JPH11235925A - Air conditioner driving device for electric automobile - Google Patents

Abstract

PROBLEM TO BE SOLVED: To operate a compressor with high efficiency according to a heat load by constituting the compressor in a refrigerant loop formed to connect an indoor heat exchanger and an outdoor heat exchanger so as to be selectively derivable by an engine or a motor in a hybrid car. SOLUTION: In a parallel type hybrid car 21, while an engine 22 is mounted on the vehicle rear part, a drive unit 23 composed of a driving motor or the like is mounted on the vehicle front part. While an indoor heat exchanger 29, a heater core 30 and a blower 31 are arranged in front of a car room in a refrigerant loop of an air conditioner to cool/heat the car room, an outdoor heat exchanger 33 is arranged along the vehicle side surface rear part, but in this case, a compressor 36 is arranged in the vicinity of an engine 22. This compressor 36 can be selectively driven by the engine 22 or a motor 37. That is, efficient operation is guaranteed by respectively driving the compressor 36 by the motor 37 in a low speed area and by the engine 22 in a high speed area.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an electric vehicle, particularly a hybrid vehicle driven by an engine and a motor. The compressor of a refrigerant loop of an air conditioner has a small capacity and has a high efficiency according to a heat load. The present invention relates to an electric vehicle air conditioner driving device to be driven.

[0002]

2. Description of the Related Art Among recently developed electric vehicles, in a hybrid vehicle using an engine drive and a motor drive, an engine is stopped when the motor is driven, and the motor is stopped when the engine is driven. Is stopped. In particular, for high-efficiency driving, the motor is driven in a low rotation speed range such as when idling, and the engine is driven in a high rotation speed range.

[0003] On the other hand, a vehicle is generally provided with an air conditioner in the cabin, connects an indoor heat exchanger and an outdoor heat exchanger by a refrigerant loop, and heats and cools the interior of the vehicle as a heat pump utilizing a phase change of the refrigerant. An air conditioner is provided. In this case, a compressor is required in the refrigerant loop, and it is necessary to drive the compressor by power.

[0004] However, regarding the drive of this compressor, at present, even in the above-mentioned hybrid vehicle, it does not come out of the drive range by the engine similar to that of the conventional gasoline-powered vehicle and the like. However, the compressor is driven by an inefficient engine drive.

[0005] For this reason, the applicant of the present invention uses a compressor motor and an engine for driving the compressor with high efficiency, and drives the compressor with the compressor motor in the low speed range and compresses the engine with the engine in the high speed range. It has been proposed that the compressor be driven to operate the compressor with high efficiency.

[0006]

However, when the compressor was operated with high efficiency to reduce the capacity of the compressor, as a further improvement, the operation of the compressor in accordance with the heat load in the passenger compartment was improved. Also, high efficiency was discussed.

Conventionally, the operation of a compressor according to a heat load generally includes the following means. (Number of operating units control system) For example, the number of operating compressors is controlled by appropriately operating or stopping these two types of compressors by using two compressors of a capacity 1 and a capacity 0.5. This is a method that attempts to cope with the heat load. However, this method has a problem that the area occupied by the compressor increases and the cost increases.

[0008] (Bypass system) In order to cope with a heat load, a compressed gas discharged from a compressor is bypassed to a suction side of the compressor without being passed to a refrigerant loop, and a so-called leak is generated. Since this method leaks gas once compressed, there is a problem that the compression power is not reduced and the efficiency is extremely low.

(Scroll Bypass System) In a scroll compressor or the like, the capacity of a suction bypass for bypassing the gas in the middle of compression to the suction side is controlled. The power required for compression is lost.

SUMMARY OF THE INVENTION In view of the above-mentioned problems, the present invention provides an air conditioner for an electric vehicle in which a compressor constituting a refrigerant loop in a hybrid vehicle is operated at a high efficiency according to a heat load and at a low cost. Machine drive device is provided.

[0011]

The present invention that achieves the above object has the following matters specifying the invention. (1) A first invention relates to a hybrid vehicle driven by an engine and a driving motor, wherein the hybrid vehicle has a refrigerant loop between an indoor heat exchanger and an outdoor heat exchanger in a vehicle compartment. Is characterized by having a coupling mechanism selectively connected to the engine and the compressor motor, and a transmission.

(2) A second invention is based on the first invention, characterized in that the transmission is provided such that the transmission has an equal gear ratio.

[0013]

DESCRIPTION OF THE PREFERRED EMBODIMENTS Here, an example of an embodiment of the present invention will be described with reference to FIGS. FIG. 1 is a plan view showing a layout of a heat system in a hybrid vehicle. A hybrid vehicle 21 shown in FIG. 1 is a so-called parallel type hybrid vehicle, in which an engine 22 is mounted on a rear portion of the vehicle, and a drive unit 23 including a driving motor and the like is mounted on a front portion of the vehicle. The transmission 38, the battery 24, and the generator 25 are located at the rear of the vehicle.
, And an inverter 26 is mounted on the front of the vehicle.

Therefore, in this hybrid vehicle 21, the rear wheel 27 is connected to the engine 22 via the transmission 38.
The front wheel 28 is driven by the drive unit 23
Is driven to rotate. The drive motor of the drive unit 23 is supplied with electric power from the battery 24 via the inverter 26, and the rotation speed and the like are controlled by the inverter 26 and the like. When the engine 22 is operating, the generator 25 is rotated and driven by the engine 22 to generate electric power.
, And is supplied to the drive motor via the inverter 26.

The hybrid vehicle 21 has a structure shown in FIG.
The components of the thermal system are arranged as follows.

In the refrigerant loop of the vehicle air conditioner for cooling and heating the passenger compartment, the indoor heat exchanger 29 and the heater core 3
The 0 and the blower (motor drive) 31 are arranged in front of the cabin 32. The outdoor heat exchanger 33 of the vehicle air conditioner is disposed along the rear portion of the vehicle side surface, which becomes a negative pressure during traveling of the vehicle, and the exhaust hole 35 is provided at the rear portion of the vehicle side surface. The motor 3 is provided inside the outdoor heat exchanger 33.
A blower 34 that is driven to rotate by 4a is arranged. Therefore, the air blown to the outdoor heat exchanger 33 by the blower 34 is discharged from the exhaust hole 35 to the outside of the rear portion of the vehicle side surface. The direction of air suction by the blower 34 is as follows.
In order to effectively use the exhaust heat of the engine 22, the battery 24, and the like during the heating operation, the mode is switched between the heating operation and the cooling operation.

Further, in FIG. 1, the compressor 36 of the vehicle air conditioner is disposed near the engine 22, and is selectively rotated by the engine 22 and the compressor motor 37. This structure and the like will be described later in detail.

Although not a refrigerant loop, a cooling water loop is separately provided. An engine radiator (heat exchanger) 39 is disposed at the rear of the vehicle, and is adjacent to the engine radiator 39. A blower 40 (rotated and driven by a motor 40a) is provided. A radiator (heat exchanger) 41 for electric equipment and a radiator (heat exchanger) 42 for battery are arranged adjacent to the front of the vehicle, and a blower 43 (motor 43a) is arranged adjacent to the radiator 42 for battery. (Which is driven to rotate). Further, a shutter 44 that is opened and closed by a motor 45 is provided at the rear end of the vehicle.

FIG. 2 shows a system diagram of the heat system.
In FIG. 2, a thick line indicates a refrigerant loop, and a thin line indicates a cooling water (long life coolant (LLC) or the like) loop.

The refrigerant loop A of the vehicle air conditioner functions as a heat pump, and performs a cooling operation and a heating operation by switching the flow path of the refrigerant by the four-way valve 51.

That is, during the cooling operation, the refrigerant is supplied to the compressor 3
6. The four-way valve 51, the outdoor heat exchanger 33, the throttle valve 52, the indoor heat exchanger 29, the four-way valve 51, the accumulator 53, and the compressor 36 flow in this order. At this time, the indoor heat exchanger 29 functions as a heat absorber (evaporator), and the outdoor heat exchanger 33 functions as a radiator (condenser). On the other hand, during the heating operation, the refrigerant is supplied to the compressor 36, the four-way valve 51,
It flows in the order of the indoor heat exchanger 29, the throttle valve 52, the outdoor heat exchanger 33, the four-way valve 51, the accumulator 53, and the compressor 36. At this time, the outdoor heat exchanger 33 functions as a heat absorber (evaporator), and the indoor heat exchanger 29 functions as a radiator (condenser).

As the cooling water loop, an engine cooling water loop B, a battery cooling water loop C, and an electric equipment cooling water loop D are provided.

Among them, in the engine cooling water loop B, the engine cooling water is mainly circulated between the engine 22 and the engine radiator 39 by the pump 54, and a part of the engine cooling water flows through the throttle valve 55. Through the heater core 30 of the vehicle air conditioner through the throttle valve 5
6 also flows to the battery warm-up heat exchanger 57. A throttle valve 56 is provided in the engine cooling water passage from the engine 22 to the engine radiator 39.
And another throttle valve 65 that bypasses the heat exchanger 57 for warming up the battery.
By adjusting the flow rate between 6 and 6, the heat radiation in the battery warm-up heat exchanger 57 can be adjusted.

In the battery cooling water loop C, the battery 2
The flow of the battery cooling water is switched between cooling the battery 4 and warming it up. That is, when cooling the battery 24, the throttle valve 58 that bypasses the battery radiator 42 is closed and the throttle valve 59 is opened, and the pump 60 causes the battery cooling water to flow between the battery 24 and the battery radiator 42. Circulates in At this time, the throttle valve 56 is closed to prevent the engine cooling water from flowing to the battery warming heat exchanger 57. On the other hand, battery 2
When warming up the throttle valve 4, the throttle valve 56 is opened to allow the engine cooling water to flow to the battery warming heat exchanger 57, and the throttle valve 58 is opened and the throttle valve 59 is closed. Battery cooling water bypasses the battery radiator 42 and circulates between the battery 24 and the battery warm-up heat exchanger 57. The heat radiation adjustment of the battery warm-up heat exchanger 57 is performed by adjusting the flow rate between the throttle valve 56 and the throttle valve 65.

In the electric equipment cooling water loop D, the pump 62
Accordingly, the electric device cooling water circulates between various electric devices (drive units and the like) 61 and the electric device radiator 41.

Thus, in the vehicle air conditioner, cooling and heating by the indoor heat exchanger 29 (refrigerant loop A) and heating by engine cooling water (heater core 30) are performed, and in the engine cooling water loop B, engine cooling and battery cooling are performed. In the water loop C, battery cooling and battery warm-up by engine cooling water are performed, and in the electric device cooling water loop D, electric device cooling is performed.

Now, in this example having such a heat system, the compressor 36 of the refrigerant loop A is selectively driven by the engine 22 and the compressor motor 37 as shown in FIG. That is, as shown in FIG. 3, the pulley 37a provided on the rotating shaft of the compressor motor 37 and the pulley 22a provided on the rotating shaft of the engine 22 are provided on the rotating shaft of the compressor 36 via a belt. Step clutch 36
The compressor 36 is driven by the engine 22 and by a compressor motor 37 by switching the two-stage clutch 361.

Here, an outline of the two-stage clutch 361 is shown in FIG.
Indicated by In order to selectively transmit the rotational force from the engine 22 and the rotational force from the compressor motor 37 to the shaft of the compressor 36, a pulley 313 into which a belt from the engine 22 fits on a shaft 362 of the compressor 36 and There is a pulley 364 to which the belt from the compressor motor 37 fits,
Each of the pulleys 363 and 364 is independently rotatable with respect to the shaft 362 by bearings 365 and 366, and the armatures 369 and 370 move in the axial direction when the respective excitation coils 367 and 368 are energized. .

That is, the armatures 369 and 370 are biased toward the hubs 373 and 374 by the leaf springs 371 and 372.
Are pressed against the pulleys 363 and 364 by the magnetic force generated by the energization of the exciting coils 367 and 368. FIG.
The upper half of the figure shows a state where the armatures 369 and 370 are pressed against the pulleys 363 and 364, and the lower side shows a state where the armatures 369 and 370 are free with respect to the pulleys 363 and 364. As a result, the exciting coils 367, 3
Armatures 369 and 370 are driven by pulley 36
The shaft 362 connected to the armatures 369 and 370 is made rotatable integrally with the armatures 369 and 370.
Are separated from the pulleys 363 and 364
The shaft 362 is in a free state. Thus, the excitation coil 367 or 368 excites the pulley 36
3 or 364 is selectively coupled to shaft 362 via armature 369 or 370.

As described above, the compressor 36 is driven by the respective rotational forces of the engine 22 and the compressor motor 37.
The drive is selectively performed. In this drive, control is performed according to the characteristics shown in FIG. 5 in order to use the efficient drive between the motor and the engine. That is, as the characteristics of the engine 22, the efficiency is low in a low rotation speed range (low speed range) such as at the time of idling, and the efficiency is high in a high speed range. On the other hand, the drive motor exhibits high efficiency characteristics at a low number of times. Therefore, in driving the vehicle, the drive motor is driven in a low speed range, and when the speed is increased, the drive is switched to the engine drive. Similarly, at a low speed, a compressor motor 37 different from the drive motor is driven to
Is operated at high speed and the compressor 36 is driven by the engine 22 at high speed.
, Driving can always be performed at high speed and high efficiency. Therefore, the compressor 36 is always rotated at a high speed, so that the compressor capacity can be reduced. Further, the degree of excessive capacity of the compressor when the engine is driven in a high-speed range is also reduced.

Thus, the compressor motor 3 of the compressor 36
7 and the engine 22 enable highly efficient operation.
In the configuration shown in (1), a transmission 66 is further provided on the rotating shaft of the compressor 36. The transmission 66 is for performing air-conditioning control in accordance with the heat load, that is, the temperature condition of the vehicle compartment, and makes the rotation speed of the compressor 36 variable according to the room temperature. For this reason, when the motor is driven at a low speed and the engine is driven at a high speed, the rotation speed of the compressor 36 is controlled for optimal temperature adjustment.

Here, as the transmission 66, a general-purpose transmission such as a continuously variable transmission, for example, a fluid coupling, a friction wheel device, a speed-changing gear device or a speed-changing belt device that changes speed stepwise can be used. Therefore, in the high-efficiency operation by the compressor motor 37 and the engine 22, the variable speed by the transmission 66 enables the operation of the compressor 36 according to the heat load.

The gear ratio of the transmission 66 is as follows.
It is preferable to make the ratios equal in relation to the heat load in the passenger compartment and the capacity of the compressor 36. That is, FIG. 6 is a characteristic in which the vertical axis indicates the refrigerant circulation amount G (kg / h) of the compressor 36 corresponding to the heat load in the vehicle compartment, and the horizontal axis indicates the evaporation temperature ET (° C.) of the evaporator. The characteristics are shown when temperature CT (° C.) and evaporator intake air temperature Ta (° C.) are used as parameters. As can be seen from FIG.
When the condensing temperature CT is constant, the evaporating temperature ET changes in a quadratic curve. When the condensing temperature CT rises, the interval of the evaporating temperature ET characteristic, that is, the refrigerant circulation amount G decreases at irregular intervals. Have.

When the intake air temperature Ta (° C.) is used as a parameter, the refrigerant circulation amount G (kg / h) and the evaporation temperature ET
(° C.) is a straight line going down to the left, and has a characteristic that when the suction air temperature Ta of the evaporator rises, the refrigerant circulation amount G rises at irregular intervals. As a result, the cooling load is
The characteristic is determined by the temperature difference between the suction air temperature Ta and the evaporation temperature ET, and increases as the suction air temperature Ta increases.

As a result, the condensing temperature CT of the refrigerant circulation amount G
And the evaporation temperature ET characteristic is non-linear. Since the refrigerant circulation amount G is the refrigerant discharge amount of the compressor 36 and corresponds to the rotation speed, if the rotation speed characteristic is made non-linear, the characteristic coincides with the heat load. Is obtained. That is, the temperature control can be stabilized.

A required characteristic that is simply approximated to the non-linear characteristic is a change in equi-ratio. For example, in the case of a transmission with a plurality of disconnections n, the change in equi-ratio is obtained when R = (1 + r) ⁿ . Here, R is the maximum gear ratio, 1 + r is the gear ratio, and n is the number of gears. In this case, the transmission is set so as to have an equal ratio change regardless of whether the transmission is a multi-stage or a non-stage.
= 3 to 4 is a general range, and 1 + r = 2 is a practical ratio. That is, (2) ⁴ , (2) ³ , (2) ² ,
(2) ^{1 In} other words, it is preferable that the gears be shifted at an equal ratio such as 16, 8, 4, 2, for example.
Ratios such as 00, 50, 25, 12.5. This means that there is no small change such as 100, 75, 50, such as an isometric ratio, or a ratio such as 100, 75, 50, 25. It appears as a change in the number of revolutions, and in turn, the compressor capacity change range can be widened.

Such a change in the equal ratio of the compressor is necessary for both low-speed motor drive and variable-speed engine drive. Particularly, in the case of engine drive, the change in engine speed is large and extreme deceleration is required. It is extremely useful because it is necessary.

The configuration shown in FIG. 3 selectively transmits the torque of the compressor motor 37 and the torque of the engine 22 by the two-stage clutch 361, whereas the structure of FIG. The shaft is provided with a clutch 221 and this clutch 2
21 and a pulley 37b of a rotary shaft of the compressor motor 37 are connected by a belt, and a pulley 37c of a rotary shaft of the compressor motor 37 is further connected to a pulley 36a of the compressor 36.
When the clutch 221 of the engine 22 is turned on and off, the rotational force of the engine 22 is transmitted to the compressor 36 via the rotating shaft of the compressor motor 37 (in this case, idle),
Only the rotational force of the compressor motor 37 is transmitted to the compressor 36. With such a configuration, the engine 22
And the rotational force of the compressor motor 37 can be selectively transmitted to the compressor, and the speed of the transmission 66 can be adjusted according to the heat load.

Further, the configuration shown in FIG. 8 shows an example in which a centrifugal switch is provided instead of the clutch. That is, centrifugal force switches 22s and 37s are provided on the rotating shafts of the engine 22 and the compressor motor 37, respectively. When centrifugal force is applied by rotation of each rotating shaft, the switches are turned on, and the pulleys 22a and 37a are attached to the rotating shaft. Connected to the engine 22
The rotational force is transmitted to the compressor 36 via the pulleys 36b and 36c in accordance with the driving of the compressor 36 or the driving of the compressor motor 37. In this case as well, by selectively driving the engine 22 or the compressor motor 37, any rotational force can be transmitted to the compressor 36, and the transmission 66
The rotation speed can be set according to the heat load. In addition,
Since the centrifugal switches 37s and 22s only need to be switched independently of each other, they can be switched independently by using an electromagnetic clutch instead.

[0040]

According to the present invention as described above, the following effects can be obtained. (1) In the first invention, in a hybrid vehicle driven by an engine and a drive motor, the hybrid vehicle having a refrigerant loop between an indoor heat exchanger and an outdoor heat exchanger in a vehicle compartment, The compressor has a coupling mechanism selectively connected to the engine and the compressor motor, and has a transmission, so that the compressor can be operated with high efficiency and the heat load is reduced. Accordingly, the capacity of the compressor can be appropriately changed, and the cost can be reduced only by installing the transmission.

(2) In the second invention, in addition to the second invention, the transmission is provided so that the speed ratio of the transmission is equal to that of the transmission. Capacity control according to the characteristics of the loop can be performed.

[Brief description of the drawings]

FIG. 1 is a plan view showing a layout of an example of a heat system in a hybrid vehicle according to the present invention.

FIG. 2 is a schematic system diagram of an example of a heat system in a hybrid vehicle according to the present invention.

FIG. 3 is a configuration diagram showing an example of a drive system of the compressor.

FIG. 4 is a sectional configuration diagram of a two-stage clutch.

FIG. 5 is a characteristic diagram showing engine efficiency.

FIG. 6 is a diagram showing characteristics of a refrigerant circulation amount-evaporation temperature.

FIG. 7 is a configuration diagram showing another example of the drive system of the compressor.

FIG. 8 is a configuration diagram showing another example of the drive system of the compressor.

[Explanation of symbols]

22 Engine 29 Indoor Heat Exchanger 33 Outdoor Heat Exchanger 36 Compressor 37 Compressor Motor 22a, 36a, 36b, 36c, 363, 364, 3
7a Pulley 221,361 Clutch 66 Compressor

Claims (2)

[Claims] 1. A hybrid vehicle that is driven by an engine and a drive motor and has a refrigerant loop between an indoor heat exchanger and an outdoor heat exchanger in a vehicle compartment, wherein the compressor of the refrigerant loop Has a connection mechanism selectively connected to the engine and the compressor motor,
An air conditioner driving device for an electric vehicle, comprising a transmission. 2. The air conditioner driving device for an electric vehicle according to claim 1, wherein the transmission has a speed ratio that is equal.