JPH11240328A - Electric vehicular air conditioner control unit - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an electric vehicular air conditioner control unit that is so designed as to perform its high-efficiency operation after making an air conditioner's compressor into small capacity, in a hybrid vehicle. SOLUTION: This is a hybrid vehicle to be driven by an engine 22 and a driving motor in combination, controlling a refrigerant loop A lying between both indoor and outdoor heat exchangers 29 and 33, and it is so designed as to selectively transmit either of torque in a compressor motor 37 or the engine 22 to a compressor 36 of the refrigerant loop A.

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, in which a compressor of a refrigerant loop of an air conditioner is reduced in capacity and operated with high efficiency. The present invention relates to an electric vehicle air conditioner control device.

[0002]

2. Description of the Related Art Among electric vehicles which have been recently developed, a hybrid vehicle using both an engine drive and a motor drive stops an engine when the motor is driven and a motor 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 a passenger compartment, and an indoor heat exchanger and an outdoor heat exchanger are connected by a refrigerant loop, so that the heat pump utilizes a phase change of the refrigerant. An air conditioner for cooling and heating the vehicle interior 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] Therefore, even when the engine speed is low, the compressor capacity required for the heat load must be extremely large, and efficient operation of the compressor cannot be expected at all.

The present invention has been made in view of the above-described problems, and provides an air conditioner control device for an electric vehicle in a hybrid vehicle, in which a compressor of the air conditioner has a small capacity and operates with high efficiency.

[0007]

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 drive motor for controlling a refrigerant loop between an indoor heat exchanger and an outdoor heat exchanger in a vehicle compartment. It is characterized in that the rotational force of either the compressor motor or the engine is selectively transmitted to the loop compressor.

(2) The second invention is based on the first invention, wherein the transmission of the rotational force to the compressor is performed by transmitting the rotational force of the engine to a motor shaft of a compressor motor via a clutch. The torque of the motor shaft is transmitted to the compressor.

(3) The third invention is based on the first invention, wherein the transmission of the rotational force to the compressor includes the rotational force of the engine and the rotational force of the motor for the compressor provided in the compressor. The power is transmitted to the two-stage clutch.

(4) A fourth aspect of the present invention according to the first aspect, wherein the transmission of the rotational force to the compressor includes a centrifugal clutch provided on a rotary shaft of the engine and a rotary shaft of a motor for the compressor. A centrifugal clutch is provided, and torque is transmitted to the compressor via each of the centrifugal clutches.

(5) A fifth invention relates to a hybrid vehicle driven by an engine and a driving motor, wherein a refrigerant loop between an indoor heat exchanger and an outdoor heat exchanger in a vehicle compartment is controlled. The compressor motor for driving the compressor of the refrigerant loop is driven at the same time as the drive motor, and is stopped by driving the engine.

(6) A sixth invention relates to a hybrid vehicle driven by an engine and a driving motor, wherein a refrigerant loop between an indoor heat exchanger and an outdoor heat exchanger in a vehicle compartment is controlled. When the engine and the drive motor are driven simultaneously, the compressor of the refrigerant loop is driven by the compressor motor.

[0013]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Here, an embodiment of the present invention will be described with reference to FIGS. 1 and 2 are a perspective view and a plan view, respectively, showing a layout of a heat system in a hybrid vehicle. The hybrid vehicle 21 shown in FIGS. 1 and 2 is a so-called parallel type hybrid vehicle, in which an engine 22 is mounted at the rear of the vehicle, and a drive unit 23 including a drive motor and the like is mounted at the front of the vehicle. The transmission 3 is located at the rear of the vehicle.
8, a battery 24 and a generator 25 are mounted, and an inverter 26 is mounted at 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 components of the heat system are arranged in the hybrid vehicle 21 as shown in FIGS. 1 and 2 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 FIGS. 1 and 2, 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. 3 shows a system diagram of the heat system.
In FIG. 3, 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 the heat exchanger 6 and the heat exchanger 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 warm-up heat exchanger 57. On the other hand, battery 2
In order to warm up the pump 4, the throttle valve 56 is opened to allow the engine cooling water to flow to the battery warming heat exchanger 57, and the pump 60 is opened with the throttle valve 58 opened and the throttle valve 59 closed. Thereby, the 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 the present 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. 4, 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.

The outline of the two-stage clutch 361 is shown in FIG.
Indicated by In order to selectively transmit the torque from the engine 22 and the torque from the compressor motor 37 to the shaft of the compressor 36, the engine 2 is rotated with respect to the shaft 362 of the compressor 36.
2 and a pulley 364 to which the belt from the compressor motor 37 fits, and each of the pulleys 363 and 364 is a bearing 3 with respect to the shaft 362.
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 the shaft 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 in accordance with the characteristics shown in FIG. 6 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 rotation speed. 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, since the compressor 36 always rotates at a high speed,
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.

The configuration shown in FIG. 4 selectively transmits the torque of the compressor motor 37 and the torque of the engine 22 by the two-stage clutch 361. 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 36.

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. The rotational force is transmitted to the compressor 36 via the pulleys 36b and 36c when the engine 22 or the compressor motor 37 is driven. Also in this case, any rotational force can be transmitted to the compressor 36 by selectively driving the engine 22 or the compressor motor 37.

In the above description, the compressor motor 3
Since the rotation of the inverter 7 is controlled by the inverter, if the number of rotations is controlled in accordance with the heat load in the vehicle cabin, the capacity can be controlled according to the load. When the vehicle particularly requires torque, for example, when traveling uphill or towing, both the engine and the drive motor may be operated. In this case, the compressor motor 37 is driven. The compressor may be operated at high speed and high efficiency.

[0034]

As described above, the present invention has the following effects. (1) A hybrid vehicle driven by an engine and a drive motor according to the first invention, wherein a refrigerant loop between an indoor heat exchanger and an outdoor heat exchanger in a vehicle compartment is controlled. By selectively transmitting the rotational force of either the compressor motor or the above-described engine to the compressor, the compressor was driven by a compressor motor separate from the drive motor. With this, the compressor can be controlled to operate according to the heat load without being affected by the vehicle speed.
High-speed operation is always possible, and the capacity and efficiency of the compressor can be reduced. (2) Further, the transmission of the rotational force to the compressor is performed by transmitting the rotational force of the engine to a motor shaft of a compressor motor via a clutch, and transmitting the rotational force of the motor shaft to the compressor. In addition to the effects of the first aspect, an inexpensive device can be provided. (3) Further, the torque of the first invention is transmitted to the compressor by transmitting the torque of the engine and the torque of the motor for the compressor to the two-stage clutch provided in the compressor. In addition to this, more highly efficient operation is possible. (4) For transmitting the rotational force to the compressor, a centrifugal clutch is provided on the rotating shaft of the engine, and a centrifugal clutch is provided on the rotating shaft of the motor for the compressor. In addition to the effects of the first invention, it is possible to provide a device having a simple structure. (5) In a hybrid vehicle driven by an engine and a drive motor, when controlling a refrigerant loop between an indoor heat exchanger and an outdoor heat exchanger in a vehicle cabin, a compressor of the refrigerant loop is driven. The compressor motor is driven at the same time as the drive motor, and is stopped by driving the engine, so that high-efficiency operation control can be achieved. (6) In a hybrid vehicle driven by an engine and a drive motor, when controlling a refrigerant loop between an indoor heat exchanger and an outdoor heat exchanger in a vehicle cabin, the engine and the drive motor are simultaneously operated. When the compressor is driven, the compressor of the refrigerant loop is driven by the compressor motor, so that the compressor motor is preferentially driven to perform high-efficiency operation.

[Brief description of the drawings]

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

FIG. 2 is a plan view showing a layout of an example of a heat system in the hybrid vehicle according to the present invention.

FIG. 3 is a schematic system diagram of an example of a heat system in the hybrid vehicle according to the present invention.

FIG. 4 is a configuration diagram showing an example of a drive system of the compressor.

FIG. 5 is a sectional configuration diagram of a two-stage clutch.

FIG. 6 is a characteristic diagram showing engine efficiency.

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

Claims (6)

[Claims] A hybrid vehicle driven by an engine and a drive motor for controlling a refrigerant loop between an indoor heat exchanger and an outdoor heat exchanger in a vehicle compartment, wherein the compressor of the refrigerant loop is An air conditioner control device for an electric vehicle, characterized by selectively transmitting any one of the torques of the compressor motor and the engine to the compressor. 2. The method according to claim 1, wherein transmitting the rotational force to the compressor transmits the rotational force of the engine to a motor shaft of a compressor motor via a clutch, and transmits the rotational force of the motor shaft to the compressor. The electric vehicle air conditioner control device according to claim 1, wherein 3. The transmission of torque to the compressor, wherein the torque of the engine and the torque of the motor for the compressor are transmitted to a two-stage clutch provided in the compressor. Electric vehicle air conditioner control device. 4. The transmission of the rotational force to the compressor is performed by providing a centrifugal clutch on a rotating shaft of the engine and a centrifugal clutch on a rotating shaft of a motor for the compressor, and transmitting the rotational force through the respective centrifugal clutches. The air conditioner controller for an electric vehicle according to claim 1, wherein the air conditioner is transmitted to a compressor. 5. In a hybrid vehicle driven by an engine and a drive motor, when controlling a refrigerant loop between an indoor heat exchanger and an outdoor heat exchanger in a vehicle cabin, a compressor of the refrigerant loop is used. An air conditioner control device for an electric vehicle, wherein a compressor motor to be driven is driven simultaneously with the drive motor, and is stopped by driving an engine. 6. In a hybrid vehicle driven by an engine and a drive motor, when controlling a refrigerant loop between an indoor heat exchanger and an outdoor heat exchanger in a vehicle cabin, the engine and the drive motor are connected to each other. When the air conditioner is driven simultaneously, an air conditioner control device for an electric vehicle in which a compressor of a refrigerant loop is driven by a compressor motor.