KR102723843B1 - Compressor and control method for driving compressor - Google Patents

Abstract

The present invention relates to a compressor and a compressor drive control method for determining a slip (sticking of a compressor) of a clutch using a rotation measuring sensor unit and cutting off the clutch power. The slip state of the clutch is determined by comparing the rotation speed of a pulley that rotates by receiving rotational power from a driving source with the rotation speed of a rotating shaft measured by the rotation measuring sensor unit, and when slip occurs, power applied to the clutch can be quickly cut off, thereby preventing damage to a drive belt due to slip through power cutoff, and preventing damage to the compressor and the driving source.

Description

COMPRESSOR AND CONTROL METHOD FOR DRIVING COMPRESSOR

The present invention relates to a compressor and a method for controlling the operation of a compressor, and more specifically, to a compressor and a method for controlling the operation of a compressor for determining the slippage of a clutch (sticking of the compressor) using a rotation measuring sensor unit and cutting off the clutch power.

Typically, automobiles are equipped with air conditioning (A/C) units for cooling and heating the interior. These air conditioning units are components of the cooling system and include a compressor that compresses low-temperature, low-pressure gaseous refrigerant from the evaporator into high-temperature, high-pressure gaseous refrigerant and sends it to the condenser.

Compressors are divided into reciprocating compressors that compress refrigerant by the reciprocating motion of the piston, and rotary compressors that compress by rotating. Depending on the transmission method of the drive source, reciprocating compressors include crank compressors that transmit refrigerant to multiple pistons using a crank, and swash plate compressors that transmit refrigerant using a rotating shaft with a swash plate installed. Rotary compressors include vane rotary compressors that use a rotating rotary shaft and vanes, and scroll compressors that use an orbiting scroll and a fixed scroll.

A clutch type compressor operates by receiving driving power from a driving source (e.g., an engine) through an electronic clutch, and the electronic clutch selectively transmits the power of the driving source to the compression mechanism depending on whether power is supplied.

Specifically, referring to Korean Patent Publication No. 2009-0062002, a conventional compressor includes a housing (107), a compression mechanism (not shown) provided inside the housing (107) and compressing refrigerant, a rotary shaft (105) that transmits rotational force from a driving source (e.g., an engine) provided outside the housing (107) to the compression mechanism, and a clutch (101) that selectively connects and disconnects the driving source and the rotary shaft (105).

The above clutch (101) includes a pulley assembly (110) that receives power from the driving source and rotates, a disk hub assembly (130) that is connected to the rotation shaft (105) and selectively comes into contact with and is separated from the pulley assembly (110), and a field coil assembly (120) that generates a magnetic force when power is applied to bring the pulley assembly (110) and the disk hub assembly (130) into contact.

The pulley (113) of the above pulley assembly (110) is connected to the driving source by a driving belt (not shown) to receive power from the driving source.

However, when a problem occurs in the compressor, the pulley assembly (110) receives power from the driving source, but when the pulley assembly (110) and the disk hub assembly (130) come into contact, the disk hub assembly (130) may not rotate normally.

That is, slip may occur between the pulley assembly (110) and the disk hub assembly (130), and slip may occur in the drive belt connected to the drive source and the pulley (113), which may damage not only the compressor but also the drive source.

Accordingly, conventionally, a thermal fuse was installed in the field coil assembly (120) so that when slippage of the clutch occurred, the thermal fuse inside the field coil assembly (120) was activated to cut off the power.

Specifically, when slippage of the clutch occurs, the rotation shaft (105) cannot rotate properly, and if this phenomenon continues, excessive heat is generated at the friction surface between the pulley assembly (110) and the disk hub assembly (130). In this way, when excessive heat is generated at the friction surface, the thermal fuse operates to cut off the current of the field coil assembly (120), thereby separating the pulley assembly (110) and the disk hub assembly (130).

However, there is a problem that the drive belt may be broken before the power is cut off because the time until the above-mentioned temperature fuse operates and cuts off the power is too long, and the compressor and drive source may be damaged.

Korean Patent Publication No. 2009-0062002 (published on June 17, 2009)

The purpose of the present invention is to provide a compressor and a method for controlling the operation of the compressor by using a rotation measuring sensor to determine clutch slip (compressor sticking) and to cut off clutch power.

The technical problems to be achieved by the present invention are not limited to the technical problems mentioned above, and other technical problems not mentioned can be clearly understood by a person having ordinary skill in the technical field to which the present invention belongs from the description below.

In order to solve the above problem, the present invention provides a method for controlling the operation of a compressor including a casing, a compression mechanism provided inside the casing and compressing a refrigerant, a rotational shaft which transmits rotational force from a driving source provided outside the casing to the compression mechanism, a clutch which selectively connects and disconnects the driving source and the rotational shaft, and a rotational measurement sensor unit which measures the rotational speed of the rotational shaft, the method including an error determination step of comparing the rotational speed of a pulley of the clutch which receives rotational force from the driving source and rotates with the rotational speed of the rotational shaft measured by the rotational measurement sensor unit at regular intervals (t1), and determining that an error occurs if the difference between the rotational speed of the pulley and the rotational speed of the rotational shaft is greater than a certain ratio (x%), and a power control step of temporarily cutting off (relaying off) power applied to the clutch if the error appears continuously a certain number of times (y) or more, and maintaining (relaying on) power applied to the clutch if the error does not appear continuously a certain number of times (y) or more.

According to one embodiment of the present invention, when the error occurs continuously a certain number of times (y) or more, power applied to the clutch is cut off (relay off) for a certain period of time (t2), and after a certain period of time (t2), power is applied to the clutch again (relay on) so that the error determination step and the power control step can be repeated.

According to one embodiment of the present invention, when the power applied to the clutch is continuously cut off (relayed off) a certain number of times (z), the power applied to the clutch can be completely cut off.

According to one embodiment of the present invention, the rotational speed of the pulley can be calculated by multiplying the rotational speed of the driving source by the pulley ratio.

According to one embodiment of the present invention, the predetermined time (t1) may be 0.2 seconds or less.

According to one embodiment of the present invention, the predetermined ratio (x%) may be 5% or more and 15% or less.

According to one embodiment of the present invention, the predetermined number of times (y) may be 10 or more and 30 or less.

According to one embodiment of the present invention, if the difference between the rotational speed of the pulley and the rotational speed of the rotational shaft is less than a certain ratio (x%), the count of the certain number of times (y) can be reset.

According to one embodiment of the present invention, the period of time (t2) may be 1 minute or more and 3 minutes or less.

According to one embodiment of the present invention, the predetermined number of times (z) may be 3 or more and 5 or less.

In addition, the present invention for solving the above problem provides a compressor including a casing, a compression mechanism provided inside the casing and compressing a refrigerant, a rotary shaft which transmits rotational force from a driving source provided outside the casing to the compression mechanism, a clutch which generates a magnetic force when power is applied to connect the driving source and the rotary shaft and loses the magnetic force when power is cut off to separate the driving source and the rotary shaft, a rotational measurement sensor unit which receives a magnetic force from the clutch and measures a change in magnetic flux according to the rotation of the rotary shaft to measure the rotational speed of the rotary shaft, and a control unit which compares the rotational speed of a pulley of the clutch which receives a rotational force from the driving source and rotates with the rotational speed of the rotary shaft measured by the rotational measurement sensor unit and cuts off or maintains the power applied to the clutch.

According to one embodiment of the present invention, the control unit may include an error determination unit that compares the rotation speed of the pulley and the rotation speed of the rotation shaft at regular intervals (t1) and determines that an error occurs if the difference between the rotation speed of the pulley and the rotation speed of the rotation shaft is greater than a certain ratio (x%), and a power control unit that temporarily blocks (relays off) power applied to the clutch if the error occurs continuously a certain number of times (y) or more, and maintains (relays on) power applied to the clutch if the error does not occur continuously a certain number of times (y).

According to one embodiment of the present invention, if the error occurs continuously a predetermined number of times (y) or more, the power control unit may block (relay off) the power applied to the clutch for a predetermined period of time (t2), and, after the predetermined period of time (t2), may reapply power to the clutch (relay on).

According to one embodiment of the present invention, the power control unit can completely cut off the power applied to the clutch when the power applied to the clutch is continuously cut off (relayed off) a predetermined number of times (z).

According to the present invention, the slip state of the clutch is determined by comparing the rotational speed of a pulley that receives rotational power from a driving source and rotates with the rotational speed of a rotating shaft measured by a rotation measuring sensor unit, and when slip occurs, the power applied to the clutch can be quickly cut off, thereby preventing damage to the driving belt due to slip through power cutoff, and preventing damage to the compressor and the driving source.

The effects of the present invention are not limited to the effects described above, and should be understood to include all effects that can be inferred from the detailed description of the present invention or the composition of the invention described in the claims.

FIG. 1 is a cross-sectional view illustrating a compressor according to one embodiment of the present invention.
Figure 2 is a diagram showing the magnetized portion and magnetic field lines when power is applied to the coil in the compressor of Figure 1.
Figures 3 to 5 are cross-sectional views each showing a compressor according to another embodiment of the present invention.
FIG. 6 is a cross-sectional view illustrating a compressor according to another embodiment of the present invention.
Fig. 7 is an exploded perspective view showing the Hall sensor mounting portion of the compressor of Fig. 6.
Figure 8 is a perspective view of the Hall sensor of Figure 7 viewed from below.
FIG. 9 is a cross-sectional view illustrating a compressor according to another embodiment of the present invention.
Fig. 10 is an exploded perspective view showing the Hall sensor mounting portion of the compressor of Fig. 9.
Fig. 11 is a perspective view of the Hall sensor of Fig. 10 viewed from below.
Figure 12 is a flowchart illustrating a method for controlling the operation of a compressor according to one embodiment of the present invention.

Hereinafter, preferred embodiments of the compressor of the present invention and the compressor driving control method will be described with reference to the attached drawings 1 to 12.

In addition, the terms described below are terms defined in consideration of functions in the present invention, and may vary depending on the intention or custom of the user or operator. The examples below do not limit the scope of the present invention, but are merely exemplary matters of the components presented in the claims of the present invention.

In order to clearly explain the present invention, parts that are not related to the description are omitted, and the same reference numerals are given to identical or similar components throughout the specification. Throughout the specification, when a part is said to "include" a certain component, this does not mean that other components are excluded, but rather that other components can be additionally provided, unless specifically stated otherwise.

First, the compressor according to the present invention will be described in detail with reference to the attached drawings.

Referring to the attached drawings 1 and 2, a compressor according to an embodiment of the present invention may include a casing (1), a compression mechanism (2) provided inside the casing (1) and compressing refrigerant, a rotary shaft (3) that transmits rotational force from a driving source (e.g., an engine) (not shown) provided outside the casing (1) to the compression mechanism (2), and a clutch (4) that selectively connects and disconnects the driving source (not shown) and the rotary shaft (3).

The compression mechanism (2) above can be formed in various ways, such as a swash plate method including a swash plate and a piston, a scroll method including a rotating scroll and a non-rotating scroll, etc., but in the case of the present embodiment, it can be formed in a swash plate method. That is, the compression mechanism (2) according to the present embodiment can include a piston (21) that is provided to be reciprocally movable inside a bore, and a swash plate (22) that is connected to the rotation shaft (3) and rotates together with the rotation shaft (3) to reciprocate the piston (21).

The above-described rotary shaft (3) has one end connected to the compression mechanism (2), and the other end penetrates the casing (1) and protrudes outside the casing (1) and can be connected to the disk hub assembly (42) of the clutch (4), which will be described later.

The clutch (4) may include a pulley (41) that rotates by receiving power from the driving source (not shown), a disk hub assembly (42) that is connected to the rotation shaft (3) and selectively contacts and separates from the pulley (41), a field coil assembly (43) that generates a magnetic force when power is applied to bring the pulley (41) and the disk hub assembly (42) into contact, and a separation means (not shown) that separates the pulley (41) and the disk hub assembly (42) when power is cut off to the field coil assembly (43) and the field coil assembly (43) loses its magnetic force.

The above pulley (41) is formed in an approximately circular shape, and a drive belt fastening surface (412) is formed on the outer surface of the pulley (41) to which a drive belt (not shown) is installed for transmitting driving power from the drive source (not shown) to the pulley (41), and a bearing (44) that rotatably supports the pulley (41) may be interposed between the inner surface of the pulley (41) and the outer surface of the casing (1). The pulley (41) is connected to the drive source (not shown) by a drive belt (not shown) in order to receive power from the drive source.

In addition, a friction surface (414) that can come into contact with a disk (424) of the disk hub assembly (42) to be described later may be formed on one side of the pulley (41), and a field coil assembly receiving groove (415) into which the field coil assembly (43) is inserted and mounted may be formed on the other side of the pulley (41).

The above disk hub assembly (42) may include a hub (422) connected to the rotation shaft (3) and a disk (424) extending from the hub (422) and selectively contacting and being spaced apart from the pulley (41).

The above field coil assembly (43) may include a coil housing (432) and a coil (434) accommodated in the coil housing (432) and generating an electromagnetic force when power is applied.

The above-mentioned separation means (not shown) may be formed of an elastic member that applies force to the disk hub assembly (42) in a direction in which the disk hub assembly (42) moves away from the pulley (41).

The compressor according to the present embodiment can be operated as follows.

The above pulley (41) can rotate by receiving driving force from the driving source (not shown).

In this state, when power is applied to the coil (434), the disk hub assembly (42) can be moved toward the pulley (41) and brought into close contact with the pulley (41) by the attractive force due to the magnetic induction of the coil (434). That is, since the disk hub assembly (42) and the pulley (41) are coupled, the power of the driving source (not shown) can be transmitted to the rotation shaft (3) through the pulley (41) and the disk hub assembly (42). Then, the rotation shaft (3) can operate the compression mechanism (2) with the transmitted power to compress the refrigerant.

On the other hand, when power is stopped being supplied to the coil (434), the magnetic induction of the coil (434) no longer generates an attractive force, and the disk hub assembly (42) may move away from the pulley (41) by the separation means (not shown) and may be separated from the pulley (41). That is, the power transmission from the driving source (not shown) to the rotation shaft (3) may be stopped. Then, the compression mechanism (2) may stop operating, and the refrigerant compression may be stopped.

However, when a problem occurs in the compressor, for example, when the compressor is stuck, the pulley (41) receives power from the driving source, but when the pulley (41) and the disk hub assembly (22) come into contact, the disk hub assembly (22) may not rotate normally.

Accordingly, slip may occur between the disk hub assembly (42) and the pulley (41), resulting in noise and vibration, or damage to at least one of the drive belt (not shown), the drive source (not shown), and the compressor.

To prevent such problems, the compressor according to the present embodiment may include a rotation measuring sensor unit (5) that receives magnetic force from the clutch (4) and measures the change in magnetic flux according to the rotation of the rotation shaft (3) to measure the rotation speed of the rotation shaft (3).

Here, the rotation measuring sensor unit (5) can be formed to measure the rotation speed of the rotation shaft (3) without including a permanent magnet. Accordingly, the compressor according to the present embodiment can prevent an increase in the inertia of the rotating body due to the permanent magnet, a deterioration in the balance of the rotating body, a deterioration in noise and vibration, damage to the bearing supporting the rotating body, refrigerant leakage, an increase in the size of the compressor, an increase in the weight of the compressor, and an increase in the cost of the compressor.

Specifically, as a result of the research, it was found that when the clutch (4) is magnetized as shown in Fig. 2, the rotation shaft (3) and a component that rotates together with the rotation shaft (3) (e.g., the rotor (232) described below) are also magnetized (red area in the drawing).

Using this, the rotation measurement sensor unit (5) may include a Hall effect sensor (52) that measures a change in magnetic flux due to the magnetized rotation shaft (3) or a change in magnetic flux due to a component that rotates together with the rotation shaft (3).

The above Hall sensor (52) may be preferably configured to measure a change in magnetic flux by a component that rotates together with the rotation shaft (3) as in this embodiment, rather than being configured to measure a change in magnetic flux by the rotation shaft (3).

Specifically, the accuracy of the Hall sensor (52) can be improved the closer it is to the measurement target.

Accordingly, when the Hall sensor (52) is formed to measure a change in magnetic flux by the rotational shaft (3), it is preferable to install it adjacent to the rotational shaft (3), and it may be more preferable to install it within the range of the magnetic force lines formed between the clutch (4) and the rotational shaft (3). However, in this case, since the diameter of the rotational shaft (3) is relatively small, the Hall sensor (52) must be fixed to the center of the internal space of the casing (1) to be adjacent to the rotational shaft (3), but it is not easy to fix the Hall sensor (52) to the center of the internal space of the casing (1), and since the range of the magnetic force lines formed between the clutch (4) and the rotational shaft (3) is narrow, it may not be easy to place the Hall sensor (52) at a position that can improve the accuracy of the Hall sensor (52).

On the other hand, if the Hall sensor (52) is formed to measure a change in magnetic flux due to a component that rotates together with the rotation shaft (3), it can be easily placed at a position that can improve the accuracy of the Hall sensor (52). That is, if it is formed in a swash plate manner as in the present embodiment, it includes an inclination adjustment mechanism (23) that adjusts the inclination angle of the swash plate (22) with respect to the rotation shaft (3) to adjust the compression capacity, and the inclination adjustment mechanism (23) includes a rotor (232) that is fastened to the rotation shaft (3) and rotates together with the rotation shaft (3). When the clutch (4) is magnetized, the rotor (232) is also magnetized, and the Hall sensor (52) can measure a change in magnetic flux of the magnetized rotor (232). Specifically, the rotor (232) is not circular, and when divided into two parts with the center as the boundary, the first region (hatched region) and the second region (patterned region) have different radii, and the boundary surface of the two parts is protruding. When the rotor (232) rotates, a change in magnetic flux occurs due to the protruding region, and this is detected and measured by the Hall sensor (52).

At this time, if the Hall sensor (52) is formed to measure the change in magnetic flux due to the rotor (232) as in the present embodiment, it is preferable to be installed adjacent to the rotor (232), and it may be more preferable to be installed within the range of the magnetic field lines formed between the clutch (4) and the rotor (232). In this case, since the diameter of the rotor (232) is relatively large, the Hall sensor (52) can be adjacent to the rotor (232) even if it is fixed to the casing (1), and since the range of the magnetic field lines formed between the clutch (4) and the rotor (232) is relatively wide, it may be much easier to place the Hall sensor (52) in a position that can improve the accuracy of the Hall sensor (52). In particular, if the Hall sensor (52) is installed in an area where magnetization areas (red areas) as in FIG. 2 overlap, it may cause a malfunction, and therefore it is preferable to place it on the upper surface of the casing of the rotor (232). If the Hall sensor (52) is positioned closer to the clutch (4) than to the rotor (232), the Hall sensor (52) will measure the magnetization state of the clutch (4) rather than that of the rotor (232), which makes it difficult to determine that the exact rotational state of the compressor has been detected. Therefore, even when the Hall sensor (52) is positioned between the clutch (4) and the rotor (232), it is preferable that it be positioned close to the rotor (232).

Meanwhile, as illustrated in FIG. 1, the Hall sensor (52) is mounted in a sensor mounting groove (12) formed in the casing (1), and the sensor mounting groove (12) may be formed to be engraved from the outer surface of the casing (1). That is, the sensor mounting groove (12) may be formed to be in communication with the outside of the casing (1) and blocked from the inside of the casing (1). Accordingly, refrigerant leakage through the sensor mounting groove (12) can be prevented. That is, since the sensor mounting groove (12) is formed so as not to penetrate the casing (1), refrigerant leakage from the inside of the casing (1) to the outside through the sensor mounting groove (12) can be prevented in advance.

Here, in the case of the present embodiment, in order to prevent refrigerant leakage through the sensor mounting groove (12) in advance, the sensor mounting groove (12) is formed so as not to penetrate the casing (1). However, in a case where refrigerant leakage through the sensor mounting groove (12) is not a concern, such as in a low-pressure compressor, or in a case where refrigerant leakage can be easily prevented through a sealing member, etc., the sensor mounting groove (12) may be formed so as to penetrate the casing (1), as shown in FIG. 3 or 5. In this case, the Hall sensor (52) can be arranged closer to the rotor (232), so that the accuracy of the Hall sensor (52) can be improved.

Meanwhile, in the case of the present embodiment, the Hall sensor (52) is interposed between the clutch (4) and the rotor (232) to maximize the accuracy of the Hall sensor (52), but since the space between the clutch (4) and the rotor (232) is narrow, the installation of the Hall sensor (52) may not be easy. Considering this, as shown in FIG. 4 or 5, the Hall sensor (52) may be placed on the radially outer side of the rotor (232). In this case, the accuracy of the Hall sensor (52) is somewhat lowered, but the installation of the Hall sensor (52) may be easy.

Meanwhile, in the case of the present embodiment, the Hall sensor (52) is inserted into the sensor mounting groove (12), but there is a concern that the Hall sensor (52) may be removed from the sensor mounting groove (12) during operation. Considering this, as shown in FIGS. 6 to 11, a compressor according to another embodiment of the present invention may further include a fixing means for fixing the Hall sensor (52) to the sensor mounting groove (12) to prevent the Hall sensor (52) from being removed from the sensor mounting groove (12) during operation.

The above fixing means, unlike the embodiments illustrated in FIGS. 6 to 11, may be formed as a separate fastening member, such as a bolt, for example. That is, after the Hall sensor (52) is inserted into the sensor mounting groove (12), the separate fastening member is fastened, so that the Hall sensor (52) may be fixed to the sensor mounting groove (12). However, in this case, it may take considerable cost and time to provide a separate fastening member and to fix the Hall sensor (52) to the sensor mounting groove (12) with the separate fastening member.

In consideration of this, the fixing means according to the embodiments illustrated in FIGS. 6 to 8 may be formed to be fixed when the Hall sensor (52) is inserted into the sensor mounting groove (12) so as to reduce the cost and time required to fix the Hall sensor (52). That is, in order to fix the Hall sensor (52) to the sensor mounting groove (12) at once, a first hook (H11) may be formed on the Hall sensor (52), and a first hook groove (H12) into which the first hook (H11) is inserted may be formed on the clutch (4).

More specifically, the sensor mounting groove (12) may be formed to be open toward the clutch (4) side.

In addition, the coil housing (432) of the clutch (4) may include a flange portion (436) protruding from the coil housing (432) and facing the opening of the sensor mounting groove (12). In addition, a first hook groove (H12) penetrating through the flange portion (436) may be formed at the front end of the flange portion (436).

In addition, the hall sensor (52) may include a sensing portion (522) that is inserted and secured into the sensor mounting groove (12) and interposed between the sensor mounting groove (12) and the flange portion (436), and a fixing portion (524) that protrudes from the sensing portion (522) and is positioned on the opposite side of the sensing portion (522) with respect to the flange portion (436).

And, the first hook (H11) protruding toward the sensing unit (522) may be formed at the tip of the fixed portion (524). Here, the fixed portion (524) and the first hook (H11) may be formed integrally to reduce the cost and time required to form the fixed portion (524) and the first hook (H11).

According to this configuration, when the Hall sensor (52) is inserted into the sensor mounting groove (12), the first hook (H11) is engaged with the first hook groove (H12) and the Hall sensor can be fixed to the sensor mounting groove (12). Accordingly, not only is the Hall sensor (52) prevented from being detached from the sensor mounting groove (12) during operation, but the Hall sensor (52) can be fixed to the sensor mounting groove (12) in a short time and at a low cost.

In the embodiments illustrated in FIGS. 6 to 8, the first hook (H11) is formed in the hall sensor (52), and the first hook groove (H12) is formed in the clutch (4). However, this is not limited to the first hook (H11) and the first hook groove (H12) may be formed in the hall sensor (52).

And, in the case of the embodiments illustrated in FIGS. 6 to 8, in order to prevent the occurrence of a vulnerable part in the casing (1) and to reduce the cost and time required for forming the first hook groove (H12), the sensor mounting groove (12) is formed to be open toward the clutch (4), the flange portion (436) is formed in the coil housing (432) of the clutch (4), and the first hook groove (H12) is formed in the flange portion (436). However, it is not limited thereto, and the sensor mounting groove (12) may be formed with a partition (part of the casing) between the clutch (4) and the sensor mounting groove (12) similarly to FIG. 1, and the first hook groove (H12) may be formed in the partition.

Meanwhile, in the case of the embodiments illustrated in FIGS. 6 to 8, there is a concern that the first hook (H11) may be detached from the first hook groove (H12) due to vibration or the like during driving, and thus the hall sensor (52) may be detached from the sensor mounting groove (12). Considering this, as illustrated in FIGS. 9 to 11, even if the first hook (H11) inserted into the first hook groove (H12) is detached from the first hook groove (H12), the hall sensor (52) may be formed to prevent detachment from the sensor mounting groove (12).

Referring to the attached drawings 9 to 11, the compressor according to the embodiment illustrated in drawings 9 to 11 may further include a second hook (H21) formed in the sensing portion (522) and a second hook groove (H22) formed in the sensor mounting groove (12) into which the second hook (H21) is inserted, while including the first hook (H11) and the first hook groove (H12) as in the embodiment illustrated in drawings 6 to 8.

The second hook (H21) may be formed to protrude from the sensing portion (522) toward the sensor mounting groove (12). Here, the second hook (H21) may be formed on the opposite side of the fixing portion (524) with respect to the sensing portion (522).

The above second hook groove (H22) can be formed engraved from the sensor mounting groove (12).

According to this configuration, the Hall sensor (52) can be fixed to the sensor mounting groove (12) at one time as described above. Here, when the Hall sensor (52) is inserted into the sensor mounting groove (12), the first hook (H11) can be inserted into the first hook groove (H12), and the second hook (H21) can be inserted into the second hook groove (H22).

In this way, the Hall sensor (52) can be fixed to the sensor mounting groove (12) not only by having the first hook (H11) engaged with the first hook groove (H12), but also by having the second hook (H21) engaged with the second hook groove (H22), so as to be more firmly fixed to the sensor mounting groove (12).

And, even if the first hook (H11) inserted into the first hook groove (H12) during driving is detached from the first hook groove (H12), the second hook (H21) is maintained in a state of being inserted into the second hook groove (H22), thereby preventing the hall sensor (52) from being detached from the sensor mounting groove (12).

Here, in the case of the embodiments illustrated in FIGS. 9 to 11, the second hook (H21) is formed in the hall sensor (52), and the second hook groove (H22) is formed in the sensor mounting groove (12). However, this is not limited to this, and the second hook (H21) may be formed to protrude in the sensor mounting groove (12), and the second hook groove (H22) may be formed in the hall sensor (52).

Meanwhile, although not shown separately, only the second hook (H21) and the second hook groove (H22) may be formed without the first hook (H11) and the first hook groove (H12).

In addition, the compressor according to the embodiments illustrated in the drawings 1 to 11 may further include a control unit (6) for comparing the rotation speed of the pulley (41) of the clutch (4) that receives rotational power from the driving source and rotates with the rotation speed of the rotational shaft (3) measured by the rotation measurement sensor unit (5) to cut off or maintain power applied to the clutch (4).

The above control unit (6) may include an error determination unit (62) that compares the rotation speed of the pulley (41) and the rotation speed of the rotation shaft (3) at regular intervals (t1) and determines that an error has occurred if the difference between the rotation speed of the pulley (41) and the rotation speed of the rotation shaft (3) is greater than a certain percentage (x%), and a power control unit (64) that temporarily blocks (relays off) the power applied to the clutch (4) if the error occurs continuously a certain number of times (y) or more, and maintains (relays on) the power applied to the clutch (4) if the error does not occur continuously a certain number of times (y).

The above power control unit (64) blocks (relays off) the power applied to the clutch (4) for a certain period of time (t2) when the above error occurs continuously a certain number of times (y), and after a certain period of time (t2), power can be applied to the clutch (4) again (relays on).

In addition, the power control unit (64) can completely cut off the power applied to the clutch (4) when the power applied to the clutch (4) is continuously cut off (relayed off) a certain number of times (z).

Hereinafter, a method for controlling the operation of a compressor according to the above embodiment will be described in detail with reference to FIG. 12.

First, when the vehicle is started and the air conditioning (A/C) for cooling and heating the interior is turned on, power is supplied to the clutch (4) for the operation of the compressor (Relay On). Specifically, power is supplied to the coil (434), and as a suction force is generated by the magnetic induction of the coil (434), the disk hub assembly (42) is brought into close contact with the pulley (41). Accordingly, the power of the driving source (vehicle engine) is transmitted to the rotation shaft (3) through the pulley (41) and the disk hub assembly (42), and the rotation shaft (3) can operate the compression mechanism (2) with the transmitted power to compress the refrigerant.

When the relay is turned on as described above, the error determination unit (62) compares the rotation speed of the pulley (41) that receives rotational power from the driving source (vehicle engine) and rotates with the rotation speed of the rotational shaft (3) measured by the rotation measurement sensor unit (5) at regular intervals (t1), and determines that an error has occurred if the difference between the rotational speed of the pulley (41) and the rotational speed of the rotational shaft (3) is greater than a certain ratio (x%) (error determination step).

Specifically, the error determination unit (62) can receive the engine rotation speed (Engine rpm; CAN) and the rotation speed (Compressor rpm; CSL) of the rotation shaft (3) from the engine rotation speed measurement unit and the rotation measurement sensor unit (5) that measures the rotation speed of the rotation shaft (3), respectively.

At this time, since the pulley ratio is different for each vehicle engine, the pulley ratio is calculated based on the rotation speed of the engine. That is, the rotation speed of the pulley (41) can be calculated by multiplying the rotation speed of the engine by the pulley ratio.

Accordingly, the error judgment unit (62) determines whether the difference between the rotation speed of the pulley (41) and the rotation speed of the rotation shaft (3) is greater than or less than a certain ratio (x%) at regular intervals (t1).

The above-mentioned constant time (t1) is preferably 0.2 seconds or less, and the above-mentioned constant ratio (x%) is preferably 5% or more and 15% or less. In order to prevent errors due to pulley ratio calculation and momentary RPM changes, the difference is set to 5% or more. In particular, when the compressor is applied to a vehicle in an area where the tension of the drive belt is low or there is a lot of moisture, the above-mentioned constant ratio (x%) is preferably 10% or more and 15% or less.

In this embodiment, the error judgment unit (62) determines every 0.1 seconds whether the difference between the rotation speed of the pulley (41) and the rotation speed of the rotation shaft (3) is 5% or more.

If the difference between the rotation speed of the pulley (41) and the rotation speed of the rotation shaft (3) is 5% or more, it is judged as an error and an error count is generated.

Thereafter, the power control unit (64) temporarily blocks the power applied to the clutch (4) (Relay off) if the error occurs continuously a certain number of times (y) or more, and maintains the power applied to the clutch (4) (Relay on) if the error does not occur continuously a certain number of times (y) or more (power control stage).

Specifically, when the error determination unit (62) determines that there is an error and generates an error count, the power control unit (64) can determine whether the error count is a certain number of times (y) or more.

It is preferable that the above-mentioned number of times (y) be 10 or more and 30 or less. If the above-mentioned number of times (y) is too small, the relay off may occur due to a momentary micro-slip when the RPM changes, and conversely, if the above-mentioned number of times (y) is too large, the power cutoff may not occur quickly when a slip occurs, making it difficult to prevent damage to the drive belt and seizure of the compressor in the high RPM operating section. In the present embodiment, the above-mentioned number of times (y) is set to 20 times.

Accordingly, the power control unit (64) temporarily blocks (relays off) the power applied to the clutch (4) for a certain period of time (t2) when the Error count appears continuously 20 times or more, and maintains the power applied to the clutch (4) when the Error count appears less than 20 times so that the error determination unit (62) can determine the error again.

That is, it is determined whether an error occurs 20 times consecutively every 0.1 seconds, and whether slip occurs between the pulley (41) and the disk hub assembly (42) for a total of 2 seconds.

At this time, if the difference between the rotation speed of the pulley (41) and the rotation speed of the rotation shaft (3) is less than a certain ratio (x%), the count of the certain number of times (y) can be reset. That is, if the Error count occurs 10 times due to a momentary slip, etc., and then the difference between the rotation speed of the pulley (41) and the rotation speed of the rotation shaft (3) is less than 5% again and no error occurs, the Error count is reset to 0 again.

If the Error count appears continuously more than 20 times as described above, the power applied to the clutch (4) is cut off (Relay off) for a certain period of time (t2). It is preferable that the certain period of time (t2) be 1 minute or more and 3 minutes or less so that the actual user does not feel dissatisfied.

In this way, when the power supply to the coil (434) is cut off, the attractive force due to the magnetic induction of the coil (434) is no longer generated, and the disk hub assembly (42) can be separated from the pulley (41) by the separation means (not shown). That is, the power transmission from the driving source (vehicle engine) to the rotating shaft (3) can be cut off. Accordingly, when slip occurs, the power supplied to the clutch (4) can be quickly cut off to cut off the power, thereby preventing damage to the driving belt due to slip and preventing damage to the compressor and the driving source.

In this embodiment, the power control unit (64) can determine whether the Relay off has been performed continuously a certain number of times (z) or more after maintaining the Relay off state for 1 minute. It is preferable that the certain number of times (z) is 3 or more and 5 or less, and in this embodiment, the certain number of times (z) is set to 3 times.

Accordingly, if the Relay off does not occur three or more times consecutively, the Relay off state is maintained for one minute and then power is applied to the clutch (4) again (Relay on), so that the error determination unit (62) can determine an error by comparing the rotation speed of the pulley (41) with the rotation speed of the rotation shaft (3). In other words, the error determination step and the power control step can be repeated.

However, if the above relay off occurs three or more times consecutively, the power applied to the clutch (4) can be completely cut off. That is, even if the air conditioning (A/C) is turned on again to cool or heat the vehicle interior, the power is not applied to the clutch (4). However, when restarting, the logic can be initialized to make a judgment again from the beginning.

According to the present invention, the slip state of the clutch is determined by comparing the rotational speed of a pulley that receives rotational power from a driving source and rotates with the rotational speed of a rotating shaft measured by a rotation measuring sensor unit, and when slip occurs, the power applied to the clutch can be quickly cut off, thereby preventing damage to the driving belt due to slip through power cutoff, and preventing damage to the compressor and the driving source.

The present invention is not limited to the specific embodiments and descriptions described above, and anyone with ordinary skill in the art to which the present invention pertains may make various modifications without departing from the gist of the present invention as claimed in the claims, and such modifications fall within the protection scope of the present invention.

1: Casing 12: Sensor mounting home
2: Compression mechanism 21: Piston
22: Saw blade 23: Incline adjustment mechanism
232: Rotor 3: Rotation shaft
4: Clutch 41: Pulley
412: Joining surface 414: Friction surface
415: Receiving groove 42: Disc hub assembly
422: Hub 424: Disk
43: Field coil assembly 432: Coil housing
434: Coil 436: Flange
44: Bearing 5: Rotation measuring sensor part
52: Hall sensor 522: Sensing part
524: Fixed part 6: Control part
62: Error judgment unit 64: Power control unit
H11: 1st hook H21: 2nd hook
H12: 1st hook home H22: 2nd hook home

Claims (14)

A method for controlling the operation of a compressor, comprising: a casing; a compression mechanism provided inside the casing and compressing a refrigerant; a rotary shaft for transmitting a rotational force from a driving source provided outside the casing to the compression mechanism; a clutch for selectively connecting and disconnecting the driving source and the rotary shaft; and a rotational measuring sensor unit for measuring the rotational speed of the rotary shaft.
An error judgment step for comparing the rotation speed of the pulley of the clutch that receives rotational power from the driving source and rotates with the rotation speed of the rotational shaft measured by the rotation measurement sensor unit at regular intervals (t1), and determining that an error occurs if the difference between the rotational speed of the pulley and the rotational speed of the rotational shaft is greater than a certain ratio (x%); and
A power control step of temporarily blocking the power applied to the clutch (relay off) if the above error occurs continuously a certain number of times (y) or more, and maintaining the power applied to the clutch (relay on) if the above error does not occur continuously a certain number of times (y) or more;
A method for controlling the operation of a compressor, comprising: In the first paragraph,
A compressor drive control method in which, when the above error occurs continuously a certain number of times (y) or more, power applied to the clutch is cut off (relay off) for a certain period of time (t2), and after a certain period of time (t2), power is applied to the clutch again (relay on) to repeat the error determination step and the power control step. In the second paragraph,
A method for controlling the operation of a compressor, wherein the power applied to the clutch is completely cut off when the power applied to the clutch is continuously cut off (relayed off) a certain number of times (z). In the first paragraph,
A method for controlling the drive of a compressor, wherein the rotational speed of the above pulley is calculated by multiplying the rotational speed of the above driving source by the pulley ratio. In the third paragraph,
A method for controlling the operation of a compressor, wherein the above-mentioned period of time (t1) is 0.2 seconds or less. In the third paragraph,
A method for controlling the operation of a compressor, wherein the above-mentioned ratio (x%) is 5% or more and 15% or less. In the third paragraph,
A method for controlling the operation of a compressor, wherein the above-mentioned number of times (y) is 10 to 30 times. In Article 7,
A method for controlling the operation of a compressor, wherein if the difference between the rotation speed of the pulley and the rotation speed of the rotating shaft is less than a certain ratio (x%), the count of the certain number of times (y) is reset. In the third paragraph,
A method for controlling the operation of a compressor, wherein the above-mentioned period of time (t2) is 1 minute or more and 3 minutes or less. In the third paragraph,
A method for controlling the operation of a compressor, wherein the above-mentioned number of times (z) is 3 to 5 times. casing;
A compression mechanism provided inside the above casing and compressing the refrigerant;
A rotating shaft that transmits rotational power from a driving source provided on the outside of the casing to the compression mechanism;
A clutch that generates magnetic force when power is applied to connect the driving source and the rotating shaft, and loses magnetic force when power is cut off to separate the driving source and the rotating shaft;
A rotation measuring sensor unit that receives magnetic force from the clutch and measures the change in magnetic flux according to the rotation of the rotation shaft to measure the rotation speed of the rotation shaft; and
It includes a control unit for comparing the rotation speed of the pulley of the clutch that receives rotational power from the driving source and rotates with the rotation speed of the rotational shaft measured by the rotation measuring sensor unit to cut off or maintain power applied to the clutch;
The above control unit,
An error judgment unit that compares the rotation speed of the pulley and the rotation speed of the rotation shaft at regular intervals (t1) and determines that an error occurs if the difference between the rotation speed of the pulley and the rotation speed of the rotation shaft is greater than a certain ratio (x%); and
A compressor including a power control unit that temporarily blocks power applied to the clutch (relay off) when the above error occurs continuously a certain number of times (y) or more, and maintains power applied to the clutch (relay on) when the above error does not occur continuously a certain number of times (y). delete In Article 11,
The above power control unit is a compressor that blocks (relays off) the power applied to the clutch for a certain period of time (t2) when the above error occurs continuously a certain number of times (y), and reapplies power to the clutch (relays on) after the certain period of time (t2). In Article 13,
A compressor in which the power control unit completely blocks the power applied to the clutch when the power applied to the clutch is continuously blocked (relayed off) a certain number of times (z).

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