KR20090071190A - Control method of air conditioner for vehicle - Google Patents

Abstract

A driving method of an air conditioner for a vehicle is provided to improve the control performance of an engine RPM by making the fluctuation of the engine RPM identical. A driving method of an air conditioner for a vehicle comprises: a step of controlling the output of an engine by reflecting the estimated torque generated by the drive of the air conditioner; and a step of maintaining estimated torque calculating and electrical transmission for specific hour after the drive of a compressor(150) for the specific hour when the compressor receives a stop signal. The specific hour is the point when the driving torque of the compressor is zero from a unit(100) of the air conditioner receives the stop signal. The specific hour is 0.25 second.

Description

Control method of air conditioner for vehicle {Control method of air conditioner for vehicle}

The present invention relates to a vehicle air conditioner, and more particularly, to calculate the torque to be generated by the compressor drive of the vehicle air conditioner, the control of the vehicle air conditioner to adjust the output of the engine to reflect the calculated expected torque It is about a method.

An air conditioner is installed in a car for cooling and cooling indoors. In such an air conditioner, a swash plate type compressor is a compressor configured to compress a low-temperature low-pressure gaseous refrigerant drawn from an evaporator into a high-temperature high-pressure gaseous refrigerant to a condenser. Is being applied.

The swash plate compressor is driven according to the on / off of the air conditioner switch. When the compressor is driven, the temperature of the evaporator is lowered, and when the compressor is stopped, the temperature of the evaporator is increased.

On the other hand, such swash plate type compressors include a fixed displacement type and a variable displacement type. These compressors are driven by receiving power from the rotational force of an automobile engine. The fixed displacement type electronic clutch is provided to control the driving of the compressor. However, when the electronic clutch is provided, there is a problem in that the RPM of the vehicle flows when the compressor is driven or stopped, thereby preventing stable vehicle operation.

Therefore, in recent years, a clutch is not provided, and a swash plate is always rotated with the driving of the engine, but a variable capacitance type that can change the discharge capacity by changing the inclination angle of the swash plate is mainly used.

Such a variable displacement swash plate compressor generally uses a pressure regulating valve for adjusting the inclination angle of the swash plate to adjust the amount of refrigerant discharge. Recently, a swash plate inclination control valve (hereinafter referred to as 'ECV') is driven by electrical control. Is used.

Therefore, in the case of a variable displacement swash plate type compressor employing ECV, the inclination of the swash plate is changed by the duty or the applied current value of the ECV, and the refrigerant discharge amount of the compressor is determined by the inclination of the swash plate.

As a result, the amount of refrigerant supplied to the evaporator is changed according to the duty or applied current value of the ECV, which means that the duty or applied current value of the ECV is a major factor in determining the evaporator temperature. It means that the refrigerant is discharged to more than zero).

The duty of the ECV is a value representing the time that the ECV is on in the total time as a percentage.

Therefore, the refrigerant discharge of the compressor increases when the duty is high, and decreases when the duty is low.

Meanwhile, in addition to the compressor, the cooling fan constituting the vehicle air conditioner is also driven by the battery of the vehicle, and the cooling fan also affects the engine RPM flow due to load fluctuations. These compressors and cooling fans are not always driven, but are selectively and repeatedly driven depending on whether the vehicle air conditioner is driven.

Therefore, when the driving of the compressor or the like is repeated, the RPM of the vehicle is changed to prevent smooth running. Therefore, the engine generated by the engine control system (hereinafter referred to as 'EMS') of the torque generated when the air conditioner is driven to adjust the output of the engine.

At this time, the method of reflecting the torque of the air conditioner in the output calculation of the engine is 1) a method of increasing the predetermined amount RPM in consideration of the required torque of the compressor in the EMS, and 2) measuring the actual torque generated in the actual compressor and the 3) a method of calculating an engine output amount by transmitting to the EMS and considering the EMS, and 3) calculating an estimated torque of the torque expected to be generated by the compressor and calculating the engine output by considering the torque. .

However, in the method for measuring the actual torque, a time difference occurs between the time of torque generation and the output time of the corrected engine by the measured transmission time of the actual torque and the calculation and control time of the engine output in consideration of the actual torque. There was a problem that the shoot (under shoot) phenomenon (the actual RPM lower than the target RPM) occurs. At this time, there is a big problem that undershooting can be turned off.

Therefore, in recent years, the method of calculating the expected torque has been used, but the current torque application method is used, the EMS by considering the maximum torque value generated during the operation of the compressor or cooling fan uniformly for a predetermined time to output the engine output The raising method is used. In this case, however, an overshoot phenomenon (a phenomenon in which the actual RPM becomes higher than the target RPM) occurs, and an unnecessary RPM increase occurs due to the overshoot.

Moreover, even when the drive end command of the compressor is received, the compressor is driven for inertia, and a predetermined time is required. Therefore, there is a problem in that the undershooting phenomenon is different from the end point of the actual compressor and the stop time of the transmission of the expected torque.

In addition, since the compressor torque is different each time the air conditioner is off, there is a problem that the flow of the engine RPM is different and the control characteristics of the engine RPM are deteriorated.

Accordingly, the present invention has been made to solve the above-mentioned conventional problems, and an object of the present invention is to provide a driving method of a vehicle air conditioner having the same time as the end of driving the compressor and the stopping time of the transmission of the expected torque. .

Another object of the present invention is to provide a driving method of a vehicle air conditioner such that the compressor is terminated after the compressor torque is changed to a predetermined value when the air conditioner is turned off.

According to a feature of the present invention for achieving the object as described above, the present invention calculates the torque to be generated by the driving of the vehicle air conditioning apparatus, reflecting the calculated estimated torque for the automotive air conditioning to adjust the output of the engine In the control method of the apparatus, upon receiving the compressor stop signal, the estimated torque calculation and transmission is maintained for a designated time after the operation of the compressor is stopped.

In this case, the predetermined time may be a time from when the air conditioner control unit transmits a stop signal for stopping the driving of the compressor to a time when the driving torque of the actual compressor becomes zero.

In addition, the predetermined time may be 0.25 seconds.

In the driving method of the vehicle air conditioner according to the present invention as described above, the following effects can be expected.

That is, the estimated torque is calculated and provided to the engine control system until the actual driving time of the compressor, and the engine control system corrects the engine output in consideration of this, thereby reducing the RPM flow of the vehicle to prevent undershooting. There is this.

In addition, since the compressor is stopped after driving the compressor at a high ECV duty for a predetermined time when the air conditioner is turned off, the compressor driving may be terminated after changing the compressor torque to a predetermined value at the end of the compressor driving. By making the flow of RPM substantially the same, there is an advantage in that the control characteristics of the engine RPM are improved.

Hereinafter, with reference to the accompanying drawings, a specific embodiment of the expected torque calculation method of the air conditioner for controlling the engine rotation amount according to the present invention as described above will be described in detail.

First, the configuration of a variable displacement swash plate compressor applied to the present invention will be briefly described with reference to FIG. 1.

1 is a cross-sectional view showing the internal structure of a variable displacement swash plate compressor.

As shown therein, a center bore 11 is formed through the center of the cylinder 10 of the variable displacement swash plate compressor according to the present invention, and the cylinder 10 radially surrounding the center bore 11. A plurality of cylinder bores 13 are formed to penetrate. The piston 15 is movable in the cylinder bore 13 to compress the refrigerant in the cylinder bore 13.

Meanwhile, the front housing 20 is installed at one end of the cylinder 10. The front housing 20 cooperates with the cylinder 10 to form a crank chamber 21 therein.

And the other end of the cylinder 10, that is, the rear housing 30 is installed on the opposite side where the front housing 20 is installed. The rear housing 30 is formed with a suction chamber 31 in selective communication with the cylinder bore 13. At this time, the suction chamber 31 serves to deliver the refrigerant to be compressed into the cylinder bore 13.

In addition, a discharge chamber 33 is formed in the rear housing 30. The discharge chamber 33 is formed in an area corresponding to the center of the surface of the rear housing 30 facing the cylinder 10. The discharge chamber 33 is a place where the refrigerant compressed in the cylinder bore 13 is discharged and temporarily stays. One side of the rear housing 30 is provided with a control valve 35, the control valve 35 to adjust the opening degree of the flow path between the discharge chamber 33 and the crank chamber 21 to be described later swash plate 48 ) Is to adjust the angle.

On the other hand, the drive shaft 40 is rotatably installed through the center bore 11 of the cylinder 10 and the shaft hole 23 of the front housing 20. The drive shaft 40 is rotated by the driving force transmitted from the engine. The drive shaft 40 is rotatably installed by the bearing 42 in the cylinder 10 and the front housing 20.

The rotor 44 is installed in the crank chamber 21 so that the drive shaft 40 penetrates the center and rotates integrally with the drive shaft 40. At this time, the rotor 44 is fixed to the drive shaft 40 in a substantially disk shape, the hinge arm 46 is formed on one surface of the rotor 44 protruding.

The drive shaft 40 is installed so that the swash plate 48 is hinged to the rotor 44 and rotated together. The swash plate 48 is installed at a variable angle to the drive shaft 40 according to the discharge capacity of the compressor. That is, between the state orthogonal to the longitudinal direction of the drive shaft 40 or inclined at a predetermined angle with respect to the drive shaft 40. The swash plate 48 has its edge 50 connected to the pistons 15 via a shoe 50. That is, the edge of the swash plate 48 is connected to the connecting portion 17 of the piston 15 through the shoe 50 so that the piston 15 is straight in the cylinder bore 13 by the rotation of the swash plate 48. Reciprocate.

The swash plate 48 is formed to protrude a connecting arm 52 which is connected to the hinge arm 46 of the rotor 44. A hinge pin 54 is installed at a tip end of the connecting arm 52 in a direction orthogonal to the longitudinal direction of the connecting arm 52, and the hinge pin 54 is formed of the hinge arm 46 of the rotor 44. It is movably hung on the support part 47 formed in the front-end | tip.

A radial yarn spring 56 is installed to exert an elastic force between the rotor 44 and the swash plate 48. The radial yarn spring 56 is installed around the outer surface of the drive shaft 40 and exerts an elastic force in a direction in which the inclination angle of the swash plate 48 decreases.

The swash plate stopper 58 is formed to protrude from one surface of the swash plate 48. The swash plate stopper 58 serves to regulate the degree to which the swash plate 48 is inclined inclined with respect to the drive shaft 40.

One end of the drive shaft 40 is provided with a shaft stopper (60). The shaft stopper 60 is installed around the outer surface of the drive shaft 40, and when the swash plate 48 is erected in a direction orthogonal to the longitudinal direction of the drive shaft 40, the role of regulating the installation position Do it.

Hereinafter, the configuration of the air conditioner control unit and the engine control system for controlling the driving of the air conditioner including the compressor configured as described above will be described in detail with reference to FIG. 2.

Figure 2 is a block diagram showing the configuration of the air conditioner control unit and the engine control system provided in the present invention.

As shown in the drawing, the present invention comprises an air conditioner control unit 100 for controlling the driving of the air conditioner of the vehicle air conditioner. The air conditioner control unit 100 detects the state information of the vehicle and controls the driving of the air conditioner (including the discharge capacity of the compressor) to adjust the temperature in the vehicle to a temperature desired by the user. At this time, the state information includes the inside temperature of the vehicle, outside temperature, evaporator temperature, solar radiation amount, vehicle RPM, vehicle speed, refrigerant pressure (hereinafter referred to as 'APT') and the coolant temperature.

In addition, the air conditioner control unit serves to calculate the expected torque to occur in the air conditioner for driving the air conditioner to provide to the engine control system 200 to be described later.

To this end, the air conditioner control unit 100 includes an input unit 110. The input unit 110 is a part for receiving information such as on / off signal and the set temperature of the air conditioning apparatus from the user.

In addition, the air conditioner control unit 100 is configured to include a detection unit 120 for detecting the above state information. The detector 120 detects information regarding the state of the air conditioner and the state of the vehicle and provides the same to the operation unit 130 to be described later.

On the other hand, the air conditioner control unit 100 includes a calculation unit 130, the operation unit 130 is the user's setting information input through the input unit 110 and the state of the air conditioner detected from the detection unit and Information about the state information of the vehicle is detected and the driving degree of the compressor is calculated based on these. In addition, the estimated torque to be generated according to the calculated drive degree of the compressor is calculated.

The expected torque calculation method of the operation unit 130 will be described later in detail with reference to FIG.

In addition, the air conditioning apparatus control unit 100 is provided with an ECV driver 140. The ECV driver 140 is a portion for controlling the discharge capacity of the compressor 150, and will be described later by adjusting the opening degree of the flow path between the discharge chamber 33 and the crank chamber 21 through the control valve 35. The discharge capacity of the compressor 150 is adjusted by adjusting the angle of the swash plate 48.

In addition, the air conditioner control unit 100 is configured to include a data transmission and reception unit 160 for transmitting the estimated torque calculated by the operation unit 130 to the engine control system 200.

On the other hand, the engine control system 200 according to the present invention adjusts the engine output of the vehicle to adjust the RPM of the vehicle. The engine control system 200 basically adjusts the output of the engine according to the driving state of the vehicle, but the present invention receives the estimated torque calculated by the calculating unit 130 and applies it to the engine output determination.

To this end, the engine control system 200 applied to the present invention comprises a transmission and reception unit 210. The transmission / reception unit 210 receives the expected torque calculated by the calculation unit 130 from the data transmission / reception unit 160. Of course, the transmission and reception unit 210 receives information regarding the driving state of the vehicle, such as the input degree of the Excel, but this is a basic function of the conventional engine control system, so it will not be described in detail.

In addition, an engine output calculator 220 is connected to the transmission / reception unit 210 to calculate an output of the engine 240. In this case, the output of the engine 240 is basically determined by the vehicle driving state information, and is calculated by adding or subtracting the output of the engine 240 in consideration of the estimated torque.

The output of the engine 240 calculated as described above is transmitted to the engine output controller 230 connected to the engine output calculator 220. The engine output controller 230 adjusts the output of the engine, and adjusts the output of the engine by adjusting the amount of inlet air and the amount of injected fuel.

Hereinafter, a method of calculating an expected torque by the calculation unit according to the present invention will be described in detail with reference to FIG. 3.

3 is a graph showing the change of the measured value and the control value with time when the air conditioner is driven.

As shown in the drawing, the calculation unit according to the present invention has one period from the time of driving the air conditioner to the off time according to the time interval of 4 (1.secondary section 2. transition section 3.stable section 4.stopping section). Calculate the expected torque by dividing by.

In this specification, the driving time point of the air conditioner is used as the time when the air conditioner driving signal is received and the same time as the driving time of the compressor (the time when the driving signal of the compressor is received for driving the air conditioner).

First, look at the distinguishing criteria of each of the four sections as shown in Table 1 below.

section Classification criteria and characteristics Initial segment Section where the estimated torque increases linearly after operating the air conditioner Transitional Segment Section where the estimated torque increases nonlinearly after the initial section ECV duty is maintained at maximum Stable section The period stabilized due to the small fluctuation of the expected torque after the transition period Stop section The interval after the air conditioner stop signal is received

In this case, referring to FIG. 3, the characteristics of each of the sections, as shown, it can be seen that in the initial section, the time when the air conditioner driving signal is received and the time of increasing the ECV duty is different.

That is, the ECV duty is increased after a certain time (1 second in the embodiment shown in FIG. 3) after the air conditioner drive signal is received. At this time, it can be seen that the actual evaporator temperature decreases when the ECV duty value increases.

On the other hand, it can be seen that the ECV duty is output to the maximum value in the transition period.

In the stable section, the ECV duty fluctuates slowly according to the vehicle condition, and the expected torque and evaporator temperature fluctuate accordingly.

Further, in the stop section, after the air conditioner stop signal is received, the operation is stopped after maintaining the ECV duty at a maximum or a corresponding high value (for example, 85%) for a specific time (2 seconds in the embodiment of FIG. 3). do. This is to improve the control characteristics of the engine RPM by making the flow of the engine RPM almost the same even when the discharge capacities are different at the end of the operation of the compressor.

At this time, the appropriate driving time of the compressor obtained based on the experiment is about 2 seconds.

On the other hand, the air conditioner control unit maintains the driving of the cooling fan for a predetermined time (5 seconds in the embodiment of Figure 3) after the drive of the compressor is stopped. This is to prevent the occurrence of an overshoot in which the torque decrease by the air conditioner is suddenly generated when the compressor and the cooling fan are stopped at the same time, and thus the vehicle RPM increases rapidly.

In addition, the estimated torque is calculated and provided to the engine control system for a short time (0.25 seconds in the embodiment of FIG. 3) even after the compressor is stopped. This is to take into account the torque generated by the air conditioner for the engine output during the time it takes for the compressor to receive a stop signal and the actual drive torque becomes zero.

After the prescribed time (5 seconds in the case of the embodiment of FIG. 3), even if the air conditioner drive signal is received, there is a time delay until the drive.

That is, in a method of increasing the ECV duty output by calculating the expected torque according to a specific embodiment of the present invention, after a signal for stopping driving of the compressor 150 (for example, when the air conditioner is turned off), The calculation unit 130 does not immediately calculate the expected torque as 0, but calculates and transmits the estimated torque for a specified time. This is because the compressor 150 is a mechanical device, and thus, even if a stop signal is received, the compressor 150 does not stop immediately but operates for a predetermined time due to inertia.

Therefore, the designated time is a value that depends on the signal transmission system in the vehicle, the mechanical connection structure between the engine and the compressor 150, and the specifications of the compressor, and the compressor actually stops after the compressor stop signal is received by experiment. It is a value determined by measuring the time required to take.

Hereinafter, a control method of an air conditioning apparatus according to the present invention will be described with a flowchart shown.

4 is a flowchart illustrating a control method of the air conditioner according to the present invention.

As shown in the drawing, the control method of the air conditioner according to the present invention is started by stopping the air conditioner (S10).

When the air conditioner is stopped, the air conditioner control unit 100 determines whether the compressor is off (S20).

At this time, if it is determined that the compressor is off, the delay time is counted (S30).

And, even if the air conditioner stop signal is received, the air conditioner control unit 100 calculates the expected torque (S40).

In addition, the calculated expected torque is transmitted to the engine control system 200 (S50).

Subsequently, it is determined whether the delay time exceeds a specified time, and if the delay time is less than or equal to the predetermined time, the process returns to S40 to calculate an expected torque and transmits the estimated torque to the engine control system 200 (S60).

On the other hand, if the delay time exceeds the predetermined time, the estimated torque is no longer calculated and ends without transmission.

Even after the air conditioner stop signal is received, the reason for calculating and transmitting the estimated torque of the compressor 150 for a predetermined time is to reflect the torque during the period in which the actual compressor 150 is stopped in the RPM correction. Is set depending on the type of air conditioner, but is set to about 0.25 time.

The rights of the present invention are not limited to the embodiments described above, but are defined by the claims, and those skilled in the art can make various modifications and adaptations within the scope of the claims. It is self-evident.

The present invention relates to a control method of a vehicle air conditioner which calculates the generated torque by driving the vehicle air conditioner and adjusts the output of the engine by reflecting the calculated estimated torque. Since the compressor driving is terminated after changing the compressor torque to a predetermined value, the flow rate of the engine RPM is substantially the same, thereby improving the control characteristics of the engine RPM.

1 is a cross-sectional view showing the internal configuration of a variable displacement swash plate compressor.

Figure 2 is a block diagram showing the configuration of the air conditioner control unit and the engine control system provided in the present invention.

3 is a graph showing the change of the measured value and the control value with time when the air conditioner is driven.

4 is a flow chart showing a control method of the air conditioner according to the present invention.

* Description of the symbols for the main parts of the drawings *

100: air conditioning unit control unit 110: input unit

120: detector 130: calculator

140: ECV driver 150: compressor

160: data transceiver 200; Engine control system

210: transceiver unit 220: engine output calculation unit

230: engine output controller 240: engine

Claims (3)

In the control method of the automotive air conditioner for calculating the torque to be generated by the driving of the vehicle air conditioner, and adjusts the output of the engine to reflect the calculated estimated torque, When the compressor (150) receives a stop signal, after driving of the compressor (150) is stopped, the driving method of the automotive air conditioner, characterized in that to maintain the estimated torque calculation and transmission for a specified time. The method of claim 1, The specified time, After the air conditioner control unit 100 transmits the stop signal for stopping the driving of the compressor 150, the driving time of the vehicle air conditioner, characterized in that the time until the drive torque of the compressor 150 becomes zero. Way. The method of claim 1, The specified time, Method of driving an automotive air conditioner, characterized in that 0.25 seconds.

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