US20040045307A1 - Hybrid compressor system - Google Patents
Hybrid compressor system Download PDFInfo
- Publication number
- US20040045307A1 US20040045307A1 US10/459,862 US45986203A US2004045307A1 US 20040045307 A1 US20040045307 A1 US 20040045307A1 US 45986203 A US45986203 A US 45986203A US 2004045307 A1 US2004045307 A1 US 2004045307A1
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- United States
- Prior art keywords
- compressor
- engine
- thermal load
- electric motor
- displacement
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Classifications
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
- F04C—ROTARY-PISTON, OR OSCILLATING-PISTON, POSITIVE-DISPLACEMENT MACHINES FOR LIQUIDS; ROTARY-PISTON, OR OSCILLATING-PISTON, POSITIVE-DISPLACEMENT PUMPS
- F04C29/00—Component parts, details or accessories of pumps or pumping installations, not provided for in groups F04C18/00 - F04C28/00
- F04C29/0042—Driving elements, brakes, couplings, transmissions specially adapted for pumps
- F04C29/0085—Prime movers
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
- B60H1/00—Heating, cooling or ventilating [HVAC] devices
- B60H1/32—Cooling devices
- B60H1/3204—Cooling devices using compression
- B60H1/3222—Cooling devices using compression characterised by the compressor driving arrangements, e.g. clutches, transmissions or multiple drives
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
- F04C—ROTARY-PISTON, OR OSCILLATING-PISTON, POSITIVE-DISPLACEMENT MACHINES FOR LIQUIDS; ROTARY-PISTON, OR OSCILLATING-PISTON, POSITIVE-DISPLACEMENT PUMPS
- F04C2240/00—Components
- F04C2240/45—Hybrid prime mover
Definitions
- the present invention relates to a hybrid compressor system in use for a vehicle air conditioner.
- an engine is automatically stopped when it is an idle state, that is, for example, when a vehicle stops running to wait for a traffic signal to change.
- the idle stop control has been generalized recently.
- a hybrid compressor in a vehicle air conditioner utilizes not only an engine but also an electric motor as a drive source. Therefore, the air conditioner is capable of performing air conditioning even when the engine is in a stopped state.
- the power of the electric motor for driving the compressor is requested to be substantially as large as that of the engine for driving the compressor, the electric motor becomes large-sized. Therefore, for example, when the electric motor is accommodated in a housing of the compressor, the compressor also becomes large-sized.
- the displacement of the compressor per one rotation of a rotary shaft is set at a small value such that the compressor can be driven even by a small-sized electric motor.
- the engine drives the compressor at a relatively low rotational speed, a large amount of discharged refrigerant by the compressor per a predetermined period cannot be ensured. Therefore, cooling performance is decreased.
- a technique disclosed in Japanese Unexamined Patent Publication No. 11-93876 has been proposed.
- a first drive part transmits power from an electric motor to a rotary shaft of a compressor for driving the rotary shaft of the compressor.
- a second drive part transmits power from the engine to the rotary shaft of the compressor for driving the rotary shaft of the compressor.
- a speed change mechanism that changes a rotational speed and transmits power to the rotary shaft is arranged at one of the first and second drive parts. Namely, for example, a speed reducing mechanism is arranged at the first drive part.
- the compressor can be driven in a state that the displacement of the compressor per one rotation of the rotary shaft is set at a relatively large value and the rotational speed of the compressor is relatively low without a large-sized electric motor. Even when the engine drives the compressor at the relatively low rotational speed, the relatively large amount of the discharged refrigerant by the compressor per the predetermined period can be ensured. As a result, the cooling performance is ensured preferably.
- a speed increasing mechanism is arranged at the second drive part. Therefore, the compressor can be driven in a state that the displacement of the compressor per one rotation of the rotary shaft is set at a relatively small value and a rotational speed of the compressor is relatively high. Driving torque for the compressor can become small. As a result, the electric motor can be miniaturized.
- the speed reducing ratio of the speed reducing mechanism needs to be set at a relatively large value in order to drive the compressor with the relatively large displacement by the small-sized electric motor.
- the speed increasing ratio of the speed increasing mechanism needs to be set at a relatively large value, in order to ensure the relatively large amount of the discharged refrigerant per the predetermined period by driving the compressor with the relatively small displacement by the engine at the relatively low rotational speed.
- the present invention provides a hybrid compressor system in which an electric motor is miniaturized and runs in a stable manner and in which a transmission mechanism that transmits power from an engine or the electric motor is miniaturized.
- a hybrid compressor system in a vehicle air conditioner has a variable displacement hybrid compressor for compressing refrigerant, a drive source for driving a vehicle and an electric motor.
- the drive source for driving the vehicle is operatively connected to the compressor.
- the electric motor is operatively connected to the compressor, and the compressor is selectively driven by one of the drive source for driving the vehicle and the electric motor.
- the hybrid compressor system also has an air conditioning information detector for detecting information for air conditioning, a thermal load calculator and a controller.
- the air conditioning information detector is electrically connected to the air conditioning information detector and calculates a thermal load based on the detected information from the air conditioning information detector.
- the controller is electrically connected to the thermal load calculator. The controller compares the thermal load with a predetermined value.
- the controller changes displacement of the compressor to a first predetermined displacement value and selects the drive source for driving the vehicle as a drive source of the compressor when the thermal load is larger than the predetermined value.
- the controller changes the displacement of the compressor to a second predetermined displacement value and selects the electric motor as the drive source of the compressor when the thermal load is equal to, or smaller than the predetermined value.
- the second predetermined displacement value is smaller than the first predetermined displacement value.
- the present invention also provides a method for controlling a hybrid compressor system in use for a vehicle air conditioner.
- the hybrid compressor system has a variable displacement hybrid compressor and two drive sources including an engine for driving a vehicle and an electric motor.
- the hybrid compressor is selectively driven by one of the engine and the electric motor.
- the method includes the steps of switching on the air conditioner, detecting information for air conditioning, calculating a thermal load based on the detected information, comparing the thermal load with a predetermined value, selecting the drive source of the compressor based on the comparison, and changing displacement of the compressor based on the selection.
- FIG. 1 is a longitudinal cross-sectional view of a hybrid compressor of a first preferred embodiment according to the present invention
- FIG. 2 is a flow chart illustrating air conditioning control by an air conditioner ECU for the first preferred embodiment
- FIG. 3 is a longitudinal cross-sectional view of a hybrid compressor of a second preferred embodiment according to the present invention.
- a hybrid compressor C that constitutes a refrigerant cycle in a vehicle air conditioner has a housing 11 for compressing refrigerant.
- the left side and the right side of the drawing respectively correspond to the front side and the rear side in FIG. 1.
- An electric motor 21 and a compression unit 12 are accommodated in the housing 11 .
- a power transmission mechanism 22 is arranged at the front end of the housing 11 outside the housing 11 .
- the compression unit 12 is a scroll type and a variable displacement type.
- the power transmission mechanism 22 transmits power from an engine E (an internal combustion engine) as a drive source.
- the compressor C is selectively driven by the engine E through the power transmission mechanism 22 and by the electric motor 21 .
- the air conditioner includes the electric motor 21 .
- the air conditioner is capable of continuously performing air conditioning even when the engine E is in the stopped state.
- the air conditioner in the present first preferred embodiment is suitable for an idle stop vehicle that performs an idle stop control and a hybrid vehicle.
- a pulley shaft 13 and a compressor shaft 19 are rotatably supported in the housing 11 at the front side of the housing 11 and at the middle of the housing 11 respectively.
- the pulley shaft 13 and the compressor shaft 19 are arranged such that the axis of the pulley shaft 13 corresponds to the axis of the compressor shaft 19 .
- the compressor shaft 19 are inserted into the pulley shaft 13 through a bearing 56 at the position where the rear end of the pulley shaft 13 faces the front end of the compressor shaft 19 , so as to rotate relative to the pulley shaft 13 .
- a speed increasing mechanism 23 that is constituted of a planetary gear mechanism is arranged between the pulley shaft 13 and the compressor shaft 19 in the housing 11 .
- the speed increasing mechanism 23 increases the rotational speed of the pulley shaft 13 and transmits power to the compressor shaft 19 .
- the speed increasing mechanism 23 has a known structure that includes a sun gear 45 , an internal gear 46 , a holder 47 and a plurality of planetary gears 48 .
- the sun gear 45 is secured to the compressor shaft 19 so as to rotate integrally with the compressor shaft 19 .
- the internal gear 46 is integrally formed with the housing 11 .
- the holder 47 is secured to the pulley shaft 13 so as to rotate integrally with the pulley shaft 13 .
- the planetary gear 48 is rotatably held by the holder 47 and is interposed between the sun gear 45 and the internal gear 46 .
- a rotor 14 and a stator constitute the electric motor 21 .
- the rotor 14 is mounted on the compressor shaft 19 in the housing 11 so as to rotate integrally with the compressor shaft 19 .
- the rotor 14 is constituted of an iron core and a conductor fixed to the iron core, which is not shown.
- a plurality of stator cores 16 is fixed to the inner circumference of the housing 11 so as to surround the rotor 14 .
- a coil 15 is formed around each of the stator cores 16 .
- the stator core 16 and the coil 15 constitute the stator
- the electric motor 21 is a reluctance motor without a permanent magnet.
- the coil 15 is arranged so as to surround the speed increasing mechanism 23 at its front side. Namely, the speed increasing mechanism 23 is arranged inside the stator.
- the power transmission mechanism 22 includes a pulley 17 and an electromagnetic clutch (EC) 18 .
- the pulley 17 is rotatably supported by the housing 11 and transmits power from the engine E to compressor shaft 19 through the pulley shaft 13 .
- the electromagnetic clutch 18 When the electromagnetic clutch 18 is switched on (energized), the electromagnetic clutch 18 permits power transmission from the pulley 17 to the pulley shaft 13 .
- the electromagnetic clutch 18 When the electromagnetic clutch 18 is switched off (de-energized), the electromagnetic clutch 18 blocks the power transmission.
- the compression unit 12 includes a fixed scroll member 20 , a crankshaft 19 a and a movable scroll member 24 .
- the crankshaft 19 a is secured to the rear end of the compressor shaft 19 .
- the movable scroll member 24 is supported by the crankshaft 19 a .
- a plurality of compression chambers 26 is defined by the fixed scroll member 20 and the movable scroll member 24 .
- a suction chamber 30 is defined in the housing 11 at the outer circumference of the movable scroll member 24
- a discharge chamber 28 is defined in the housing 11 at the rear side of the housing 11 .
- the movable scroll member 24 orbits around an axis of the fixed scroll member 20 based on the rotation of the compressor shaft 19 .
- the compression chamber 26 which is defined between the fixed scroll member 20 and the movable scroll member 24 , is radially and inwardly moved in accordance with the orbital movement of the movable scroll member 24 , the volumes of the compression chamber 26 decreases. Therefore, the refrigerant gas in the compression chamber 26 is compressed to a predetermined pressure value. Then, the refrigerant gas in the compression chamber 26 near the center of the fixed scroll member 20 is discharged into the discharge chamber 28 .
- a movable valve body chamber 31 is formed in the fixed scroll member 20 .
- Communication ports 32 and 36 are formed between the movable body chamber 31 and the compression chamber 26 in the fixed scroll member 20 so as to interconnect the compression chambers 26 with the movable valve body chamber 31 .
- the communication ports 32 are arranged in the fixed scroll member 20 at a position where the volume of the compression chamber 26 is, for example, 50% with respect to its maximum volume.
- the communication ports 36 are arranged in the fixed scroll member 20 at a position where the volume of the compression chamber 26 is, for example, 20% with respect to its maximum volume.
- a communication hole 33 is formed in the fixed scroll member 20 so as to interconnect the suction chamber 30 with the movable valve body chamber 31 through an intermediate chamber 33 a and a communication passage, which is not shown.
- a movable valve body 34 is movably accommodated in the movable valve body chamber 31 .
- the movable valve body 34 includes large diameter portions 34 a , 34 b and 34 c and a small diameter portion 34 d .
- the large diameter portions 34 a through 34 c are arranged in a longitudinal direction of the movable valve body 34 (a vertical direction in FIG. 1).
- the outer diameters of the large diameter portions 34 a through 34 c are substantially as equal as the diameter of the inner circumference of the movable valve body chamber 31 .
- the small diameter portion 34 d is arranged between the large diameter portions 34 a and 34 b and between the large diameter portions 34 b and 34 c so as to connect the large diameter portions 34 a through 34 c .
- a coil spring 35 is arranged between the upper surface of the movable valve body chamber 31 and the large diameter portion 34 a arranged at the upper end of the movable valve body 34 to press the movable valve body 34 downward.
- a pressure control chamber 31 a is defined between the lower surface of the movable valve body chamber 31 and the lower end of the movable valve body 34 in the movable valve body chamber 31 .
- the pressure control chamber 31 a is interconnected with the discharge chamber 28 through a supply passage 37 .
- High-pressure refrigerant having a pressure substantially equal to a discharge pressure is supplied from the discharge chamber 28 into the pressure control chamber 31 a through the supply passage 37 .
- the pressure control chamber 31 a is capable of being interconnected with the suction chamber 30 through a bleed passage 38 .
- a control valve (CV) 39 constituted of an electromagnetic valve is arranged on the bleed passage 38 .
- the control valve 39 is capable of interconnecting the pressure control chamber 31 a with the suction chamber 30 through the bleed passage 38 and of blocking the interconnection.
- the control valve 39 is switched on (energized)
- the control valve 39 blocks the interconnection between the pressure control chamber 31 a and the suction chamber 30 .
- the control valve 39 is switched off (de-energized)
- the control valve 39 interconnects the pressure control chamber 31 a with the suction chamber 30 through the bleed passage 38 .
- the interconnection is blocked between the compression chambers 26 and the suction chamber 30 through a path including one of the communication ports 32 and 36 , the movable valve body chamber 31 , the communication hole 33 and the intermediate chamber 33 a .
- the compressed refrigerant gas in the compression chamber 26 does not flow out into the suction chamber 30 through the path.
- the amount of the discharged refrigerant by the compression unit 12 per one rotation of the compressor shaft 19 , or, the displacement of the compressor C becomes the maximum, or a first predetermined displacement value.
- the refrigerant gas in the corresponding compression chambers 26 leaks into the suction chamber 30 through the path.
- the displacement of the compressor C becomes the minimum, or a second predetermined displacement value. Namely, the displacement of the compressor C is switched between the maximum and the minimum.
- the vehicle air conditioner includes an air conditioner ECU (Electric Control Unit) 40 that is similar to a computer, and an air conditioning information detector 50 .
- the air conditioner ECU 40 includes a thermal load calculator 41 and a controller 42 .
- the thermal load calculator 41 is electrically connected to the controller 42 .
- the controller 42 is communicably connected to an engine ECU 60 that is similar to a computer and that controls the engine E.
- the air conditioning information detector 50 includes an air conditioner switch (ACS) 51 , or an on-off switch for the vehicle air conditioner, a temperature-setting device 52 for setting a temperature in a vehicle compartment and a temperature sensor 53 for detecting the temperature in the vehicle compartment.
- the thermal load calculator 41 is electrically connected to the air conditioning information detector 50 .
- the air conditioning information detector 50 provides to the air conditioner ECU 40 information on an on-off state of the air conditioner switch 51 , a temperature Tr in the vehicle compartment and a set temperature Ts.
- the thermal load calculator 41 calculates a thermal load of the air conditioner based on the information from the air conditioning information detector 50 .
- a residual quantity sensor 58 as a residual quantity detector is arranged at a battery B for the electric motor 21 and the other electric equipment.
- the residual quantity sensor 58 detects a residual quantity Br (quantity of accumulation of electricity) of the battery B and provides the residual quantity information Br of the battery B to the engine ECU 60 .
- the residual quantity Br of the battery B is provided from the engine ECU 60 to the controller 42 .
- the controller 42 compares the residual quantity of the battery B with a predetermined quantity.
- the engine ECU 60 performs an idle stop control in which the engine E is stopped while the vehicle stops running to wait for a traffic signal to change for fuel saving.
- the residual quantity Br of the battery B is one of parameters when the engine ECU 60 determines whether to perform the idle stop control.
- the idle stop control is stopped, even if other information meets requirements to continue the idle stop control.
- the engine ECU 60 restarts the engine E so as to recharge the battery B to the predetermined quantity Bs or more.
- the controller 42 controls the electromagnetic clutch 18 , the electric motor 21 and the control valve 39 based on the thermal load from the thermal load calculator 41 , the information from the air conditioning information detector 50 and the information from the engine ECU 60 .
- the air conditioner ECU 40 (the thermal load calculator 41 and the controller 42 ) performs air conditioning control shown by a flow chart in FIG. 2 according to a pre-stored program.
- a step S 101 the on-off state of the air conditioner switch 51 is monitored until the air conditioner switch 51 is switched on.
- the process proceeds to a step S 102 .
- the thermal load of the air conditioner is calculated, and it is judged whether the calculated thermal load is large or small. Specifically, the thermal load of the air conditioner is calculated by subtracting a set temperature Ts provided by the temperature sensor 53 from a detected temperature Tr provided by the temperature-setting device 52 .
- the controller 42 compares the thermal load with the predetermined value ⁇ (>0).
- the controller 42 performs the air conditioning control.
- the controller 42 if the judgment is YES in the step S 102 , that is, if the thermal load is larger than the predetermined value ⁇ , the controller 42 always selects the engine E as a drive source of the compressor C, and air conditioning is conducted. Meanwhile, if the judgment is NO in the step S 102 , that is, if the thermal load is equal to, or smaller than the predetermined value ⁇ , under the condition that the engine E is in the stopped state, the controller 42 selects the electric motor 21 as the drive source of the compressor C, and the air conditioning is conducted.
- the controller 42 selects the electric motor 21 as the drive source of the compressor C, and the air conditioning is conducted.
- the compressor C is driven by the electric motor 21 only when the thermal load is equal to, or smaller than the predetermined value ⁇ .
- step S 103 it is judged whether the engine E is in the running state based on information on a condition of the engine E (e.g. a rotational speed of the engine E and a running speed of the vehicle) that is provided by the engine ECU 60 .
- a condition of the engine E e.g. a rotational speed of the engine E and a running speed of the vehicle
- the process proceeds to a step S 104 where the controller 42 instructs the engine ECU 60 to start the engine E.
- the engine ECU 60 starts the engine E according to the instruction from the controller 42 , and the vehicle is released from the idle stop state.
- step S 105 the control valve 39 is energized, and the displacement of the compressor C becomes the maximum.
- step S 106 the electromagnetic clutch 18 is energized, and power is transmitted from the engine E to the compressor C.
- the speed increasing mechanism 23 is arranged in the compressor C. Accordingly, if the displacement of the compressor C is the maximum, enough displacement of the compressor C per a predetermined period is ensured even by the engine E in an idling state.
- the detected temperature Tr is decreased toward the set temperature Ts.
- the judgment is NO in the step S 102 next time. Namely, when the thermal load becomes equal to, or smaller than the predetermined value ⁇ , the judgment is No in the step S 102 .
- step S 102 If the judgment is NO in the step S 102 , it is judged whether the engine E is in the running state in a step S 107 . If the judgment is YES in the step S 107 , that is, if the engine E is in the running state, it is judged whether the residual quantity Br of the battery B that is provided by the engine ECU 60 is equal to, or larger than the predetermined quantity Bs in a step S 108 .
- the running state of the engine E is probably the state that is released from the idle stop state only for recharging the battery B. At the time, the engine E is selected as the drive source of the compressor C.
- the control valve 39 is de-energized in a step S 109 , and the displacement of the compressor C becomes the minimum.
- a step S 110 it is judged whether the detected temperature Tr from the temperature sensor 53 is larger than the set temperature Ts from the temperature-setting device 52 .
- a step S 111 it is judged whether the detected temperature Tr is smaller than the set temperature Ts. If the judgments are NO both in the steps S 110 and S 111 , the detected temperature Tr is equal to the set temperature Ts. Therefore, the state of the compressor C (run or stop), which affects the temperature in the vehicle compartment, or the state of the electromagnetic clutch 18 (on or off) is not changed.
- the controller 42 instructs the electromagnetic clutch 18 to be energized so as to start the compressor C in a step S 112 . Since the compressor C is started, the temperature Tr in the vehicle compartment is decreased.
- the controller 42 instructs the electromagnetic clutch 18 to be de-energized so as to stop the compressor C in a step S 113 . Since the compressor C is stopped, the temperature Tr in the vehicle compartment is increased.
- step S 112 and/or the step S 113 the on-off control of the electromagnetic clutch 18 is performed. Even when the detected temperature Tr is different from the set temperature Ts, the temperature Tr in the vehicle compartment converges around the set temperature Ts by the on-off control soon.
- step S 107 If the judgment is NO in the step S 107 , that is, if the engine E is in the stopped state, the electric motor 21 is selected as the drive source of the compressor C. Or if the judgment is YES in the step S 108 , that is, if the engine E is in the running state and the residual quantity Br of the battery B is equal to, or larger than the predetermined quantity Bs, the electric motor 21 is selected as the drive source of the compressor C. Namely, the control valve 39 is de-energized in a step S 114 . Therefore, the displacement of the compressor C becomes the minimum. The electromagnetic clutch 18 is de-energized in a step S 115 , and the controller 42 instructs the electric motor 21 to start in a step S 116 . When the displacement of the compressor C becomes the minimum, driving torque for driving the compressor C becomes the minimum.
- a step S 117 it is judged whether the detected temperature Tr from the temperature sensor 53 is larger than the set temperature Ts from the temperature-setting device 52 .
- a step S 118 it is judged whether the detected temperature Tr is smaller than the set temperature Ts. If the judgments are NO both in the steps S 117 and S 118 , the detected temperature Tr is equal to the set temperature Ts. Namely, the displacement of the compressor C is at a suitable value per the predetermined period. Therefore, the rotational speed of the electric motor 21 (RSEM) is not changed for changing the displacement of the compressor C. Then, the process according to the flow chart in FIG. 2 returns.
- RSEM rotational speed of the electric motor 21
- step S 117 air-conditioning by the air conditioner is not enough, that is, the displacement of the compressor C is not large enough. Therefore, in a step S 119 , the controller 42 instructs the electric motor 21 to increase the rotational speed of the electric motor 21 by a predetermined value.
- the rotational speed of the compressor C increases, and the displacement of the compressor C per the predetermined period increases. As the displacement of the compressor C per the predetermined period increases, the temperature in the vehicle compartment decreases.
- step S 120 the controller 42 instructs the electric motor 21 to decrease the rotational speed of the electric motor 21 by a predetermined value.
- the rotational speed of the compressor C decreases, and the displacement of the compressor C per the predetermined period decreases.
- the temperature in the vehicle compartment increases.
- the rotational speed of the electric motor 21 is changed. Namely, when the electric motor 21 drives the compressor C, the rotational speed of the electric motor 21 is controlled in accordance with the thermal load. Even when the detected temperature Tr is different from the set temperature Ts, the rotational speed of the electric motor 21 , or the displacement of the compressor C per the predetermined period gradually has been controlled to be close to the desired value according to the above control for the electric motor 21 . As a result, the detected temperature Tr converges into the set temperature Ts.
- the controller 42 instructs the engine ECU 60 to start the engine E in the step S 104 .
- the engine ECU 60 starts the engine E, and the vehicle is released from the idle stop state.
- the controller 42 dose not instruct the engine ECU 60 to run the engine E. Therefore, the engine ECU 60 stops the engine E if the other requirements for the idle stop are met.
- the controller 42 changes the displacement of the compressor C per one rotation to the maximum and selects the engine E as the drive source of the compressor C. Even when the rotational speed of the compressor C is low, a relatively large amount of discharge refrigerant by the compressor C per the predetermined period can be ensured. Enough cooling performance can be ensured, and the air conditioning is steadily performed. Therefore, as mentioned in the present first preferred embodiment, even when the speed increasing mechanism 23 that increases the rotational speed obtained from the engine E is arranged, the speed increasing ratio of the speed increasing mechanism 23 can be set at a relatively small value.
- the speed increasing mechanism 23 can be miniaturized. Also, a transmission mechanism that transmits the power from the engine E can be miniaturized.
- the controller 42 changes the displacement of the compressor C per one rotation to the minimum and selects the electric motor 21 as the drive source of the compressor C.
- the driving torque for driving compressor C with the minimum displacement is small. Therefore, the electric motor 21 can be miniaturized without a speed reducing mechanism that decreases the rotational speed obtained from the electric motor 23 .
- the thermal load is equal to, or smaller than the predetermined value ⁇
- the rotational speed of the electric motor 21 does not increase relatively. As a result, the electric motor 21 can run in a stable manner.
- the controller 42 selects the engine E as the drive source of the compressor C and changes the displacement of the compressor C to the minimum.
- the electromagnetic clutch 18 is not frequently switched on and off due to the minimum displacement of the compressor C. Therefore, deterioration of drivability of the vehicle due to the shock caused by the on-off control action of the electromagnetic clutch 18 can be suppressed.
- the compressor C includes the speed increasing mechanism 23 that increases the rotational speed from the power transmission mechanism 22 and transmits the power to the compression unit 12 . Therefore, the electric motor 21 can be miniaturized further.
- the speed increasing mechanism 23 is arranged in the housing 11 of the compressor C. As mentioned above, the speed increasing mechanism 23 may be small-sized. Therefore, even though the speed increasing mechanism 23 is accommodated in the housing 11 , the compressor C is not large-sized. Since the speed increasing mechanism 23 is accommodated in the housing 11 , the compressor C and the speed increasing mechanism 23 can be handled together. Therefore, when the vehicle air conditioner is installed in the vehicle, the compressor C is easy. to handle with the speed increasing mechanism 23 .
- the electric motor 21 is arranged in the housing 11 of the compressor C.
- the electric motor 21 may be small-sized. Therefore, even though the electric motor 21 is accommodated in the housing 11 , the compressor C is not large-sized. Since the electric motor 21 is accommodated in the housing 11 , the compressor C and the electric motor 21 can be handled together. Therefore, when the vehicle air conditioner is installed in the vehicle, the compressor C is easy to handle with the electric motor 21 .
- the speed increasing mechanism 23 is arranged inside the stator of the electric motor 21 . Therefore, space in the housing 11 is saved by a part where the speed increasing mechanism 23 overlaps with the stator in an axial direction, and the compressor C does not need to be lengthened by the length of the part in the axial direction. Such an arrangement prevents the compressor C from increasing its size in the axial direction. Namely, since the speed increasing mechanism 23 may be small-sized as mentioned above, the speed increasing mechanism 23 is easily arranged inside the stator in the present preferred embodiment.
- the compressor C is a scroll type, and the displacement of the compressor C is switched between the maximum and the minimum.
- the energy efficiency of a scroll type compressor is better than that of a piston type compressor.
- the displacement of the compressor C is switched between the maximum and the minimum by simple control, or on-off control of the control valve 39 .
- the electric motor 21 does not include a permanent magnet.
- the rotor 14 of the electric motor 21 is rotated. Electromotive force is not generated in the electric motor 21 even when the rotor 14 of the electric motor 21 is rotated. Therefore, power loss of the engine E, which is caused by the generation of the electromotive force, is avoided.
- the speed increasing mechanism 23 is deleted form the above-mentioned first preferred embodiment.
- the pulley shaft 13 and the compressor shaft 19 (hereafter a shaft 13 ) are integrally formed so as to rotate integrally and so as to have the same axis.
- the rotor 14 is supported by the shaft 13 through a bearing 57 so as to rotate relative to the shaft 13 .
- a speed reducing mechanism 65 is arranged between the rotor 14 of the electric motor 21 and the shaft 13 . The speed reducing mechanism 65 decreases the rotational speed obtained from the electric motor 21 and transmits the power to the shaft 13 .
- the speed reducing mechanism 65 has a known structure that includes a sun gear 66 , an internal gear 67 , a holder 68 and a plurality of planetary gears 69 .
- the sun gear 66 can rotate integrally with the rotor 14 and can rotate relative to the shaft 13 .
- the internal gear 67 is integrally formed with the housing 11 .
- the holder 68 is mounted on the shaft 13 so as to rotate integrally with the shaft 13 .
- the planetary gear 69 is rotatably held by the holder 68 and is interposed between the sun gear 66 and the internal gear 67 .
- the compressor C includes the speed reducing mechanism 65 . Therefore, even if the minimum displacement of the compressor C is set at a value that is larger than the above-mentioned first preferred embodiment, the electric motor 21 does not need to be large-sized.
- the ratio between the minimum and maximum displacements of the compressor C is limited. Since the minimum displacement of the compressor C can be set at the value that is larger than the above-mentioned first preferred embodiment, the maximum displacement of the compressor can be also set at a relatively larger value. Therefore, even when the rotational speed of the engine E is low, a relatively large amount of the discharged refrigerant by the compressor C per the predetermined period, which is substantially as large as the above-mentioned first preferred embodiment, can be ensured without the speed increasing mechanism 23 .
- the controller 42 changes the displacement of the compressor C to the minimum and selects the electric motor 21 as the drive source of the compressor C.
- the driving torque for driving compressor C with the minimum displacement is small. Therefore, even though the speed reducing mechanism 65 , which decreases the rotational speed obtained from the electric motor 21 , is arranged, the speed reducing ratio may be relatively small.
- the speed reducing mechanism 65 can be miniaturized, and also a transmission mechanism that transmits the power from the electric motor 21 can be miniaturized. The miniaturization of the speed reducing mechanism 65 and the transmission mechanism can be compatible with the miniaturization of the electric motor 21 .
- the speed increasing mechanism 23 may be deleted in the above-mentioned first preferred embodiment.
- the speed reducing mechanism 65 may be deleted in the above-mentioned second preferred embodiment.
- the compression unit 12 has a structure for switching between the two displacement values including the maximum and the minimum.
- the compression unit 12 may have a structure for switching among three, four, five, six, or seven displacement values.
- the maximum displacement value may be considered the first predetermined displacement value, and the others may be considered the second predetermined displacement value.
- the minimum displacement value may be considered the second predetermined displacement value, and the others may be considered the first predetermined displacement value.
- the displacements values that are equal to, or larger than a certain value may be considered the first predetermined displacement value, and the other displacement values that are smaller than the certain value may be considered the second predetermined displacement value.
- the thermal load of the air conditioner is large by comparing the detected temperature Tr with the set temperature Ts. It may be judged by referring to a refrigerant pressure (a suction pressure) at an outlet side (a suction chamber side) of an evaporator that constitutes the refrigerant cycle. It may also be judged by referring to the temperature at the outlet of the evaporator.
- a refrigerant pressure a suction pressure
- a suction chamber side a suction chamber side
- the electric motor 21 drives the compressor C
- the electric motor 21 is started after the electromagnetic clutch 18 is de-energized.
- the electromagnetic clutch 18 may be de-energized after the electric motor 21 is started.
- the electric motor 21 may be a SR motor (a switched reluctance motor), or a VR motor (a variable reluctance motor).
- the electric motor 21 may be also an induction motor without a permanent magnet. Since starting torque of a reluctance motor is larger than that of an inductance motor, the reluctance motor is more advantageous than the inductance motor for ensuring starting torque.
- the electric motor 21 may include a permanent magnet.
- the scroll type compression unit 12 is utilized in the above preferred embodiment.
- a piston type variable displacement compression unit may be utilized.
- a vehicle that does not perform an idle stop control may be utilized as the vehicle.
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- Air-Conditioning For Vehicles (AREA)
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Abstract
A hybrid compressor system in a vehicle air conditioner includes a variable displacement hybrid compressor, a detector for detecting information for air conditioning, a thermal load calculator and a controller. The compressor is selectively driven by an engine and an electric motor. The calculator calculates a thermal load based on the detected information. The controller compares the thermal load with a predetermined value. The controller changes displacement of the compressor to a first predetermined displacement value and selects the engine as a drive source of the compressor when the thermal load is larger than the predetermined value. The controller changes the displacement of the compressor to a second predetermined displacement value that is smaller than the first predetermined displacement value and selects the electric motor as the drive source of the compressor when the thermal load is equal to, or smaller than the predetermined value.
Description
- The present invention relates to a hybrid compressor system in use for a vehicle air conditioner.
- In an idle stop control, an engine is automatically stopped when it is an idle state, that is, for example, when a vehicle stops running to wait for a traffic signal to change. For fuel saving, the idle stop control has been generalized recently. A hybrid compressor in a vehicle air conditioner utilizes not only an engine but also an electric motor as a drive source. Therefore, the air conditioner is capable of performing air conditioning even when the engine is in a stopped state. However, if the power of the electric motor for driving the compressor is requested to be substantially as large as that of the engine for driving the compressor, the electric motor becomes large-sized. Therefore, for example, when the electric motor is accommodated in a housing of the compressor, the compressor also becomes large-sized. Meanwhile, the displacement of the compressor per one rotation of a rotary shaft is set at a small value such that the compressor can be driven even by a small-sized electric motor. In this case, when the engine drives the compressor at a relatively low rotational speed, a large amount of discharged refrigerant by the compressor per a predetermined period cannot be ensured. Therefore, cooling performance is decreased.
- In order to solve such a problem, a technique disclosed in Japanese Unexamined Patent Publication No. 11-93876 has been proposed. In the technique, a first drive part transmits power from an electric motor to a rotary shaft of a compressor for driving the rotary shaft of the compressor. A second drive part transmits power from the engine to the rotary shaft of the compressor for driving the rotary shaft of the compressor. A speed change mechanism that changes a rotational speed and transmits power to the rotary shaft is arranged at one of the first and second drive parts. Namely, for example, a speed reducing mechanism is arranged at the first drive part. Therefore, the compressor can be driven in a state that the displacement of the compressor per one rotation of the rotary shaft is set at a relatively large value and the rotational speed of the compressor is relatively low without a large-sized electric motor. Even when the engine drives the compressor at the relatively low rotational speed, the relatively large amount of the discharged refrigerant by the compressor per the predetermined period can be ensured. As a result, the cooling performance is ensured preferably.
- Also, for example, a speed increasing mechanism is arranged at the second drive part. Therefore, the compressor can be driven in a state that the displacement of the compressor per one rotation of the rotary shaft is set at a relatively small value and a rotational speed of the compressor is relatively high. Driving torque for the compressor can become small. As a result, the electric motor can be miniaturized.
- However, when the speed reducing mechanism is arranged at the first drive part, the speed reducing ratio of the speed reducing mechanism needs to be set at a relatively large value in order to drive the compressor with the relatively large displacement by the small-sized electric motor. When the speed increasing mechanism is arranged at the second drive part, the speed increasing ratio of the speed increasing mechanism needs to be set at a relatively large value, in order to ensure the relatively large amount of the discharged refrigerant per the predetermined period by driving the compressor with the relatively small displacement by the engine at the relatively low rotational speed.
- When a transmission ratio (speed reducing ratio or speed increasing ratio) is set at a relatively large value, the speed change mechanism needs to be large-sized. Therefore, for example, when the speed change mechanism is accommodated in the housing, the compressor becomes large-sized. Namely, in the conventional technique, the miniaturization of the electric motor is difficult to be compatible with the miniaturization of the speed change mechanism.
- In the hybrid compressor, when the relatively large amount of the discharged refrigerant by compressor per the predetermined period is required for cooling by driving the electric motor, the rotational speed of the electric motor requires to be high. Therefore, combined with the smallness of the electric motor, step out occurs in the electric motor, and the electric motor runs in an unstable manner.
- The present invention provides a hybrid compressor system in which an electric motor is miniaturized and runs in a stable manner and in which a transmission mechanism that transmits power from an engine or the electric motor is miniaturized.
- In accordance with the present invention, a hybrid compressor system in a vehicle air conditioner has a variable displacement hybrid compressor for compressing refrigerant, a drive source for driving a vehicle and an electric motor. The drive source for driving the vehicle is operatively connected to the compressor. The electric motor is operatively connected to the compressor, and the compressor is selectively driven by one of the drive source for driving the vehicle and the electric motor. The hybrid compressor system also has an air conditioning information detector for detecting information for air conditioning, a thermal load calculator and a controller. The air conditioning information detector is electrically connected to the air conditioning information detector and calculates a thermal load based on the detected information from the air conditioning information detector. The controller is electrically connected to the thermal load calculator. The controller compares the thermal load with a predetermined value. The controller changes displacement of the compressor to a first predetermined displacement value and selects the drive source for driving the vehicle as a drive source of the compressor when the thermal load is larger than the predetermined value. The controller changes the displacement of the compressor to a second predetermined displacement value and selects the electric motor as the drive source of the compressor when the thermal load is equal to, or smaller than the predetermined value. The second predetermined displacement value is smaller than the first predetermined displacement value.
- The present invention also provides a method for controlling a hybrid compressor system in use for a vehicle air conditioner. The hybrid compressor system has a variable displacement hybrid compressor and two drive sources including an engine for driving a vehicle and an electric motor. The hybrid compressor is selectively driven by one of the engine and the electric motor. The method includes the steps of switching on the air conditioner, detecting information for air conditioning, calculating a thermal load based on the detected information, comparing the thermal load with a predetermined value, selecting the drive source of the compressor based on the comparison, and changing displacement of the compressor based on the selection.
- The features of the present invention that are believed to be novel are set forth with particularity in the appended claims. The invention together with objects and advantages thereof, may best be understood by reference to the following description of the presently preferred embodiments together with the accompanying drawings in which:
- FIG. 1 is a longitudinal cross-sectional view of a hybrid compressor of a first preferred embodiment according to the present invention;
- FIG. 2 is a flow chart illustrating air conditioning control by an air conditioner ECU for the first preferred embodiment; and
- FIG. 3 is a longitudinal cross-sectional view of a hybrid compressor of a second preferred embodiment according to the present invention.
- A first and second preferred embodiments according to the present invention will be described.
- Now, the first preferred embodiment will be described. As shown in FIG. 1, a hybrid compressor C that constitutes a refrigerant cycle in a vehicle air conditioner has a
housing 11 for compressing refrigerant. The left side and the right side of the drawing respectively correspond to the front side and the rear side in FIG. 1. Anelectric motor 21 and acompression unit 12 are accommodated in thehousing 11. Apower transmission mechanism 22 is arranged at the front end of thehousing 11 outside thehousing 11. Thecompression unit 12 is a scroll type and a variable displacement type. Thepower transmission mechanism 22 transmits power from an engine E (an internal combustion engine) as a drive source. - The compressor C is selectively driven by the engine E through the
power transmission mechanism 22 and by theelectric motor 21. The air conditioner includes theelectric motor 21. When the engine E is in a stopped state, the compressor C is driven by theelectric motor 21. Therefore, the air conditioner is capable of continuously performing air conditioning even when the engine E is in the stopped state. The air conditioner in the present first preferred embodiment is suitable for an idle stop vehicle that performs an idle stop control and a hybrid vehicle. - A
pulley shaft 13 and acompressor shaft 19 are rotatably supported in thehousing 11 at the front side of thehousing 11 and at the middle of thehousing 11 respectively. Thepulley shaft 13 and thecompressor shaft 19 are arranged such that the axis of thepulley shaft 13 corresponds to the axis of thecompressor shaft 19. Thecompressor shaft 19 are inserted into thepulley shaft 13 through abearing 56 at the position where the rear end of thepulley shaft 13 faces the front end of thecompressor shaft 19, so as to rotate relative to thepulley shaft 13. - A
speed increasing mechanism 23 that is constituted of a planetary gear mechanism is arranged between thepulley shaft 13 and thecompressor shaft 19 in thehousing 11. Thespeed increasing mechanism 23 increases the rotational speed of thepulley shaft 13 and transmits power to thecompressor shaft 19. Thespeed increasing mechanism 23 has a known structure that includes asun gear 45, aninternal gear 46, a holder 47 and a plurality ofplanetary gears 48. Thesun gear 45 is secured to thecompressor shaft 19 so as to rotate integrally with thecompressor shaft 19. Theinternal gear 46 is integrally formed with thehousing 11. The holder 47 is secured to thepulley shaft 13 so as to rotate integrally with thepulley shaft 13. Theplanetary gear 48 is rotatably held by the holder 47 and is interposed between thesun gear 45 and theinternal gear 46. - A
rotor 14 and a stator constitute theelectric motor 21. Therotor 14 is mounted on thecompressor shaft 19 in thehousing 11 so as to rotate integrally with thecompressor shaft 19. Therotor 14 is constituted of an iron core and a conductor fixed to the iron core, which is not shown. A plurality ofstator cores 16 is fixed to the inner circumference of thehousing 11 so as to surround therotor 14. Acoil 15 is formed around each of thestator cores 16. Thestator core 16 and thecoil 15 constitute the stator Namely, theelectric motor 21 is a reluctance motor without a permanent magnet. Thecoil 15 is arranged so as to surround thespeed increasing mechanism 23 at its front side. Namely, thespeed increasing mechanism 23 is arranged inside the stator. - The
power transmission mechanism 22 includes apulley 17 and an electromagnetic clutch (EC) 18. Thepulley 17 is rotatably supported by thehousing 11 and transmits power from the engine E tocompressor shaft 19 through thepulley shaft 13. When theelectromagnetic clutch 18 is switched on (energized), the electromagnetic clutch 18 permits power transmission from thepulley 17 to thepulley shaft 13. When theelectromagnetic clutch 18 is switched off (de-energized), the electromagnetic clutch 18 blocks the power transmission. - The
compression unit 12 includes a fixedscroll member 20, acrankshaft 19 a and amovable scroll member 24. Thecrankshaft 19 a is secured to the rear end of thecompressor shaft 19. Themovable scroll member 24 is supported by thecrankshaft 19 a. A plurality ofcompression chambers 26 is defined by the fixedscroll member 20 and themovable scroll member 24. Asuction chamber 30 is defined in thehousing 11 at the outer circumference of themovable scroll member 24, and adischarge chamber 28 is defined in thehousing 11 at the rear side of thehousing 11. Themovable scroll member 24 orbits around an axis of the fixedscroll member 20 based on the rotation of thecompressor shaft 19. As thecompression chamber 26, which is defined between thefixed scroll member 20 and themovable scroll member 24, is radially and inwardly moved in accordance with the orbital movement of themovable scroll member 24, the volumes of thecompression chamber 26 decreases. Therefore, the refrigerant gas in thecompression chamber 26 is compressed to a predetermined pressure value. Then, the refrigerant gas in thecompression chamber 26 near the center of the fixedscroll member 20 is discharged into thedischarge chamber 28. - A movable
valve body chamber 31 is formed in the fixedscroll member 20.Communication ports movable body chamber 31 and thecompression chamber 26 in the fixedscroll member 20 so as to interconnect thecompression chambers 26 with the movablevalve body chamber 31. Thecommunication ports 32 are arranged in the fixedscroll member 20 at a position where the volume of thecompression chamber 26 is, for example, 50% with respect to its maximum volume. Thecommunication ports 36 are arranged in the fixedscroll member 20 at a position where the volume of thecompression chamber 26 is, for example, 20% with respect to its maximum volume. Acommunication hole 33 is formed in the fixedscroll member 20 so as to interconnect thesuction chamber 30 with the movablevalve body chamber 31 through anintermediate chamber 33 a and a communication passage, which is not shown. - A
movable valve body 34 is movably accommodated in the movablevalve body chamber 31. Themovable valve body 34 includeslarge diameter portions small diameter portion 34 d. Thelarge diameter portions 34 a through 34 c are arranged in a longitudinal direction of the movable valve body 34 (a vertical direction in FIG. 1). The outer diameters of thelarge diameter portions 34 a through 34 c are substantially as equal as the diameter of the inner circumference of the movablevalve body chamber 31. Thesmall diameter portion 34 d is arranged between thelarge diameter portions large diameter portions large diameter portions 34 a through 34 c. Acoil spring 35 is arranged between the upper surface of the movablevalve body chamber 31 and thelarge diameter portion 34 a arranged at the upper end of themovable valve body 34 to press themovable valve body 34 downward. - A
pressure control chamber 31 a is defined between the lower surface of the movablevalve body chamber 31 and the lower end of themovable valve body 34 in the movablevalve body chamber 31. Thepressure control chamber 31 a is interconnected with thedischarge chamber 28 through asupply passage 37. High-pressure refrigerant having a pressure substantially equal to a discharge pressure is supplied from thedischarge chamber 28 into thepressure control chamber 31 a through thesupply passage 37. - The
pressure control chamber 31 a is capable of being interconnected with thesuction chamber 30 through ableed passage 38. A control valve (CV) 39 constituted of an electromagnetic valve is arranged on thebleed passage 38. Thecontrol valve 39 is capable of interconnecting thepressure control chamber 31 a with thesuction chamber 30 through thebleed passage 38 and of blocking the interconnection. When thecontrol valve 39 is switched on (energized), thecontrol valve 39 blocks the interconnection between thepressure control chamber 31 a and thesuction chamber 30. When thecontrol valve 39 is switched off (de-energized), thecontrol valve 39 interconnects thepressure control chamber 31 a with thesuction chamber 30 through thebleed passage 38. - When the
control valve 39 is energized, the high-pressure refrigerant in thepressure control chamber 31 a does not flow out into thesuction chamber 30 through thebleed passage 38. Therefore, the pressure in thepressure control chamber 31 a keeps high. Themovable valve body 34 is pushed upward against the urging force of thecoil spring 35 by the high pressure in thepressure control chamber 31 a (a state as shown in FIG. 1). In this state, thelarge diameter portions 34a through 34 care located at positions corresponding to the openings of thecommunication ports compression chambers 26 and thesuction chamber 30 through a path including one of thecommunication ports valve body chamber 31, thecommunication hole 33 and theintermediate chamber 33 a. At the time, the compressed refrigerant gas in thecompression chamber 26 does not flow out into thesuction chamber 30 through the path. As a result, the amount of the discharged refrigerant by thecompression unit 12 per one rotation of thecompressor shaft 19, or, the displacement of the compressor C, becomes the maximum, or a first predetermined displacement value. - On the other hand, when the
control valve 39 is de-energized, thepressure control chamber 31 a is interconnected with thesuction chamber 30 through thebleed passage 38. Therefore, the pressure in thepressure control chamber 31 a becomes low. The urging force of thecoil spring 35 presses themovable valve body 34 downward from the position of themovable valve body 34 shown in FIG. 1. In this state, the openings of thecommunication ports communication port 32 at the lowest position are opened to the movablevalve body chamber 31. Thecompression chambers 26 corresponding to thecommunication ports valve body chamber 31, are interconnected with thesuction chamber 30 through the path. The refrigerant gas in the correspondingcompression chambers 26 leaks into thesuction chamber 30 through the path. As a result, the displacement of the compressor C becomes the minimum, or a second predetermined displacement value. Namely, the displacement of the compressor C is switched between the maximum and the minimum. - As a control system of the vehicle air conditioner, the vehicle air conditioner includes an air conditioner ECU (Electric Control Unit)40 that is similar to a computer, and an air
conditioning information detector 50. Theair conditioner ECU 40 includes athermal load calculator 41 and acontroller 42. Thethermal load calculator 41 is electrically connected to thecontroller 42. Thecontroller 42 is communicably connected to anengine ECU 60 that is similar to a computer and that controls the engine E. - The air
conditioning information detector 50 includes an air conditioner switch (ACS) 51, or an on-off switch for the vehicle air conditioner, a temperature-settingdevice 52 for setting a temperature in a vehicle compartment and atemperature sensor 53 for detecting the temperature in the vehicle compartment. Thethermal load calculator 41 is electrically connected to the airconditioning information detector 50. The airconditioning information detector 50 provides to theair conditioner ECU 40 information on an on-off state of theair conditioner switch 51, a temperature Tr in the vehicle compartment and a set temperature Ts. Thethermal load calculator 41 calculates a thermal load of the air conditioner based on the information from the airconditioning information detector 50. - A
residual quantity sensor 58 as a residual quantity detector is arranged at a battery B for theelectric motor 21 and the other electric equipment. Theresidual quantity sensor 58 detects a residual quantity Br (quantity of accumulation of electricity) of the battery B and provides the residual quantity information Br of the battery B to theengine ECU 60. The residual quantity Br of the battery B is provided from the engine ECU60 to thecontroller 42. Thecontroller 42 compares the residual quantity of the battery B with a predetermined quantity. Theengine ECU 60 performs an idle stop control in which the engine E is stopped while the vehicle stops running to wait for a traffic signal to change for fuel saving. The residual quantity Br of the battery B is one of parameters when theengine ECU 60 determines whether to perform the idle stop control. When the residual battery Br is lower than the predetermined quantity Bs, the idle stop control is stopped, even if other information meets requirements to continue the idle stop control. Theengine ECU 60 restarts the engine E so as to recharge the battery B to the predetermined quantity Bs or more. Thecontroller 42 controls the electromagnetic clutch 18, theelectric motor 21 and thecontrol valve 39 based on the thermal load from thethermal load calculator 41, the information from the airconditioning information detector 50 and the information from theengine ECU 60. - The air conditioner ECU40 (the
thermal load calculator 41 and the controller 42) performs air conditioning control shown by a flow chart in FIG. 2 according to a pre-stored program. In a step S101, the on-off state of theair conditioner switch 51 is monitored until theair conditioner switch 51 is switched on. When theair conditioner switch 51 is switched on, the process proceeds to a step S102. In the step S102, the thermal load of the air conditioner is calculated, and it is judged whether the calculated thermal load is large or small. Specifically, the thermal load of the air conditioner is calculated by subtracting a set temperature Ts provided by thetemperature sensor 53 from a detected temperature Tr provided by the temperature-settingdevice 52. In the above judgment, it is judged whether the remainder from the subtraction, or the thermal load is larger than a predetermined value α. Namely, thecontroller 42 compares the thermal load with the predetermined value α (>0). Hereafter, thecontroller 42 performs the air conditioning control. - In the present embodiment, if the judgment is YES in the step S102, that is, if the thermal load is larger than the predetermined value α, the
controller 42 always selects the engine E as a drive source of the compressor C, and air conditioning is conducted. Meanwhile, if the judgment is NO in the step S102, that is, if the thermal load is equal to, or smaller than the predetermined value α, under the condition that the engine E is in the stopped state, thecontroller 42 selects theelectric motor 21 as the drive source of the compressor C, and the air conditioning is conducted. Also, if the judgment is NO in the step S102, under the condition that the engine E is in a running state and the residual quantity Br of the battery B is equal to, or larger than the predetermined quantity Bs, thecontroller 42 selects theelectric motor 21 as the drive source of the compressor C, and the air conditioning is conducted. In short, in the present first preferred embodiment, the compressor C is driven by theelectric motor 21 only when the thermal load is equal to, or smaller than the predetermined value α. - Namely, if the judgment is YES in the step S102, the process proceeds to a step S103 where it is judged whether the engine E is in the running state based on information on a condition of the engine E (e.g. a rotational speed of the engine E and a running speed of the vehicle) that is provided by the
engine ECU 60. For example, when the vehicle is in an idle stop state, the judgment is NO in the step S103. In this state, the engine E cannot drive the compressor C. Therefore, the process proceeds to a step S104 where thecontroller 42 instructs theengine ECU 60 to start the engine E. Theengine ECU 60 starts the engine E according to the instruction from thecontroller 42, and the vehicle is released from the idle stop state. - When the judgment is YES in the step S103, or when the process finishes in the step S104, the process proceeds to a step S105. In the step S105, the
control valve 39 is energized, and the displacement of the compressor C becomes the maximum. In a step S106, theelectromagnetic clutch 18 is energized, and power is transmitted from the engine E to the compressor C. Also, thespeed increasing mechanism 23 is arranged in the compressor C. Accordingly, if the displacement of the compressor C is the maximum, enough displacement of the compressor C per a predetermined period is ensured even by the engine E in an idling state. The detected temperature Tr is decreased toward the set temperature Ts. When the detected temperature Tr approaches the set temperature Ts to some extents, the judgment is NO in the step S102 next time. Namely, when the thermal load becomes equal to, or smaller than the predetermined value α, the judgment is No in the step S102. - If the judgment is NO in the step S102, it is judged whether the engine E is in the running state in a step S107. If the judgment is YES in the step S107, that is, if the engine E is in the running state, it is judged whether the residual quantity Br of the battery B that is provided by the
engine ECU 60 is equal to, or larger than the predetermined quantity Bs in a step S108. - If the judgment is NO in the step S108, that is, if the residual quantity Br of the battery B is smaller than the predetermined quantity Bs, the running state of the engine E is probably the state that is released from the idle stop state only for recharging the battery B. At the time, the engine E is selected as the drive source of the compressor C.
- Namely, the
control valve 39 is de-energized in a step S109, and the displacement of the compressor C becomes the minimum. In a step S110, it is judged whether the detected temperature Tr from thetemperature sensor 53 is larger than the set temperature Ts from the temperature-settingdevice 52. In a step S111, it is judged whether the detected temperature Tr is smaller than the set temperature Ts. If the judgments are NO both in the steps S110 and S111, the detected temperature Tr is equal to the set temperature Ts. Therefore, the state of the compressor C (run or stop), which affects the temperature in the vehicle compartment, or the state of the electromagnetic clutch 18 (on or off) is not changed. - On the other hand, if the judgment is YES in the step S110, the
controller 42 instructs the electromagnetic clutch 18 to be energized so as to start the compressor C in a step S112. Since the compressor C is started, the temperature Tr in the vehicle compartment is decreased. - If the judgment is YES in the step S111, the
controller 42 instructs the electromagnetic clutch 18 to be de-energized so as to stop the compressor C in a step S113. Since the compressor C is stopped, the temperature Tr in the vehicle compartment is increased. - As mentioned above, in the step S112 and/or the step S113, the on-off control of the
electromagnetic clutch 18 is performed. Even when the detected temperature Tr is different from the set temperature Ts, the temperature Tr in the vehicle compartment converges around the set temperature Ts by the on-off control soon. - If the judgment is NO in the step S107, that is, if the engine E is in the stopped state, the
electric motor 21 is selected as the drive source of the compressor C. Or if the judgment is YES in the step S108, that is, if the engine E is in the running state and the residual quantity Br of the battery B is equal to, or larger than the predetermined quantity Bs, theelectric motor 21 is selected as the drive source of the compressor C. Namely, thecontrol valve 39 is de-energized in a step S114. Therefore, the displacement of the compressor C becomes the minimum. Theelectromagnetic clutch 18 is de-energized in a step S115, and thecontroller 42 instructs theelectric motor 21 to start in a step S116. When the displacement of the compressor C becomes the minimum, driving torque for driving the compressor C becomes the minimum. - In a step S117, it is judged whether the detected temperature Tr from the
temperature sensor 53 is larger than the set temperature Ts from the temperature-settingdevice 52. In a step S118, it is judged whether the detected temperature Tr is smaller than the set temperature Ts. If the judgments are NO both in the steps S117 and S118, the detected temperature Tr is equal to the set temperature Ts. Namely, the displacement of the compressor C is at a suitable value per the predetermined period. Therefore, the rotational speed of the electric motor 21 (RSEM) is not changed for changing the displacement of the compressor C. Then, the process according to the flow chart in FIG. 2 returns. - On the other hand, if the judgment is YES in the step S117, air-conditioning by the air conditioner is not enough, that is, the displacement of the compressor C is not large enough. Therefore, in a step S119, the
controller 42 instructs theelectric motor 21 to increase the rotational speed of theelectric motor 21 by a predetermined value. The rotational speed of the compressor C increases, and the displacement of the compressor C per the predetermined period increases. As the displacement of the compressor C per the predetermined period increases, the temperature in the vehicle compartment decreases. - If the judgment is YES in the step S118, the air-conditioning by the air conditioner is excessively cooled, that is, the displacement of the compressor C is too large. Therefore, in a step S120, the
controller 42 instructs theelectric motor 21 to decrease the rotational speed of theelectric motor 21 by a predetermined value. The rotational speed of the compressor C decreases, and the displacement of the compressor C per the predetermined period decreases. As the displacement of the compressor C per the predetermined period decreases, the temperature in the vehicle compartment increases. - As mentioned above, in the step S119 and/or in the step S120, the rotational speed of the
electric motor 21 is changed. Namely, when theelectric motor 21 drives the compressor C, the rotational speed of theelectric motor 21 is controlled in accordance with the thermal load. Even when the detected temperature Tr is different from the set temperature Ts, the rotational speed of theelectric motor 21, or the displacement of the compressor C per the predetermined period gradually has been controlled to be close to the desired value according to the above control for theelectric motor 21. As a result, the detected temperature Tr converges into the set temperature Ts. - As mentioned above, in the present embodiment, when the judgment is NO in the step S103, the
controller 42 instructs theengine ECU 60 to start the engine E in the step S104. Theengine ECU 60 starts the engine E, and the vehicle is released from the idle stop state. In this case, when the judgment is NO in the step S102 later, thecontroller 42 dose not instruct theengine ECU 60 to run the engine E. Therefore, theengine ECU 60 stops the engine E if the other requirements for the idle stop are met. - Following effects are obtained in the present embodiment.
- (1-1) When the calculated thermal load is larger than the predetermined value α, the
controller 42 changes the displacement of the compressor C per one rotation to the maximum and selects the engine E as the drive source of the compressor C. Even when the rotational speed of the compressor C is low, a relatively large amount of discharge refrigerant by the compressor C per the predetermined period can be ensured. Enough cooling performance can be ensured, and the air conditioning is steadily performed. Therefore, as mentioned in the present first preferred embodiment, even when thespeed increasing mechanism 23 that increases the rotational speed obtained from the engine E is arranged, the speed increasing ratio of thespeed increasing mechanism 23 can be set at a relatively small value. Thespeed increasing mechanism 23 can be miniaturized. Also, a transmission mechanism that transmits the power from the engine E can be miniaturized. - (1-2) When the thermal load calculated by the
thermal load calculator 41 is equal to, or smaller than the predetermined value α, thecontroller 42 changes the displacement of the compressor C per one rotation to the minimum and selects theelectric motor 21 as the drive source of the compressor C. The driving torque for driving compressor C with the minimum displacement is small. Therefore, theelectric motor 21 can be miniaturized without a speed reducing mechanism that decreases the rotational speed obtained from theelectric motor 23. When the thermal load is equal to, or smaller than the predetermined value α, the rotational speed of theelectric motor 21 does not increase relatively. As a result, theelectric motor 21 can run in a stable manner. - (1-3) When the thermal load calculated by the
thermal load calculator 41 is equal to, or smaller than the predetermined value α and when the engine E is in the running state, thecontroller 42 selects the engine E as the drive source of the compressor C. Therefore, for example, the residual quantity Br of the battery B for the other electric equipment (e.g. a headlamp) as well as theelectric motor 21 is not decreased at a relatively large degree. The operation of the electric equipment other than theelectric motor 21 can be ensured. - (1-4) When the thermal load calculated by the
thermal load calculator 41 is equal to, or smaller than the predetermined value α and when the engine E is in the running state, thecontroller 42 selects the engine E as the drive source of the compressor C and changes the displacement of the compressor C to the minimum. Theelectromagnetic clutch 18 is not frequently switched on and off due to the minimum displacement of the compressor C. Therefore, deterioration of drivability of the vehicle due to the shock caused by the on-off control action of the electromagnetic clutch 18 can be suppressed. - (1-5) When the thermal load calculated by the
thermal load calculator 41 is equal to, or smaller than the predetermined value α, when the engine E is in the running state, and when the residual quantity Br of the Battery B is smaller than the predetermined quantity Bs, thecontroller 42 selects the engine E as the drive source of the compressor C. Therefore, since theelectric motor 21 is in the stopped state, the engine E is not prevented from recharging the battery B due to the consumption of the power of the battery B by theelectric motor 21. The residual quantity Br of the battery B can be steadily increased. Therefore, the operation of the electric equipment other than theelectric motor 21 can be ensured further. - (1-6) The compressor C includes the
speed increasing mechanism 23 that increases the rotational speed from thepower transmission mechanism 22 and transmits the power to thecompression unit 12. Therefore, theelectric motor 21 can be miniaturized further. Thespeed increasing mechanism 23 is arranged in thehousing 11 of the compressor C. As mentioned above, thespeed increasing mechanism 23 may be small-sized. Therefore, even though thespeed increasing mechanism 23 is accommodated in thehousing 11, the compressor C is not large-sized. Since thespeed increasing mechanism 23 is accommodated in thehousing 11, the compressor C and thespeed increasing mechanism 23 can be handled together. Therefore, when the vehicle air conditioner is installed in the vehicle, the compressor C is easy. to handle with thespeed increasing mechanism 23. - (1-7) The
electric motor 21 is arranged in thehousing 11 of the compressor C. As mentioned above, theelectric motor 21 may be small-sized. Therefore, even though theelectric motor 21 is accommodated in thehousing 11, the compressor C is not large-sized. Since theelectric motor 21 is accommodated in thehousing 11, the compressor C and theelectric motor 21 can be handled together. Therefore, when the vehicle air conditioner is installed in the vehicle, the compressor C is easy to handle with theelectric motor 21. - The
speed increasing mechanism 23 is arranged inside the stator of theelectric motor 21. Therefore, space in thehousing 11 is saved by a part where thespeed increasing mechanism 23 overlaps with the stator in an axial direction, and the compressor C does not need to be lengthened by the length of the part in the axial direction. Such an arrangement prevents the compressor C from increasing its size in the axial direction. Namely, since thespeed increasing mechanism 23 may be small-sized as mentioned above, thespeed increasing mechanism 23 is easily arranged inside the stator in the present preferred embodiment. - (1-8) The compressor C is a scroll type, and the displacement of the compressor C is switched between the maximum and the minimum. For example, the energy efficiency of a scroll type compressor is better than that of a piston type compressor. Also, the displacement of the compressor C is switched between the maximum and the minimum by simple control, or on-off control of the
control valve 39. - Furthermore, the
electric motor 21 does not include a permanent magnet. When the engine E drives the compressor C, therotor 14 of theelectric motor 21 is rotated. Electromotive force is not generated in theelectric motor 21 even when therotor 14 of theelectric motor 21 is rotated. Therefore, power loss of the engine E, which is caused by the generation of the electromotive force, is avoided. - Next, the second preferred embodiment will be described. In the second preferred embodiment, the only difference between the first and second preferred embodiments will be described. The same reference numerals denote substantially identical elements as those in the first preferred embodiment.
- As shown in FIG. 3, in the second preferred embodiment, the
speed increasing mechanism 23 is deleted form the above-mentioned first preferred embodiment. Thepulley shaft 13 and the compressor shaft 19 (hereafter a shaft 13) are integrally formed so as to rotate integrally and so as to have the same axis. Therotor 14 is supported by theshaft 13 through abearing 57 so as to rotate relative to theshaft 13. Aspeed reducing mechanism 65 is arranged between therotor 14 of theelectric motor 21 and theshaft 13. Thespeed reducing mechanism 65 decreases the rotational speed obtained from theelectric motor 21 and transmits the power to theshaft 13. - The
speed reducing mechanism 65 has a known structure that includes asun gear 66, aninternal gear 67, aholder 68 and a plurality ofplanetary gears 69. Thesun gear 66 can rotate integrally with therotor 14 and can rotate relative to theshaft 13. Theinternal gear 67 is integrally formed with thehousing 11. Theholder 68 is mounted on theshaft 13 so as to rotate integrally with theshaft 13. Theplanetary gear 69 is rotatably held by theholder 68 and is interposed between thesun gear 66 and theinternal gear 67. - The compressor C includes the
speed reducing mechanism 65. Therefore, even if the minimum displacement of the compressor C is set at a value that is larger than the above-mentioned first preferred embodiment, theelectric motor 21 does not need to be large-sized. The ratio between the minimum and maximum displacements of the compressor C is limited. Since the minimum displacement of the compressor C can be set at the value that is larger than the above-mentioned first preferred embodiment, the maximum displacement of the compressor can be also set at a relatively larger value. Therefore, even when the rotational speed of the engine E is low, a relatively large amount of the discharged refrigerant by the compressor C per the predetermined period, which is substantially as large as the above-mentioned first preferred embodiment, can be ensured without thespeed increasing mechanism 23. - Following effects are obtained in the present embodiment.
- (2-1) When the thermal load is larger than the predetermined value α, the
controller 42 changes the displacement of the compressor C per one rotation to the maximum and selects the engine E as the drive source of the compressor C. Therefore, even when the rotational speed of the engine E is low, the relatively large amount of the discharged refrigerant by the compressor C per the predetermined period can be ensured. A speed increasing mechanism that increases the rotational speed obtained from the engine E is unnecessary. - (2-2) When the thermal load is equal to, or smaller than the predetermined value α, the
controller 42 changes the displacement of the compressor C to the minimum and selects theelectric motor 21 as the drive source of the compressor C. The driving torque for driving compressor C with the minimum displacement is small. Therefore, even though thespeed reducing mechanism 65, which decreases the rotational speed obtained from theelectric motor 21, is arranged, the speed reducing ratio may be relatively small. Thespeed reducing mechanism 65 can be miniaturized, and also a transmission mechanism that transmits the power from theelectric motor 21 can be miniaturized. The miniaturization of thespeed reducing mechanism 65 and the transmission mechanism can be compatible with the miniaturization of theelectric motor 21. Furthermore, when the thermal load is equal to, or smaller than the predetermined value α, the rotational speed of theelectric motor 21 is not increased relatively. Therefore, theelectric motor 21 runs in the stable manner. The same advantageous effects are obtained as mentioned in paragraphs (1-3) through (1-8) according to the first preferred embodiment. - Following alternative embodiments may be practiced.
- The
speed increasing mechanism 23 may be deleted in the above-mentioned first preferred embodiment. Thespeed reducing mechanism 65 may be deleted in the above-mentioned second preferred embodiment. - In each preferred embodiment, the
compression unit 12 has a structure for switching between the two displacement values including the maximum and the minimum. Thecompression unit 12 may have a structure for switching among three, four, five, six, or seven displacement values. In this case, the maximum displacement value may be considered the first predetermined displacement value, and the others may be considered the second predetermined displacement value. Also, the minimum displacement value may be considered the second predetermined displacement value, and the others may be considered the first predetermined displacement value. Further, the displacements values that are equal to, or larger than a certain value may be considered the first predetermined displacement value, and the other displacement values that are smaller than the certain value may be considered the second predetermined displacement value. - In the above embodiment, it is judged whether the thermal load of the air conditioner is large by comparing the detected temperature Tr with the set temperature Ts. It may be judged by referring to a refrigerant pressure (a suction pressure) at an outlet side (a suction chamber side) of an evaporator that constitutes the refrigerant cycle. It may also be judged by referring to the temperature at the outlet of the evaporator.
- In the above embodiment, when the
electric motor 21 drives the compressor C, theelectric motor 21 is started after theelectromagnetic clutch 18 is de-energized. The electromagnetic clutch 18 may be de-energized after theelectric motor 21 is started. - The
electric motor 21 may be a SR motor (a switched reluctance motor), or a VR motor (a variable reluctance motor). Theelectric motor 21 may be also an induction motor without a permanent magnet. Since starting torque of a reluctance motor is larger than that of an inductance motor, the reluctance motor is more advantageous than the inductance motor for ensuring starting torque. - The
electric motor 21 may include a permanent magnet. The scrolltype compression unit 12 is utilized in the above preferred embodiment. A piston type variable displacement compression unit may be utilized. A vehicle that does not perform an idle stop control may be utilized as the vehicle. - Therefore, the present examples and embodiments are to be considered as illustrative and not restrictive, and the invention is not to be limited to the details given herein but may be modified within the scope of the appended claims.
Claims (21)
1. A hybrid compressor system in use for a vehicle air conditioner comprising:
a variable displacement hybrid compressor for compressing refrigerant;
a drive source for driving a vehicle operatively connected to the compressor;
an electric motor operatively connected to the compressor, the compressor being selectively driven by one of the drive source for driving the vehicle and the electric motor;
an air conditioning information detector for detecting information for air conditioning;
a thermal load calculator electrically connected to the air conditioning information detector, the thermal load calculator calculating a thermal load based on the detected information from the air conditioning information detector; and
a controller electrically connected to the thermal load calculator, the controller comparing the thermal load with a predetermined value, the controller changing displacement of the compressor to a first predetermined displacement value and selecting the drive source for driving the vehicle as a drive source of the compressor when the thermal load is larger than the predetermined value, the controller changing the displacement of the compressor to a second predetermined displacement value and selecting the electric motor as the drive source of the compressor when the thermal load is equal to, or smaller than the predetermined value, the second predetermined displacement value being smaller than the first predetermined displacement value.
2. The hybrid compressor system according to claim 1 , wherein the drive source for driving the vehicle is an engine.
3. The hybrid compressor system according to claim 2 , wherein the controller changes the displacement of the compressor to the second predetermined displacement value and selects the electric motor as the drive source of the compressor when the thermal load is equal to, or smaller than the predetermined value and when the engine is in a stopped state, the controller selecting the engine as the drive source of the compressor when the thermal load is equal to, or smaller than the predetermined value and when the engine is in a running state.
4. The hybrid compressor system according to claim 3 , further comprising a residual quantity detector for detecting a residual quantity of a battery for the electric motor, the residual quantity detector providing the detected residual quantity of the battery to the controller, the controller comparing the detected residual quantity of the battery with a predetermined quantity, wherein the controller changes the displacement of the compressor to the second predetermined displacement value and selects the electric motor as the drive source of the compressor when the thermal load is equal to, or smaller than the predetermined value, when the engine is in the running state, and when the detected residual quantity of the battery is equal to, or larger than the predetermined quantity, the controller selecting the engine as the drive source of the compressor when the thermal load is equal to, or smaller than the predetermined value, when the engine is in the running state, and when the detected residual quantity of the battery is smaller than the predetermined quantity.
5. The hybrid compressor system according to claim 3 , wherein the controller changes the displacement of the compressor to the second predetermined displacement value and selects the engine as the drive source of the compressor when the thermal load is equal to, or smaller than the predetermined value and when the engine is in the running state.
6. The hybrid compressor system according to claim 2 , wherein the compressor comprises:
a housing; and
one of a speed increasing mechanism provided in the housing for increasing a rotational speed obtained from the engine and a speed reducing mechanism provided in the housing for decreasing a rotational speed obtained from the electric motor.
7. The hybrid compressor system according to claim 6 , wherein the electric motor is provided in the housing and includes a stator, one of the speed increasing mechanism and the speed reducing mechanism being arranged inside the stator.
8. The hybrid compressor system according to claim 2 , wherein the first predetermined displacement value is a maximum value, the second predetermined displacement value being a minimum value, the displacement of the compressor being switched between the maximum value and the minimum value.
9. The hybrid compressor system according to claim 2 , wherein the compressor is a scroll type.
10. The hybrid compressor system according to claim 2 , wherein the electric motor is formed without a permanent magnet.
11. The hybrid compressor system according to claim 2 , wherein the controller controls a rotational speed of the electric motor in accordance with the thermal load when the electric motor drives the hybrid compressor.
12. The hybrid compressor system according to claim 2 , wherein the information includes a temperature in a vehicle compartment.
13. A control system for a variable displacement hybrid compressor in a vehicle air conditioner having two drive sources including an engine for driving a vehicle and an electric motor, the hybrid compressor being selectively driven by one of the engine and the electric motor, the control system comprising:
an air conditioning information detector for detecting information for air conditioning;
a thermal load calculator electrically connected to the air conditioning information detector, the thermal load calculator calculating a thermal load based on the detected information from the air conditioning information detector; and
a controller electrically connected to the thermal load calculator, the controller comparing the thermal load with a predetermined value, the controller changing displacement of the compressor to a first predetermined displacement value and selecting the engine as a drive source of the compressor when the thermal load is larger than the predetermined value, the controller changing the displacement of the compressor to a second predetermined displacement value and selecting the electric motor as the drive source of the compressor when the thermal load is equal to, or smaller than the predetermined value, the second predetermined displacement value being smaller than the first predetermined displacement value.
14. A method for controlling a hybrid compressor system in use for a vehicle air conditioner, the hybrid compressor system having a variable displacement hybrid compressor and two drive sources including an engine for driving a vehicle and an electric motor, the hybrid compressor being selectively driven by one of the engine and the electric motor, the method comprising the steps of:
(a) switching on the air conditioner;
(b) detecting information for air conditioning;
(c) calculating a thermal load based on the detected information;
(d) comparing the thermal load with a predetermined value;
(e) selecting the drive source of the compressor based on the comparison; and
(f) changing displacement of the compressor based on the selection.
15. The method according to claim 14 , wherein step (e) includes the steps of:
(g) selecting the engine as a drive source of the compressor when the thermal load is larger than the predetermined value; and
(h) selecting the electric motor as the drive source of the compressor when the thermal load is equal to, or smaller than the predetermined value.
16. The method according to claim 15 , wherein step (f) includes the steps of:
(i) changing the displacement of the compressor to a maximum value when the thermal load is larger than the predetermined value; and
(j) changing the displacement of the compressor to a minimum value when the thermal load is equal to, or smaller than the predetermined value.
17. The method according to claim 15 , further comprising the step of
(k) judging whether the engine is in a running state after step (d) when the thermal load is equal to, or smaller than the predetermined value.
18. The method according to claim 17 , wherein step (h) includes the steps of:
(l) selecting the engine as the drive source of the compressor when the engine is in the running state; and
(m) selecting the electric motor as the drive source of the compressor when the engine is in a stopped state.
19. The method according to claim 18 , further comprising the steps of:
(n) detecting residual quantity of a battery for the electric motor after step (k) when the engine is in the running state; and
(o) comparing the detected residual quantity with a predetermined quantity.
20. The method according to claim 19 , wherein step (I) includes the steps of:
(p) selecting the electric motor as the drive source of the compressor when the residual quantity is equal to, or larger than the predetermined quantity; and
(q) selecting the engine as the drive source of the compressor when the residual quantity is smaller than the predetermined quantity.
21. The method according to claim 15 , further comprising the steps of:
(r) judging whether the engine is in a running state after step (g); and
(s) starting the engine when the engine is in a stopped state.
Applications Claiming Priority (4)
Application Number | Priority Date | Filing Date | Title |
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JP2002-174448 | 2002-06-14 | ||
JP2002174448 | 2002-06-14 | ||
JP2002335578A JP2004068805A (en) | 2002-06-14 | 2002-11-19 | Hybrid compressor system |
JP2002-335578 | 2002-11-19 |
Publications (1)
Publication Number | Publication Date |
---|---|
US20040045307A1 true US20040045307A1 (en) | 2004-03-11 |
Family
ID=31996068
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
US10/459,862 Abandoned US20040045307A1 (en) | 2002-06-14 | 2003-06-12 | Hybrid compressor system |
Country Status (3)
Country | Link |
---|---|
US (1) | US20040045307A1 (en) |
JP (1) | JP2004068805A (en) |
DE (1) | DE10326730A1 (en) |
Cited By (10)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US20040112074A1 (en) * | 2002-12-13 | 2004-06-17 | Masato Komura | Vehicle air conditioner |
US20040168454A1 (en) * | 2002-10-22 | 2004-09-02 | Kunio Iritani | Air conditioner for hybrid vehicle |
US20060286787A1 (en) * | 2003-08-02 | 2006-12-21 | Samsung Electronics Co., Ltd. | Method of manufacturing semiconductor device and semiconductor device |
CN106481554A (en) * | 2015-09-01 | 2017-03-08 | 珠海格力节能环保制冷技术研究中心有限公司 | Transfiguration screw compressor and the air-conditioner with which |
CN107842500A (en) * | 2016-09-21 | 2018-03-27 | 比亚迪股份有限公司 | Dual drive compressor |
WO2018054285A1 (en) * | 2016-09-21 | 2018-03-29 | 比亚迪股份有限公司 | Compressor |
CN111251837A (en) * | 2020-04-13 | 2020-06-09 | 山东永申机电科技有限公司 | Air conditioner compressor for double-power vehicle and control method thereof |
CN112639289A (en) * | 2018-08-28 | 2021-04-09 | 沃尔沃卡车集团 | Dual air compressor for hybrid vehicle |
WO2023142760A1 (en) * | 2022-01-26 | 2023-08-03 | 山东楷晋机电科技有限公司 | Dual-power compressor based on planetary gear accelerator |
US11993133B2 (en) * | 2022-02-25 | 2024-05-28 | Hyundai Motor Company | Vehicle control apparatus and vehicle control method |
Families Citing this family (1)
Publication number | Priority date | Publication date | Assignee | Title |
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JP5712780B2 (en) * | 2011-05-12 | 2015-05-07 | 株式会社デンソー | Air conditioning control equipment for electric vehicles |
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- 2003-06-13 DE DE10326730A patent/DE10326730A1/en not_active Withdrawn
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US6230507B1 (en) * | 1998-08-07 | 2001-05-15 | Kabushiki Kaisha Toyoda Jidoshokki Seisakusho | Hybrid compressor and control method |
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US6640562B2 (en) * | 2001-01-09 | 2003-11-04 | Kabushiki Kaisha Toyota Jidoshokki | Air-conditioning system for vehicle and its control method |
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US20040168454A1 (en) * | 2002-10-22 | 2004-09-02 | Kunio Iritani | Air conditioner for hybrid vehicle |
US6840055B2 (en) * | 2002-10-22 | 2005-01-11 | Denso Corporation | Air conditioner for hybrid vehicle |
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CN106481554A (en) * | 2015-09-01 | 2017-03-08 | 珠海格力节能环保制冷技术研究中心有限公司 | Transfiguration screw compressor and the air-conditioner with which |
CN107842500A (en) * | 2016-09-21 | 2018-03-27 | 比亚迪股份有限公司 | Dual drive compressor |
WO2018054285A1 (en) * | 2016-09-21 | 2018-03-29 | 比亚迪股份有限公司 | Compressor |
CN112639289A (en) * | 2018-08-28 | 2021-04-09 | 沃尔沃卡车集团 | Dual air compressor for hybrid vehicle |
CN111251837A (en) * | 2020-04-13 | 2020-06-09 | 山东永申机电科技有限公司 | Air conditioner compressor for double-power vehicle and control method thereof |
WO2023142760A1 (en) * | 2022-01-26 | 2023-08-03 | 山东楷晋机电科技有限公司 | Dual-power compressor based on planetary gear accelerator |
US11993133B2 (en) * | 2022-02-25 | 2024-05-28 | Hyundai Motor Company | Vehicle control apparatus and vehicle control method |
Also Published As
Publication number | Publication date |
---|---|
JP2004068805A (en) | 2004-03-04 |
DE10326730A1 (en) | 2004-04-15 |
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