JPS5816412Y2 - Control device for automotive cooling equipment - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a cooling system for an automobile, and particularly to a control system for a compressor thereof.

Automatic operation control of this type of compressor for air conditioning equipment (hereinafter referred to as a cooler compressor) detects the temperature of the cooled part, for example, the temperature inside the vehicle, and transmits the rotational torque of the engine to the compressor according to the detected temperature. This is often done by energizing or de-energizing an electromagnetic clutch.

As a technique for controlling the cooler compressor in accordance with not only the vehicle interior temperature but also the operating state of the engine, a technique is already known in which, for example, the cooler compressor is not driven during an idling operating state.

However, there has been no technology to control the cooler compressor when the vehicle accelerates, especially when the vehicle accelerates suddenly and requires large torque.

If the cooler compressor is left running when the vehicle accelerates suddenly, the moment of inertia increases and the torque decreases accordingly, making it impossible to obtain sufficient acceleration.

Furthermore, even if some acceleration is achieved, the fuel consumption rate may increase significantly.

Therefore, an object of the present invention is to provide a control device that can reliably detect when a vehicle is in a sudden acceleration state and stop driving the compressor to obtain sufficient acceleration performance. It is in.

The features of the present invention that achieve the above object include a throttle sensor that generates a throttle opening signal having a value corresponding to the opening of the throttle valve of the engine, and a value corresponding to the traveling speed of the vehicle equipped with the engine. a vehicle speed sensor that generates a vehicle speed signal, and a first determination circuit that outputs a first determination signal when the value of the throttle opening signal exceeds a predetermined value;
a first arithmetic circuit that generates a throttle speed signal having a value corresponding to a rate of change of the throttle opening signal when the first determination signal is generated; a second determination circuit that outputs a second determination signal; a second reforming circuit that generates an acceleration signal having a value corresponding to the rate of change of the vehicle speed signal; A third circuit that outputs a third determination signal to
and a control mechanism that stops driving the compressor of the cooling device when the first, second, and third determination signals are all output.

The present invention will be explained in detail below with reference to the drawings.

FIG. 1 is a block diagram showing one embodiment of the present invention.

In the figure, reference numeral 10 indicates a throttle sensor that generates a voltage (throttle opening signal voltage) corresponding to the opening of the engine.

In this embodiment, the throttle sensor 10 generates a throttle opening signal voltage whose value increases as the throttle valve opening increases and decreases as the throttle valve opening decreases.

The throttle sensor 10 can be configured, for example, by a potentiometer having a rotating shaft connected to a throttle valve shaft.

The generated throttle opening signal voltage V1 is applied to the comparator 11 and the arithmetic circuit 12.

The comparator 11 is a well-known comparator that can be configured with an operational amplifier, for example, and becomes high when the throttle opening signal voltage l is larger than a preset reference voltage VRI applied from the reference voltage generation circuit 13. Outputs a low level voltage when the level is small.

The arithmetic circuit 12 is a differential circuit that can be easily configured using, for example, an operational amplifier, and generates a differential voltage of the throttle opening signal voltage v1.

That is, a voltage corresponding to the rate of change of voltage v1 in the positive direction, in other words, a voltage corresponding to the opening speed of the throttle valve is generated.

This differential voltage and a part of the output voltage of the comparator 11 are applied to the storage circuit 14.

The storage circuit 14 includes a monostable multivibrator that is tripped at the rise of the output voltage of the comparator 11, a switching element such as a switching transistor, etc., which is controlled on and off by the output of this monostable multivibrator, and this switching element 2. A charging element such as a capacitor or the like is provided to charge the differential voltage applied through the comparator 11, and the differential voltage is maintained when the output of the comparator 11 is inverted to a high level.

Furthermore, this memory circuit 14 is a discharge circuit consisting of a monostable multivibrator that is triggered when the output voltage of the comparator 11 falls, a switching element that is turned on and off by the output of this monostable multivibrator, and a resistor. When the output of the comparator 11 is inverted to a low level, the charge stored in the charging element is discharged.

Therefore, from this memory circuit 14, the voltage corresponding to the differential voltage mentioned above when the output voltage of the comparator 11 is inverted to the high level side continues while the output voltage of the comparator 11 is at the high level. will be output.

The output voltage V2 (throttle speed signal voltage) of the memory circuit 14 is applied to the comparator 15.

The comparator 15 is a well-known comparator that can be easily configured with an operational amplifier, for example, and becomes high when the throttle speed signal voltage v2 is larger than a preset reference voltage VR2 applied from the reference voltage generation circuit 16. Outputs a low level voltage when the level is small.

In FIG. 1, reference numeral 11 indicates a vehicle speed sensor of a well-known configuration that generates a voltage (vehicle speed signal voltage) corresponding to the traveling speed of the vehicle on which the engine is mounted.

A vehicle speed signal voltage output from the vehicle speed sensor 17 and set to increase as the vehicle speed increases and decrease as the vehicle speed decreases is applied to the arithmetic circuit 18.

The arithmetic circuit 18 is a differential circuit that can be easily constructed using an operational amplifier or the like, and generates a differential voltage corresponding to the rate of change of the vehicle speed signal voltage, that is, an acceleration signal voltage v3.

This acceleration signal voltage 3 is applied to a comparator 19 configured using, for example, an operational amplifier, and is applied to a reference voltage generation circuit 2.
It is compared with a reference voltage VR3 applied from 0.

The reference voltage generation circuit 20 includes a constant voltage generator and at least three circuits connected in series between the output terminal of the constant voltage generator and the ground.
The switch element is equipped with a switching element, such as a switching transistor, which can short-circuit two resistors and a resistor located on the ground side, and the switching element is turned on and off in accordance with the output voltage of the comparator 19. The reference voltage VR3 is obtained from the intermediate connection point of the remaining resistors.

As a result, when the output voltage of the comparator 19 is at a high level, the reference voltage VR3 becomes low, and when the output voltage of the comparator 19 is at a low level, the reference voltage VR3 can be configured to become high. .

That is, the reference voltage VR3 is configured to change by a predetermined value in the opposite direction to the changing direction of the acceleration signal voltage 3 every time the level of the output voltage of the comparator 19 is inverted.

This means that when the acceleration signal voltage (3) fluctuates around the reference voltage, the output voltage of the comparator 19 repeats level inversion.
This is a process to prevent the so-called hunting phenomenon from occurring.

Note that the comparator 19 determines that the acceleration signal voltage V3 is the reference voltage V.
A high level voltage is output when it is larger than R3, and a low level voltage is output when it is smaller.

The output voltages of comparators 11, 15, and 19 are determined by AND circuit 2.
1, and a high-level drive signal 4 is applied to the drive circuit 22 only when the output voltages of all comparators are at a high level.

The output of the drive circuit 22 is applied to the excitation coil 23a of the relay 23.

The contact 23b of the relay 23 has a normally closed contact configuration,
It is connected in series with the main switch 24 of the cooling device.

The contact 23b of the relay 23 and the main switch 24 are inserted and connected between the power input terminal 25 and the excitation mechanism of the electromagnetic clutch 26.

When the drive signal applied to the drive circuit 22 becomes high level, the excitation coil 23a of the relay 23 is energized, the contact 23b is opened, the electromagnetic clutch 26 is deenergized, and the drive of the cooler compressor is stopped. .

FIG. 2 shows the operating waveforms of each part in the embodiment shown in FIG. Throttle speed signal voltage v2 and reference voltage VR
2. C is the acceleration signal voltage ■3 applied to the comparator 19 and the reference voltage vR3, and D is the output voltage v4 of the AND circuit 21.
each represents.

As is clear from FIG. 2, when configured as in this embodiment, when the throttle valve moves rapidly and exceeds a predetermined opening degree by rapidly stepping on the accelerator, and when the acceleration of the vehicle speed exceeds a predetermined value, , throttle opening signal voltage v1, throttle speed signal voltage v2, and acceleration signal voltage V3 are each a reference voltage vR□.

VH2t exceeds VB2, and the output voltage v of the AND circuit 21
4 is reversed to a high level, and as a result, the electromagnetic clutch 26 is deenergized and the cooler compressor is disconnected.

That is, the time when sudden acceleration is required is reliably detected, and the cooler compressor is disconnected.

As explained in detail above, according to the device of the present invention, (a) the vehicle running acceleration exceeds a predetermined value, (b) the throttle valve opening exceeds a predetermined value, The compressor is controlled to stop driving when all three conditions are met: the rate of change in opening exceeds a predetermined value.

The reason why it is determined whether the vehicle running acceleration is equal to or higher than the reference value is to determine whether the vehicle is actually traveling at an accelerated speed.

As a result, even if the other two conditions (0) and (c) are satisfied, if the vehicle is not actually accelerating, it is not determined that the vehicle is accelerating suddenly.

The purpose of determining whether the throttle valve opening exceeds a reference value is to determine whether the vehicle running acceleration has increased due to accelerated driving.

For example, on a downhill slope, the traveling speed may increase even without opening the throttle valve, and in order to prevent this from being mistakenly determined as an acceleration state, the condition (o) is determined.

The purpose of determining whether the rate of change of the throttle valve opening exceeds a reference value is to determine whether the accelerator pedal depression speed is faster than the reference speed, and based on this, it is necessary to shut off the compressor. It is determined whether the vehicle is in a certain sudden acceleration state or not.

In this invention, as mentioned above, the above three conditions (a)
, (b), and (c) are all satisfied, the cooler compressor drive is stopped only during really necessary sudden acceleration, improving acceleration performance and fuel efficiency. You can do it.

On the other hand, during non-rapid acceleration (slow acceleration) K, the cooler compressor remains driven, so the cooler can be used continuously without the inconvenience of the cooler compressor being cut off every time acceleration occurs, and the comfort inside the car is therefore guaranteed. be done.

Particularly when performing emergency acceleration, it is possible to obtain sufficiently satisfactory acceleration performance even when the cooler is in use, and the benefits of this invention are very impressive.

[Brief explanation of drawings]

FIG. 1 is a block diagram of an embodiment of the present invention, and FIG. 2 is a waveform diagram of the above embodiment. 10... Throttle sensor, 11, 15, 19
...Comparator, 12,18... Arithmetic circuit, 13,16゜20...Reference voltage generation circuit, 1
4... Memory circuit, 17... Vehicle speed sensor, 21... AND circuit, 22... Drive circuit, 23... Relay, 24・・・・・・Main switch, 26・・・・・・Electromagnetic clutch.

Claims (1)

[Scope of utility model registration request] a throttle sensor that generates a throttle opening signal having a value corresponding to the opening of a throttle valve of the engine; a vehicle speed sensor that generates a vehicle speed signal having a value corresponding to the traveling speed of a vehicle in which the engine is mounted; A first device that outputs a first judgment signal when the value of the opening degree signal exceeds a predetermined value.
a first calculation circuit that generates a throttle speed signal having a value corresponding to the rate of change of the throttle opening signal when the first determination signal is generated; a second determination circuit that outputs a second determination signal when the rate of change of the vehicle speed signal exceeds a predetermined value; a second calculation circuit that generates an acceleration signal having a value corresponding to the rate of change of the vehicle speed signal; a third determination circuit that outputs a third determination signal when the threshold is exceeded; and a third determination circuit that stops driving the compressor of the cooling device when the first, second, and third determination signals are both output. 1. A control device for a cooling device for an automobile, comprising a control mechanism.