイツチ２２の接点は開路状態となる。このた
め、電磁開閉器２１も開路し、サーモスタツトの
作動状態に無関係に圧縮機１７，１８が停止状態
となる。 In such a configuration, when the vehicle door is closed from the open state, the contacts of the interlocking switch 22 are closed, and when the time preset in the timer 23 has elapsed, the contacts of the interlocking switch 22 are closed. That is, during normal operation, since the vehicle is always in a power running state after the door is closed, the interlocking switch 22 is operated by the door operation. The contacts of the interlocking switch 22 are in an open state for a certain period of time after the door is closed. Therefore, the electromagnetic switch 21 is also opened, and the compressors 17 and 18 are brought to a stopped state regardless of the operating state of the thermostat.
このような構成によれば、通常の運行時におい
てドアの閉動作後車両は常に力行状態となるた
め、該構成においても前記一実施例と同等の効果
が得られる。また、本構成によれば、圧縮機１
７，１８の停止時間をタイマー２３で任意にセツ
トできるので、該圧縮機１７，１８の再起動特性
に合せて無理なく再起動できる。 According to such a configuration, the vehicle is always in a power running state after the door is closed during normal operation, so that the same effects as in the above-mentioned embodiment can also be obtained with this configuration. Further, according to this configuration, the compressor 1
Since the stop time of the compressors 7 and 18 can be arbitrarily set using the timer 23, the compressors 17 and 18 can be restarted easily in accordance with the restart characteristics of the compressors 17 and 18.
すなわち、一般的にいえば空調装置を停止した
場合、圧縮機の吐出Pd、吸込圧力Psは第８図の
ように変化する。そしてPdとPsの差がある程度
小さくなれば（τ1時間後）再起動が可能になり、
さらに小さくなれば（τ2時間後）容易に再起動で
きるようになる。このτ1、τ2の値は空調装置およ
び圧縮機の特性によつて変化する。そこで空調装
置または圧縮機の特性にあわせてタイマー２３を
セツトしておけばよい。 That is, generally speaking, when the air conditioner is stopped, the discharge Pd and suction pressure Ps of the compressor change as shown in FIG. Then, when the difference between Pd and Ps becomes small to a certain extent (τ 1 hour later), restart is possible.
Once it becomes smaller (after τ 2 hours), you can easily restart it. The values of τ 1 and τ 2 vary depending on the characteristics of the air conditioner and compressor. Therefore, the timer 23 may be set according to the characteristics of the air conditioner or compressor.
以上説明したように本発明によれば、車両の力
行時において空調装置の消費電力を低減すること
により、車両全体としてのピーク電力の増大を防
止でき、地上変電所設備を小形で小容量なものに
できる。 As explained above, according to the present invention, by reducing the power consumption of the air conditioner during power running of the vehicle, it is possible to prevent an increase in the peak power of the vehicle as a whole, and to reduce the size and capacity of ground substation equipment. Can be done.
第１図は冷凍サイクルを示す回路図、第２図は
車両の運転モードを示すグラフ、第３図は従来の
空調装置を走行中に運転した場合の所要電力の変
動を示すグラフ、第４図は本発明による運転制御
法および装置の一実施例を用いた空調装置の運転
モードおよび車両の運転モードを示すグラフ、第
５図は第４図に示した車両の走行時における所要
電力を示すグラフ、第６図は本発明による空調装
置の運転制御装置の一実施例を示す回路図、第７
図は本発明による空調装置の運転制御装置の他の
実施例を示す回路図、第８図は空調装置における
圧縮機の吐出圧力および吸込圧力の変化を示すグ
ラフである。
１１，１２……サーモスタツト、１３，１４…
…リレー、１９，２２……連動スイツチ、２１…
…電磁開閉器、２３……タイマー。
Fig. 1 is a circuit diagram showing the refrigeration cycle, Fig. 2 is a graph showing the operating mode of the vehicle, Fig. 3 is a graph showing the fluctuation in power required when a conventional air conditioner is operated while driving, Fig. 4 5 is a graph showing the operating mode of the air conditioner and the driving mode of the vehicle using one embodiment of the operation control method and device according to the present invention, and FIG. 5 is a graph showing the power required when the vehicle shown in FIG. 4 is running. , FIG. 6 is a circuit diagram showing an embodiment of the operation control device for an air conditioner according to the present invention, and FIG.
The figure is a circuit diagram showing another embodiment of the operation control device for an air conditioner according to the present invention, and FIG. 8 is a graph showing changes in the discharge pressure and suction pressure of the compressor in the air conditioner. 11,12...Thermostat, 13,14...
...Relay, 19, 22... Interlocking switch, 21...
...Electromagnetic switch, 23...Timer.
Claims (1)
される車両空調装置の運転制御法において、前記
車両の運転時における力行状態を検知し、該力行
状態に対応して前記空調装置の圧縮機の消費電力
を低減することを特徴とする車両空調装置の運転
制御法。 ２ 電動機によつて駆動され走行する車両に搭載
される車両空調装置の運転制御装置において、車
両の運転時における前記電動機の電力消費状態を
検知する運転状態検知手段と、該運転状態検知手
段からの電力消費状態検知出力により空調装置の
圧縮機の能力を低下させる制御手段とから成る車
両空調装置の運転制御装置。 ３ 特許請求の範囲第２項において、前記運転状
態検知手段を前記電動機への給電状態を検知する
給電検出器としたことを特徴とする車両空調装置
の運転制御装置。 ４ 特許請求の範囲第２項において、前記運転状
態検知手段を車両の加速状態を検出する加速度検
出器としたことを特徴とする車両空調装置の運転
制御装置。[Scope of Claims] 1. A method for controlling the operation of a vehicle air conditioner installed in a running vehicle driven by an electric motor, which detects a powering state during driving of the vehicle, and adjusts the air conditioning system in response to the powering state. A method for controlling the operation of a vehicle air conditioner, characterized by reducing power consumption of a compressor of the device. 2. In an operation control device for a vehicle air conditioner that is driven by an electric motor and is installed in a running vehicle, the operation control device includes an operation state detection means for detecting the power consumption state of the electric motor during operation of the vehicle, and a control device for detecting power consumption from the operation state detection means. An operation control device for a vehicle air conditioner, comprising a control means for reducing the capacity of a compressor of the air conditioner based on a power consumption state detection output. 3. The operation control device for a vehicle air conditioner according to claim 2, wherein the operation state detection means is a power supply detector that detects the state of power supply to the electric motor. 4. The operation control device for a vehicle air conditioner according to claim 2, wherein the operating state detection means is an acceleration detector that detects an acceleration state of the vehicle.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP10205482A JPS58221764A (en) | 1982-06-16 | 1982-06-16 | Method and device for controlling operation of car air conditioner |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP10205482A JPS58221764A (en) | 1982-06-16 | 1982-06-16 | Method and device for controlling operation of car air conditioner |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS58221764A JPS58221764A (en) | 1983-12-23 |
| JPH0223391B2 true JPH0223391B2 (en) | 1990-05-23 |
Family
ID=14317050
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP10205482A Granted JPS58221764A (en) | 1982-06-16 | 1982-06-16 | Method and device for controlling operation of car air conditioner |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS58221764A (en) |
Families Citing this family (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP6193117B2 (en) * | 2013-12-27 | 2017-09-06 | 株式会社東芝 | Vehicle air conditioning control device |
| JP6139437B2 (en) * | 2014-02-24 | 2017-05-31 | 株式会社東芝 | Vehicle information control device |
Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5667611A (en) * | 1979-11-06 | 1981-06-06 | Japanese National Railways<Jnr> | Ventilation controller for vehicle |
-
1982
- 1982-06-16 JP JP10205482A patent/JPS58221764A/en active Granted
Patent Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5667611A (en) * | 1979-11-06 | 1981-06-06 | Japanese National Railways<Jnr> | Ventilation controller for vehicle |
Also Published As
| Publication number | Publication date |
|---|---|
| JPS58221764A (en) | 1983-12-23 |
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