JPS62255212A - Refrigerant compression device for vehicle - Google Patents

Abstract

PURPOSE:To ensure smooth interlocking with an engine by constituting the system wherein an open/close valve at an unloading passage between an intake chamber and a high pressure compression chamber and another open/close valve at a bypass passage between the intake chamber and an intermediate pressure compression chamber are closed when a difference has exceeded a predetermined value between cabin temperature and set temperature. CONSTITUTION:A vane type rotary compressor 1 has an unloading port 25 open near a delivery port 18 on the inner wall surface 15 of a cylinder chamber 14, and said port 25 is made continuous to an intake passage 19 via an unloading passage 26 fitted with an open/close valve 2. Also, the inner side wall 30 of the cylinder chamber 14 has a bypass port 31 at a position between intake and delivery ports 17 and 18, and the bypass port 31 is made continuous to the intake port 17 via a bypass passage 32 fitted with an open/close valve 3. In this case, a control device 4 regulates the open/close valves 2 and 3 so that both will be closed when cabin temperature is over a predetermined level and a temperature difference has exceeded a predetermined value (b) and at least the valve 3 will be kept open when the temperature difference is below the value (b).

Description

[Detailed description of the invention] A1 Purpose of the invention (1) Industrial application fields The present invention relates to a refrigerant compressor device, and more particularly.

The present invention relates to a refrigerant compressor device for a vehicle that is capable of controlling a vehicle interior temperature to approach a vehicle interior temperature set by an operator.

(2) Conventional technology In such a refrigerant compressor device, the conventional technology uses an electromagnetic clutch interposed between the output shaft of the engine and the drive shaft of the compressor to adjust the set temperature in the vehicle interior and the temperature in the vehicle interior. Intermittent control is performed according to the temperature difference between the two.

In such conventional technology, impact, noise, etc. are generated due to the on/off control of the electromagnetic clutch, resulting in poor driving performance of the vehicle. Furthermore, in the intermittent control of the electromagnetic clutch, the electromagnetic clutch is disconnected when the temperature inside the vehicle is lower than the set temperature, and the electromagnetic clutch is engaged when the temperature inside the vehicle is higher than the set temperature. Since the control is off, the control error with respect to the set temperature is relatively large.

(3) Problems to be Solved by the Invention In view of the above-mentioned circumstances, the present invention is capable of highly accurate temperature control according to the difference between the vehicle interior temperature and the vehicle interior set temperature, and which is capable of controlling the temperature in conjunction with the engine. It is an object of the present invention to provide a refrigerant compressor device for a vehicle that has improved operating performance due to smooth operation.

B8 Structure and operation of the invention (1) Means for solving the problems According to the present invention, the suction chamber in which the suction port is opened and the high compression chamber located near the discharge port are communicated, and the an unloading passage in which a first on-off valve is interposed, and an intermediate compression chamber located between the suction chamber and the high compression chamber, and a second on-off valve in the middle thereof; In a control device for a vehicle refrigerant compressor having two interposed bypass passages, the vehicle interior temperature Tr is higher than the vehicle interior set temperature Ts, and the temperature difference Tr-Ts is greater than or equal to a predetermined value. When , the first and second on-off valves are closed, and when the temperature difference Tr-Ts is less than the value, at least the second on-off valve is opened.

(2) Effect When the vehicle interior temperature Tr is higher than the vehicle interior set temperature Ts and the temperature difference Tr - Ts is greater than or equal to a predetermined value, the first and second on-off valves are closed, and the temperature difference Tr-T
When s is less than the above value.

At least the second on-off valve is opened, whereby the compressed refrigerant gas is returned to the suction port according to the temperature difference between the vehicle interior temperature Tr and the vehicle interior set temperature Ts.

(3) Examples Hereinafter, the present invention will be explained in detail with reference to the drawings.

Figure WS1 shows a vehicle refrigerant pressure 1lii device to which the present invention is applied.

This compressor device includes a compressor 1, a pair of on-off valves 2.3 provided in the compressor 1, and a control device 4 for controlling the opening and closing of the on-off valves 2.3.

Compression 4i! 1 is a so-called vane-type rotary compressor, and includes a rotor 6 having a plurality of vanes 5 on the outer periphery, and a housing 7 in which the rotor 6 is housed.

The rotor 6 has a rotor body 9 rotatably supported by a rotating shaft 8, and a plurality of vane grooves 10 into which the vanes 5 are loosely fitted are formed on the outer periphery of the rotor body 9. Note that the rotating shaft 8 is connected to an output shaft of a vehicle engine via an electromagnetic clutch (not shown).

The housing 7 includes a housing body 11, an upper housing 12 attached to the upper part of the housing body 11,
and a side housing 13 attached to the side of the housing body 11. Note that the side housing 13 includes a first
It is attached to the back side and the front side of the housing main body 11 in the paper of the figure.

A cylinder chamber 14 is defined within the housing body 11 by a side housing 13. In the inner peripheral wall surface 15 of the cylinder chamber 14, a suction port 17 is opened on the starting end side along the rotational direction 6 of the rotor 6, and a discharge port 18 is opened on the terminal end side. Note that the suction port 17 is recessed so as to extend along the rotational direction 16 of the rotor 6. Discharge port 1
The throat groove 8 is made as small as possible by forming sub-discharge ports 35 and 36, which will be described later. The housing body 11 and the upper housing 12 each have a bow) 17.1.
A suction passage 19 and a discharge passage 20 communicating with 8 are respectively formed. Note that the discharge passage 20 is connected to the housing body 1.
1 and the upper housing L2.
passage portions 20b formed in the passage portions 20a;

A check valve 21 is interposed between 20b. This check valve 21
a reed valve 21a that covers the open end of the passage portion 20a;
The reed valve 21a includes a regulating plate 21b that regulates the amount of deflection of the reed valve 21a, and is configured to allow flow of refrigerant gas from the passage portion 20a to the passage portion 20b. A valve chamber 24 for accommodating the check valve 21 is defined in the upper housing 12 by the housing body 11 .

Further, an unload port 25 is opened in the inner circumferential wall surface 15 of the cylinder chamber 14 at j± and in the vicinity of the discharge port 18 . This unload port 25 communicates with the suction passage 19 via an unload passage 26.

This unloading passage 26 is formed in the housing body 11 and the side housing 13, and the opening/closing valve 2 is interposed in the middle of this unloading passage 26.

The first on-off valve 2 divides the unload passage 26 into a passage part 26a communicating with the suction passage 19 and a passage part 26b communicating with the unload port 25. A stop valve 27 is interposed.

This check valve 27 is configured by a reed valve 27a and a regulating plate 27b, similarly to the check valve 21, so as to allow the flow of refrigerant gas from the unload port 25 to the first on-off valve 2 side. . Further, a valve chamber 28 for accommodating a check valve 27 is formed in the housing body 11.

On the inner side wall 30 of the cylinder chamber 14, that is, on the side surface of the side housing 13, there is a hole located on the front side of the suction bow 17 in the rotational direction L6 of the rotor 6, that is, at an intermediate position between the suction port 17 and the discharge port 18. , the bypass port 31 is opened. This bypass bow) 31 is
As shown in FIG. 2, the hole has a long hole shape extending in the longitudinal direction that matches the phase of the vane 5 so that it can be aligned with the side surface of the rotating vane 5 (indicated by the two-dot chain line). Furthermore, the dimension d2 in the width direction perpendicular to the longitudinal direction of the bypass port 31 is made smaller than the plate thickness d1 of the vane 5.

This bypass port 31 is communicated with the suction port 17 via a bypass passage 32. This bypass passage 32 is formed in the housing body 11 and the side housing 13,
The second on-off valve 3 is interposed in the middle of this bypass passage 32. By this on-off valve 3, the bypass passage 32 is divided into a passage part 32a communicating with the suction port 17 and a passage part 32b communicating with the bypass port 31,
A check valve 33 is interposed in the middle of this passage portion 32b. The check valve 33 is configured to allow the flow of refrigerant gas from the bypass port 31 to the second on-off valve 3 side.
1, it is composed of a reed valve 33a and a regulating plate 33b. Additionally, a check valve 33 is provided in the side housing 13.
A valve chamber 34 is formed for accommodating the.

Similar to the bypass port 31, a plurality of sub-discharge ports 35 and 36 are opened in the inner side wall 30 of the cylinder chamber 14. These sub-discharge ports 35 and 36 are located on the front side of the bypass port 31 in the rotational direction 16 of the rotor 6,
That is, they are opened at intervals along the rotational direction 16 so as to be located at an intermediate position between the bypass port 31 and the discharge port 18. These sub-discharge ports 35.36
The relationship between the rotating vane 5 and the rotating vane 5 is the above-mentioned bypass port)
In accordance with the relationship with 31. That is, sub-discharge bow) 35.
36 has an elongated hole shape extending in the longitudinal direction of the vane 5 so as to be aligned with the side surface of the vane 75. Furthermore, the dimension d3 in the width direction perpendicular to the longitudinal direction of the sub-discharge ports 35, 36 is made smaller than the plate thickness d1 of the vane 5.

These sub-discharge ports (35, 36) are communicated with the valve chamber 24 via one discharge passage 37. This one discharge passage 37 is formed in the side housing 13, and a pair of check valves 38 and 39 are interposed in the middle of this one discharge passage 37 corresponding to each of the sub-discharge ports 35 and 36. These check valves 38.39
By one discharge passage 37, each sub-discharge port 35.36
It is divided into passage portions 37a and 37b communicating with the valve chamber 24, and passage portion 37c communicating with the valve chamber 24. These check valves 3
8 and 39 are constructed of reed valves 38a and 39a and regulation plates 38b and 39b, similar to the reversal valve 21, to allow the flow of refrigerant gas from each sub-discharge bow) 35 and 36 to the valve chamber 24 side. be done. Furthermore, a valve chamber 40 for accommodating the check valves 3B and 39 is formed in the side housing 13.

The first on-off valve 2 is a so-called electromagnetic valve, and includes a solenoid 50 and a fixed core 5 which is activated by electric power of the solenoid 50.
a movable core 52 that is magnetically attracted to the movable core 52;
The on-off valve 2 includes a valve body 53 that operates integrally with the on-off valve 2, and a coil spring 54 that biases the valve body 53 to the closed state.
A bellows 55 for pressure correction is attached to the refrigerant gas passage 26a and 26b in order to prevent undesired resistance from acting on the magnetic attraction force due to the pressure difference between the front and back pressures of the refrigerant gas between the passage portions 26a and 26b. Further, the communication hole 53a formed in the valve body 53 guides the pressure in the unload passage 26 into the bellows 55 to equalize the pressure, thereby making it easy to open and close the valve body 53. The biasing force of the coil spring 54 is adjusted by an adjustment screw M2S.

The first on-off valve 2 configured in this manner is controlled to be fully closed or fully opened on and off by power activation of the solenoid 50 by the control device 4.

The second on-off valve 3 is configured similarly to the first on-off valve 2,
Solenoid 60. Fixed core 61. Movable core 62, valve body 6
3. Communication hole 6 including coil spring 64 and bellows 65
3a and adjustment screw M2S are also the same.

This second on-off valve 3 is operated by a solenoid 6 controlled by a control device 4.
The opening degree is freely controlled from fully closed to fully open, that is, linear opening degree control is performed by applying zero electric power, more specifically, by changing the applied electric power.

In the vehicle refrigerant compressor device configured as described above, the cylinder chamber 14 is divided into a plurality of volume chambers by each vane 5. That is, it is divided into a suction chamber 14a in which the suction port 17 is open, a high compression chamber 14c located near the discharge port 18, and a compression chamber 14b located between the suction chamber 14a and the high compression chamber 14c (second (see figure),
More specifically, the volume of each volume chamber 14a to 14c gradually changes from increasing to decreasing as the eccentric rotor 6 rotates, and the high compression chamber 14c has higher compression than the compression chamber 14b. As a result, the water pressure mat exerts a pumping action of sucking and compressing the refrigerant gas.

In such a pump action, when the first and second on-off valves 2.3 are closed, all of the compressed refrigerant gas is discharged from the discharge port 18 to the discharge passage 20, and the compressed refrigerant gas is Compression ability is demonstrated by 100%. In addition, when the first on-off valve 2 is opened, most of the compressed refrigerant gas is returned from the unload port 25 to the suction passage 19 via the unload passage 26, and the compressed refrigerant gas is
11, its compression ability is almost suppressed. Furthermore, when the first on-off valve 2 is closed and the second on-off valve 3 is opened, a part of the refrigerant gas compressed to a relatively low pressure is transferred from the bypass port 31 to the suction port via the bypass passage 32. 17, and part of the compression capacity of the compressor l is suppressed depending on the opening degree of the second on-off valve 2. Note that the first on-off valve 2
is opened, the second on-off valve 3 is also fully opened, and as is clear from the above, the compression 4I!
1, its compression ability is also reliably suppressed.

In this way, the first and second on-off valves? , 3, the compressed volume of the compressor 1 is made variable with high accuracy and over a wide range.

Also, bypass bow) 31 and sub-discharge port 35.36
are elongated holes extending in the longitudinal direction of the vane 5 so as to align with the side surfaces of the vane 5, and the dimensions d2 and d3 in the width direction perpendicular to the longitudinal direction are smaller than the plate thickness d1 of the vane 5. Therefore, compressed refrigerant gas does not leak into the volume chamber on the rear side of the vane 5 in the rotational direction through these ports 31, 35° 36.

Furthermore, since the sub-discharge ports 35 and 36 are provided, when the compression pressure of the refrigerant gas in the high compression chamber 14c becomes higher than a predetermined pressure, this compressed refrigerant gas flows through the first discharge passage 37. Since the refrigerant gas is flowed into the valve chamber 24 of the discharge port 18 through the refrigerant gas, the refrigerant gas is not excessively compressed, and therefore, the engine power for driving the compressor I can also be saved. Furthermore, since the sub-discharge ports (35, 36) are arranged at intervals from each other along the rotational direction of the rotor 6, compression pressures corresponding to their positions can be obtained.

In other words, the discharge pressure of the refrigerant gas can be arbitrarily set depending on the number and position of the sub-discharge ports.

Referring to FIG. 3, the control device 4 includes a plurality of memories Ml, M
2. The processing device 7 includes a processing device @70 having M3... and a drive circuit 71 for driving the first and second on-off valves 2.3 to open and close according to signals from the processing device 70.
0, the first and second on-off valves 2.
3, signals as parameters representing these conditions are input.

As the parameters representing the above-mentioned operating conditions, for example, the opening Th of a throttle valve (not shown) provided in the means for supplying the air-fuel mixture to the vehicle engine, and the voltage Vb of a battery mounted on the vehicle are selected. Further, as parameters representing the environmental conditions inside and outside the vehicle, for example, the vehicle interior temperature Tr, the amount of solar radiation Sr, and the outside air temperature To are selected. Further, as a parameter representing the operator's setting conditions, for example, the set temperature Ts in the vehicle interior is selected.

The processing device 70 processes these parameters Th and Vb.

The opening and closing of the first and second on-off valves 2 and 3 is controlled via the drive circuit 71 according to the input signals of Tr, Sr, To, and TS.

Hereinafter, the operation of the processing device 70 will be sequentially explained in accordance with the following operation modes with reference to the flowchart shown in FIG. 4 and the temperature change chart in the vehicle interior shown in FIGS. 5-6.

(A) When battery voltage Vb is lower than the reference value (
Hereinafter, this will be referred to as case A.) In case A, the NIJl and the second on-off valve 2.3 are opened, thereby reducing the load on the vehicle engine related to the driving force of the compressor l.

Such case A assumes a case where the battery's voltage consumption is high or the battery's electromotive force is low, and in such cases, it is necessary to reduce the load on the vehicle engine as much as possible. Let me.

In other words, the cooling capacity is suppressed and the power generating capacity of the generator connected to the output shaft of the engine is increased so that the battery can be sufficiently charged.

To explain this operation, first, when the air conditioner (not shown) is turned on to perform cooling, the control device 4 is activated, and in step S1, the processing device 70 is initialized, and the data is input to the memories M1 to M3, etc. Past data will be deleted.

In the next step S2, the memory MINM3 and the like are initialized and data assuming a standard state is input.In the zero-order step S3, it is determined whether the battery voltage Vb is lower than a reference value.

If it has decreased, the process moves to step Sll.

In step 311, it is determined whether or not the first on-off valve 2 is in the open state, and if it is in the closed state, an acceleration flag is set in the next step S12. This step 512 is a zero-order step S that is set because the same processing as in case A is performed even in an accelerated state.
In step 13, the second on-off valve 3 is fully opened via the drive circuit 71, and in the next step 514, the first on-off valve 2 is opened via the drive circuit 71.

Note that the first on-off valve 2 is opened after a certain period of time delay after the second on-off valve 3 is opened. This is to prevent the shock caused by sudden load changes from being transmitted to the driver when the vehicle is running when the load on the vehicle engine is suddenly reduced by opening the first on-off valve 2. It is.

When the process in step S14 is completed, step S14 is completed.
Returning to step 3, the next process is performed. In addition.

Even if it is determined in step Sll that the [jH on-off valve of ml is in the open state, the process returns to step S3 and the next process is performed.

The temperature change during this period is indicated by Pi in FIG.

As described above, when the battery voltage Vb is lower than the reference value, the first and second on-off valves 2 and 3 are opened.

(B) When the vehicle is in an accelerating state (hereinafter referred to as case B) In this case B, the first and second on-off valves 2.3 are opened similarly to the case A described above, and thereby the compression The load on the vehicle engine related to the driving force of the machine 1 is reduced. This provides sufficient vehicle engine power for acceleration.

To explain this operation, when the battery voltage Vb is higher than the reference value in step S3, the throttle opening Th is read in the next step S4, and the data representing the opening Th is input to the memory Ml in the next step S5. be done.

Such processing of steps 54 to S5 is performed multiple times at fixed time intervals formed by the first step S6, and data representing each opening degree Th obtained thereby is stored in each memory M2.
．． It is input to M3.

The data thus inputted into each of the memories M1 to M3 are compared and determined with each other in the next step S7, and when it is determined that the throttle opening Th is continuously increasing, it is determined that the acceleration state is present. Then, the process moves to the next step S8. In addition, when determining the acceleration state, the throttle opening degree T
Although it is possible to determine the acceleration state by reading the h data twice and determining the increase or decrease from these two data,
In this case, even if the throttle valve is operated slightly over a short period of time, there is a risk that it will be mistakenly determined as an acceleration state. Therefore, in this embodiment, the throttle opening Th is read at least three times in succession, and the acceleration state is determined from these data.

In step S8, it is determined whether or not the timer is set, and if the timer is not set, the next step S9
A timer is set in step S10, and a measurement operation is performed until a predetermined set time period ends. The predetermined set time t after the acceleration state is determined.
Until this ends, steps 311 to S14 are performed in the same manner as in case A described above, and the first and second on-off valves 2.3 are kept open.

The temperature change during this period is indicated by P2 in FIG.

When the acceleration state reaches the set time t, a part of the pressure 1ii functional power of the compressor 1 is restored and the cooling action is started, as shown by P3 in FIG. 5, according to case C described later. That is,
In steps S8 to S10, when the acceleration state continues for a long time, the process moves to step 516, and a regulation process is performed in which a part of the compression capacity of the compressor 1 is restored to restore the cooling function.

(C) When the acceleration state ends (hereinafter referred to as case C)
In this case C, the first on-off valve 2 is closed and the second on-off valve 3 is kept open for a certain period of time at a certain opening degree, for example, a station opening degree. As a result, when the acceleration state ends, the compression capacity of the compressor 1 is partially restored and the cooling action is started.

In this case C, the second on-off valve 3 is in the expanded state, but this is because various conditions for controlling the compressor 1 have changed when the acceleration state ends. Therefore, so-called prospective control is performed.

To explain this operation, it is determined in step S15 whether or not the acceleration flag is set, and step 3
In other words, since the acceleration flag is set in step S12, it is determined that acceleration has been performed, and the process advances to step S316.

The first on-off valve 2 is closed in step S16, and step 51
7, the second on-off valve 3 is set to the normal opening degree. As a result, the compression capacity of the compressor 1 is partially restored and the cooling action is started. A timer is set in steps 518 and 519. This operating state is continued until a predetermined period of time has elapsed. It is determined in step 320 whether a predetermined time has elapsed, and if it has elapsed, the acceleration flag is reset in step S21, and the post-acceleration process ends.

The temperature change inside the vehicle during this period is indicated by P4 in FIG.

In this case C, the second on-off valve 3 is in the expanded state, but it is not limited to the station, and since it is prospective control, it can be set to other values depending on the conditions.

(D) When controlling in relation to the vehicle interior temperature (hereinafter referred to as case D) In this case D, the control is performed in relation to the vehicle interior temperature Ts and the actual vehicle interior temperature Tr. The first and second on-off valves 2 and 3 are controlled, thereby compressing 4! according to the required cooling capacity! This is an attempt to obtain the compression ability of I11. Note that the actual sensible temperature inside the vehicle is influenced by environmental conditions inside and outside the vehicle interior, such as the amount of solar radiation Sr, so the set temperature Ts is corrected based on these conditions.

The above-mentioned temperature difference is determined by the set temperature T inside the vehicle in step S22.
s, the outside air temperature TO1, the amount of solar radiation Sr, and the vehicle interior temperature Tr are each measured, and the data are read into the memory of the processing device 70.Next, in step S23, the set temperature T in the vehicle interior is measured.
s is corrected using the outside air temperature TO and the amount of solar radiation Sr, and the corrected set temperature Ts' is calculated and obtained. This temperature difference is controlled by dividing it into three values based on experimental or empirical values. In other words, the very large value is a, the next value is a, and the value with little difference is C.
The capacity of pressure 1ii4+11 is changed according to each temperature difference. Furthermore, when the vehicle interior temperature Tr drops below the corrected set temperature TS°, it is also defined as -d, and the capacity of the compressor 1 is also controlled based on this value.

In this way, case D is controlled in the following states.

(D-1) When the corrected set temperature Ts' and the vehicle interior temperature are almost the same (hereinafter referred to as case D-1) In this case D-1, the relationship -d≦T r -Ts''< b. In some cases, the second on-off valve 3 is subjected to so-called map control.

To explain this operation, first, in step S24, it is determined whether or not it is the valve opening time. This is based on duty control of each pre-closing valve 2.3, and if it is not the valve opening time, the process returns to step S3.

If it is the valve opening time, then step 525. S30,
S31. Proceed to S32 and perform these steps S25.3
Since all of the conditions 0 to 32 are NO (these conditions will be described in the following cases), the process advances to step S41.In step 341, it is determined whether the first on-off valve 2 is open or closed, and if it is closed, The process proceeds to step 343, and if the first on-off valve 2 is open (the second on-off valve 3 is also opened by initial setting), the first on-off valve 2 is closed in step S42.

In step 343, the opening degree of the second on-off valve 3 is optimally controlled according to the difference between Tr-TS' by map control, and the pressurizer 1 is operated to maintain the corrected set temperature Ts. When the process of 343 is completed, the process returns to step S3 and the above-described process is repeated.

The temperature change during this period is indicated by P5 in FIG.

In this way, in case D-1, relatively small temperature control is performed by controlling the opening degree of the second on-off valve 3 of the compressor 1.

(D-2) At the time of starting the pressure 1iija1, the vehicle interior temperature Tr is higher than the corrected set temperature Ts' by more than a predetermined temperature difference, and the temperature Tr is higher than the corrected set temperature Ts' for cooling down (explained in case D-3 below). When the temperature difference is lower than a (b≦T r −
Ts'<a)' (hereinafter referred to as case D-2) In case D-2, there is a relatively large temperature difference between the vehicle interior temperature Tr and the corrected set temperature Ts''.

Since it is necessary to lower the temperature inside the vehicle in a short period of time, the VA machine 1 exerts 100% compression capacity at the initial stage of startup, and when the temperature becomes different, the opening of the second on-off valve 3 is slightly opened. It is slightly more relaxed than the rapid cooling state and prevents excessive cooling. After that, if the temperature falls within the predetermined temperature range, the operation is performed in the same manner as in case D-1.

To explain this operation, first, when compressor l is started,
The process proceeds from the start to step S22 in the same manner as in the case D-1 described above.

The correction value of Ts' in step 323 is made thicker than in case D-1 depending on the degree of solar radiation. In step S24, it is determined whether or not it is the valve opening time, and if it is the valve opening time, step S25 and subsequent steps 53o-c
Determine 'the above b Tr-Ts'<a, and step S27
Proceed to.

Step S27. In S2g and S29, the first on-off valve 2 and the second on-off valve 3 are closed. That is, the compressor 1 exhibits its full compression capacity and enters a rapid cooling state. Return to step S3 again,
By repeating the above process, the interior of the vehicle is rapidly cooled.

The temperature change during this period is indicated by P6 in FIG.

During that time, if the temperature inside the vehicle decreases and becomes below the temperature difference, the process proceeds from steps 530 and 531 to step S32. In step S32, it is determined whether or not the cool-down flag is set, and since it is not in the cool-down state, the process proceeds to step 541. In step 541, it is determined whether the first on-off valve 2 is open or closed, and if it is closed, the process proceeds to step S43, and if the first on-off valve 2 is open, in step 342, the first on-off valve 2 is opened or closed.
Close. In step 543, Tr-
The opening degree of the second on-off valve 3 is optimally controlled depending on whether Ts'' is true or not.

The temperature inside the vehicle gradually decreases, and when the temperature difference reaches C, the second on-off valve 3 is further opened, and the pressure mji! The load capacity of 1 is lowered. Thereafter, when the temperature becomes almost the same as the corrected set temperature Ts'', optimal control is performed as in case D-1.

The temperature change during this period is indicated by P7 in FIG.

In this way, in this case D-2, the temperature difference is optimally controlled according to the stage of the temperature difference, so compared to the conventional method,
There is no excessive cooling, and the driving force of the compressor 1 is not wasted.

(D-3) At the start of the compression 4111, when the vehicle interior temperature Tr is higher than the corrected set temperature Ts' by a predetermined temperature difference a or more (a≦Tr −Ts') (hereinafter, this will be referred to as case D- In this case D-3, the vehicle interior temperature Tr and the corrected set temperature T
In this case, the temperature difference from the temperature Ts' is very large, and the temperature is intentionally controlled to a rapid cooling state below the set temperature Ts. Due to very large temperature differences.

The vehicle interior temperature Tr is high and the heat capacity is large, and by rapidly cooling it to below the set temperature TS, that is, cooling it down, the temperature felt on the skin of the human body will feel comfortably cool.

To explain this operation, steps S3 to S7.515,
Steps S22 to S25 proceed in the same manner as in the case described above. In step S25, cool-down conditions are determined, and the process branches to step 526. A cooldown flag is set in the storage element at step 326. Step S27. S2
8. In S29, the first on-off valve 2 and the second on-off valve 3 are closed, and the compressor 1 is brought into operation at a capacity of 100%.

Until the vehicle interior temperature Tr becomes equal to the temperature difference between the corrected set temperature Ts', the process branches to step S27 in step S30, and the first on-off valve 2 and the second on-off valve 3 are closed in the same manner as described above, and the capacity is 100%. Continue driving.

Furthermore, when the temperature difference becomes less than 5, step S31 is passed, and it is determined in step S32 whether or not it is cool down.

Since the cooldown flag was set in the previous step 526, it is determined that the cooldown is in effect in step S32. In step 533, the vehicle interior temperature Tr and the corrected set temperature T are determined.
If the temperature difference with s' is 0 or more, the process proceeds to step 527, and the compressor 1 continues to operate at 100% capacity as described above.

The temperature change during this period is indicated by P8 in FIG.

If it is determined in step S33 that T r -Ts''<0, that is, when the difference between the vehicle interior temperature Tr and the corrected set temperature Ts' is reversed and the vehicle interior temperature Tr becomes lower, step S33 is determined.
34, set a timer in S35, and proceed to step S37.3.
38, in S39, the first on-off valve 2 is opened, and the second on-off valve 3 is opened.
fully open. That is, the capacity of the compressor 1 is approximately 100% controlled. This process is repeated until the timer expires in step S36.

During this time, in step 531, when the vehicle interior temperature Tr is lower than the corrected set temperature Ts' by a predetermined temperature difference -d,
In other words, when the temperature drops rapidly during cool-down operation, the process branches to step 340, the cool-down flag is reset, and the process proceeds to step 313, SL4. In other words, almost 100% capacity control is performed with a delay of one hour. .

The temperature change during this period is indicated by P9 in FIG.

When the timer expires in step 536, that is, after the capacity control state has been maintained for approximately 100% of the predetermined time,
In step 344, the cool-down flag is reset, and in step S43, the second on-off valve 3 is turned to T.
Control is performed according to the difference between r-Ts'.

The temperature change during this period is shown by PIO in FIG.

In this way, in case D-3, when the temperature inside the vehicle is very high, such as on a midsummer day, the supercooling state is temporarily set lower than the set temperature Ts in consideration of the human skin sensation, and then the compression a1 almost 100% capacity control. After that, the temperature rises and the system returns to normal cooling mode without putting any load on the engine.

(When starting the D-0 compression Jal, when the vehicle interior temperature Tr is lower than the corrected set temperature Ts' by a predetermined temperature difference -d or more (Tr-Ts'<-d) (hereinafter, this will be referred to as case D- 4
) In this case D-4, the predetermined temperature difference -d from the beginning
Since it is lower than 100%, there is no need to operate compressor 1.
% capacity control. When the temperature rises, the second on-off valve 2 is operated to control the temperature by map control.

To explain this operation, steps S3 to 57-sis→
Proceed to S22-S25 → 5304S31, step 5
In step 31, it is determined that the temperature difference is lower than -d, and in step 54
0 to reset the cooldown flag, and then step S13. Proceed to S14, compressor l is almost 100
% capacity controlled. Thereafter, the process returns to step S3 and the above-described process is repeated.

The temperature change during this time is shown by the pH in FIG.

When the temperature rises and the temperature difference becomes smaller than -d, it is determined in step S32 whether or not it is cool down, and since it is not cool down, the process proceeds to steps S41 and S42, the first on-off valve 2 is closed, and then step S43 In step S43, the second on-off valve 3 is controlled according to the temperature difference by map control as described above.

The temperature change during this period is indicated by PI3 in FIG.

In this way, in case D-4, when there is no need for cooling from the beginning, the capacity of the compressor 1 is controlled at almost 100%, thereby preventing engine output from being wasted.

As is clear from the explanation of the flowchart above,
The first and second on-off valves 2.3 are appropriately controlled according to the operating conditions of the vehicle engine, the environment inside and outside the vehicle, and the conditions set by the operator, reducing the load on the engine as much as possible and providing an effective cooling effect. Can be made quickly.

The above-described embodiments illustrate one embodiment of the present invention.
Various design modifications can be made based on the basic technical idea of the present invention. The following embodiments are included within the technical scope of the present invention.

(2) The first and second on-off valves 2.3 are not limited to on-off type or proportional control type solenoid valves, but may also be frequency type solenoid valves.

(a) The first and 1g2 g14rA valves 2.3 do not need to be electromagnetic valves, but can be pressure-controlled diaphragm valves.

1■ Bypass port) 31 does not need to be a single port.

As shown by the imaginary line 31°, a plurality of openings may be provided.
．． It may be a switching valve that switches 31'.

C1 Effects of the Invention As described above, according to the present invention, the suction chamber in which the suction port is opened and the high compression chamber located near the discharge port are communicated with each other, and the first on-off valve is interposed in the middle thereof. a second unloading passage, which communicates the suction chamber with an intermediate compression chamber located between the suction chamber and the high compression chamber, and a second
In a vehicle refrigerant compressor device comprising two bypass passages each having an on-off valve interposed therein, the vehicle interior temperature Tr is higher than the vehicle interior set temperature Ts, and the temperature difference Tr-TS is a predetermined value. When the temperature difference Tr-Ts is less than the value, the first and second on-off valves are closed, and when the temperature difference Tr-Ts is less than the above-mentioned value, at least the second on-off valve is opened. The vehicle interior temperature can be quickly and efficiently brought close to the set temperature according to various aspects of the temperature difference, and the temperature can be precisely controlled. Also, pressure! l
Even when the capacity of 1ia changes, the interlocking with the engine is smooth, so there is no impact at all, and the driving force of the engine is not wasted.

[Brief explanation of drawings]

The drawings show an embodiment of the compressor control device of the present invention.
The figure is a partially developed vertical cross-sectional view of one embodiment. Figure 2 is a partially enlarged sectional view, Figure 3 is a control system diagram of this compressor, Figures 4 (a) and (b) are flowcharts showing the control of this compressor, and Figures 5 and 6 are It is a graph which shows the time change of temperature cooling based on control of a compressor. 1... Compressor, 2... First on-off valve, 3... Second
on-off valve, 4...control device, 14...cylinder chamber,
14a... Suction chamber, 14b... Compression chamber, 14c...
・High compression chamber. 17... Suction port, 18... Discharge port, 19.
...Suction passage, 20...Discharge passage, 25...Unload port, 26...Unload passage, 31...Bypass port, 32...Bypass passage

Claims (1)

[Scope of Claims] 1) An unload passage that communicates a suction chamber with an open suction port with a high compression chamber located near the discharge port, and that has a first on-off valve interposed therebetween; and a vehicular refrigerant comprising two passages, a bypass passage which communicates the suction chamber with an intermediate compression chamber located between the suction chamber and the high compression chamber, and in which a second on-off valve is interposed. In the compressor device, when the vehicle interior temperature Tr is higher than the vehicle interior set temperature Ts and the temperature difference Tr - Ts is greater than or equal to a predetermined value b, the first and second on-off valves are closed. A refrigerant compressor device for a vehicle, wherein at least the second on-off valve is opened when the temperature difference Tr-Ts is less than the value b. 2) The vehicle interior temperature Tr is lower than the vehicle interior set temperature Ts,
The vehicular refrigerant compressor device according to claim 1, wherein the first and second on-off valves are opened when the temperature difference Tr-Ts is equal to or less than a predetermined value d. 3) Temperature difference T between vehicle interior temperature Tr and vehicle interior set temperature Ts
When r-Ts is less than the predetermined value b, the degree of opening of the second on-off valve is controlled depending on the degree of the temperature difference Tr-Ts. machine equipment. 4) Temperature difference T between vehicle interior temperature Tr and vehicle interior set temperature Ts
If there is a state in which r-Ts is greater than or equal to a value a larger than the predetermined value b, the temperature difference Tr-Ts increases to the value b by closing the first and second on-off valves.
The vehicular refrigerant compressor device according to claim 1, wherein the first and second on-off valves are kept closed until the temperature Tr becomes equal to or lower than the temperature Ts. . 5) When the battery voltage Vb is lower than the predetermined voltage Vs, the first and second on-off valves are opened regardless of the vehicle interior temperature Tr and the vehicle interior set temperature Ts. A control device for a vehicular refrigerant compressor as described in .