JPH11241625A - Speed regulation controlling method and device for engine in engine drive refrigerant force feed circulation type thermal transfer equipment - Google Patents

Abstract

PROBLEM TO BE SOLVED: To improve responsiveness of engine control by finding out a displacement difference between a target rotating speed and a real rotating speed on the basis of a difference between a set temperature and a room temperature, estimating a manipulated variable for operating an engine operating condition on the basis of the displacement difference and a degree of a displacement of the real rotating speed, and controlling an engine operation. SOLUTION: In a speed regulating control part 80 in an engine drive control part, a demand capacity of an interior engine side by integrating a value obtained by integrating a difference between a set temperature and a detected temperature by a heat capacity of its chamber, a correcting coefficient calculated 80f according to a refrigerant pressure value of a high pressure side by a target rotating speed found out according to the demand capacity, and a final target rotating speed is calculated 80a. A displacement difference ΔR between the target rotating speed and the real rotating speed is calculated 80, and a degree ΔR' of a displacement between the target rotating speed and the real rotating speed is calculated 80d on the basis of the displacement difference ΔR. After that, A correcting ratio of a throttle opening is fuzzy-extrapolated 80e from each data ΔR, ΔR', and a throttle output value is outputted to a pulse motor 53.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a method and a device for controlling the speed of an engine in an engine-driven refrigerant pressure-feed circulation type heat transfer device used as a heat pump or a refrigerator.

[0002]

2. Description of the Related Art Conventionally, a heat pump configured to circulate a refrigerant through a closed circuit having a compressor, a condenser, an expansion valve, and an evaporator to heat by radiating heat in the condenser,
2. Description of the Related Art In a refrigerator that performs freezing and cooling by absorbing heat from an evaporator, an engine-driven refrigerant pressure-feed circulation heat transfer device that rotates the compressor by an engine is widely known. That is, the compressor imparts energy to the gas-phase refrigerant to increase the temperature to a high pressure, and the high-temperature and high-pressure refrigerant is radiated and liquefied by a condenser. After the heat is absorbed by the evaporator and vaporized, it is again sucked into the compressor. The air conditioner as the heat pump includes, for example, an indoor heat exchanger and an outdoor heat exchanger as a condenser and an evaporator, and forms a refrigerant circuit with a closed loop including the compressor and the like in addition to the indoor and outdoor heat exchangers. In addition, there is a refrigerant circuit in which a four-way valve is incorporated in the refrigerant circuit so that the circulation direction of the refrigerant can be switched, so that cooling and heating can be switched. Specifically, when performing cooling, the outdoor heat exchanger is used as a condenser by circulating the refrigerant in order of a compressor, a four-way valve, an outdoor heat exchanger, an expansion valve, an indoor heat exchanger, a four-way valve, and a compressor. Also, using an indoor heat exchanger as an evaporator, performing cooling by absorbing heat in the indoor heat exchanger, and when performing heating,
The refrigerant is circulated in the order of a compressor, a four-way valve, an indoor heat exchanger, an expansion valve, an outdoor heat exchanger, a four-way valve, and a compressor, so that the indoor heat exchanger is used as a condenser, and the outdoor heat exchanger is used as an evaporator. , The refrigerant circuit is configured to perform heating by heat radiation in the indoor heat exchanger. The indoor heat exchanger is provided in an indoor unit having an operation switch for setting the indoor temperature at which the cooling and heating effect is to be obtained, a blower fan, and a room temperature sensor for detecting the actual indoor air temperature. It is installed in the room where
In order to adjust the room temperature to the set temperature desired by the user, a blower fan or the like is driven to change the heat exchange rate. Therefore, the difference between the room temperature and the set temperature (set temperature-room temperature during heating, room temperature-set temperature during cooling or freezing) is the required capacity from the air conditioning target side. The required capacity changes not only due to a change in the set temperature by the user, but also due to a change in the room temperature due to a change in the use environment such as opening a window or a door of the room.
The higher the required capacity from the air conditioning target side during heating, the higher the heat radiation capacity in the indoor heat exchanger, and the higher the required capacity from the air conditioning target side during cooling, the higher the heat absorption capacity in the indoor heat exchanger is required. . Increasing the temperature of the refrigerant passing through the compressor and increasing the amount of refrigerant passing through the condenser are necessary to increase the heat dissipation capacity during heating. To increase the temperature of the refrigerant, increase the compression ratio. However, to increase the refrigerant amount, it is necessary to increase the discharge amount of the compressor. That is, it is necessary to increase the discharge capacity of the compressor. On the other hand, in order to increase the heat absorption capacity during cooling, it is necessary to lower the refrigerant temperature after passing through the expansion valve and to increase the amount of refrigerant passing through the evaporator. To lower the refrigerant temperature after passing through the expansion valve, it is necessary to increase the expansion ratio in the expansion valve. For this purpose, it is necessary to throttle the expansion valve or increase the pressure on the upstream side of the expansion valve and increase the amount of refrigerant passing through the expansion valve. When the expansion valve is throttled, the amount of the refrigerant passing through the expansion valve decreases, and as a result, the amount of the refrigerant passing through the evaporator decreases. Therefore, it is necessary to further increase the pressure upstream of the expansion valve. . In any case, it is necessary to increase the pressure on the upstream side of the expansion valve and increase the amount of circulating refrigerant in order to increase the heat absorption capacity during cooling. It is necessary to increase the discharge capacity. As can be understood from the above, in any of the cooling and heating, the higher the required capacity from the air conditioning target side, the higher the discharge capacity of the compressor needs to be, and the required capacity of the compressor is increased. In the refrigerator, the desired temperature of the space (room) in which the evaporator is installed is set by a temperature setting operation switch, and the detection value (room temperature) of the temperature sensor arranged in the space in which the evaporator is installed and this setting are set. The difference from the temperature is the required capacity from the refrigeration target side. The discharge capacity of the compressor is proportional to the number of revolutions of the compressor. Accordingly, the required capacity of the compressor increases or decreases in accordance with the required capacity from the air conditioning target side or the refrigeration target side, and the target rotation speed of the compressor is determined accordingly. The target rotation speed of the compressor corresponding to these required capacities, that is, the target rotation speed of the engine that drives the compressor, is stored in the storage device of the control device as data. PI control that calculates the actual target engine speed from the target engine speed data and corrects the opening of the throttle valve with an integral term so as to eliminate the deviation between the target engine speed and the actual engine speed. PID control in which a differential term is further added to the PI control in order to correct the opening degree of the throttle valve based on the degree of displacement of the actual engine speed with respect to the target engine speed (differential value of the displacement difference). The engine is driven by adopting a speed control method based on the above.

[0003]

However, in the conventional control method described above, the former method corrects the deviation between the actual rotational speed and the target rotational speed by an integral term, so that the user can change the set temperature or the like. Can respond to a relatively gradual load change based on a change in required capacity due to the above, but there is a problem that responsiveness to a sudden load change due to a sudden change in room temperature is poor. In addition, the latter improves the responsiveness of the slope of the deviation of the actual engine speed from the target engine speed, that is, the addition of the differential term, but improves the mechanical response even if the engine itself fixes the throttle strictly. Due to the characteristics, the engine does not operate at a constant rotation speed but has a small fluctuation in the rotation speed.Therefore, if the latter control is adopted, fine fluctuations in the rotation speed of the engine itself irrespective of the change in the required capacity in this refrigerant circuit Even though the required capacity is stable, the throttle valve is constantly being driven finely, which reduces the mechanical durability of the throttle valve and the motor that drives it. There is a problem that the characteristics are also deteriorated. In particular, in recent years, the demand for longer life of the engine-driven refrigerant pressure-feeding circulation heat transfer device has been increasing from the market, and thus the heat pump has no relation to the cooling / heating capacity of the heat pump itself or the refrigeration capacity of the refrigerator itself. It is not preferable that the mechanical parts such as the motor and the throttle valve are consumed due to the cause, and it is desired to improve this. SUMMARY OF THE INVENTION The present invention solves the above-mentioned conventional problems, and is capable of adjusting the engine speed to a target engine speed according to the load at a given time with good responsiveness and without performing unnecessary movement. It is an object of the present invention to provide a method and a device for controlling the speed of an engine in a heat transfer apparatus. Furthermore, the amount of heat radiation from the outdoor heat exchanger (condenser in the case of the refrigerator) during cooling causes an increase / decrease in the amount of heat radiation to affect an increase / decrease in the pressure on the upstream side of the expansion valve. Similarly,
Depending on the amount of heat absorbed in the outdoor unit heat exchanger during heating, an increase or decrease in the amount of heat absorption affects an increase or a decrease in the refrigerant pressure on the compressor suction side and an increase or a decrease in the refrigerant pressure on the compressor discharge side. Since the outdoor heat exchanger (condenser in the case of refrigerator) is installed outdoors, the heat absorption capacity during heating and the heat dissipation during cooling are caused by changes in the weather or the closing of ventilation passages due to foreign matters such as newspapers. Since the capacity tends to change and the pressure in the refrigerant circuit fluctuates, there is a problem that it is not possible to cope with the required capacity from the air conditioning target side (refrigeration target side). A second object of the present invention is to improve responsiveness to a load change caused by a change in the ambient temperature of an outdoor heat exchanger (condenser in a refrigerator) due to a change in weather due to sudden rain or the like.

[0004]

SUMMARY OF THE INVENTION In order to solve the above-mentioned problems, a method for controlling the speed of an engine in an engine-driven refrigerant pressure-feeding circulation type heat transfer device according to the present invention comprises the steps of: The refrigerant is compressed and forcedly circulated through the refrigerant circuit, and the condenser and the evaporator provided in the refrigerant circuit exchange heat with the refrigerant, respectively, to obtain a room temperature that matches the set temperature. In the engine-driven refrigerant pumping circulation heat transfer device, a target engine speed is obtained based on a difference between the set temperature and the room temperature, an actual engine speed is detected, and the target engine speed and the actual engine speed are detected. Estimating an operation amount for operating the operating state of the engine to obtain an engine output that satisfies the required capacity of the refrigerant circuit based on the temperature difference, based on the displacement difference of Operating the operating state of the engine based on the estimated result, characterized in that to perform the governor control of the engine. Further, the speed control device of the engine in the engine-driven refrigerant pressure-feed circulation heat transfer device according to the present invention drives the compressor with the engine, compresses the refrigerant with the compressor, and forcibly circulates the refrigerant in the refrigerant circuit, In a heat transfer device of an engine-driven refrigerant pressure-feeding circulation type which is configured to exchange heat with a refrigerant in a condenser and an evaporator provided in a refrigerant circuit and to obtain a room temperature that matches a set temperature, Means for determining a target engine speed from the detected temperature difference, means for detecting the actual engine speed, and a difference between the target engine speed and the actual engine speed. An estimating means for estimating an operation amount for operating an operating state of the engine based on the degree of displacement of the rotational speed and obtaining an engine output satisfying the required capacity of the refrigerant circuit; Operating the operating state of the engine based on the output, it is characterized in performing the governor control of the engine.

[0005]

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a block diagram showing an embodiment of the present invention; and FIG. An embodiment of the present invention will be described.

FIG. 1 is a schematic circuit diagram showing the basic structure of a heat pump as an example of an engine-driven refrigerant pressure-feeding circulation type heat transfer device, that is, an air conditioner. As shown in FIG.
This air conditioner includes a refrigerant circuit 1 and a cooling water circuit 20 each forming a closed loop, and a water-cooled gas engine 40 as a driving source. The two compressors 2A and 2B provided in the refrigerant circuit 1 by the engine 40 are provided. Is rotated to forcibly circulate the refrigerant in the refrigerant circuit.

(Basic Configuration of Refrigerant Circuit) The refrigerant circuit 1 includes an oil separator 3, a four-way valve 4, three indoor heat exchangers 5, and an indoor heat exchanger 5 in addition to the compressors 2A and 2B. Is a closed loop circuit including an expansion valve 6, an accumulator 7, and an outdoor heat exchanger 8 corresponding to the above. The four-way valve 4 circulates a refrigerant circulation path as described below in the following circulation path (1) or (2).
It is configured to be able to switch to any of the above. Circulation path (1) Compressor 2A / 2B → oil separator 3 → four-way valve 4 → indoor heat exchanger 5 → expansion valve 6 → accumulator 7 (only passing) → outdoor heat exchanger 8 → four-way valve 4 → accumulator 7 →
Compressor circulation path (2) Compressor A / 2B → oil separator 3 → four-way valve 4 → outdoor heat exchanger 8 → accumulator 7 (only passing) → expansion valve 6
→ Indoor heat exchanger 5 → Four-way valve 4 → Accumulator 7 → Compressor In the above circulation path (1), the indoor heat exchanger 5 acts as a condenser and the outdoor heat exchanger 8 acts as an evaporator. Then, the air conditioner functions as heating by the heat radiation of the refrigerant in the indoor heat exchanger 5, and in the case of the circulation path (2), the indoor heat exchanger 5 serves as an evaporator, and the outdoor heat exchanger 8 serves as a evaporator. The air conditioner functions as a condenser, and the air conditioner functions as cooling by absorbing heat of the refrigerant in the indoor heat exchanger 5. Therefore, in the refrigerant circuit 1, during heating, a high pressure circuit extends from the discharge portion of the compressor 2 through the indoor heat exchanger 5 to the expansion valve 6, passes through the expansion valve 6 and then passes through the outdoor heat exchanger 8 to perform compression. A low-pressure circuit extends to the suction section of the machine 2. During cooling, a high-pressure circuit extends from the discharge section of the compressor 2 to the expansion valve 6 through the outdoor heat exchanger 8 and passes through the expansion valve 6 to the suction section of the compressor 2 through the indoor heat exchanger 5. Until it becomes a low voltage circuit. A line between the discharge part of the compressor 2 and the four-way valve 4 in the refrigerant circuit 1 (that is, a line that always becomes a high-pressure circuit)
Is provided with a high-pressure side pressure sensor 9, and a low-pressure side pressure sensor 10 is provided on a line on the upstream side of the compressor (that is, a line which always becomes a low-pressure circuit).
An outdoor unit control device 71, which will be described later, controls the rotation speed of the engine 40 based on the refrigerant pressure P obtained from.

The cooling water circuit 20 includes a pump 21, an exhaust gas heat exchanger 22 provided in an exhaust system of the engine 40, a cooling water jacket 23 formed in the engine 40, a temperature-sensitive switching valve 24, a linear three-way valve 25, And heat exchanger 26 for heat radiation
And a closed loop including The linear three-way valve 25 has an accumulator 7 provided in the refrigerant circuit 1.
Refrigerant heating line 27 passing through the inside and returning to pump 21
And a cooling line 28 that does not pass through the accumulator 7 and returns to the pump 21 through the heat-radiating heat exchanger 26, and the temperature-sensitive switching valve 24 is cooled to the linear three-way valve 25. High-temperature cooling water line 29 for flowing water
And a low-temperature cooling water line 30 that directly returns to the pump 21 without flowing to the linear three-way valve 25. The temperature-sensitive switching valve 24 returns the cooling water from the low-temperature cooling water line 30 to the pump 21 without flowing the cooling water to the linear three-way valve 25 when the engine temperature is low immediately after starting the engine. Is set to flow from the high-temperature cooling water line 29 to the linear three-way valve 25, so that when the engine is not sufficiently warm, the cooling water is supercooled by heat exchange in the heat-radiating heat exchanger 26 and the accumulator 7. To prevent that. In addition, the linear three-way valve 25
Is configured so that the ratio of the flow rate of the cooling water flowing to the refrigerant heating line 27 and the cooling line 28 can be linearly adjusted, and is adjusted according to the heat absorption capacity during heating and the heat dissipation capacity during cooling of the outdoor heat exchanger. An appropriate amount of cooling water is supplied to the refrigerant heating line 27.
To the liquid refrigerant in the accumulator 7
Waste heat (heat given by the exhaust gas and heat taken from the engine 40 by cooling) to assist the vaporization of the liquid-phase refrigerant in the low-pressure side refrigerant circuit. For example, when the air conditioner is used for heating, if the outdoor temperature is low, the amount of heat absorbed in the outdoor heat exchanger 42 decreases, so that a large amount of the refrigerant remains as a liquid-phase refrigerant and is stored in the accumulator 7,
The density of the gas-phase refrigerant sucked by the compressors 2A and 2B decreases, and as a result, the high-pressure side pressure drops extremely. This is detected by detecting the high pressure side pressure or by directly detecting the outside air temperature. In such a case, the flow rate of the cooling water to the refrigerant heating line 27 is increased to increase the liquid phase in the accumulator. Increase the amount of waste heat given to the refrigerant. Also, for example, when the entire building is being heated, if the small room inside the building needs to be cooled by a single air conditioner, the amount of heat released by the outdoor heat exchanger becomes excessive, and the high-pressure side pressure becomes extremely high. Will fall. In such a case as well, which is detected by detecting the high-pressure side pressure or directly detecting the outside air temperature, the flow rate of the cooling water to the refrigerant heating line 27 is increased and supplied to the liquid-phase refrigerant in the accumulator. Increase waste heat. As a result, the density of the suction refrigerant of the compressor increases, and an extreme decrease in the high-pressure side pressure is prevented.

(Description of Engine) Next, the engine 40 will be briefly described. FIG. 2 is a schematic sectional view showing the structure of the engine 40. As shown in the drawing, the engine 40
A single-cylinder or multi-cylinder water-cooled 4-cycle engine,
A head cover (not shown), a cylinder head 40a, a cylinder block 40b, and a crankcase 40c are laminated and fastened, and the cylinder head 40a and the cylinder block 40b are provided with cooling water constituting a part of the cooling water circuit 20. A jacket 23 is formed. Also, the crankshaft 4 disposed in the crankcase 40c
1 includes an engine speed detection sensor 42 and a crank angle detection sensor 4 for detecting the engine speed and the crank angle.
3 are provided. Each of these sensors 42 and 43 is composed of a pulsar coil that outputs a signal every time the crankshaft 41 rotates, and the output signal is transmitted to an outdoor unit control device 7 described later.
1 and used for controlling the engine 40. The cylinder head 40a is formed with a combustion chamber (unsigned) and an intake passage 40d and an exhaust passage 40e connected to the combustion chamber, and the intake passage 40d and the exhaust passage 40e are appropriately formed by an intake valve and an exhaust valve (unsigned), respectively. It is opened and closed at the right time.

An intake pipe 45 is connected to the intake passage 40d, and an air cleaner 46 and a mixer 47 are connected to the intake pipe 45. A fuel gas cylinder 51 is connected to the mixer 47 via a fuel control valve 48, a pressure reducing valve 49, and a fuel on-off valve 50, whereby the mixer 4 is connected.
At 7, the fuel supplied from the gas cylinder 51 and the air supplied from the air cleaner 46 are mixed to supply a mixture to the combustion chamber of the engine 40. The fuel on-off valve 50 is a valve that is opened and closed to stop or start the supply of fuel from the gas cylinder 51, and the fuel control valve 48 adjusts the amount of fuel supplied from the gas cylinder 51, that is, the air-fuel ratio. The opening / closing and the opening adjustment of these valves are performed by an outdoor unit control device 71 described later. A throttle valve 52 is provided downstream of the mixer 47 in the intake pipe 45. Throttle valve 5
Reference numeral 2 denotes a valve which is driven by a pulse motor 53 and adjusts a supply amount of a mixture of fuel gas and air to the engine 40. The opening of the throttle valve 52, that is, the operation amount of the pulse motor 53 is also controlled. This is performed by an outdoor unit control device 71 described later. The intake pipe 45 has an engine 40.
An intake negative pressure sensor 54 for detecting the intake negative pressure is provided, and the intake negative pressure obtained from the intake negative pressure sensor 54 is used for controlling the ignition timing and the opening degree of the fuel control valve described later. An exhaust pipe 55 is connected to the exhaust passage 40e, and the exhaust pipe 55 is provided with the exhaust gas heat exchanger 22 included in the cooling water circuit 20 described above. An ignition plug 56 is connected to the cylinder head 40a, and an ignition coil 57 and an ignition circuit 58 are connected to the ignition plug 56.

The engine 40 configured as described above
Has its crankshaft 41 connected to the compressors 2A and 2B via an electromagnetic clutch 41a. The engine 40 rotates and drives the compressors 2A and / or 2B, so that the cooling or heating capacity required by the air conditioner is reduced. The refrigerant is circulated to obtain.

Next, a control system of the entire air-conditioning system configured as described above will be described with reference to FIG. As shown in FIG. 3, the control system of the air conditioner includes a refrigerant circuit 1
An indoor unit control device 61 provided in each of a plurality of (three in the present embodiment) indoor units 60 including the indoor heat exchanger 5 and the expansion valve 6 in the above, and individually controlling the control target of each indoor unit 60
And an outdoor unit 70 including the compressor 2, the outdoor heat exchanger 8, the four-way valve 4, the accumulator 7, and the like.
An outdoor unit control device 71 for controlling a control target of the outdoor unit 70 is provided. Each of the indoor unit control devices 61 and the outdoor unit control device 71 is electrically connected so as to perform control in association with each other. It is connected to the.

(Indoor Unit Control Unit) The indoor unit 60 includes, in addition to the indoor heat exchanger 5 and the expansion valve 6, an operation unit 63 having a fan 62 for blowing air, an on / off switch, a temperature setting key, and the like. An indoor temperature sensor 64 for measuring the temperature in the room where the device 60 is installed is provided. Then, for example, when a desired set temperature is input to the indoor unit 60 via the operation unit 63, the indoor unit control device 61
The actual room temperature input from the room temperature sensor 64 is compared with the desired set temperature, and the output of the blower fan 62 is controlled so as to reduce the temperature difference therebetween. In addition, the indoor unit control device 61 performs opening / closing control of the expansion valve 6 corresponding to each indoor heat exchanger 5 and further controls opening degree according to ON / OFF of each indoor unit 60 or the like.

(Outdoor Unit Control Unit) On the other hand, the outdoor unit control unit 71 includes a control target for the engine 40 such as a pulse motor 53, a fuel control valve 48, a fuel on-off valve 50 and an ignition circuit 57, and a four-way valve in the refrigerant circuit 1. 4 and cooling circuit 2
The three-way linear valve 25 at 0 is connected, and the control target is controlled based on input signals from the engine speed detection sensor 42, the crank angle detection sensor 43, the intake negative pressure sensor 54, the pressure sensor 9, and the like. Perform control. Further, the outdoor unit 70 is provided with a fan 72 for the outdoor heat exchanger 8, and the fan 72 is also connected to the outdoor unit controller 71 and controlled by the same. The outdoor unit control device 71 switches the four-way valve 4 in accordance with the switching operation of cooling and heating in each indoor unit 60, performs switching control to change the circulation direction of the refrigerant in the refrigerant circuit, and controls the number of operating indoor units 60 and the like. , The output of the fan 72 of the outdoor heat exchanger 8 is controlled to control the amount of heat radiation and heat absorption in the outdoor heat exchanger 8. Further, the outdoor unit control device 71 detects the high pressure side pressure or the outside air temperature, and absorbs heat of the outdoor heat exchanger 8 during heating, and the outdoor heat exchanger 8 during cooling.
The degree of opening of the linear three-way valve 25 is controlled in accordance with the state of the heat radiation capacity of the engine, and the flow rate of the cooling water sent to the accumulator 7 is adjusted.

Further, the outdoor unit control device 71 includes, for example,
A change in the number of operating indoor units 60 or a change in set temperature, a change in the temperature in the room in which the indoor unit 60 is installed, or a change in the outdoor unit 7
0 detects a load variation in the refrigerant circuit 1 caused by various causes such as an environmental change outdoors in which the 0 is installed, and controls the driving of the engine according to the load variation. Hereinafter, the drive control of the engine in the outdoor unit control device 71 will be described in more detail. FIG. 4 shows an outdoor unit control device 71.
FIG. 2 is a schematic block diagram showing only an engine drive control portion in FIG. In this figure, each process is shown separately and independently for easy understanding in description, but actually, the outdoor unit control device 71 includes a memory and a CPU, and the above-described four-way valve, linear three-way valve, and It may be configured to perform each process according to an operation program stored in advance in a memory together with control logic such as a fan for an outdoor heat exchanger, and output a control signal for each control target. This engine drive control unit is based on information on the actual operation state of the engine obtained from the engine speed detection sensor 42, the crank angle detection sensor 43, the intake negative pressure sensor 54, and the like, and information on the load fluctuation in the refrigerant circuit 1. By controlling the opening of the throttle valve 52, the opening of the fuel control valve 48, and the ignition timing in the engine 40,
Is driven. As shown in the drawing, the engine drive control section includes a speed control section 80 for controlling a throttle opening, a basic ignition timing control section 81 for performing basic control of an ignition timing and a fuel supply amount, and a basic fuel flow rate control section. 82
And an acceleration control unit 83 for temporarily advancing and increasing the ignition timing and the fuel supply amount at the time of a sudden load change, and suppressing changes in the ignition timing and the fuel supply amount when the operating state of the engine is stable. A stability control unit 84 is provided.

(Speed control) The speed control unit 80 is based on: the set temperature information in the operation unit 63 of the indoor unit 60 that is actually being moved; and the room temperature information obtained from the temperature sensor 64 of the room. Then, the difference between the set temperature and the detected temperature multiplied by the heat capacity of the room is integrated, and the indoor unit 6
The required capacity on the 0 side is set, and the target engine speed is calculated in accordance with the required capacity on the indoor unit 60 side, and further calculated by the correction coefficient calculating unit 80f according to the refrigerant pressure value on the high pressure side. Target speed calculating section 80 for multiplying by a correction coefficient
a, a pulsar signal from a pulsar coil constituting the engine speed detection sensor 42 is input, and the actual engine speed R
n, an actual rotation speed calculation unit 80b for calculating n, a displacement difference calculation unit 80c for obtaining a displacement difference ΔR between the target rotation speed Rp and the actual rotation speed Rn, a displacement difference ΔR obtained from the displacement difference calculation unit 80c. Displacement degree calculating section 80d for calculating the degree of displacement (differential value △ R ') of the actual rotational speed Rn with respect to the target rotational speed Rp based on the following formula: displacement difference obtained from the displacement difference calculating section 80c and the displacement calculating section 80d A fuzzy inference unit 80e for inferring a rate (correction rate Tn) for correcting the throttle opening so as to obtain an output satisfying the required capacity Q of the refrigerant circuit at that time from ΔR and its differential value ΔR ′; A throttle output value calculation unit 80g for adding the throttle correction value Tn obtained from the fuzzy inference unit 80e and the current throttle opening to output new throttle output data to the pulse motor 53 is provided. ing. The pulse motor 53 includes a throttle valve 52
Is rotated so that the opening degree of the throttle valve becomes the throttle output value.

FIG. 5 is a flowchart showing the flow of the processing of each processing unit in the speed control unit 80 described above. Hereinafter, each process of the speed control unit 80 will be described with reference to this flowchart, and the corresponding description will be given the step number in the flowchart. The target engine speed calculation unit 80a calculates a target engine speed Rp based on an arithmetic expression or the like based on the refrigerant pressure P of the high-pressure circuit in the refrigerant circuit obtained from the pressure sensor 9 (step 1). Here, considering the final target of the air conditioner in the present embodiment, the air conditioner
4 and the set temperature ts for each indoor unit 60
Therefore, the required capacity Q of the room is a function of the room temperature t1−the set temperature ts.
It is necessary to cause the evaporator to exhibit heat absorption capacity corresponding to the required capacity Q, or to exhibit the heat dissipation capacity to the condenser.
The heat absorption capacity is proportional to the difference between the enthalpies at the evaporator outlet and the refrigerant circulation amount. The amount of circulating refrigerant is proportional to the number of revolutions of the compressor, that is, the number of revolutions of the engine. Similarly,
The heat dissipation capacity is proportional to the difference between the enthalpy at the inlet of the condenser and the enthalpy at the outlet multiplied by the amount of circulating refrigerant, and the circulating amount of refrigerant is proportional to the engine speed. On the other hand, even if the refrigerant circulation amount is the same, the difference between the enthalpy at the evaporator outlet and the enthalpy at the inlet due to the high pressure P of the refrigerant,
Alternatively, the difference between the enthalpy at the inlet of the condenser and the enthalpy at the outlet is affected, and the high pressure P of the refrigerant is affected by the rotational speed of the compressor, that is, the engine rotational speed.
For this reason, the pressure sensor 9 is
, A correction coefficient corresponding to the high pressure P of the refrigerant is obtained, and a tentative target engine speed calculated in accordance with the required capacity Q is multiplied by the correction coefficient to obtain the required engine speed (that is, the target engine speed). The rotation speed Rp) is calculated by the target rotation speed calculation unit 80a.

The engine speed calculating section 80b calculates an actual engine speed Rn based on a signal from a pulsar coil constituting the engine speed detecting sensor 42. Specifically, for example, an engine speed calculated based on a signal for two crankshaft rotations obtained from the pulsar coil is output N times, for example, an average of two times is output as an engine speed Rn (step 2).

The displacement difference calculation unit 80c subtracts the actual engine speed Rn from the target engine speed Rp to calculate the displacement difference △
R is calculated (step 3), and this displacement amount △ R is output to the displacement calculating unit 80d and the fuzzy inference unit 80e. Further, the displacement degree calculating section 80d calculates a differential value △ R 'of the displacement amount △ R obtained from the displacement difference calculating section 80c, and outputs it to the fuzzy inference section 80e. Specifically, a change in ΔR for each predetermined sampling time is calculated (step 4).

In the fuzzy inference unit 80e, the displacement difference △
The fuzzy sets for R, the differential value 'R ′, and the correction rate Tn are represented by membership functions shown in FIGS. FIG. 6A shows the membership function for the displacement difference ΔR, FIG. 6B shows the membership function for the differential value ΔR ′, and FIG. 9 shows a membership function for the correction rate Tn. As shown in the drawing, in this embodiment,
Each membership function is a negative very big N
V, Negative Big NB, Negative Medium N
M, Negative Small NS, Zero ZO, Positive Small PS, Positive Medium PM, Positive Big PB, and Positive Very Big PV. The triangular configuration is divided into nine labels. , And the correction rate 0, the displacement difference ΔR, the differential value ΔR ′ and the correction rate Tn increase in the positive direction toward PV, and the above factors increase in the negative direction toward NV. It is decided to.
In this embodiment, the range of the displacement difference ΔR is −100r.
pm to +400 rpm, and the range of the differential value △ R ′ is
−40 to +40, and the range of the correction rate Tn is set to −1 to 1. In the fuzzy inference unit 80e, the displacement difference ΔR
And the membership function (a) for the differential value △ R ′,
Using (b) as the antecedent part membership function and the membership function (c) for the correction rate Tn as the consequent part membership function according to 23 predetermined rules shown in the fuzzy rule table of FIG. A fuzzy set of the correction rate Bn for the displacement difference ΔR and the differential value ΔR ′ is obtained. More specifically, the grade of each membership function (antecedent membership function) for the displacement difference ΔR and the differential value ΔR ′ input first is calculated (steps 5 and 6),
Next, based on the grade of the antecedent part membership function, a fuzzy set Tn ′ of the consequent part membership function as an inference result is obtained using min-max combination (step 7). The fuzzy set Tn ′ of the correction rate, which is the inference result by the above-described min-max combination, is obtained as shown in Expression (3) by defining the rule as follows. Rule: if ΔR = Am1 and ΔR ′ = Am2 then Tn ′ = Bm Inference result Tn ′ = (Am1 ′ Am2 ′) Bm In the above equation, Am1, Am2, and Bm (m = 1 to 9) are , Are all fuzzy sets, correspond to the labels NV to PV of the corresponding membership functions, and furthermore, Am1 ′, Am2 ′
Is the degree of conformity to the antecedent part. Next, the fuzzy set of the correction rate Tn ', which is the inference result, is defuzzified using the centroid method to obtain a final correction rate Tn (step 8), and the correction rate Tn is output to the correction value calculation unit 80g.

The correction value calculating section 80g calculates the final correction value T of the throttle opening by multiplying the correction rate Tn obtained by the fuzzy inference section 80e by the throttle opening To in the memory (step S1). 10), which is output (step 13). The correction value T is specifically output as a pulse signal to the pulse motor 53, and the pulse motor 53 rotates the throttle valve 52 by the correction value T. As a result, the throttle valve opening becomes the opening T before correction.
The opening degree is obtained by adding the correction value T to o. Step 13
In, the throttle opening To in the memory is replaced by the value obtained by adding T to the previous To. As a result, the throttle valve is required to meet the required capacity Q of the system at that time.
Is adjusted such that an output corresponding to the above is obtained. As described above, mi is determined based on the displacement difference ΔR and the displacement degree ΔR ′.
Fuzzy set Tn ′ of correction rate using n-max synthesis method
By inferring the following, the following effects can be obtained. That is, the slight change in the engine speed due to the mechanical characteristics of the engine itself when there is no change in the required capacity Q of the system or load fluctuation due to other factors, the displacement degree △ R 'is a certain magnitude. However, since the displacement difference ΔR is extremely small, the correction factor Tn obtained from the inference result is very small and almost zero, and in the case of a change in the required capacity Q of the system due to a change in the set temperature or the like, Since both the displacement difference ΔR and the displacement degree ΔR ′ increase in proportion to the difference between the set temperature and room temperature, the correction rate Tn obtained from the inference result should also increase in proportion to the difference between the set temperature and room temperature. When the room temperature suddenly changes, the displacement degree 、
Since R ′ becomes very large, the correction rate Tn obtained from the inference result increases as the displacement difference ΔR at that time increases. Therefore, there is no need to frequently finely adjust the opening degree of the throttle valve when it is not necessary due to the influence of the rotation fluctuation due to the mechanical characteristics of the engine itself. It becomes possible.

Also, when a sudden change in the outside air temperature or a change in the heat radiation or heat absorption of the outdoor heat exchanger 8 occurs, the sudden change is recognized as a change in the refrigerant pressure.
After the correction of the target engine speed is performed by the correction coefficient calculation unit 80f, the pulse motor 53 that drives the throttle valve is controlled via the fuzzy inference unit 80e. Therefore, when a sudden change in the outside air temperature or a change in heat radiation or heat absorption of the outdoor heat exchanger 8 occurs, the displacement degree △ R ′ becomes very large, and the correction rate Tn obtained from the inference result is: The larger the displacement difference ΔR at that time becomes, the larger the displacement difference ΔR becomes, so that the throttle valve can be opened and closed with good responsiveness.

At the time of starting, the cranking rotational speed of the starting motor is lower than the idling rotational speed after the engine is started, so that the displacement difference ΔR increases.
The throttle opening as a result of the inference becomes large. That is, the throttle opening increases immediately after the start-up, and the engine is warmed up at an early stage.

(Basic ignition timing control and basic fuel flow control) Next, the basic ignition timing control unit 81 and the basic fuel flow control unit 82 will be briefly described. The basic ignition timing control section 81 includes information on the target engine speed calculated by the target speed calculation section 80a and the intake negative pressure obtained from the intake negative pressure sensor 54, and the throttle opening calculated by the correction value calculation section 80g. When the stability control is performed based on the degree correction value T, a transition time MT described below, which is further calculated by the stability control unit 84, is inputted, and a map of the engine speed, intake negative pressure and basic ignition timing prepared in advance is prepared. A basic ignition timing suitable for the operation state at that time is calculated based on the calculated ignition timing, and an ignition signal is output to the ignition circuit so that the ignition plug is ignited at the basic ignition timing in accordance with the crank angle obtained from the crank angle detection sensor 43. Similarly to the control unit 81, the basic fuel flow control unit 82 also includes information on the target engine speed Rp calculated by the target speed calculation unit 80a and the intake negative pressure obtained from the intake negative pressure sensor 54, and a correction value calculation. Part 80g
In the case where the stability control is performed based on the throttle opening correction value T calculated in (1), the following transition time MT calculated by the stability control section 84 is further inputted, and the engine speed, intake negative pressure and fuel prepared in advance are prepared. Based on the map with the control valve opening, the fuel control valve opening corresponding to the operating state at that time, that is, the fuel supply amount is calculated and output to the fuel control valve 48.

(Acceleration Control Unit) The acceleration control unit 83 opens the fuel control valve 48 temporarily when the recovery of the engine output cannot be expected simply by increasing the opening of the throttle valve 52, and further sets the ignition timing. This is for recovering the engine output by temporarily advancing to MBT, and in this specification, this control is referred to as acceleration control. FIG. 8 is a flowchart showing the flow of the processing of the acceleration control unit 83. Hereinafter, the processing of the acceleration control unit 83 will be described with reference to this flowchart. Corresponding explanations are given step numbers in the flowchart. Note that the processing of the acceleration control unit can actually be configured as a main subroutine of the flowchart of the speed control unit. Specifically, the acceleration control unit 83 receives the correction signal T from the correction value calculation unit 80g in the speed control unit 80, and determines whether to execute acceleration control based on the magnitude of the correction value T. (FIG. 5: Step 9 in the flowchart of the speed control). That is, it is determined whether or not the correction value T exceeds a predetermined correction upper limit value Y of the throttle opening. If the correction value T exceeds the upper limit value Y, the acceleration control is started. The upper limit Y
For example, when the displacement difference and the displacement degree are larger than the maximum label PV of the membership function set in advance in the fuzzy inference unit 80e of the governing control unit 80, the inference result correction rate Tn is greater than 1. When the operation expression of the fuzzy inference unit 80e is constructed such that
In the case where the fuzzy inference unit 80e is constructed such that the correction rate Tn obtained from the inference result does not exceed 1, For example, the value may be appropriately set to a value obtained by multiplying the correction rate 0.8 by the correction coefficient Ta. Thus, the speed control unit 80
When the correction value T output from the above exceeds the upper limit value Y,
In order to indicate that the load suddenly becomes extremely large,
There is a case where the engine is stalled because the output is not enough just by increasing the output just by opening the throttle valve.
The parameter indicating the power shortage at this time is a correction value T
Can be expressed by a value J obtained by subtracting the upper limit value Y from.
Accordingly, when the input correction value T exceeds the upper limit value Y, the acceleration control unit 83 calculates a parameter J representing the shortage (step 21), and sets the fuel control set in the parameter J in advance. The acceleration correction value TF for the fuel control valve is calculated by multiplying by the valve acceleration coefficient F (step 2).
2). Then, the acceleration correction value TF is added to the fuel control valve opening signal output from the basic fuel flow controller 82 (step 23). Similarly, for the ignition timing, the basic fuel control valve opening correction value is calculated by multiplying the parameter J by the ignition timing acceleration coefficient I (step 24), and this is output from the basic ignition timing control unit 81. It is added to the basic ignition timing (step 25). As a result, during the acceleration control, the fuel control valve and the ignition timing are temporarily opened by a predetermined amount from the time of normal operation with the opening of the fuel control valve being an upper limit of full opening, and M
With BT as the upper limit, the angle is temporarily advanced by a predetermined amount from the time of normal operation. As described above, by monitoring the magnitude of the correction value T obtained from the speed control unit 80, it is possible to easily detect a large load change that cannot be actually covered by adjusting the opening of the throttle valve. In such a case, by temporarily correcting the ignition timing and the fuel control valve opening at which the power recovery amount of the engine is large, the problem such as the engine stalling due to insufficient power is eliminated. FIG. 9 is a diagram comparing the operating state of the engine when a sudden load change is applied to the engine not performing the acceleration control and the engine of the present embodiment performing the acceleration control. Also, it can be seen that the stall of the engine is eliminated by performing the acceleration control.

(Stability Control Unit) Finally, the stability control unit 84 will be described. When the engine is almost stable and the required capacity Q of the system does not change, more stable operation can be obtained without changing the fuel control valve and the ignition timing.
However, since the basic ignition timing and the opening degree of the fuel control valve are obtained from the map of the engine speed and the intake negative pressure as described above, for example, the engine speed and the intake negative pressure are located between the maps. The value of the basic ignition timing and the basic fuel control valve opening obtained from the map due to slight fluctuations in the engine speed due to the mechanical characteristics of the engine itself, which causes instability. There is. In order to solve the problems caused by the map control and the mechanical characteristics of the engine itself, the stability control unit 84 controls the ignition timing and the ignition timing so that more stable operation can be obtained when the engine is running stably. This control is for controlling the opening of the fuel control valve, and this control is referred to as stable control in this specification. FIG. 10 is a flowchart showing the flow of the processing of the stability control unit 84. Hereinafter, the processing of the stability control unit 84 will be described with reference to this flowchart.
Corresponding explanations are given step numbers in the flowchart. Note that the processing of the stability control unit can actually be configured as a main subroutine of the flowchart of the speed control unit. Specifically, the stability control unit 84 receives the correction value T from the correction value calculation unit 80g in the speed control unit 80, and determines whether to execute the stability control based on the magnitude of the correction value T. (FIG. 5: Step 10 in the flowchart of the speed control). That is, it is determined whether or not the absolute value of the correction value T is smaller than a predetermined stable level value X. If the absolute value is smaller than the stable level value X, the stability control is started. The stable level value X can be set as appropriate, such as + −0.2. (If there is a restriction on the setting of the stable level value X, it will be described.) During the stable control, the stability control unit 84 calculates the difference K between the correction value T and the stable level value X (step 31), and this difference is calculated. K is multiplied by a predetermined stability time coefficient MTa to calculate the transition time MT
Is calculated (step 32), and is output to the basic ignition timing control section 81 and the basic fuel flow rate control section 82. When the basic ignition timing control unit 81 and the basic fuel flow rate control unit 82 receive the above transition time MT, the basic ignition timing control unit 81 and the basic fuel flow control unit 82 perform map control with a map movement time based on the transition time MT.
As described above, since the ignition timing and the opening of the fuel control valve do not frequently change even when the engine speed or the intake negative pressure is a value located in the narrow range of the map, when the required capacity Q is stable, Can be operated in a more stable state, and as a result, the stability of the entire system is significantly increased. FIGS. 11 (a) and 11 (b) are diagrams showing the operating state of the engine when the torque is constant and the throttle is fixed. FIG. 11 (a) shows an engine that is not performing stable control, and FIG. Is an engine of the present embodiment that performs stability control. As can be seen from this drawing, by performing the stability control, the operating state of the engine becomes very stable when there is no load fluctuation and the throttle is fixed.
In addition, by performing fuzzy inference, the operation of the engine is controlled based on the correction value T output from the speed control unit 80 which is designed so that the influence of the fluctuation due to the mechanical characteristics of the engine is hardly affected by the correction value of the throttle valve. Since the degree of stability of the state is determined, it is possible to make the stability level value X extremely small, so that it is possible to perform highly accurate stability control.

In the embodiment described above, the speed control is described by taking an example of the engine drive control in which the acceleration control and the stability control are combined with the speed control, but this is not limited to this embodiment. Instead, the acceleration control and the stability control may be combined as needed. If the acceleration control and the stability control are combined, it is needless to say that the operation state of the engine becomes more stable and reliable. Further, in the present embodiment, the fuzzy inference is performed using the displacement difference and the degree of displacement (differential value) between the actual engine speed Rn and the target engine speed Rp, but this is not limited to this embodiment. Any parameter may be used as long as the parameter represents the actual operating state and the target operating state of the engine. For example, the detected high-side pressure value obtained from the pressure sensor 9 and the target high-side pressure are used as parameters. Is also good. Alternatively, particularly during the cooling operation or the refrigeration operation, the low-pressure side pressure detection value of the pressure sensor 10 and the target low-pressure side pressure may be used as parameters. Further, in the present embodiment, the engine speed is adjusted to satisfy the required capacity of the system by operating the opening degree of the throttle valve based on the inference result. The member is not limited to the valve, and may be any member as long as it affects the engine output. For example, the member may be an ignition timing or a fuel flow rate. Further, in the present embodiment, the engine driven heat pump is described by taking a heat pump using a gas engine as an example, but this is not limited to the present embodiment, and may be an engine using gasoline fuel or the like. It goes without saying that the opening degree of the carburetor, the fuel injection amount, and the like can be operation targets.

In this embodiment, the speed control, the acceleration control and the stability control can be performed by using the same parameters as those used in the conventional control such as the refrigerant pressure, the engine speed, the intake negative pressure and the crank angle. So that
There is an effect that the present invention can be applied to an existing engine-driven heat pump control device without adding a sensor or changing a mechanical configuration.

[0029]

As described above, the method for controlling the speed of the engine in the engine-driven refrigerant pressure-feeding circulation type heat transfer device according to the present invention is characterized in that the compressor is driven by the engine and the compressor compresses the refrigerant. An engine-driven refrigerant pumping circulation system in which the refrigerant is forcibly circulated in the circuit, and the refrigerant and the evaporator provided in the refrigerant circuit exchange heat with the refrigerant to obtain a room temperature that matches the set temperature. In the heat transfer device, a target rotation speed of the engine is determined based on a difference between the set temperature and the room temperature, an actual rotation speed of the engine is detected, and a displacement difference between the target rotation speed and the actual rotation speed is calculated. An operation amount for operating the operating state of the engine is obtained based on the degree of displacement of the rotational speed to obtain an engine output that satisfies the required capacity of the refrigerant circuit due to the temperature difference. By controlling the operating state of the engine and controlling the speed of the engine, it is possible to eliminate poor responsiveness caused by the conventional PI control and unnecessary correction operation caused by the PID control. There is an effect that the engine can be controlled with good responsiveness without being affected by the mechanical characteristics.

[Brief description of the drawings]

FIG. 1 is a schematic circuit diagram showing a basic configuration of a heat pump as an example of an engine-driven refrigerant pressure-feed circulation heat transfer device, that is, an air conditioner.

FIG. 2 is a schematic sectional view showing a structure of an engine 40.

FIG. 3 is a diagram schematically showing a control system of the entire air conditioner.

FIG. 4 is a schematic block diagram showing only an engine drive control portion of the outdoor unit control device 71.

FIG. 5 is a flowchart showing a flow of processing of each processing unit in a speed control unit 80;

6 (a) to 6 (c) show displacement difference {R, displacement degree}.
It is the figure which represented the fuzzy set of R 'and the correction rate Tn by the membership function.

FIG. 7 is a diagram showing a fuzzy rule table.

FIG. 8 is a flowchart showing a flow of processing of an acceleration control unit 83.

FIG. 9A is a diagram showing an operating state of the engine when an abrupt load change occurs in an engine for which acceleration control is not being performed, and FIG. 9B is an engine of the present embodiment for which acceleration control is being performed; FIG. 5 is a diagram showing an operating state of the engine when a sudden load change occurs in FIG.

FIG. 10 is a flowchart showing a flow of processing of a stability control unit 84;

FIGS. 11A and 11B are diagrams showing an operation state of the engine when the torque is constant and the throttle is fixed, and FIG. 11A is an engine in which stable control is not performed; b) is the engine of this embodiment that performs the stability control.

[Explanation of symbols]

DESCRIPTION OF SYMBOLS 1 Cooling circuit 2 Compressor 3 Oil separator 4 Four-way valve 5 Indoor heat exchanger 6 Expansion valve 7 Accumulator 8 Outdoor heat exchanger 9 High pressure side pressure sensor 10 Low pressure side pressure sensor 20 Cooling water circuit 21 Pump 22 Exhaust gas heat exchanger 23 Cooling water Jacket 24 Temperature-sensitive switching valve 25 Linear three-way valve 26 Heat-radiating heat exchanger 27 Refrigerant heating line 28 Cooling line 29 High-temperature cooling water line 30 Low-temperature cooling water line 40 Water-cooled gas engine 40a Cylinder head 40b Cylinder block 40c Crank case 40d Intake passage 40e Exhaust passage 41 Crank shaft 42 Engine speed detection sensor 43 Crank angle detection sensor 45 Intake pipe 46 Air cleaner 47 Mixer 48 Fuel control valve 49 Governor 50 Fuel open / close valve 51 Fuel gas cylinder 52 Throttle valve 53 Pulse Data 54 intake negative pressure sensor 55 exhaust pipe 56 ignition plug 57 ignition coil 58 ignition circuit 60 indoor unit 61 indoor unit control device 62 fan for blower 63 operation unit 64 indoor temperature sensor 70 outdoor unit 71 outdoor unit control device 72 fan 80 Speed control unit 80a Target rotation speed calculation unit 80b Actual rotation speed calculation unit 80c Displacement difference calculation unit 80d Differential value calculation unit 80e Fuzzy inference unit 80f Correction coefficient determination unit 80g Correction value calculation unit 81 Basic ignition timing control unit 82 Basic fuel flow rate Control unit 83 Acceleration control unit 84 Stability control unit Rp Target rotation speed Rn Actual rotation speed R Displacement difference R 'Derivative value Tn Correction rate Ta Correction coefficient T Throttle opening correction value Tn' Fuzzy set as inference result t1 Room temperature ts Set temperature P Refrigerant pressure Y Correction upper limit value J Difference between correction value and correction upper limit value (output shortage F) Fuel control valve acceleration correction coefficient TF Fuel control valve acceleration correction value X Stable level value K Difference between stable level value X and absolute value of correction value T MTa Stabilization time coefficient MT Transition time

──────────────────────────────────────────────────の Continued on the front page (51) Int.Cl. ⁶ Identification code FI F02D 43/00 301 F02D 43/00 301H F25B 1/00 371 F25B 1/00 371F

Claims (7)

[Claims] 1. A compressor is driven by an engine, the refrigerant is compressed by the compressor, the refrigerant is forcibly circulated in a refrigerant circuit, and heat exchange of the refrigerant is performed by a condenser and an evaporator provided in the refrigerant circuit, respectively. Performing an engine-driven refrigerant pressure-feeding circulation heat transfer device configured to obtain a room temperature that matches a set temperature; obtaining a target engine speed based on a difference between the set temperature and the room temperature; Detecting a rotational speed, and obtaining an engine output that satisfies the required capacity of the refrigerant circuit due to the temperature difference based on the displacement difference between the target rotational speed and the actual rotational speed and the degree of the actual rotational speed displacement. Estimating an operation amount for operating the operating state of the engine, operating the operating state of the engine based on the estimation result,
An engine-driven refrigerant pressure-feed-circulation type heat transfer device for controlling the speed of an engine. 2. An actual pressure of a high pressure portion downstream of the compressor is detected. Based on the detected pressure value, when the detected pressure value is small, the target rotational speed is increased and corrected, and when the detected pressure value is large. 2. The refrigerant transfer circulation heat transfer device according to claim 1, wherein the target rotation speed is corrected to decrease. 3. The control method according to claim 1, wherein the operation amount is an operation amount with respect to an opening degree of a throttle valve. 4. A sudden load change in the refrigerant circuit is monitored based on the estimation result, and when the sudden load change is detected, the ignition timing is temporarily advanced from the ignition timing in the normal operation, and / or The control method according to any one of claims 1 to 3, wherein the fuel supply amount is temporarily increased from the supply amount during normal operation. 5. The engine according to claim 4, wherein the engine is a gas engine, and the fuel supply amount is increased by adjusting an opening of a fuel control valve provided in a fuel supply passage. Control method. 6. An ignition timing and / or a fuel supply amount during a normal operation is calculated from a map of an engine operation state and an ignition timing and / or an engine operation state and a fuel injection amount prepared in advance, and the estimation result is obtained. Monitoring whether the operating state of the engine is in a stable state on the basis of, and giving a transition time to a change in the ignition timing and the fuel injection amount obtained from the map when the operating state of the engine is in a stable state. The control method according to claim 1. 7. A compressor is driven by the engine, the refrigerant is compressed by the compressor, the refrigerant is forcibly circulated in the refrigerant circuit, and the condenser and the evaporator provided in the refrigerant circuit exchange heat with the refrigerant. An engine-driven refrigerant pumping-circulation heat transfer device configured to obtain a room temperature that matches a set temperature; a means for detecting a difference between the set temperature and room temperature; and a target engine speed from the detected temperature difference. Means for determining the actual rotational speed of the engine, and an engine satisfying the required capacity of the refrigerant circuit based on the difference between the target rotational speed and the actual rotational speed and the degree of the actual rotational speed displacement. Estimating means for estimating an operation amount for manipulating the operating state of the engine so as to obtain an output is provided. The operating state of the engine is operated based on the output of the estimating means to perform engine speed control. DOO engine driven coolant pumps circulating heat transfer device according to claim.