KR20090071191A - Calculating method of expected torque for air conditioner of vehicle - Google Patents

Abstract

A method for computing estimated torque of an air-conditioner for a car is provided to calculate the exact estimate torque in consideration of the goal RPM of the car in the initial drive of a compressor where there is much amount of change of the torque. A method for computing estimated torque of an air-conditioner for a car comprises: a step of computing the torque generated by the drive of a compressor and reflecting the calculated estimated torque; a step of dividing one cycle, from initial driving point to stop point of the air-conditioner, into five sections in order to calculate the estimated torque with a different arithmetic expression per a section; and a step of calculating the estimated torque reflecting the target RPM decided according to the drive state of the car at an initial driving section and a transition section. The target RPM is differently set up relative to a car gear state and coolant temperature. The initial driving section is the section where the estimated torque sharply increases after the air conditioning system drive. The transition section is the section in which the estimated torque non-linearly increases after the initial section but the increasing rate is continuously maintained.

Description

Calculating method of expected torque for air conditioner of vehicle}

The present invention relates to a method of calculating an estimated torque of an automotive air conditioner that calculates a torque to be generated by driving a compressor of an automobile air conditioner and adjusts the output of the engine by reflecting the estimated torque.

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.

Therefore, the present invention has been made to solve the above-mentioned conventional problems, an object of the present invention is to estimate the expected torque of the vehicle air conditioner to calculate the estimated torque in consideration of the target RPM of the vehicle in the early stage of the compressor drive with a large amount of torque change It is to provide a calculation method.

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 method of calculating the estimated torque of the apparatus, the estimated torque is calculated by different calculation formulas for each section by dividing one cycle into a plurality of sections according to the compressor torque change rate from the time of driving the air conditioner to the stop: In the initial section and the transition section in which the torque change of the compressor is abrupt, it is calculated by reflecting the target RPM determined according to the vehicle driving state.

At this time, the target RPM is set differently according to the gear state (forward, neutral, backward and parking) and the coolant temperature of the vehicle.

And the initial section is a section in which the expected torque increases linearly after driving the air conditioner; The transition period refers to a section in which the estimated torque increases nonlinearly after the initial section but the increase rate is maintained.

In addition, the initial section and the transition section are divided into states according to the cooling water temperature, the stop time before the air conditioner operation and the refrigerant pressure, respectively; The expected torque may be calculated by another calculation formula depending on the state.

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

That is, since the driving state may be reflected in the expected torque calculation according to the driving state of the vehicle and the state of the air conditioning apparatus, the accurate estimated torque may be calculated to prevent the overshoot or undershoot of the vehicle RPM.

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 air conditioner is calculated based on these information. In addition, the estimated torque to be generated is calculated according to the driving degree of the calculated air conditioner (including a compressor and a cooling fan).

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 as 4 sections (1.second section 2. transition section 3.stable section 4.stop section) according to time. Calculate the expected torque by dividing.

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.

In the stop section, after the air conditioner stop signal is received, the operation is stopped after the maximum ECV duty is maintained for a specific time (2 seconds in the embodiment of FIG. 3). 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.

On the other hand, the cycle is calculated by dividing the estimated torque into four states (1. idle state 2. normal state 3. overload state 4. start state) based on the cooling water temperature and the stop time before the air conditioner is operated. .

The classification criteria of each of these states can be summarized as shown in Table 2 below.

Table 2 above is a table schematically considering only the main factors.

On the other hand, the estimated torque calculated by the vehicle air conditioner according to the present invention, by dividing one cycle into a plurality of sections according to the compressor torque change rate from the operation of the air conditioner to the stop by a different calculation formula for each section Is calculated.

At this time, the torque change of the compressor 150 is calculated by reflecting the target RPM determined according to the vehicle driving state in the initial section and the transition section.

The target RPM is a value that is set differently according to the gear state (forward, neutral, backward and parking) and the coolant temperature of the vehicle, that is, a value determined according to the driving state of the vehicle.

At this time, briefly describing each section, the initial section is a section in which the estimated torque increases linearly after driving the air conditioner, and the transition section has a nonlinear increase in the estimated torque after the initial section, but the increase rate is maintained. It is a section.

On the other hand, the initial section and the transition section are divided into states according to the coolant temperature, the stop time before operating the air conditioner, and the refrigerant pressure, respectively, and the expected torque is calculated by a different calculation formula depending on the state.

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 driving the air conditioner (S10).

When the air conditioning apparatus is driven, the driving state of the compressor 150 is distinguished (S20). In this case, the running state of the compressor refers to each state divided into four sections (1.initial section, 2.transitional section, 3.stable section, and 4.stopping section). The meaning is as described above.

Then, the driving state of the vehicle is detected (S30).

Here, the driving state detection of the vehicle includes two detections, one detecting the gear (transmission) state of the vehicle (S32), and the other detecting the temperature of the coolant (S34).

On the other hand, after detecting the driving state of the vehicle, a target RPM is calculated (S40). The target RPM is determined by reflecting the driving state of the vehicle.

Thereafter, the target torque calculated by the S40 is transmitted to enable the expected torque calculation reflecting the target RPM (S50).

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 method of calculating an estimated torque of an automotive air conditioner that calculates a torque to be generated by driving the vehicle air conditioner and adjusts the output of the engine by reflecting the calculated estimated torque. Etc.) and the target RPM that varies depending on the coolant temperature and the estimated torque that varies according to the cooling water temperature, respectively, may be calculated differently, and thus an accurate estimated torque may be calculated.

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 (4)

In the method of calculating the estimated torque of the automotive air conditioner for calculating the torque to be generated by the compressor driving of the vehicle air conditioner, and adjusts the output of the engine to reflect the calculated estimated torque, The expected torque is One cycle from the start of the air conditioner to the stop is divided into a plurality of sections according to the compressor torque change rate, and is calculated by a different calculation formula for each section: Estimated torque calculation method of the vehicle air conditioner, characterized in that calculated in the initial period and the transient period of the torque change of the compressor is reflected by the target RPM determined according to the vehicle driving state. The method of claim 1, The target RPM, Estimated torque calculation method of the vehicle air conditioner, characterized in that differently set according to the gear state (forward, neutral, reverse and parking) and the coolant temperature of the vehicle. The method of claim 2, The initial section is a section in which the expected torque increases linearly after the air conditioner is driven; And the transition period is a section in which the estimated torque increases non-linearly after the initial section but the increase rate is maintained. The method according to any one of claims 1 to 3, The initial section and the transition section are divided into states according to the coolant temperature, the stop time before operating the air conditioner, and the refrigerant pressure; The expected torque is, Estimated torque calculation method for a vehicle air conditioner, characterized in that calculated by the calculation formula according to the state.

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