JPH0458078A - Compressor with transmission for on-vehicle air conditioner - Google Patents

Abstract

PURPOSE:To enhance the acceleration performance of a vehicle as well as to lessen the shifting operations of a transmission at the time of acceleration by setting a transmission gear ratio low for the specified period of time prior to the control of the transmission gear ratio in response to the load of an air conditioner when acceleration signals are detected by a detection means. CONSTITUTION:During operations with a transmission gear ratio changed in response to the load of an air conditioner, when, for example, a vehicle is accelerated by means of shift operations MT, an accelerating condition is detected by a detection means 98, a transmission gear ratio changing means 96 is actuated prior to the control of the transmission gear ratio in response to the load of the air conditioner. In short, the transmission gear ratio of a transmission section is set low for the specified period of time. And during time when the transmission gear ratio is being set low, shift up operations are kept on. By this constitution, no gear shifting is operated in the transmission section during the specified period of time at the time of acceleration, the capacity of a compressor section fluctuates somewhat for the time being, air conditioning capacity can however be secured to some extent.

Description

DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to auxiliary equipment for automobiles, particularly to a compressor with a transmission for automobile air conditioning, which is provided with a transmission section on the input side.

(Prior art) Compressors used for air conditioning in automobiles (vehicles) are generally driven by the driving engine installed in the automobile as a power source, so the input side of the compressor is controlled by the driving conditions of the automobile, etc. varies greatly depending on

However, the compressor itself only needs to have a certain rotational speed required to obtain the capacity according to the air conditioning (cooling) load, so it is necessary to adjust the fluctuating input side rotational speed to a rotational speed corresponding to the capacity. There is.

Therefore, a compressor with a transmission has been proposed as shown in Japanese Unexamined Patent Publication No. 170787/1987.

This has a structure in which a compressor section is connected in series to the input shaft section via a continuously variable transmission section, and by shifting the transmission section, changes in the engine speed are absorbed and the required rotation speed is adjusted. This is transmitted to the compressor section to obtain the necessary cooling capacity.

(Problems to be Solved by the Invention) However, the engine speed of an automobile may vary greatly in a short period of time, for example, during acceleration when moving from a stop to constant speed driving.

In such a case, the compressor with a transmission has a disadvantage in that the transmission is frequently changed in accordance with fluctuations in the rotational speed of the engine.

In other words, when considering the reliability of the transmission section, it is better to have fewer gear shifting operations, but for example, in the case of a 4-speed vehicle (MT), simply "
Shifting is performed four times by simply accelerating by shifting up from 1st to 2nd gear, 2nd to 3rd gear, and 3rd to 4th gear. In other words, assuming that the acceleration state is "1 time/1 h", "3
times/1h", and in a vehicle that has traveled "100,000 km", "
That's 300,000 times.

For this reason, the above-mentioned compressor with a transmission has a considerably heavy load, and there are problems in terms of durability and reliability. Moreover, as the gear ratio increases as the vehicle shifts up, the load associated with the increase in engine speed during the upshift of the vehicle increases, resulting in a disadvantage that the acceleration performance of the vehicle deteriorates.

This invention was made with attention to these circumstances,
The object of the present invention is to provide a compressor with a transmission for automobile air conditioning that can reduce the shift operation of the transmission section during acceleration while improving the acceleration performance of the vehicle.

(Means for Solving the Problems) In order to achieve the above object, a compressor with a transmission according to the present invention has a transmission part and a compressor part connected in order to a human power shaft part to which the output of a driving engine of an automobile is transmitted. A compressor main body connected to each other, an air conditioning control means for controlling a gear ratio of the transmission section according to an air conditioning load, a detection means for detecting whether or not the automobile has accelerated; and gear ratio variable means for setting the gear ratio of the transmission section to a low gear ratio for a predetermined period of time, giving priority to controlling the gear ratio according to the air conditioning load when an acceleration signal is detected. .

(Function) According to the compressor with a transmission of the present invention, the transmission ratio is changed according to the air conditioning load during operation, for example, when a shift-up operation (
When the vehicle is accelerated by the MT), the detection means detects the state of acceleration, and the variable gear ratio means operates with priority to control the gear ratio according to the air conditioning load.

In other words, the gear ratio of the transmission section is set to a low gear ratio for a predetermined period of time. Then, while the gear ratio is set to this low gear ratio, an upshift operation for acceleration is performed.

As a result, during acceleration, the transmission section does not shift gears for a predetermined period of time, and although the capacity of the compressor section varies slightly during this period, a certain level of air conditioning capacity is ensured.

Then, after a predetermined period of time has elapsed, the variable gear ratio means determines that the upshift operation has been completed, and returns to controlling the gear ratio according to the air conditioning load.

Therefore, the shift operation of the transmission section during acceleration can be reduced. Moreover, even during this time, a certain amount of air conditioning capacity is maintained, so even if the speed change operation is reduced, the effect on air conditioning is small and there is no problem.

Moreover, by setting the gear ratio to be low, the load on the engine during acceleration is small, and acceleration performance is improved accordingly.

(Example) The present invention will be described below based on an example shown in FIGS. 1 to 6. FIG. 2 shows a schematic configuration of an automobile air conditioner, in which 1 is a compressor with a transmission, 2 is a condenser, 3 is a receiver tank, 4 is an expansion valve (pressure reducing device), and 5 is an evaporator. The respective refrigeration cycle devices are connected in sequence through refrigerant pipes 6 to form a refrigeration cycle circuit 7. The driven pulley 8 provided in the manual part of the compressor 1 with a transmission and the driven pulley 8 installed in a manual transmission (hereinafter simply referred to as MT) automobile (not shown), for example, an electronically controlled fuel injection type A drive pulley 10 provided on the crankshaft of an engine 9 (for running) is connected by a belt, for example, an endless V-belt 11. In other words, the compressor 1 with a transmission is driven using the driving engine 9 as a power source. Note that 5a is a blower fan for blowing cold air obtained by heat exchange in the evaporator 5 into the cabin of the automobile (not shown).

The compressor 1 with a transmission includes a compressor main body 1a in which a wave plate type compressor part 40 is connected in series via a transmission part, for example, a frictionless continuously variable transmission 20. The detailed structure of the compressor main body 1a is shown in FIGS. 3 and 4.

To explain the compressor section 40, 41 is a cylinder block. This cylinder block 41 is composed of a front cylinder block 41g and a rear cylinder block 41b that are divided in the front-rear direction. Each cylinder block 41a.

On the circumferential side of 41b, a plurality of cylinders 42 are provided in parallel along the circumferential direction, and each cylinder 42 is formed with a hole that penetrates both the cylinders along the front-rear direction. And each of these cylinders 4
A piston 43 is slidably inserted into each of the pistons 2.

A front valve plate 44 and a front side housing 45 are sequentially provided at the end of the front cylinder block 41a.

Further, a rear valve plate 46 and a rear side housing 47 are sequentially provided at the end of the rear cylinder block 41b.

And each part arranged in order along these front and rear directions,
Front side leg 45. Valve plate 44
．． Cylinder block 41. It is fastened to the rear side housing 45 with a through bolt 48 passing through the valve plate 46, and constitutes a main body portion. Note that each cylinder 42
Although not shown, the valve plate portion facing the cylinder block is provided with a discharge hole and a discharge valve located on the outside of the cylinder block, and is provided with a suction hole and a suction valve located on the center side of the cylinder block. However, 49 indicates a valve holder of the above-mentioned discharge valve.

Further, a drive shaft 50 is arranged in the center of the cylinder block 41 along the front-rear direction. And this drive shaft 50
The front end of the front side housing 45 protrudes forward from the front side housing 45. Note that A indicates the axis of the drive shaft 50. This drive shaft 50 has front and rear cylinder blocks 41a and 41b, respectively.
It is rotatably supported by radial bearings 51b, 51b provided in the.

A wave plate 51 connected to each piston 42 is fitted into the center of the drive shaft 50, and each piston 43 is caused to reciprocate within the cylinder 42 by this wave plate 51.

That is, the cylinder 4 is located at the front end of the rear cylinder block 41b where the wave plate 51 is arranged.
A circular recess 52 that extends to 2 is formed. The wave plate 51 is housed in the recess 52 and has, for example, a dimension such that its outer diameter reaches the axis of the cylinder 42 . Also this wave plate 5
The outer circumferential portion of each piston 43 corresponding to the outer circumferential end of
A recess 53 is formed to accommodate the end.

A pair of rollers 54 and 55 are rotatably installed in each of these recesses 53 so as to sandwich the plate surface portion of the wave plate 51 that enters the recess 53 from both sides, and the rollers 54 and 55 are rotatable. wave plate 51
By transferring on the plate surface part of the wave plate 5
The piston 43 reciprocates within the cylinder 42 by a tilt displacement of 1.

Note that the wave plate 51 is rotatably supported in the thrust direction by a thrust bearing 57 provided between a hub 51a of the wave plate 51 and a cylinder block wall facing thereto.

Inside the rear side housing 47, there is an annular suction chamber 5 in the center that communicates with each suction hole of the valve plate 46.
8 (low pressure chamber), and an annular discharge chamber 59 (high pressure chamber) that communicates with each discharge hole of the valve plate 46 is provided on the outside.

Further, on the center side of the front side housing 45, a circular notch 60 (
In addition, an annular discharge chamber 61 that communicates with each discharge hole of the valve plate 44 is formed in the outer internal portion.
(hyperbaric chamber) is provided. The notch 60 communicates with the suction chamber 58 through a passage (not shown), and also communicates with a suction port 62 provided on the front side of the compressor with a transmission 1 through the inside of the transmission 20, which will be described later. .

In addition, each discharge chamber 59.61 has a rear cylinder block 41b.
It communicates with a discharge port mounting opening body 63 formed on the side (rear side of the compressor 1 with a transmission) via a passage (not shown). As a result, when each piston 43 reciprocates in accordance with the rotation of the drive shaft 50, the refrigerant sucked from the suction port 62 is compressed, and the compressed refrigerant is then transferred to the discharge chamber 59, 62.
The liquid is discharged from a discharge nozzle 64 mounted on the discharge port mounting body 63 through the discharge port mounting body 63 and into the condenser 2 . In order to lubricate the sliding parts around the wave plate 51, suction refrigerant is introduced into the recess 52 using a passage (not shown).

On the other hand, regarding the transmission 20, reference numeral 21 denotes a housing that is hermetically connected to the periphery of the front side housing 45 by bolts (not shown). The housing 21 has a substantially cap-like shape, and an oil reservoir 37 is formed at the inner bottom. A certain amount of refrigerating machine oil 38 (lubricating oil) is stored in this oil reservoir 37.

Further, on the upper side of the housing 21, an eye portion 21a to which the above-mentioned suction port 62 is attached is provided.

A radial bearing 22 provided on the front wall of the housing 21 supports an input shaft 2 that serves as an input section.
3 is rotatably supported. The input shaft 23 is coaxial with the axis A of the drive shaft 50, and the housing 21
It passes through the front side of the. And this input shaft 23
The driven pulley 8 is attached to the through end of the input shaft 23 so that the engine 9 can be manually rotated. In addition, 24 is a radial bearing for supporting the boob, 25
shows an oil seal provided on the input shaft portion between the driven pulley 8 and the radial bearing 22.

Further, the end portion of the input shaft 23 protruding into the housing 21 is formed with four portions 21b. The concave portion 21b and the adjacent end of the drive shaft 50 are fitted through the radial bearing 26, so that the input shaft 23 and the drive shaft 50 are coaxially arranged. A frictionless variable speed mechanism section is provided between these manpower and output shafts.

That is, 27 is an input disk that is integrally provided on the outer layer of the protruding θ portion of the input shaft 23, and 28 is an output disk that is rotatably inserted into the protruding end of the drive shaft 50, facing the input disk 27. .

A plurality of planetary cones 29 (only two are shown) are provided between the outer peripheral ends of the input disc 27 and the output disc 28.
is mediated.

Here, to explain the planetary cone 29, the planetary cone 29 has a substantially umbrella shape having three transmission surfaces. That is, the planet cone 29 has a small-diameter disk portion 30 coaxially provided integrally with the conical bottom surface of the conical portion 29a, and a mounting shaft 31 coaxially provided integrally with the bottom surface of the disk *30. It becomes. And the disk part 30
The side surface of the input disk 27 is formed into a concave shape so as to frictionally engage with the outer peripheral end of the input disk 27, and serves as a first transmission surface 32. Further, the bottom peripheral edge of the conical portion 29a is formed into a flat surface or a surface close to the flat surface, and the output disk 29a
8 and constitutes a second transmission surface 33 that frictionally engages with the outer circumferential end of the second transmission surface 33 . Further, the conical portion 29a is configured to have an obtuse apex angle, and the side surface of the conical portion 29a is formed by a speed change ring 3, which will be described later.
The third transmission surface 34 frictionally engages with the third transmission surface 6.

These planetary cones 29 are attached by a retainer 35 so as to be freely rotatable around the axis A.

In other words, the retainer 35 has a disc shape, which is a plate member formed into a truncated cone shape. This retainer 35 is
With the side wall disposed on the input shaft 23 side, the center portion of the side wall is rotatably fitted into the end portion of the input shaft 23 protruding from the input disk 27. Note that the retainer 35 is provided coaxially with the axis A. And this retainer 35
The mounting shafts 31 of the plurality of planetary cones 29 are rotatably mounted at predetermined intervals with an appropriate clearance on the inclined peripheral wall of the conical portion 29a. The generator is arranged so that it is approximately parallel to the axis.

Then, on the side surface of the disk portion 30 of the planetary controller 29 that can freely rotate and revolve, that is, the first transmission surface 32,
The outer peripheral end of the input disk 27 is frictionally engaged.

Further, the outer circumferential end of the output disk 28 is frictionally engaged with the circumferential edges of the two circumferential bottom surfaces of the planetary cones, that is, the second transmission surface 33.

A stepped portion 39 extending in the direction of the axis A is formed in the housing surface portion (including the oil reservoir portion 37) around these planetary cones 29, and the speed change ring 36 is inserted in the stepped portion 39 in the direction of the axis A. It is slidably inserted along the Further, on the inner peripheral surface of the speed change ring 36, a convex portion 36a is formed in the circumferential direction in contact with a slope parallel to the axis A of the conical portion 29a. By varying the position of the contact point 29 between the apex angle and the peripheral edge, the rotational speed from the input shaft 23 can be changed (by changing the revolution speed of the planetary cone 29). In this embodiment, for example, from "speed ratio 0 (position near the periphery of the conical portion 29a) to speed ratio 1 (position near the periphery of the conical portion 29a)"
The rotation speed is changed steplessly within the range of ``a position near the apex angle of a''.

Further, due to the arrangement of the two planetary cones and the retainer 35, the lower part of the lower planetary cone 29 and the speed change ring 36 is transferred to the refrigerating machine oil 38 in the oil sump 37.
When the refrigerating machine oil 38 is splashed by the revolution and rotation of the planetary cone 29, oil components are added to the refrigerant that passes through the suction port 62 through the housing 21 and is sucked in from the notch 60 of the compressor section 40. or mix it into the transmission section 2.
The refrigerating machine oil 38 is supplied to the sliding parts of 0.

On the other hand, the upper part of the speed change ring 36 has the same speed change ring 36.
A drive mechanism 70 is provided to drive the. Drive mechanism 7
No. 0 uses a structure in which a drive pin 71 protruding upward is provided on the upper part of the speed change ring 36, and the drive pin 71 is driven in the direction of the axis A using a cam mechanism.

That is, to explain the drive mechanism 70, 72 is a cam block disposed within the abutment body portion 21a. As shown in FIG. 4, the cam block 72 is a band-shaped block extending along the left-right direction of the transmission 20 (the direction perpendicular to the axis A, which is the depth and the front in the figure). The lower center of the cam block 72 is connected to the protrusion of the drive pin 71. Although not shown, this cam block 72 has two parts along the axis A direction.
The book's guide bin restricts the book's ability to slide only along the axis entry direction, and at the same time, it is always pushed in the rear direction as indicated by arrow Y by the elastic force of a coil spring (not shown). As a result, if the campro gear 72 slides, the speed change ring 36
slides in the direction of axis A. A cam surface 73 formed of a flat or curved surface is provided on the rear side surface of the cam block 72 and is inclined so as to widen as the depth increases.

Further, a screw shaft 74 is arranged on the rear side of the mortar body portion 21a, parallel to the cam surface 73. Screw shaft 7
4 is constituted by, for example, a trapezoidal helical shaft having a trapezoidal helical on its outer periphery, and both ends thereof are rotatably supported by radial bearings 75, 75 provided in the wall portion constituting the mortar body portion 21a. Further, one end portion of the screw shaft 74 is connected to a drive motor 77 provided outside the housing 6 via a reduction gear 76 provided adjacent to the mortar body portion 21a. In other words,
The screw shaft 74 rotates as the drive motor 77 rotates. Further, a drive nut 78 is screwed into the threaded portion of the screw shaft 74 so as to be able to move forward and backward. The drive nut 78 is formed with an inclined drive surface 79 corresponding to the cam surface 73 of the cam block 72 and constantly in contact with the cam surface 73 of the cam block 72 under the elastic force of the biasing coil spring. . In other words, the cam block 72
4 rotates forward or backward, the drive nut 78 displaces in the direction of the arrow X while maintaining contact, causing the shaft iA to be displaced in the force direction. That is, the speed change ring 36 is displaced in the direction of the axis A in accordance with the rotation of the drive motor 77, so that the necessary speed change is performed.

On the other hand, the output disk 28 is provided with a pressure regulating cam mechanism 80 (pressing force generating means). Here, to explain the pressure regulating cam mechanism 80, reference numeral 81 is a hub fitted into the drive shaft portion exposed from the notch 60. The hub 81 is
It is composed of a small-diameter cylindrical portion 81a that is fitted onto the drive shaft 50 via a power transmission key 81C, and a large-diameter cylindrical portion 81b that is concentric with the small-diameter cylindrical portion 81a, connected to the output disk 28 side, and protrudes outward. Note that the small diameter cylindrical portion 81a can be displaced in the axial direction. Also, the large diameter cylindrical portion 81b of the hub 81 and the output disk 28 are in opposing relationship.
A cam disk 82 formed in a disk shape is slidably inserted into the drive shaft portion between the two. In other words, the cam disk 82 is rotatable and axially displaceable. The cam disc 82 and the hub 81 have a plurality of steel balls 83 disposed between the plate surface portion of the cam disk 82 and the plate surface portion of the large diameter cylindrical portion 81b that face each other, and They are dynamically connected by recesses 84, 84 that restrict the movement of the steel balls 83 provided. Further, the output disk 28 and the cam disk 82 are opposed to each other, and a plurality of pins 85 protruding from the plate surface portion of the output disk 28 side of the cam disk 82 by press-fitting are inserted into an insertion hole 85 formed in the output disk 28. By being loosely fitted into the housing, the housing is connected so as to be freely displaceable in the direction of the axis A. By transmitting the rotational force through the pin 85 and the insertion hole 86, and through the transmission of the rotational force through the steel ball 83 and the recesses 84, 84, the variable speed rotation output from the output disk 28 is directed to the drive shaft 5°, which is the output shaft. I am trying to output it. Also output disk 2
A plurality of compression coil springs 87 are interposed between the cam disk 8 and the cam disk 82 . The elastic force of the compression coil spring 87 constantly urges the output disk 28 against the planetary cone 29. That is, the structure is such that the biasing force of the compression coil spring 87 applies pressurization to each part that is frictionally engaged with the transmission 20 at the initial stage of rotation, thereby imparting the frictional engagement force necessary for the transmission function. There is. A thrust bearing 88 is interposed between the end face of the small-diameter cylindrical portion 81a of the hub 81 and the valve plate portion facing thereto, and is structured to rotatably receive the reaction force transmitted to the hub 81. .

A control system of the compressor 1 with a variable transmission configured as described above is shown in FIGS. 1 and 2.

That is, 90 is a control section. This control section 90 includes
An operating section 9 with switches (not shown) is connected, and information necessary for cooling operation, such as a set temperature, can be input.

The control unit 90 also includes a Ta temperature sensor 9 that detects the temperature Ta (room temperature) of the air blown out from the evaporator 5.
2 (hereinafter simply referred to as Ta sensor), the compressor section 40
A Neo rotation speed detection sensor 93 (hereinafter simply referred to as Neo sensor) that is provided in and detects the rotation speed of the compressor section 40
, and a Ne rotation speed detection sensor 94 (hereinafter simply referred to as a Ne sensor) provided in the engine 9 and detecting the rotation speed of the engine 9 are connected to each of them. Further, as shown in FIG. 1, the control section 90 includes a target compressor rotation speed setting circuit 95, a gear ratio calculation circuit 96, and a transmission drive circuit 97 connected to the drive motor 77 of the transmission 20. Then, each circuit 95 is connected to the Ta sensor 92.
97 are connected in sequence. Further, a target compressor rotation speed setting circuit 95 is connected to the operation section 90,
In the target compressor rotation speed setting circuit 95, T
Air temperature Ta input from a sensor 92 and operation unit 90
The target compressor rotation speed is calculated according to the deviation from the target temperature Tao input from the target temperature Tao. Furthermore, the above-mentioned Ne sensor 94 is connected to the gear ratio calculation circuit 96, and in this gear ratio calculation circuit 96, the target compressor rotation speed output from the target compressor rotation speed setting circuit 95 and the engine engine output from the Ne sensor 94 are connected. The required gear ratio δ0 is calculated from the rotational speed.

At the same time, the gear ratio calculation circuit 96 detects the NCO sensor 93.
is connected, and the current gear ratio is calculated from the engine rotation speed input from the Ne sensor 94 and the compressor rotation speed input from the Neo sensor 93. From this gear ratio calculation circuit 96, a transmission section drive circuit 97
Then, a control signal corresponding to the deviation is outputted to change the current gear ratio to the target gear ratio δ0, and the energization control of the drive motor 77 is performed to achieve the target gear ratio δ. As a result, the speed ratio δ of the transmission 20 is adjusted to the cooling (air conditioning) using the air temperature Ta blown out from the evaporator 5 as a parameter.
It is controlled according to the load.

Further, the control section 90 has a built-in vehicle acceleration determination circuit 98 connected to the speed ratio calculation circuit 96. This vehicle acceleration determination circuit 98 includes an engine ECU 99 that constitutes an electronically controlled fuel injection system, and an engine ECU 99 that detects the shift position (for example, 1st to 4th gear in a 4-speed type) provided in the MT of the automobile. MT shift position detection sensor (hereinafter simply M
A T-sensor) 100 is connected. In this vehicle acceleration determination circuit 98, for example, a fuel injection timing signal inputted from the engine ECU 99 and a signal from the MT sensor 1 are inputted from the engine ECU 99.
Based on the shift position signal input from 00, it is determined whether the automobile is in an acceleration state or not.

Then, according to this determination result, in the acceleration state, the speed ratio of the speed ratio calculation circuit 96 is prioritized over the speed ratio control,
It is possible to forcibly change to a preset low gear ratio. That is, the gear ratio calculation circuit 96 includes a storage section 96a that stores a low gear ratio, for example, a gear ratio of 0.2, and a timer 96b. Then, as a signal indicating the acceleration state is inputted from the vehicle acceleration state determination circuit 98, the gear ratio calculation circuit 96 calculates the engine 9.
Regardless of the rotation speed of the timer 96b, the function returns to the speed ratio control after holding the speed ratio 0.2 for a certain period of time, more specifically, for a period of time corresponding to the end of the acceleration operation process. have. In other words, the compressor 1 with a transmission does not perform a speed change operation for a predetermined period of time from the beginning when the vehicle accelerates.

Next, the operation of such an automotive air conditioner will be explained.

When the engine 9 of the automobile is started, the rotation of the engine 9 is transmitted to the input shaft 23 of the compressor 1 with a transmission via the drive pulley 10, belt 11, and driven pulley 8. As a result, the input rotation is transmitted from the input disk 27 to the planetary cone 29, causing the planetary cone 29 to rotate and revolve around the axis A.

Here, if a signal to start the cooling operation is not inputted to the control section 90 from the operation section 91, the contact position of the speed change ring 36 with the third transmission surface 34 of the planetary cone 29 will be at a speed ratio of 0.
The rotation of the engine 9 is not transmitted to the compressor section 40 while remaining in the position shown in FIG.

When the operating section 91 is operated and an ON signal for starting the cooling operation is input to the control section 90, the speed change ring 36
is displaced by a gear ratio δ determined according to the cooling load. As a result, the output rotation obtained at the gear ratio δ is the same as that between the output disc 28, cam disc 82, hub 81, and drive shaft 51.
It is transmitted to the wave plate 51 via the wave plate 51, causing each piston 43 to reciprocate.

Then, the refrigerant is sucked into the cylinder 42 from the suction port 62 through the housing 21, the notch 60, and the suction chamber 55, and is compressed. Then, the compressed refrigerant passes through the discharge chambers 59 and 61 and the nozzle mounting body 63, and is discharged to the refrigeration cycle circuit 7 through the discharge nozzle 64.

Then, the discharged refrigerant is transferred to the condenser 2 and the receiver tank 3.
, the expansion valve 4, and the evaporator 5, forming a cooling cycle. Then, the cold air obtained by heat exchange in the evaporator 5 is blown into the cabin of the automobile by the blower fan 5a, thereby cooling the inside of the vehicle.

Such cooling operation is continued under continuously variable control according to the cooling load using the air temperature Ta as a parameter. Specifically, the transmission 2o is controlled according to the flowchart shown in FIG.

That is, when the control unit 90 is turned on using the operation unit 91, the control unit 90 performs the following S1 to S8. The speed ratio δ is adjusted as shown in Sll to maintain the rotational speed of the compressor section 4o at a steady state.

That is, in accordance with the ON operation, the control section 9° sets the flag to "0" and then detects the outlet temperature Ta5 of the evaporator 5 from the Tai degree sensor 92, the rotation speed Nco of the compressor section 40 from the rotation speed detection sensor 93, To go. Then, the target compressor rotation speed setting circuit 95 sets the blowout temperature Ta and the set temperature input from the operation section 91, that is, the target blowout air temperature Ta.

A target compressor rotation speed is calculated according to the deviation. Then, the gear ratio calculation circuit 96 calculates the gear ratio δ necessary for cooling operation from this target compressor rotation speed and the engine rotation speed Ne detected by the Ne rotation speed detection sensor 94. is calculated.

At the same time, in the same circuit 96, the compressor rotation speed Nc.

The current gear ratio δ is calculated from the engine speed Ne and the engine speed Ne. And these gear ratios δ, δ. A control signal corresponding to the deviation is output to the transmission drive circuit 97, and in the transmission drive circuit 97, the drive motor 77 is set to the target gear ratio δ. The power will be turned on so that

Through such control, the compressor rotational speed Nco is kept constant regardless of input fluctuations.

Here, while driving, shift up (for example, "1st gear - 2nd gear")
Speed J, "2nd speed - 3rd speed", "3rd speed - 4th speed"),
As shown in S6, the vehicle acceleration state determination circuit 98 detects the change in the shift signal from the MT sensor 100 at the initial stage of operation,
Similarly, E for the engine changes according to the accelerator opening.
Based on the fuel injection timing signal from the CU 99, it is determined that the vehicle is in an acceleration state. Then, the process advances to the next step 510, reads the gear ratio 0.2 (the gear ratio determined for compressor protection) stored in the storage section 96a, and calculates the gear ratio δ calculated in S5.
. is changed to rO,2J, and the flag is set to "1".
I'm going to do it.

As a result, as shown in FIG. 6, priority is given to speed ratio control, that is, combus steady-state control as shown in the dashed line in the figure, to protect the transmission 20 from frequent operation, as shown in the solid line in the figure. The system will shift to kelp protection control operation.

Then, by the timing operation of the timer 96b, the gear ratios 0 and 2 are continuously adjusted for a certain period of time S as in S12. In addition, the gear ratio is set to a low gear ratio (0, 2) that does not exceed, for example, the rotation speed during steady control of the kelp, even if the rotation speed of the compressor input fluctuates, so even during this period, the rotation speed will change slightly. Although the capacity of the compressor section 40 varies, a certain degree of cooling capacity is ensured.

However, during acceleration, the transmission 20 does not perform a gear change operation for a certain period of time S (during which the acceleration operation process ends).

Then, the transmission device 2 sets this gear ratio to rO,2J.
0, the shift-up operation for acceleration is performed.

Then, when the predetermined time S has elapsed, the control section 90 determines that the upshift operation has been completed, and returns to the speed ratio control (combu steady control) as described above.

Therefore, it is possible to reduce the shift operation of the transmission device 20 when the vehicle accelerates. Furthermore, since a certain degree of cooling capacity is secured even during this time, even if the speed change operation is reduced, the effect on cooling is small and there is no problem.

Therefore, the durability and reliability of the compressor 1 with a variable transmission can be improved. Of course, since the operation of the drive motor 77 can be reduced, it is also advantageous in terms of power consumption of the automobile. Furthermore, since the gear ratio is set to a low gear ratio such as rO, 2J, the load on the increase in engine speed during vehicle acceleration is small, and acceleration performance can be improved.

According to experiments, the gear ratio is rO, 2J, and the constant time S is [
It was effective when it was set to 20 to 60 see J.

In one embodiment, the gear ratio and fixed time given in the experiment were applied, but these differ depending on the device, the type of car, etc., and therefore are not limited to the values of the same gear ratio and fixed time.

Further, in one embodiment, the acceleration state of the vehicle is detected using the engine ECU and the MT sensor, but the method is not limited to this method. For example, the acceleration state may be detected from the opening degree of the accelerator pedal of the vehicle. You may also do so.

Further, in one embodiment, the present invention is applied to a manual transmission vehicle, but the present invention may also be applied to a vehicle equipped with an automatic transmission controlled by a transmission ECU.

Furthermore, in one embodiment, a piston-type compressor section,
Although a frictionless continuously variable transmission is used, the present invention is not limited to this, and other types (rotary, scroll, etc.) of compressor sections and transmissions (planetary gear mechanism, etc.) may be used.

[Effects of the Invention] As described above, according to the present invention, it is possible to improve the acceleration performance of the vehicle and reduce the shift operation of the transmission section during acceleration.

[Brief explanation of the drawing]

FIGS. 1 to 6 show one embodiment of the present invention.
Fig. 2 is a block diagram showing the configuration of a control unit that changes the gear ratio, Fig. 2 is a schematic configuration diagram showing an automotive air conditioner to which the present invention is applied, Fig. 3 is a side sectional view showing a compressor with a transmission; 4
The figure is a plan cross-sectional view taken along line IV-■ in Figure 3, Figure 5 is a flowchart for explaining control to change the gear ratio to a low gear ratio according to the acceleration state, and Figure 6 is a low gear ratio according to the acceleration state. FIG. 3 is a diagram showing changes when 1. Compressor with transmission, 1a... Compressor body, 2°.
...Transmission device (transmission section), 4o...Compressor section, 9°...Control section, 91...Operation section, 92...Ta temperature sensor, 93...Neo rotation speed detection sensor , 94...
・Ne rotation speed detection sensor, 95 ・Target compressor setting circuit, 96 ・Transmission ratio calculation circuit, 96a ・Storage unit, 96b ・Timer 97 ・Transmission unit drive circuit,
98... Vehicle acceleration state determination circuit, 99... Engine ECU, 100... MT shift position detection sensor. Applicant's Representative Patent Attorney Takehiko Suzue

Claims (1)

[Claims] A compressor main body is constructed by sequentially connecting a transmission section and a compressor section to an input shaft section through which the output of a driving engine of an automobile is transmitted, and a speed ratio of the transmission section is controlled according to an air conditioning load. an air conditioning control means; a detection means for detecting whether or not the automobile has accelerated; and when an acceleration signal of the detection means is detected, the speed change of the transmission section takes priority over control of the gear ratio according to the air conditioning load. 1. A compressor with a transmission for automobile air conditioning, characterized in that the compressor is equipped with a gear ratio variable means for setting the gear ratio to a low gear ratio for a predetermined period of time.