US20060204368A1 - Air conditioning systems for vehicles - Google Patents

Air conditioning systems for vehicles Download PDF

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Publication number
US20060204368A1
US20060204368A1 US11/373,261 US37326106A US2006204368A1 US 20060204368 A1 US20060204368 A1 US 20060204368A1 US 37326106 A US37326106 A US 37326106A US 2006204368 A1 US2006204368 A1 US 2006204368A1
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United States
Prior art keywords
compressor
value
air conditioning
pressure difference
conditioning system
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Abandoned
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US11/373,261
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English (en)
Inventor
Tomonori Imai
Masato Tsuboi
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Sanden Corp
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Individual
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Assigned to SANDEN CORPORATION reassignment SANDEN CORPORATION ASSIGNMENT OF ASSIGNORS INTEREST (SEE DOCUMENT FOR DETAILS). Assignors: IMAI, TOMONORI, TSUBOI, MASATO
Publication of US20060204368A1 publication Critical patent/US20060204368A1/en
Abandoned legal-status Critical Current

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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
    • B60H1/3205—Control means therefor
    • B60H1/3216—Control means therefor for improving a change in operation duty of a compressor in a vehicle
    • 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
    • B60H1/3205—Control means therefor
    • B60H1/3208—Vehicle drive related control of the compressor drive means, e.g. for fuel saving purposes
    • 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
    • B60H2001/3236—Cooling devices information from a variable is obtained
    • B60H2001/3248—Cooling devices information from a variable is obtained related to pressure
    • B60H2001/325—Cooling devices information from a variable is obtained related to pressure of the refrigerant at a compressing unit
    • 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
    • B60H2001/3236—Cooling devices information from a variable is obtained
    • B60H2001/3255—Cooling devices information from a variable is obtained related to temperature
    • B60H2001/3261—Cooling devices information from a variable is obtained related to temperature of the air at an evaporating unit
    • 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
    • B60H2001/3236—Cooling devices information from a variable is obtained
    • B60H2001/3266—Cooling devices information from a variable is obtained related to the operation of the vehicle
    • 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
    • B60H2001/3269—Cooling devices output of a control signal
    • B60H2001/327—Cooling devices output of a control signal related to a compressing unit
    • B60H2001/3275—Cooling devices output of a control signal related to a compressing unit to control the volume of a compressor

Definitions

  • the present invention relates to air conditioning systems for vehicles, and more specifically, to air conditioning systems for vehicles which improve the acceleration performance of a vehicle by appropriately reducing the displacement of a compressor during acceleration, without adversely affecting operation of air conditioning or performance of the vehicle, or both.
  • a refrigeration cycle has a variable displacement compressor, and the power consumed by driving the compressor is reduced by reducing the displacement of the compressor during vehicle acceleration.
  • An amount of power made available to the vehicle by reducing power consumption by the compressor is utilized to improve the acceleration performance of the vehicle.
  • An example of the known technology is described in Japanese Published Patent Application No. JP-A-57-175422.
  • a variable displacement compressor varies a stroke of a piston in order to control a control object, such as a drawn-refrigerant pressure (Ps), at a constant value relative to variations of the engine rotational speed; when the engine rotational speed increases, the piston stroke is controlled, so that the torque of the compressor is reduced.
  • Ps drawn-refrigerant pressure
  • the drawn-refrigerant pressure (Ps) is a control object, when a thermal load of an evaporator is elevated, i.e., when an actual Ps is larger than a target Ps, even if the engine rotational speed varies, the compressor is driven at a maximum stroke. Therefore, the power consumption of the compressor increases along with the elevation of the engine rotational speed, and the acceleration performance of the vehicle may deteriorate significantly.
  • an air conditioning system for vehicles comprises a refrigeration cycle comprising a variable displacement compressor with a displacement control valve for controlling a discharge amount of the compressor, so that a pressure difference (Pd-Ps) between a discharged refrigerant pressure (Pd) and a drawn-refrigerant pressure (Ps) of the compressor equals a set value, means for detecting acceleration of a vehicle, and means for detecting an engine rotational speed of the vehicle.
  • a refrigeration cycle comprising a variable displacement compressor with a displacement control valve for controlling a discharge amount of the compressor, so that a pressure difference (Pd-Ps) between a discharged refrigerant pressure (Pd) and a drawn-refrigerant pressure (Ps) of the compressor equals a set value, means for detecting acceleration of a vehicle, and means for detecting an engine rotational speed of the vehicle.
  • the air conditioning system further comprises means for determining a condition in which acceleration is detected or a condition in which the engine rotational speed is greater than or equal to a set value as an elevated compressor load condition, and during such elevated compressor load condition, for controlling the discharge amount of the compressor by the displacement control valve, so that the pressure difference (Pd-Ps) after discharge is less than or equal to a pressure difference (Pd-Ps) immediately before discharge in the elevated compressor load condition.
  • This air conditioning system for vehicles further may comprise means for estimating a present value of the pressure difference (Pd-Ps), and for estimating the pressure difference (PD-Ps) during the elevated compressor load condition, the compressor may be driven by setting an estimated value of the pressure difference (Pd-Ps) immediately before said elevated compressor load condition as a target control value of the displacement control valve.
  • Pd-Ps pressure difference
  • PD-Ps pressure difference
  • the air conditioning system further may comprise means for estimating a torque of the compressor, and the means for estimating the pressure difference (Pd-Ps) may estimate the pressure difference (Pd-Ps) based on an estimated torque of the compressor or an outside air temperature or a physical value having a correlation with an amount of air flowing into a heat exchanger provided outside of a vehicle interior per a unit time or an engine rotational speed or a vehicle running speed, or combinations thereof.
  • the pressure difference (Pd-Ps) during the elevated compressor load condition may be controlled at or less than the pressure difference (Pd-Ps) immediately before the elevated compressor load condition, by controlling the discharge amount of the compressor, so that power consumed by driving the compressor is equal to or less than a set value.
  • the set value of the power consumed by driving the compressor may be determined with reference to a physical value having a correlation with an accelerator actuating amount and a vehicle running speed.
  • a sufficient cooling ability may be determined from a vehicle interior air temperature or an evaporator exit air temperature or an outside air temperature, or combinations thereof, and the set value of the power consumed by driving the compressor may be determined in accordance with the determined sufficient cooling ability.
  • the above-described means for detecting the acceleration state may detect the acceleration state of the vehicle with reference to at least a physical value having a correlation with an accelerator actuating amount and a vehicle running speed.
  • air conditioning systems for vehicles according to the present invention may be configured as a heat pump cycle.
  • the compressor is not always driven at a maximum displacement during acceleration, excessive power consumption of the compressor during acceleration may be avoided, and improved acceleration performance of the vehicle and reduced fuel consumption may be achieved.
  • the displacement of the compressor is controlled, so that the pressure difference between the discharged refrigerant pressure and the drawn-refrigerant pressure is a target value both before acceleration and during acceleration, the cooling ability is not reduced during acceleration, and the comfort level in the vehicle interior may be maintained.
  • FIG. 1 is a schematic diagram of an air conditioning system for vehicles according to an embodiment of the present invention.
  • FIG. 2 is a graph showing an example of a relationship between a displacement control signal and a pressure difference (Pd-Ps) in the present invention.
  • FIG. 3 is a graph showing an example of a relationship between a vehicle running speed and a power consumed by a compressor when a pressure difference (Pd-Ps) is constant in the present invention.
  • FIG. 4 is a time chart comparing respective properties showing an example of a difference between a case in which the control method according to the present invention is performed and a case in which the control method according to the present invention is not performed.
  • FIG. 5 is a graph showing an example of determination of an acceleration state due to an accelerator opening degree according to Example 1.
  • FIG. 6 is a graph showing an example of a relationship between an accelerator opening degree and a compressor control method according to Example 1.
  • FIG. 7 is a flowchart showing an example of a control method according to Example 1.
  • FIG. 8 is a flowchart showing another example of a control method according to Example 1.
  • FIGS. 9A and 9B are graphs showing examples of a relationship between an accelerator opening degree and a compressor control method according to Example 2.
  • FIG. 10 is a flowchart showing an example of a control method according to Example 2.
  • FIG. 11 is a schematic diagram of an air conditioning system for vehicles, showing an example in which the air conditioning system is configured as a heat pump cycle.
  • FIG. 1 depicts an air conditioning system for vehicles according to an embodiment of the present invention.
  • a variable displacement compressor 2 is provided which is capable of changing its discharge amount.
  • Compressor 2 is driven by an engine for a vehicle (not shown), and the drive force of the engine is transmitted to compressor 2 via an electromagnetic clutch, or the like.
  • Refrigerant is circulated in the refrigerant tubes in refrigeration cycle 1 , and the high-temperature and high-pressure refrigerant is compressed by compressor 2 .
  • the refrigerant exchanges heat with outside air in a condenser 3 , in which the refrigerant is cooled, condensed, and liquefied.
  • Gas-phase refrigerant and liquid-phase refrigerant are separated by a receiver drier 4 , and the liquid refrigerant is expanded and reduced in pressure by an expansion mechanism 5 (e.g., an expansion valve).
  • the refrigerant after being reduced in pressure, flows into an evaporator 6 , and the refrigerant exchanges heat in evaporator 6 with air delivered by a blower 11 .
  • the refrigerant evaporated in evaporator 6 is drawn again into compressor 2 and compressed therein.
  • Blower 11 is disposed in an air duct 10 through which air for air conditioning of an interior of a vehicle passes, and air drawn from a suction port 9 is delivered to evaporator 6 by blower 11 .
  • a portion of air having passed through evaporator 6 is delivered to a heater unit 8 disposed downstream, and the ratio of the amount of air passing through heater unit 8 to the amount of air bypassing heater unit 8 is adjusted by an air mixing damper 7 .
  • Respective air discharge ports 12 , 13 , and 14 such as a DEF-mode, air discharge port, a VENT-mode, air discharge port, and a FOOT-mode, air discharge port, are provided at downstream positions in air duct 10 , and these ports are opened and closed selectively by respective dampers (not shown).
  • Compressor 2 is a variable displacement compressor having a displacement control valve (not shown) which controls a discharge amount of compressor 2 , so that a pressure difference (Pd-Ps) between a discharged refrigerant pressure (Pd) and a drawn-refrigerant pressure (Ps) of compressor 2 equals a set value.
  • Displacement control signal 16 is sent to the displacement control valve for controlling the discharge amount of compressor 2 and is sent from air conditioning control unit 15 .
  • vehicle signals 17 which are sent from an engine, electronic control unit (ECU) and include a signal from means for detecting an acceleration state of a vehicle, a signal of a vehicle running speed, a signal of an engine rotational speed sent from an engine rotational speed detecting means, a signal of a cooling fan voltage, and the like are input to air conditioning control unit 15 .
  • a signal indicating an accelerator opening degree is a physical value corresponding to an accelerator actuating amount.
  • Sensor signals 18 which include a signal from a sunshine sensor, a signal from a vehicle interior temperature sensor, a signal from an outside air temperature sensor, a signal from an evaporator exit air temperature sensor, a signal from a high pressure-side refrigerant pressure sensor, and the like, also are input to air conditioning control unit 15 .
  • control method according to the present invention is accomplished as follows.
  • compressor 2 is a variable displacement compressor, which can control the pressure difference (Pd-Ps) between discharged refrigerant pressure (Pd) and drawn-refrigerant pressure (Ps) in response to the displacement control signal.
  • Pd-Ps pressure difference
  • the relationship between the displacement control signal and the pressure difference (Pd-Ps) may be as depicted in FIG. 2 .
  • the displacement control signal when the displacement control signal is increased, the signal transits from a minimum displacement region into a displacement control region, and when the displacement control signal is increased further, the signal transits into a maximum displacement region.
  • a displacement control signal indicated by “a” is a value of the displacement control signal at a boundary between the displacement control region and the maximum displacement region, and the value of “a” varies depending on the thermal load condition, the compressor rotational speed, and the like.
  • the displacement of the compressor is controlled so as to satisfy the target pressure difference (Pd-Ps).
  • Pd-Ps target pressure difference
  • the displacement of the compressor is decreased so as not to vary the pressure difference (Pd-Ps), and at the same time, the compressor torque also decreases. Therefore, although the power consumption for the compressor increases slightly, the power consumption for the compressor does not increase significantly due to acceleration.
  • a displacement control signal such as that indicated by “b” in FIG. 2 , is set in the maximum displacement region, so that the compressor is driven in the maximum displacement condition, and the compressor is driven at the maximum discharge amount.
  • the compressor when the displacement control signal in the maximum displacement region is set before acceleration, the compressor is controlled by setting a value smaller than “a” shown in FIG. 2 as a displacement control signal, so that the pressure difference (Pd-Ps) does not increase during acceleration.
  • a value smaller than “a” shown in FIG. 2 as a displacement control signal
  • FIG. 3 depicts a relationship between the vehicle running speed and the power consumption of the compressor at a certain pressure difference (Pd-Ps).
  • Pd-Ps pressure difference
  • the pressure difference (Pd-Ps) is constant, because the power consumption of the compressor increases along with an increase of the vehicle running speed, the power consumption during acceleration is not less than the power consumption before acceleration. Therefore, if the pressure difference (Pd-Ps) is set to be constant before acceleration and during acceleration, the cooling ability does not lessen as compared with that before acceleration, and the degree of comfort in the vehicle interior may be maintained.
  • FIG. 4 depicts a time chart showing a case in which the control method of the present invention is carried out (i.e., the solid line) and a case in which the control method of the present invention is not carried out (i.e., the dotted line).
  • the displacement control signal is set at a value in the maximum displacement region, and the compressor is driven at the maximum discharge amount.
  • the control method of the present invention is carried out, by setting the displacement control signal, so that the pressure difference (Pd-Ps) does not increase during acceleration, a significant increase of the power consumption of the compressor is avoided.
  • the power consumption of the compressor during acceleration gradually increases because the increase of the power consumption accompanies the increase of the vehicle running speed. Further, because the evaporator exit air temperature is controlled to be substantially constant, the degree of comfort during acceleration also is maintained.
  • the displacement control signal at the time of acceleration is set as follows.
  • the compressor torque is estimated by the following method.
  • a limiting value of the power consumption of the compressor is determined, and the compressor is driven, so that the power consumption does not exceed the limiting value.
  • the above-described limiting value is determined as a value considering the degree of comfort of the vehicle interior.
  • the power consumption of the compressor may be 1,000 W, when the compressor is driven at the maximum displacement at an idling condition of the vehicle.
  • the power consumption for the compressor before acceleration is calculated from the torque estimated value and the engine rotational speed before acceleration.
  • the calculated value is set as the limiting value of the power consumption for the compressor during acceleration.
  • Acceleration is recognized, for example, by accelerator opening degree and vehicle running speed.
  • FIG. 5 depicts Example 1 of threshold values for recognizing acceleration.
  • the accelerator opening degree is greater than or equal to threshold value 1 and less than threshold value 2
  • acceleration is occurring, and the pressure difference (Pd-Ps) is controlled equal to or less than a certain set value.
  • the compressor is stopped (OFF) or is driven at the minimum displacement in order to preferentially accelerate the vehicle.
  • the relationship between the accelerator opening degree and the compressor control due to the threshold values is shown, for example, in FIG. 6 .
  • a plurality of limiting values of power consumption may be given as depicted in FIGS. 9A and 9B as in Example 2. More appropriate limiting values of power consumption may be set relative to accelerator opening degrees (e.g., accelerator actuating amounts).
  • the setting of the limiting values of power consumption may be changed depending upon requirements for cooling ability. In particular, when the desired cooling ability is elevated, such as when the temperature of the vehicle interior is high, the setting of FIG. 9A may be employed. When the desired cooling ability is depressed, such as when the temperature of the vehicle interior is low, the setting of FIG. 9B for lower limiting values may be employed in order to improve the acceleration performance more properly.
  • the desired cooling ability may be determined by referring to an air temperature in the vehicle interior, a temperature of air having passed through the evaporator, and the like. In particular, when these temperatures are greater than certain set values, limiting values are determined as desired when cooling ability is elevated.
  • power consumption limiting values differing from each other are set relative to a plurality of threshold values in FIGS. 9A and 9B , a method may be employed whereby a power consumption limiting value is calculated from the accelerator opening degree, and the power consumption value is varied continuously in response to variations of the accelerator's opening degree.
  • FIG. 7 depicts a flowchart of the control method of Example 1, whereby the displacement control signal during acceleration is calculated from the pressure difference (Pd-Ps) before acceleration.
  • FIG. 8 depicts a flowchart of the control method of Example 1, wherein the displacement control signal during acceleration is calculated from the limiting value of power consumption (Pcomp).
  • a displacement control signal during of acceleration ACC Duty is calculated at every control cycle by the following equation.
  • Trq′ a compressor torque estimated value
  • Pd-Ps pressure difference
  • Pd-Ps pressure difference
  • ACC Duty ACC Duty
  • Pcomp Target power consumption for compressor
  • Tamb Outside air temperature
  • SP Vehicle running speed
  • CondV Condenser fan voltage
  • RPM Compressor rotational speed
  • the compressor When the accelerator opening degree is less than threshold value 1, the compressor is driven, so that the detected value of the evaporator exit air temperature sensor becomes a target value.
  • the accelerator opening degree is greater than or equal to threshold value 1 and less than threshold value 2, the compressor is driven during acceleration, such that the displacement control signal (ACC Duty) is controlled at the displacement control signal during acceleration.
  • Threshold value 1′ and threshold value 2′ are less than threshold value 1 and threshold value 2, respectively, and cessation of acceleration is determined, for example, as shown in FIG. 6 .
  • the compressor is driven at the initially set value of ACC Duty when the accelerator opening degree is greater than or equal to threshold value 1′ and less than threshold value 2.
  • the value of ACC Duty set when acceleration control begins is maintained until acceleration is complete.
  • FIG. 4 shows time chart when the method control of the present invention is performed (i.e., the solid line) and when the control method of the present invention is not performed (i.e., the dotted line), as described above.
  • the displacement control signal during acceleration may be controlled to be constant from the time at which acceleration begins until acceleration ends and the power consumption of the compressor may be controlled to increase gradually, as in the above-described example.
  • ACC Duty may be calculated in response to variation of the vehicle running speed also during acceleration and the power consumption of the compressor may be controlled to be constant from the time at which acceleration begins until acceleration ends.
  • Example 2 The flow of the control during acceleration in Example 2 is explained referring to the flowchart depicted in FIG. 10 .
  • TargetTrq Target compressor torque
  • Pcomp Target power for compressor
  • CondV Condenser fan voltage
  • RPM Compressor rotational speed.
  • respective values of ACC Duty are calculated at conditions in which respective power consumption limiting values are set to be target powers for compressor. Further, as shown in FIGS. 9A and 9B , the respective power consumption limiting values are changed depending upon the value of the desired cooling ability.
  • the power restriction values (Pcomp 1-3) are set as shown in FIGS. 9A and 9B , and the compressor is driven by the respective values of ACC Duty corresponding to the respective power consumption limiting values.
  • the values of ACC Duty in the flowchart depicted in FIG. 10 are calculated, for example, as follows: ACC Duty 1 is calculated as a displacement control signal when the power consumption limiting value of 2,000 W; ACC Duty 2 is calculated as a displacement control signal when the power consumption limiting value of 1,500 W; and ACC Duty 3 is calculated as a displacement control signal at a time of power consumption limiting value of 1,000 W.
  • ACC Duty 1 is calculated as a displacement control signal when the power consumption limiting value of 1,500 W
  • ACC Duty 2 is calculated as a displacement control signal when the power consumption limiting value of 1,000 W
  • ACC Duty 3 is calculated as a displacement control signal when the compressor is operating at minimum displacement (compressor: OFF).
  • the present invention may operate within a system configured as a heat pump cycle.
  • FIG. 11 depicts an example thereof, and at the same time, FIG. 11 shows the flow of heat medium in a cooling mode, in a dehumidification heating mode, and in a heating mode.
  • a variable displacement compressor 21 a fist heat exchanger 22 provided inside of a vehicle interior side
  • a second heat exchanger 23 provided inside of a vehicle interior side
  • a heat exchanger 24 provided outside of a vehicle interior
  • gas/liquid separator 25 expansion valves 26 and 27
  • electromagnetic valves 28 and 29 are depicted within the air conditioning system.
  • Other structures are similar to those depicted in FIG. 1 .
  • the present invention also is suitable for use in such a system.
  • control of the compressor during acceleration has been described above, the control method according to the present invention may be carried out not only during acceleration, but also for the purpose of protection of the compressor when the engine rotational speed is greater than a certain set value. For example, when the engine rotational speed exceeds 5,000 rpm, the displacement control signal during acceleration may be applied. Further, the control method according to the present invention may be applied not only to an air conditioning system for vehicles using freon, but also an air conditioning system for vehicles using a natural-system refrigerant, such as CO 2 . Thus, the present invention may be applied to any air conditioning system for vehicles which aims to achieve both good acceleration performance of a vehicle and a desired degree of comfort due to air conditioning.

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  • Physics & Mathematics (AREA)
  • Thermal Sciences (AREA)
  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Air-Conditioning For Vehicles (AREA)
  • Control Of Positive-Displacement Pumps (AREA)
US11/373,261 2005-03-11 2006-03-13 Air conditioning systems for vehicles Abandoned US20060204368A1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2005069241A JP4511393B2 (ja) 2005-03-11 2005-03-11 車両用空調装置
JP2005-069241 2005-03-11

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EP (1) EP1700725A1 (ja)
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US20110048044A1 (en) * 2009-09-02 2011-03-03 Denso Corporation Air-conditioning device for vehicle
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JP2011255831A (ja) * 2010-06-11 2011-12-22 Sanden Corp 車両用空調装置及び車両用空調装置の冷媒漏出診断方法
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