JPH10291415A - Controller for hybrid compressor for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To easily mount a compressor on a vehicle by making the size of an electric motor small. SOLUTION: When it is judged at a step S90 that a necessary cooling capacity is smaller than a predetermined necessary capacity, the capacity of a compressor is smaller than a predetermined capacity and the amount of circulating coolant is small in a refrigeration cycle and hence a driving force for driving the compressor is small. Therefore, the compressor can be driven by an electric motor having small driving force. When a cooling load is larger than a predetermined value, the capacity of the compressor is larger than a predetermined value and the amount of circulating refrigerant is large in the refrigeration cycle and hence a driving force for driving the compressor is large. Therefore, the compressor is driven by an engine having large driving force. Accordingly, the compressor can be driven by a small sized electric motor and the electric motor can be easily mounted on a vehicle.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a control device for a vehicle hybrid compressor that selectively drives a compressor by two power sources.

[0002]

2. Description of the Related Art Generally, in a vehicle, a compressor of a vehicle air conditioner is driven by an engine. Therefore,
When the engine is stopped, the compressor stops and air conditioning in the passenger compartment cannot be performed. Then, in this case, when the engine is stopped, a compressor that is driven by an electric motor to continue air conditioning in the vehicle compartment has been considered.

[0003]

However, the above-described conventional apparatus has the following problems. In the above,
If the electric motor is used to drive the compressor in the same manner as the engine, for example, when the cooling load is extremely large, such as for cooling the vehicle compartment rapidly in summer or the like, the driving force for driving the compressor is large. A large electric motor with a large driving force must be used. As a result, there is a problem that the mountability of the electric motor on the vehicle is deteriorated.

Accordingly, an object of the present invention is to reduce the size of an electric motor and improve the mountability of a compressor on a vehicle.

[0005]

The present invention employs the following technical means to achieve the above object. In the invention according to claims 1 to 6, there is provided a judging means (S90) for judging whether or not the required cooling capacity in the refrigeration cycle (5) is smaller than a predetermined necessary capacity.
When the required cooling capacity is larger than the predetermined required capacity, the compressor (1) is driven by the engine (1), and when the required cooling capacity is smaller than the predetermined required capacity by the determining means (S90), the electric motor (9) , And drives the compressor (1).

Thus, when the compressor is driven by the electric motor, the required cooling capacity is smaller than the predetermined required capacity. At this time, the amount of the circulating refrigerant in the refrigeration cycle is small, so that the driving force for driving the compressor is reduced. Become smaller. Therefore, in this case, the compressor can be driven by the electric motor having a small driving force. On the other hand, when the required cooling capacity is larger than the predetermined required capacity, the amount of circulating refrigerant in the refrigeration cycle increases, and the driving force for driving the compressor increases. Therefore, in this case, even when the engine is stopped, the compressor is driven by the engine having a large driving force.

As a result, the compressor can be driven by a small electric motor, and the mountability of the electric motor on a vehicle can be improved. In particular, in the invention according to claim 3,
When the displacement controlled by the displacement control means (4a, 15) is smaller than a predetermined displacement, the compressor (4) is driven by the electric motor (9), and when the displacement is larger than the predetermined displacement, the engine ( 1) controlling the compressor (4).

Accordingly, when the capacity of the compressor is smaller than the predetermined capacity, the driving force for driving the compressor can be small. In this case, the compressor is driven by the electric motor. On the other hand, when the capacity of the compressor is larger than the predetermined capacity, the driving force for driving the compressor is large. In this case, the compressor is driven by the engine.

Thus, the size of the electric motor can be made smaller than when the compressor is of a fixed displacement type. As a result, the vehicle mountability of the electric motor can be further improved. According to the fourth aspect of the present invention, the capacity control means (4a, 15) is configured to activate the electric motor (9) before starting the electric motor (9).
The capacity of the compressor (4) is set to a low capacity state smaller than a predetermined value.

Thus, when the compressor is driven before the electric motor is started, the capacity of the compressor is set to a low capacity state smaller than a predetermined value, so that the driving force for driving the compressor is smaller than when the capacity is large. Become smaller. Therefore, when the compressor is driven by the electric motor, the compressor can be sufficiently driven by the small electric motor without using a large electric motor having a large driving force. As a result, the size of the electric motor can be further reduced, and the mountability of the electric motor on a vehicle can be significantly improved.

[0011]

BEST MODE FOR CARRYING OUT THE INVENTION

(First Embodiment) Hereinafter, an embodiment of the present invention will be described with reference to FIGS.
This will be described with reference to FIG. In the present embodiment, the present invention is applied to a vehicle that carries a load such as a truck. Further, in the truck in the present embodiment, the engine is stopped when the vehicle stops to prevent carrying out the luggage while the engine is driven.

FIG. 1 is an overall system diagram of a drive device of a vehicle hybrid compressor according to this embodiment. Reference numeral 1 denotes an engine, which is a traveling drive source mounted on a vehicle. A drive pulley 2 is provided on an output shaft of the engine 1, and the drive pulley 2 is configured to rotate in conjunction with driving of the engine 1. Reference numeral 3 denotes a well-known electromagnetic clutch as power intermittent means, and reference numeral 4 denotes a compressor which is a component of the refrigeration cycle 5 of the vehicle. The compressor 4 is driven by an electric motor 9 (DC motor) mounted on a vehicle other than the engine 1. The electric motor 9 is driven by being supplied with electric power from a vehicle-mounted battery (not shown). The power source of the compressor 4 is selected by the electromagnetic clutch 3 to be either the engine 1 or the electric motor 9.

A drive shaft of the compressor 4 is provided with a pulley 6. The pulley 6 and the rotation shaft of the electromagnetic clutch 3 are coaxially arranged. A belt 7 as a power transmission member is wound around the drive pulley 2 and the electromagnetic clutch 3. Thereby, when the electromagnetic clutch 3 is energized (ON) and is connected to the compressor 4 via the pulley 6, the compressor 1 is driven by the engine 1.

The compressor 4 includes an electric motor 9 (DC motor) mounted on a vehicle other than the engine 1.
It is designed to be driven by. The electric motor 9 is driven by being supplied with electric power from a vehicle-mounted battery (not shown).
A drive pulley 10 is provided on the output shaft of the electric motor 9, and a belt 8 as a power transmission member is wound around the drive pulley 10 and the pulley 6. That is, in the present embodiment, when the compressor 4 is driven by the electric motor 9 when the engine 1 is stopped, the power supply to the electromagnetic clutch 4 is cut off (off), and the connection between the engine 1 and the compressor 4 is cut off. After that, the electric motor 9 is driven to drive the compressor 4.

Here, the refrigeration cycle 5 will be briefly described. First, in the present embodiment, the compressor 4 is constituted by an external variable displacement compressor which can arbitrarily change the discharge capacity from outside. More specifically, in the present embodiment, the compressor 4 is an external variable displacement compressor of a swash plate type, and controls the pressure Ps in a crank chamber (not shown) to change the swash plate angle and to vary the displacement. It has a valve mechanism 4a.

The refrigeration cycle 5 includes, in addition to the compressor 4, a condenser 11 for condensing and liquefying the refrigerant compressed by the compressor 4, and a receiver 11 for separating the condensed and liquefied refrigerant into a gaseous refrigerant and a liquid refrigerant. It is a well-known device comprising a liquid device 12, an expansion valve 13 for expanding and reducing the liquid-phase refrigerant from the liquid receiver 12, and an evaporator 14 for evaporating and expanding the expanded refrigerant.

The evaporator 14 constitutes a cooling heat exchanger of the vehicle air conditioner 100 for air-conditioning the cabin of the vehicle. The vehicle air conditioner 100 is a well-known one, and will be briefly described. The vehicle air conditioner 100 has an air conditioner case 101 forming an air passage to a vehicle interior. In the air conditioning case 101,
The air-conditioning blower fan 102 and the evaporator 14 are housed and arranged. A well-known heater core 103 that uses engine cooling water as a heat source, a well-known air mix door 104 that adjusts the temperature of conditioned air, and the like are provided downstream of the evaporator 14.

The above-described electromagnetic clutch 3, compressor 4 and electric motor 9 are controlled by a control device 15 (hereinafter, ECU) which is a well-known computer means. The ECU 15 is configured to be supplied with electric power from a vehicle-mounted battery (not shown) when an ignition switch 16 serving as a switch unit that enables the vehicle to travel is turned on.

The ECU 15 is connected as output terminals to a clutch control circuit 17, a motor drive circuit 18, and a capacity control circuit 19. And, the electromagnetic clutch 3
Are controlled by the ECU 15 through the clutch control circuit 17. The electric motor 9 is
It is controlled by the ECU 15 through the motor drive circuit 18. The electromagnetic control valve mechanism 4a of the compressor 4 is controlled by the ECU 15 through the capacity control circuit 19.

The ECU 15 also has an external temperature sensor 20 as means for detecting the outside temperature (outside temperature) as input terminals, an inside temperature sensor 21 as a means for detecting the inside temperature (inside temperature), and a vehicle interior as input terminals. A solar radiation sensor 22, which is a means for detecting the amount of solar radiation incident on the vehicle, and a temperature setting device 23 for setting a set temperature in the vehicle compartment are connected. The ECU 15 further includes a vehicle speed sensor 24 as a means for detecting a vehicle speed, an air conditioner switch 25 for automatically controlling the vehicle air conditioner 100 based on signals from the sensors 20 to 22, the temperature setting device 23, and the evaporator 14. A temperature sensor 26 for detecting the temperature of the air immediately after the passage (temperature after the evaporator) is connected. In the present embodiment, the air conditioner switch 2
For the first time when the compressor 4 is turned on,
In addition, the air-conditioning fan 102 is automatically driven and controlled.

Next, the control contents of the ECU 15 will be described with reference to the flowchart of FIG. This flowchart is executed when the ignition switch is turned on. First, in step S30, information reading is performed, and the sensors 20 to 22, 24,
25 and the signal from the temperature setting device 23 are read and stored.

Thereafter, in step S40, it is determined whether or not the air conditioner switch 25 is on. When the air conditioner switch 25 is off, the vehicle air conditioner 10
It is not necessary to operate 0 to air-condition the interior of the vehicle, so the process proceeds to step S50, where the electric motor 9 is stopped and the electromagnetic clutch 3 is turned off. Thus, the compressor 4 is stopped.

On the other hand, if it is determined in step S40 that the air conditioner switch 25 is ON, the process proceeds to step S60. In step S60, it is determined whether or not the vehicle speed detected by the vehicle speed sensor 24 is 0. If it is determined that the vehicle speed is not 0, that is, it is determined that the vehicle is traveling, the process proceeds to step S70, and the electromagnetic control valve mechanism 4a At compressor 4
After performing the capacity control, the process proceeds to step S70, where the engine is driven and the electromagnetic clutch 3 is turned on to drive the compressor 4.

Here, the capacity control in step S70 will be briefly described. First, based on the signals from the outside air temperature sensor 20, the inside air temperature sensor 21, the solar radiation sensor 22, and the temperature setting device 23, the target air-conditioning air Outlet temperature TA
Calculate O. Then, based on the target outlet temperature TAO, the target air temperature TEO immediately after passing through the evaporator 14 is obtained.
To determine. Note that the target air temperature TEO is determined so as to increase as the target outlet temperature TAO increases, as shown in FIG.

Then, in the above-mentioned electromagnetic control valve mechanism 4a,
The temperature detected by the temperature sensor 26 is equal to the target air temperature TE.
The capacity of the compressor 4 is controlled to be O. Accordingly, the capacity of the compressor increases as the target air temperature TEO increases. By doing so, the target air temperature TEO is considered to be the cooling load in the vehicle cabin. Therefore, when the cooling load is reduced, the discharge capacity of the compressor 4 is reduced, and the load on the engine 1 can be reduced.

In this embodiment, before starting the engine 1 and driving the compressor 4, first, in step S
After the displacement control is performed at 70 and the displacement of the compressor 4 is set to a predetermined amount, the engine 1 is started and the electromagnetic clutch 3 is turned on at step S80. on the other hand,
If the vehicle speed is determined to be 0 in step S60, for example, if the truck arrives at the destination and stops, step S60
At 90, it is determined whether or not the vehicle is in the cool-down state, that is, whether or not the cooling load (required cooling capacity) in the vehicle compartment is larger than a predetermined value (predetermined required capacity).

Here, step S6 in the present embodiment.
The specific determination contents of 0 are as follows. In the present embodiment, for example, when the outside air temperature is very high, such as in summer, for example, when the outside air temperature is 30 ° C. or higher, and when the temperature in the vehicle interior is high, for example, 30 ° C. or higher, when the cooling load is larger than a predetermined value. is there. In other words, it is determined whether or not the capacity of the compressor 4 is larger than a predetermined capacity between the settable maximum value and the minimum value, thereby determining whether the refrigerant circulation amount of the refrigeration cycle 5 is larger than the predetermined value. Has been determined. The compressor 4 in the present embodiment can only detect the capacity indirectly, and estimates the capacity based on the outside air temperature and the inside air temperature as described above.

If the cooling load in the cabin is larger than the predetermined value, step S7 is performed according to the cooling load in the cabin.
Proceeding to 0 and 80, the capacity control is performed. If the cooling load in the passenger compartment is smaller than the predetermined value, the process proceeds to step S
Proceeding to 100, the engine 1 is stopped, and the electromagnetic clutch 4 is also turned off. As described above, in the present embodiment, if the cooling load is smaller than a predetermined value when the truck stops at the destination of the luggage and the vehicle speed becomes 0, for example, when the ignition switch 16 is on, the engine is automatically turned on. 1 is stopped. For example, when the truck arrives at the destination and stops the vehicle to carry out the luggage, the engine 1 does not need to be driven. Therefore, in this embodiment, when the vehicle stops, the engine 1
Is stopped, so that exhaust gas is not exhausted from the engine 1 during the above operation, and pollution of the atmosphere can be prevented. Also, when the vehicle stops due to waiting for a traffic light or the like, the engine 1 is similarly stopped.

However, when the engine 1 is stopped as described above, the compressor 4 which has been driven is stopped, so that the refrigerant does not circulate in the refrigeration cycle 5 and the cooling capacity of the vehicle air conditioner becomes zero. Therefore, the air conditioning in the passenger compartment cannot be continuously performed. Therefore, in the present embodiment, when the cooling load is smaller than the predetermined value, the electric motor 9 is started and the compressor 4 is driven by the electric motor 9. That is, when the cooling load is smaller than the predetermined value, the capacity of the compressor 4 is smaller than the predetermined capacity,
Is small, the driving force for driving the compressor 4 is small. Therefore, in this case, the compressor 4 is driven by the electric motor 9 having a small driving force.

On the other hand, if NO is determined in step S50 and the cooling load is larger than the predetermined value, the capacity of the compressor 4 is also larger than the predetermined capacity. 4
The driving force for driving the motor increases. Therefore, in this case, even if the vehicle stops, the engine 1 having a large driving force can be used.
The compressor 4 is driven.

By doing so, the compressor can be driven by the small-sized electric motor 9, and the mountability of the electric motor 9 on the vehicle can be improved. Further, in this embodiment, the compressor 4 is of an external variable capacity type,
Since the compressor 4 is driven by the electric motor 9 when the cooling load is smaller than the predetermined value, that is, when the capacity is smaller than the predetermined capacity, the driving force for driving the compressor 4 is smaller than when the compressor 4 is of a fixed capacity type. Small enough. As a result, in the present embodiment, the size of the electric motor 9 can be made smaller than when the compressor 4 is of a fixed displacement type.

The compressor 4 is driven by the electric motor 9 in this manner. In this embodiment, before the compressor 4 is driven by the electric motor 9, step S is executed.
Low capacity control such as 110 is performed. That is, in step S110, the electric motor 9 is started after forcibly setting the capacity of the compressor 4 to the minimum discharge capacity (low capacity state) by the electromagnetic control valve mechanism 4a. As a result, the capacity of the compressor 4 is reduced, and the driving force for driving the compressor 4 is smaller than when the capacity is large.

Therefore, the compressor 4 is controlled by the electric motor 9.
, The compressor 4 can be driven sufficiently without using a large electric motor having a large driving force.
As a result, the size of the electric motor 9 can be further reduced, and the mountability of the electric motor 4 in a vehicle can be significantly improved. Although not shown in the present embodiment, once the compressor 4 is driven by the electric motor 9, the low capacity state is maintained until the engine 1 is driven again. At this time, the rotation speed of the electric motor 9 (compressor 4) is constant.

Thus, the refrigeration cycle 5 can continue to cool the vehicle to some extent, even if the refrigeration cycle 5 cannot exhibit the required cooling capacity for sufficiently cooling the cabin. Therefore, for example, when the truck is loading and unloading the luggage in summer, the temperature rise of the cabin can be reduced, and the discomfort given to the occupant after the unloading of the luggage can be alleviated.

In this embodiment, step S13
At 0, it is determined whether the drive continuation time of the electric motor 9 has elapsed a predetermined time T. If the predetermined time T (for example, 2 minutes) has elapsed, the process proceeds to step S140, and the electric motor 9 is stopped. This can prevent the battery from running down due to the electric motor 9. When the vehicle is driven by driving the engine 1 again while the compressor 4 is being driven by the electric motor 9, for example, the ignition switch 16 is turned off once, and the ignition switch 1 is turned on again.
By turning on 6, the engine 1 is started.

When the engine 1 is restarted,
If the vehicle speed is 0, the engine 1 stops immediately. Therefore, once the ignition switch 16 is turned on, it is preferable that the engine 1 is not stopped for a predetermined time even if the vehicle speed is 0. (Second Embodiment) In the first embodiment, the electromagnetic clutch 3 and the pulley 6 are provided separately, but in this example, the electromagnetic clutch 3 and the pulley 6 are integrated. In this example, when it is necessary to drive the compressor 4,
The electromagnetic clutch 3 is turned on, and when unnecessary, the electromagnetic clutch 3 is turned off.

FIG. 4 shows the structure of the electromagnetic clutch 3 in this embodiment.
This will be described with reference to FIG. The electromagnetic clutch 3 mainly includes a rotor 41 and an armature 42 that is disposed to face the rotor 41.
Consists of The rotor 41 is formed of a magnetic steel material (for example, JIS standard, SPCC) and forms a magnetic circuit. The rotor 41 is formed in an annular shape having a U-shaped cross section, and two rows of air gaps 46 serving as magnetic shielding portions are provided on the bottom wall thereof.

In the rotor 41, a steel material constituting a magnetic circuit is formed in an annular shape having a U-shaped cross section.
Is built-in. Inside the stator 43, a coil portion 55 molded and fixed with resin is incorporated. A ball bearing 44 as a rotary bearing is fixed to an inner peripheral surface of the rotor 41, and an inner peripheral portion of the ball bearing 44 is fixed to a housing 4 a of the compressor 4. Thus, the rotor 41 is rotatable with respect to the housing 4a.

On the outer peripheral side of the rotor 41, two ball bearings 45 as rotating bearings are fixed so as to be arranged. A pulley 4 is provided on the outer peripheral side of the ball bearing 45.
The belt 7 as a power transmission member is wound around the pulley 47 (see FIG. 1). The belt 7 is wound around the driving pulley 2.
Between the rotor 41 and the pulley 47, a one-way clutch 48 (a sprag type in this example), which is a one-way rotation power transmission mechanism that rotates in only one direction, is arranged. 2, it rotates only from the front side to the back side of the drawing. Further, a pulley 49 is integrally formed on the rotor 41 in the present example on the left side in FIG. 4, and the belt 8 as a power transmission member is wound around the pulley 49 (see FIG. 1). Further, as shown in FIG. 1, the belt 8 is wound around a drive pulley 10 provided on a drive shaft of an electric motor 9.

The armature 42 is made of a magnetic material (for example, SPC
C), it is formed in the shape of a circular disk, and is disposed facing the bottom wall portion of the rotor 41 on which the magnetic blocking portion 46 is formed at a predetermined interval. The armature 42 has a gap 51 that is a magnetic cutoff. Armature 42
An outer hub 52 formed in an annular shape as shown in FIG.
Are fixed by rivets 53. Outer hub 5
An inner hub 54 is arranged on the inner peripheral side of 2.
The outer hub 52 and the inner hub 54 are bonded and fixed with a rubber member 56 as an elastic body by vulcanization bonding. The inner hub 54 has an inner peripheral side extending to the housing 4a, and the shaft 4b of the compressor 4 is fitted therein.

When power is applied to the coil section 55, the power is transmitted to the pulley 47 or the pulley 49 when the armature 42 is attracted to the right side in FIG. , The drive source of the compressor 4 changes. For example, when the engine 1 is driven and the drive pulley 2 is driven, power is transmitted to the belt 7 and the pulley 47 rotates. The power transmitted to the pulley 47 is the one-way clutch 4
Through 8, the rotor 41 rotates. Accordingly, the armature 42 rotates, and this power is transmitted through the rubber member 56 to
The shaft 4b is transmitted to the inner hub 54 to rotate.
As a result, the compressor 4 is driven. At this time, the pulley 49 also rotates.

On the other hand, when the engine 1 is stopped and the electric motor 9 is driven, the rotor 41 rotates and the armature 42 also rotates, so that the compressor 4 is driven. In this case, since the pulley 47 idles by the one-way clutch 48, the drive pulley 2 is not rotated. Therefore, there is no need for the electric motor 8 to perform extra work.

(Third Embodiment) In this embodiment, an electromagnetic clutch mechanism is provided instead of the one-way clutch 48. Hereinafter, description will be given based on FIG. A rotor 58 having a U-shaped cross section is provided on the outer peripheral side of the ball bearing 45, and a gap 59 serving as a magnetic blocking part is formed on the bottom wall of the rotor 58. The pulley 47 is formed integrally with the rotor 58. Inside the rotor 58, a stator 62 having a U-shaped cross section and containing a coil portion 61 is arranged. The armature 63 that is attracted to the rotor 58 is
The rotor 58 is disposed so as to face the bottom wall portion where the gap 59 is formed.

The armature 63 is fixed to the outer hub 65 with rivets 64, and the outer hub 65 and the outer peripheral portion of the rotor 41 are bonded and fixed by vulcanization bonding using an elastic rubber member 66. . With such a configuration, when only the coil portion 55 is energized, the rotor 41 and the armature 42 are attracted, and only the pulley 49 rotates,
The compressor 4 is driven by the electric motor 9. Also,
When current is applied to both the coil portion 55 and the coil portion 61, the rotor 41 and the armature 42 are attracted, and the rotor 58 and the armature 63 are attracted. Therefore, the power from the pulley 47 is transmitted to the armature 63,
Further, it is transmitted from the armature 63 to the rotor 41. Since the power transmitted to the rotor 41 is transmitted to the armature 42,
The compressor 4 will be driven.

(Other Embodiments) In the above embodiment, the refrigerating cycle 5 is for cooling a cabin of a vehicle, but may be for a refrigerating car or a refrigerator car, for example. In this case, the freezing room and the refrigerator compartment can be continuously cooled when the vehicle stops and carries out an operation such as carrying out a load.

Further, the present invention may be applied to a so-called hybrid vehicle which can run with an electric motor or an engine according to running conditions. Further, the present invention further provides:
The present invention may be applied to a vehicle in which an engine dedicated to power generation is mounted, an electric motor is driven by electric power generated by the engine, and the electric motor is used as a driving source for driving.

In each of the above embodiments, the electric motor 9
Although the number of revolutions is constant, the number of revolutions may be varied according to, for example, a cooling load.

In each of the above embodiments, the outside air temperature and the inside air temperature are used as the elements for determining the cooling load. However, the target air temperature TAO and the target air temperature TEO may be used. Further, the capacity of the compressor 4 may be estimated based on the suction pressure and the discharge pressure of the compressor 4. In each of the above embodiments, the compressor 4 whose capacity is variable from the outside has been described. However, the present invention may be a compressor having a fixed capacity, a scroll type or a vane type compressor. .

[Brief description of the drawings]

FIG. 1 is an overall system diagram of a vehicle hybrid compressor according to first to third embodiments of the present invention.

FIG. 2 is a flowchart showing control contents of an ECU 15 in each of the above embodiments.

FIG. 3 is a diagram showing a relationship between a target air temperature TAO and a target air temperature TEO in the above embodiments.

FIG. 4 is a sectional view showing a structure of an electromagnetic clutch in the second embodiment.

FIG. 5 is a cross-sectional view illustrating a structure of an electromagnetic clutch according to the third embodiment.

[Explanation of symbols]

1 ... Engine, 4 ... Compressor, 5 ... Refrigeration cycle,
9 ... Electric motor, 15 ... ECU.

 ────────────────────────────────────────────────── ─── Continued on the front page (72) Inventor Yasuhiko Niimi 1-1-1, Showa-cho, Kariya-shi, Aichi Pref.

Claims (6)

[Claims] The compressor (1) of a refrigeration cycle (5) of a vehicle is driven by one of an engine (1) mounted on a vehicle and an electric motor (9) mounted on the vehicle. The control device for a vehicle hybrid compressor, further comprising: a determination unit (S90) for determining whether a required cooling capacity in the refrigeration cycle (5) is smaller than a predetermined required capacity, wherein the determination unit (S90) Accordingly, when it is determined that the required cooling capacity is larger than a predetermined required capacity, the compressor (4) is driven by the engine (1), and the required cooling capacity is determined by the determination means (S90). When it is determined that the required capacity is smaller than the required capacity, the compressor (4) is driven by the electric motor (9). Tsu difference between the control device. 2. The compressor (4) is configured by an external variable displacement compressor whose capacity can be arbitrarily varied from outside, and determines the capacity of the external variable displacement compressor based on cooling environment information (TEO). Capacity control means (4a, 1
The control device for a vehicle hybrid compressor according to claim 1, further comprising (5). 3. The determining means (90) determines whether or not the capacity controlled by the capacity control means (4a, 15) is smaller than a predetermined capacity. When the capacity is smaller, the compressor (4) is driven by the electric motor (9), and when the capacity is larger than the predetermined capacity, the compressor (4) is controlled by the engine (1). The control device for a vehicle hybrid compressor according to claim 2. 4. When the compressor (4) is driven by the electric motor (9), the displacement control means (4a, 15) is required to activate the electric motor (9) before starting the electric motor (9).
4. The control device according to claim 2, wherein the capacity is set to a low capacity state smaller than a predetermined value. 5. When the engine (1) drives the compressor (4), the capacity control means (4a, 15) provides the cooling environment information (TEO) before starting the engine (1). 5. The control device for a vehicle hybrid compressor according to claim 3, wherein the capacity is set to a predetermined amount based on the following. 6. A switch means (16) for setting the vehicle to be able to travel, wherein the vehicle is stopped when the switch means (16) is set to enable the vehicle to travel, and When the required cooling capacity is smaller than a predetermined required capacity, the engine (1) is stopped and the compressor (4) is driven by the electric motor (9). A control device for a vehicle hybrid compressor according to any one of the preceding claims.