TWI396633B - Automobile electric auxiliary air conditioning device and its auxiliary air conditioning method - Google Patents

Description

Automobile electric auxiliary air conditioner and auxiliary air conditioner

The invention relates to an auxiliary air conditioning technology, in particular to an automobile electric auxiliary air conditioning device and an auxiliary air conditioning method thereof.

Under the threat of global energy, environmental awareness, and the greenhouse effect, issues such as energy efficiency, clean energy, and renewable energy have become the focus, and the development of various alternative energy vehicles has also presented new challenges for vehicle air conditioning systems.

In order to cope with the urgent problems such as high oil prices and carbon dioxide emissions, the R&D unit has a vehicle equipped with an Idling stop system (or Stop-and-go system) in the general vehicle. When the vehicle is over a period of time (such as 10 seconds) or waiting for a red light, the engine of the vehicle can be turned off, which not only reduces the fuel consumption of the vehicle at idle speed, but also reduces the exhaust gas emissions, so as to achieve cost-effectiveness and natural environmental protection, especially for In the crowded urban areas, once the shift is over, the traffic is not smooth and the vehicles will stop and go. However, the air conditioning system of the traditional car is driven by the engine through the leather belt. Once the engine is turned off, the air conditioner inside the car will not be able to operate, causing the car to be stuffy, so the occupants in the car will feel uncomfortable due to the inability to supply the air conditioner, thus affecting the idling stop system. Acceptance.

Further, an air conditioning system for a Hybrid vehicle is disclosed in a high voltage battery (100V or more) to provide a first electric motor to drive the vehicle, and a second is provided, as disclosed in US Pat. No. 6,874,330. The electric motor is used to drive the compressor; if the oil-electric hybrid vehicle air-conditioning system disclosed in the case can overcome the above shortcomings, the Hybrid hybrid vehicle is still rare, and the conventional vehicle cannot be converted into oil and electricity. Hybrid vehicle air conditioning system is the same The function of the motor and electric system used to drive the air-conditioning system and drive the vehicle in the hybrid electric vehicle is very different. Therefore, two sets of electric motors of different specifications must be used to cope with it, and the two are Independent and independent of each other; therefore, it has the disadvantages of complicated machine parts and high cost, and it cannot be popularized in the market. Therefore, it is necessary to use a single electric motor to make power generation and drive air conditioner function on traditional vehicles, but if it is used directly When a single electric motor provides the function of generating electricity and driving air conditioners at the same time, when it is used as a generator, it will cause unnecessary power loss due to linkage with the compressor.

Therefore, the present invention is directed to the above-mentioned problems, and provides an automobile electric auxiliary air conditioner and an auxiliary air conditioner thereof, which can solve the above problems, and can provide a solution that the vehicle equipped with the automatic flameout system cannot be supplied after the engine is turned off. Program.

The main object of the present invention is to provide an electric auxiliary air conditioner for an automobile and an auxiliary air conditioner thereof, which can provide two working modes of starting and generating power by a single electric motor, wherein the electric generating mode is driven by the electric motor when the engine is started. As a generator, charging to a power storage device; the startup mode is when the engine enters an idle-extinguishing state, the electric motor receives power of the power storage device to drive the compressor to start the air conditioner.

A second object of the present invention is to provide an electric auxiliary air conditioner for an automobile and an auxiliary air conditioner thereof, wherein the compressor is disposed coaxially with the electric motor, and the electric motor includes at least a clutch, a bearing, a stator, and a rotor. The rotor has at least two ends, one end of which is fixed to the bearing, and the other end is connected to the clutch, so that the electric motor can generate electricity without being connected to the compressor.

Still another object of the present invention is to provide an automotive electric auxiliary air conditioner and an auxiliary air conditioner thereof, wherein an engine and an electric motor are switched by a second clutch, and the engine and the compressor are switched by a first clutch.

In this way, not only the vehicle equipped with the automatic flameout system or the general vehicle that temporarily parks the vehicle can be supplied with the air conditioner after the engine is turned off, but also the fuel consumption and pollution emissions of the vehicle equipped with the automatic flameout system can be maintained at the same time. Increase the acceptance of the automatic flameout system and the comfort of the vehicle user.

In order to achieve the above object, the present invention provides an automotive electric auxiliary air conditioner, which is installed in a vehicle and integrated with a compressor of the air conditioning system, and a connected power transmission device and an engine device thereof. The device comprises at least one electric storage device, an electric motor and an electric motor control unit, the electric motor is connected to the compressor, the whole vehicle control unit, the electric motor control unit and the power transmission device, and the electric motor control unit is connected to the electric storage device, and according to The starting state of the engine device controls the electric motor to take power from the power storage device to start the compressor, or receives power transmitted from the engine device through the power transmission device, and converts it into electrical energy to charge the power storage device.

The invention also provides an electric auxiliary air conditioning method for an automobile, which is provided with a vehicle electric auxiliary air conditioning device in a vehicle, and is integrated with a compressor of the air conditioning system and an engine device connected with the compressor, the electric assist of the automobile The air conditioner includes at least one power storage device, an electric motor and an electric motor control unit, the electric motor is coupled to the compressor and the engine device, and the electric motor control unit is connected to the electric motor and the electric storage device. Performing an engine state determination step, that is, using the vehicle control unit to determine whether the engine device is activated, if Yes, the electric motor control unit controls the electric motor to receive the power transmitted by the engine device and converts it into electric energy to charge the electric storage device; if not, the electric motor control unit controls the electric motor to obtain electric power from the electric storage device. Start the compressor.

For a better understanding and understanding of the structural features and the achievable effects of the present invention, please refer to the preferred embodiment and the detailed description.

In order to simultaneously satisfy the advantages possessed by the vehicle equipped with the automatic flameout system, such as reducing the fuel consumption and the pollution emission of carbon dioxide, the present invention provides a vehicle electric auxiliary air conditioner, please refer to FIG. 1 , which is a first embodiment of the present invention. . The automotive electric auxiliary air conditioning device is integrated in a vehicle, and is integrated with a compressor 12 of the air conditioning system, and a power transmission device 14 and an engine device 10 coupled to the compressor 12. The automotive electric auxiliary air conditioning device includes a The electric motor 16 , an electric motor control unit 18 and at least one electric storage device 20 .

The electric motor 16 is connected to the compressor 12 and the power transmission device 14; the power storage device 20 is a low voltage battery with a storage voltage value between 24 and 42 volts; the electric motor control unit 18 is connected to the electric motor 16 and the power storage device 20 And according to the starting state of the engine device 10, the electric motor 16 is controlled to operate. There are two types of operation of the electric motor 16, and when the engine unit is turned off, the start mode is performed, that is, the electric motor control unit 18 controls the electric motor 16 to take power from the power storage device 20 to start the compressor 12. When the electric motor 16 is a DC brushless motor, it is a small-sized and light-weight motor, and the DC brushless motor is more efficient than the engine. By controlling the output power of the motor 16, the compressor 12 can be operated. The operating conditions of the cold room are better, the unnecessary power loss is reduced, and the efficiency of the cold room is significantly improved. This is the engine device 10 driving the compressor. 12 characteristics that cannot be achieved.

The second is that when the engine device is started, the power generation mode is performed, that is, the electric motor control unit 18 controls the electric motor 16 to stop starting the compressor 12, and at this time, according to the disconnected connection state of the clutch in the electric motor 16, there are two One of the actions is that the electric motor control unit 18 controls the electric motor 16 to receive the power transmitted by the engine device 10 through the power transmission device 14 and converts it into electric energy to charge the electric storage device 20; The motor 16 is completely deactivated, that is, when the electrical storage device 20 is fully charged, the clutch disengagement can be controlled to avoid overcharging and the operation of the electric motor 16 is stopped.

The electric motor control unit 18 of the present invention can control the actuation of the electric motor 16 in accordance with the activation state of the air conditioning system of the vehicle. When both the air conditioning system of the vehicle and the engine unit 10 are activated, the electric motor 16 is controlled to perform the above-described power generation mode; when the air conditioning system of the vehicle is started and the engine unit 10 is turned off, the electric motor 16 is controlled to perform the above-described startup mode.

The automotive electric auxiliary air conditioning unit includes a vehicle control unit (VCU) having an automatic flameout system that connects the engine unit 10 and the electric motor control unit 18 and controls the engine unit to start 10 or to stall the vehicle when it is idling. In addition to determining the starting state of the air conditioning system of the vehicle, the electric motor control unit 18 can control the actuation of the electric motor 16 according to the relationship between the voltage of the electrical storage device 20 and a predetermined voltage. When the engine device 10 is turned off and the voltage of the power storage device 20 is greater than the preset voltage, the electric motor 16 is controlled to perform the above-mentioned startup mode; when the engine device 10 is turned off and the voltage of the storage device 20 is less than or equal to the preset voltage At this time, the electric motor 16 is controlled to execute the above-described power generation mode, the engine control unit 22 is used to start the engine device 10, and the electric motor 16 is controlled to receive the power transmitted from the engine device 10 through the power transmission device 14. And converting it into electric energy to charge the electric storage device 20 until the electric storage device 20 is fully charged, in order to avoid overcharging, that is, to control a second clutch disengagement, the electric motor 16 is not driven by the engine device 10 and then stopped. Actuate.

Hereinafter, please refer to FIG. 2, which is a side cross-sectional view showing the structure of the power transmission device 14 and the electric motor 16 coupled to the compressor 12. The engine unit 10 is mainly driven by the power transmission device 14 to transmit power to the compressor 12. The power transmission device 14 includes a pulley and a belt 28. The belt is disposed on the pulley. The pulley is disposed on the pulley through a first bearing 21. The shaft 24 further includes a first clutch 26 disposed on the rotating shaft 24. When the engine unit 10 is activated, the first clutch 26 is coupled to the pulley to transmit the power to the engine unit 10 through the belt and the pulley 28. The compressor 12 is in turn activated. However, if the first clutch 26 is disengaged from the pulley, the engine unit 10 cannot transmit power to the compressor 12 through the belt and the pulley 28, regardless of whether it is activated or not.

Please refer to FIG. 1 to FIG. 4 at the same time. FIG. 3 and FIG. 4 are respectively a structural exploded view and a front cross-sectional view of the electric motor without a coil according to the present invention. The electric motor 16 is coaxially coupled to the power transmission device 14 and the compressor 12 via a rotating shaft 24, and is located between the compressor 12 and the power transmission device 14. The electric motor 16 includes a plurality of magnets 36 and a rotor 34. An L-shaped portion having two ends, wherein one end portion is fixed to a second bearing 30 and disposed on the rotating shaft 24, and is fixed to the second bearing 30, and the other end portion is coupled to a second portion. The clutches 32 are connected, an induction coil 38 is wound around the stator 40, and is connected to the electric motor control unit 18. The rotor 34 is provided with a plurality of magnets 36, and the magnets 36 are located between the rotor 34 and the stator 40.

The second clutch 32 is disposed on the rotating shaft 24, and the rotor 34, the stator 40, and the magnetic body The iron 36 and the induction coil 38 are housed in a housing 42. When the engine unit 10 is started, the electric motor control unit 18 controls the second clutch 32 to be powered by the rotor 34, so that the engine device 10 transmits the power transmitted from the belt of the power transmission device 14 and the pulley 28 to drive the rotor 34 to rotate. In turn, the induction coil 38 and the magnet 36 act to generate an induced voltage to charge the power storage device 20, and the electric motor 16 at this time is the same generator, wherein one end of the rotor 34 is in phase with the bearing 30. When the electric motor 16 is driven by the engine unit 10 to charge the power storage device 20, the compressor 12 is not driven at the same time, thereby reducing unnecessary power loss when acting as a generator. However, if the second clutch 32 is separated from the rotor 34, the engine unit 10 cannot charge the power storage device 20 through the induction coil 38 regardless of whether it is activated or not.

When the engine unit 10 is turned off, the electric motor control unit 18 can control the induction coil 38 to receive the electric energy of the electric storage device 20, and after the action of the magnet 36, the rotor 34 is rotated to start the compressor 12.

The following describes all the operating conditions of the clutches 26 and 32 in cooperation with the starting state of the engine unit 10 and the air conditioning system of the vehicle, and also refers to FIG. 1, FIG. 2 and Table 1.

First, the first condition is observed. When both the air conditioning system of the vehicle and the engine unit 10 are started, if the first and second clutches 26, 32 are respectively connected to the pulley and the rotor 34, the electric motor 16 at this time acts like a generator. The power storage device 20 is charged, and the compressor 12 is directly driven by the engine device 10. In addition, in order to prevent overcharging of the power storage device 20, the first clutch 26 may be connected to the pulley, and the second clutch 32 may be separated from the rotor 34. At this time, the electric motor 16 is stopped, and the compressor 12 is driven by the engine. The device 10 is directly driven.

Next, the second condition is observed. When the air conditioning system of the vehicle is turned off and the engine unit 10 is started, if the first clutch 26 is separated from the pulley and the second clutch 32 is connected to the rotor 34, the electric motor 16 at this time acts as a hair. The motor charges the power storage device 20, and the compressor 12 stops operating. Further, in order to prevent overcharging of the power storage device 20, the first and second clutches 26, 32 may be separated from the pulley and the rotor 34, respectively, and the electric motor 16 and the compressor 12 may be stopped at this time.

Thirdly, when the air conditioning system of the vehicle is turned on and the engine unit 10 is turned off, if the first clutch 26 is separated from the pulley and the second clutch 32 is connected to the rotor 34, the electric motor can be stored. The electric device 20 takes power to start the compressor 12.

Finally, the fourth condition is observed. When the air conditioning system of the vehicle is closed and the engine unit 10 is closed, the first and second clutches 26 and 32 are respectively separated from the pulley and the rotor 34, and the electric motor 16 and the compressor at this time are respectively 12 will stop working.

When the electric motor control unit 18 starts to operate, the air conditioning system of the vehicle is automatically determined. The state of the engine device 10 and the amount of electricity stored in the power storage device 20 determine how the electric motor 16 operates. Please refer to Figs. 1, 2, and 5 below.

First, as shown in step S10, the air conditioning system of the vehicle, the open state of the engine unit 10, and the amount of power of the power storage device 20 are obtained. Next, as shown in step S12, an air conditioning state determining step is performed to determine whether the air conditioning system is activated. If yes, proceed to step S16; if not, control the electric motor 16 to perform the power generation mode, that is, as shown in step S14, The motor control unit 18 controls the electric motor 16 to stop starting the compressor 12. At this time, it is divided into two situations according to the state of the second clutch 32. If the second clutch 32 is connected to the rotor 34 and the engine device 10 is activated, the electric motor control unit 18 controls the electric motor 16 to receive the engine device 10 through the power transmission. The power transmitted by the device 14 is converted into electrical energy to charge the electrical storage device 20; if the second clutch 32 is separated from the rotor 34, the electric motor 16 is controlled to stop operating completely.

Then, as shown in step S16, an engine state determination step is performed to determine whether the engine device 10 is activated. If yes, proceed to step S14; if no, proceed to step S18.

Finally, as shown in step S18, a voltage determining step is performed, which determines whether the voltage of the power storage device 20 is greater than a predetermined voltage. If so, the electric motor control unit 18 controls the electric motor 16 from the power storage device 20 as in step S24. The electric power is taken to start the compressor 12; if not, the electric motor control unit 18 contacts the vehicle control unit 22 to start the engine unit 10 as shown in steps S20 and S22, and controls the electric motor 16 to receive as shown in step S14. The engine device 10 transmits power transmitted from the power transmission device 14 and converts it into electrical energy to charge the power storage device 20, or controls the electric motor 16 to completely stop operating.

In the above process, step S12 or step S18 may be omitted, or step S12 may be omitted at the same time. S18. When step S12 is omitted, step S16 is directly performed after the end of step S10; when step S18 is omitted, step S24 is directly performed after the result of step S16 is negative.

In order to solve the problem that the air conditioner cannot be supplied after the engine is turned off, the second embodiment is also proposed in the present invention. Please refer to FIG. 6 below. This difference from FIG. 1 is that the vehicle control unit without the automatic flameout system is installed, and the electric motor control unit 18 is directly connected to the engine unit 10. Under such installation, when the engine unit 10 is started and the voltage of the power storage unit 20 is activated. When less than or equal to the preset voltage, the electric motor control unit 18 only controls the electric motor 16 to receive the power transmitted by the engine device 10 through the power transmission device 14 and converts it into electric energy to charge the power storage device 20, or only The electric motor 16 is completely stopped to operate without restarting the engine unit 10.

The control flow of the electric motor control unit 18 in the second embodiment is as shown in FIG. 7, which differs from FIG. 4 in that steps S20 and S24 are omitted. When the result of the determination in step S18 is negative, Go to step S14.

In summary, the present invention is an embodiment in which an electric motor is used to obtain electric power from a power storage device to drive a compressor of an air conditioning system, and not only a vehicle equipped with an automatic flameout system or a general vehicle temporarily parked, but an air conditioner cannot be supplied after the engine is turned off. In this case, it is possible to maintain the fuel consumption and pollution emissions of the vehicle equipped with the automatic flameout system at idle speed, and at the same time increase the acceptance of the automatic flameout system and the comfort of the vehicle user, which is a very practical invention.

The above is only a preferred embodiment of the present invention, and is not intended to limit the scope of the present invention, so that the shapes, structures, features, and spirits described in the claims of the present invention are equally varied and modified. All should be included in the scope of the patent application of the present invention.

10‧‧‧Engine equipment

12‧‧‧Compressor

14‧‧‧Power transmission device

16‧‧‧Electric motor

18‧‧‧Electric motor control unit

20‧‧‧Power storage device

22‧‧‧Complete vehicle control unit

24‧‧‧Rotary axis

26‧‧‧First clutch

28‧‧‧ Pulleys and belts

30‧‧‧second bearing

32‧‧‧Second clutch

34‧‧‧Rotor

36‧‧‧ Magnet

38‧‧‧Induction coil

40‧‧‧ Stator

42‧‧‧Shell

21‧‧‧First bearing

Figure 1 is a schematic view showing the structure of a first embodiment of the present invention.

Fig. 2 is a side cross-sectional view showing the structure of a power transmission device and an electric motor coupled to a compressor of the present invention.

Fig. 3 is an exploded perspective view showing the electric motor of the present invention without a coil.

Fig. 4 is a front cross-sectional view showing the structure of an electric motor without a coil of the present invention.

Fig. 5 is a control flow chart of the electric motor control unit of the present invention in the first embodiment of the electric auxiliary air conditioner of the automobile.

Figure 6 is a schematic view showing the structure of a second embodiment of the present invention.

Figure 7 is a control flow chart of the electric motor control unit of the present invention in the second embodiment of the electric auxiliary air conditioner of the automobile.

10‧‧‧Engine equipment

12‧‧‧Compressor

14‧‧‧Power transmission device

16‧‧‧Electric motor

18‧‧‧Electric motor control unit

20‧‧‧Power storage device

22‧‧‧Complete vehicle control unit

Claims (6)

An automotive electric auxiliary air conditioning device is integrated in a vehicle and integrated with a compressor of the air conditioning system and a power transmission device and an engine device coupled to the compressor, the automotive electric auxiliary air conditioning device comprising: at least one An electric storage device; an electric motor coaxially coupled to the power transmission device and the compressor by a rotating shaft, and located between the compressor and the power transmission device, the electric motor including at least a stator and a sensor a coil and a rotor, the induction coil is wound on the stator and connected to the electric motor control unit, the rotor is provided with at least one magnet having two ends, wherein one end is fixed to a bearing and is disposed on The other end of the rotating shaft is connected to a second clutch. The second clutch is disposed on the rotating shaft. The power transmission device comprises a pulley, a belt and a first clutch. The pulley is transmitted through a bearing. On the rotating shaft, the belt is disposed on the pulley and coupled to the engine device, and the first clutch is disposed on the rotating shaft, the first away By electrically connecting the pulley, the engine device transmits power to the compressor through the belt and the pulley to be activated; and an electric motor control unit is coupled to the electric motor and the storage device, and Controlling the electric motor according to an activation state of the engine device and the air conditioning system, and when the air conditioning system is turned on and the engine device is turned off, the electric motor control unit controls the electric motor to obtain power from the power storage device to initiate the compression When the air conditioning system and the engine device are both turned on, the electric motor control unit controls the second clutch of the electric motor to be connected to the rotor to transmit the engine device through the power transmission device. The power drives the rotor to rotate, thereby causing the induction coil to interact with the magnets to generate an inductive power Pressing to charge the power storage device; and when the air conditioning system is turned off, the electric motor control unit controls the second clutch of the electric motor to be powered by the rotor, and the engine device is transmitted through the power transmission device The transmitted power drives the rotor to rotate, and the induction coil and the magnets act to generate the induced voltage to charge the power storage device. The automotive electric auxiliary air conditioning device according to claim 1, further comprising a vehicle control unit (VCU) that connects the engine device to the electric motor control unit and controls the engine device to be launched or Idle and turn off. The automotive electric auxiliary air conditioning device according to the second aspect of the invention, wherein the electric motor control unit is further configured to control the operation of the electric motor according to the relationship between the voltage of the electric storage device and a predetermined voltage. When the voltage of the power storage device is turned off and the voltage of the power storage device is higher than the preset voltage, the electric motor is controlled to obtain power from the power storage device to start the compressor; when the engine device is turned off and the voltage of the power storage device is equal to or lower than When the voltage is preset, the vehicle control unit activates the engine device, and the electric motor receives the power transmitted by the engine device through the power transmission device, and converts the power to the power storage device. Charging. The automotive electric auxiliary air conditioning device of claim 1, wherein the electrical storage device has a voltage value between 24 and 42 volts. An electric auxiliary air conditioning method for a vehicle, which is provided with a vehicle electric auxiliary air conditioning device in a vehicle, and integrated with a compressor of the air conditioning system and an engine device connected to the compressor, the automotive electric auxiliary air conditioning device comprises At least one battery of the vehicle, an electric motor and an electric motor control unit, the electric motor is coupled to the compressor and the engine device, and Located between the two, and the electric motor control unit is connected to the electric motor and the battery, the auto electric auxiliary air conditioning method includes the following steps: performing an air conditioning state determining step, wherein the electric motor control unit determines the air conditioner Whether the system is activated: if yes, performing the next step; and if not, the electric motor control unit controls the electric motor to receive the power transmitted by the engine device and converts it into electrical energy to charge the battery to execute an engine a state judging step of determining whether the engine device is activated by the electric motor control unit: if yes, the electric motor control unit controls the electric motor to receive the power transmitted by the engine device and convert it into electric energy to The battery is charged; and if not, the electric motor control unit controls the electric motor to draw power from the battery to activate the compressor. The method of claim 5, wherein when the determining result of the determining step of the engine device is negative, the method further comprises: performing a voltage determining step, determining whether the voltage of the battery is greater than a predetermined voltage, if yes, the electric motor control unit controls the electric motor to obtain power from the battery to activate the compressor; and if not, the electric motor control unit utilizes a connection between the engine device and the electric motor control unit A vehicle control unit activates the engine unit and controls the electric motor to receive power from the engine unit and convert it into electrical energy to charge the battery.