US20070012056A1 - Variable capacity compressor control apparatus for vehicle - Google Patents

Variable capacity compressor control apparatus for vehicle Download PDF

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Publication number
US20070012056A1
US20070012056A1 US11/483,672 US48367206A US2007012056A1 US 20070012056 A1 US20070012056 A1 US 20070012056A1 US 48367206 A US48367206 A US 48367206A US 2007012056 A1 US2007012056 A1 US 2007012056A1
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United States
Prior art keywords
variable capacity
valve
capacity compressor
control signal
control
Prior art date
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Abandoned
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US11/483,672
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English (en)
Inventor
Hiroyuki Makishima
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Marelli Corp
Original Assignee
Calsonic Kansei Corp
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Filing date
Publication date
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Assigned to CALSONIC KANSEI CORPORATION reassignment CALSONIC KANSEI CORPORATION ASSIGNMENT OF ASSIGNORS INTEREST (SEE DOCUMENT FOR DETAILS). Assignors: MAKISHIMA, HIROYUKI
Publication of US20070012056A1 publication Critical patent/US20070012056A1/en
Abandoned legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F25—REFRIGERATION OR COOLING; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS; MANUFACTURE OR STORAGE OF ICE; LIQUEFACTION SOLIDIFICATION OF GASES
    • F25B—REFRIGERATION MACHINES, PLANTS OR SYSTEMS; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS
    • F25B49/00—Arrangement or mounting of control or safety devices
    • F25B49/02—Arrangement or mounting of control or safety devices for compression type machines, plants or systems
    • F25B49/022—Compressor control arrangements
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
    • F04B—POSITIVE-DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS
    • F04B27/00—Multi-cylinder pumps specially adapted for elastic fluids and characterised by number or arrangement of cylinders
    • F04B27/08—Multi-cylinder pumps specially adapted for elastic fluids and characterised by number or arrangement of cylinders having cylinders coaxial with, or parallel or inclined to, main shaft axis
    • F04B27/14—Control
    • F04B27/16—Control of pumps with stationary cylinders
    • F04B27/18—Control of pumps with stationary cylinders by varying the relative positions of a swash plate and a cylinder block
    • F04B27/1804—Controlled by crankcase pressure
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
    • F04B—POSITIVE-DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS
    • F04B27/00—Multi-cylinder pumps specially adapted for elastic fluids and characterised by number or arrangement of cylinders
    • F04B27/08—Multi-cylinder pumps specially adapted for elastic fluids and characterised by number or arrangement of cylinders having cylinders coaxial with, or parallel or inclined to, main shaft axis
    • F04B27/14—Control
    • F04B27/16—Control of pumps with stationary cylinders
    • F04B27/18—Control of pumps with stationary cylinders by varying the relative positions of a swash plate and a cylinder block
    • F04B27/1804—Controlled by crankcase pressure
    • F04B2027/1822—Valve-controlled fluid connection
    • F04B2027/1827—Valve-controlled fluid connection between crankcase and discharge chamber
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
    • F04B—POSITIVE-DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS
    • F04B27/00—Multi-cylinder pumps specially adapted for elastic fluids and characterised by number or arrangement of cylinders
    • F04B27/08—Multi-cylinder pumps specially adapted for elastic fluids and characterised by number or arrangement of cylinders having cylinders coaxial with, or parallel or inclined to, main shaft axis
    • F04B27/14—Control
    • F04B27/16—Control of pumps with stationary cylinders
    • F04B27/18—Control of pumps with stationary cylinders by varying the relative positions of a swash plate and a cylinder block
    • F04B27/1804—Controlled by crankcase pressure
    • F04B2027/184—Valve controlling parameter
    • F04B2027/1854—External parameters
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
    • F04B—POSITIVE-DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS
    • F04B27/00—Multi-cylinder pumps specially adapted for elastic fluids and characterised by number or arrangement of cylinders
    • F04B27/08—Multi-cylinder pumps specially adapted for elastic fluids and characterised by number or arrangement of cylinders having cylinders coaxial with, or parallel or inclined to, main shaft axis
    • F04B27/14—Control
    • F04B27/16—Control of pumps with stationary cylinders
    • F04B27/18—Control of pumps with stationary cylinders by varying the relative positions of a swash plate and a cylinder block
    • F04B27/1804—Controlled by crankcase pressure
    • F04B2027/184—Valve controlling parameter
    • F04B2027/1859—Suction pressure
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
    • F04B—POSITIVE-DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS
    • F04B2205/00—Fluid parameters
    • F04B2205/09—Flow through the pump
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F25—REFRIGERATION OR COOLING; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS; MANUFACTURE OR STORAGE OF ICE; LIQUEFACTION SOLIDIFICATION OF GASES
    • F25B—REFRIGERATION MACHINES, PLANTS OR SYSTEMS; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS
    • F25B2600/00—Control issues
    • F25B2600/02—Compressor control
    • F25B2600/023—Compressor control controlling swash plate angles
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F25—REFRIGERATION OR COOLING; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS; MANUFACTURE OR STORAGE OF ICE; LIQUEFACTION SOLIDIFICATION OF GASES
    • F25B—REFRIGERATION MACHINES, PLANTS OR SYSTEMS; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS
    • F25B2700/00—Sensing or detecting of parameters; Sensors therefor
    • F25B2700/13—Mass flow of refrigerants
    • F25B2700/135—Mass flow of refrigerants through the evaporator
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F25—REFRIGERATION OR COOLING; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS; MANUFACTURE OR STORAGE OF ICE; LIQUEFACTION SOLIDIFICATION OF GASES
    • F25B—REFRIGERATION MACHINES, PLANTS OR SYSTEMS; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS
    • F25B2700/00—Sensing or detecting of parameters; Sensors therefor
    • F25B2700/21—Temperatures
    • F25B2700/2104—Temperatures of an indoor room or compartment
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F25—REFRIGERATION OR COOLING; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS; MANUFACTURE OR STORAGE OF ICE; LIQUEFACTION SOLIDIFICATION OF GASES
    • F25B—REFRIGERATION MACHINES, PLANTS OR SYSTEMS; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS
    • F25B2700/00—Sensing or detecting of parameters; Sensors therefor
    • F25B2700/21—Temperatures
    • F25B2700/2106—Temperatures of fresh outdoor air
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F25—REFRIGERATION OR COOLING; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS; MANUFACTURE OR STORAGE OF ICE; LIQUEFACTION SOLIDIFICATION OF GASES
    • F25B—REFRIGERATION MACHINES, PLANTS OR SYSTEMS; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS
    • F25B2700/00—Sensing or detecting of parameters; Sensors therefor
    • F25B2700/21—Temperatures
    • F25B2700/2117—Temperatures of an evaporator
    • F25B2700/21175—Temperatures of an evaporator of the refrigerant at the outlet of the evaporator

Definitions

  • the present invention relates to a variable capacity compressor control apparatus for controlling a variable capacity compressor for a vehicle.
  • Japanese Patent Application Laid-open Nos. 2000-317467, 2003-90284 and 2003-278660 disclose a refrigerant circulation circuit for an automotive air conditioner commonly.
  • the disclosed refrigerant circulation circuit comprises a compressor module CPM having a compressor CP and an outside refrigerant circuit 101.
  • the outside refrigerant circuit 101 includes a condenser 102, an expansion valve 103 and an evaporator 104.
  • a discharge chamber 107 is communicated with the condenser 102 through a communication pipe 108.
  • a fixed choke 108 a is interposed in the communication pipe 108.
  • This compressor CP is a type of variable capacity by controlling pressure in a crank chamber 115.
  • the compressor module CPM is provided with a control valve 132 for controlling the pressure in the crank chamber 115 and a compressor ECU (Electronic Control Unit) 177.
  • the compressor ECU 177 controls an opening degree of the control valve 132, so that the discharge flow rate of the compressor CP is changed to a value corresponding to a desired setting torque.
  • the engine ECU 190 dose not estimate a load torque on the compressor CP but employs a value of the load torque as engine control data, there is no need to prepare an estimation map for load torque with respect to each type of vehicle.
  • the driving torque of the compressor CP is controlled by altering control signals transmitted from the air-conditioner ECU 180 to the control valve 132 forcibly. Therefore, there is a tendency that during the control of the driving torque of the compressor CP, its amenity is damaged. Additionally, due to controlling of the discharge flow only, there is a possibility that a change in compression ratio causes abrupt torque fluctuations.
  • variable capacity compressor control apparatus which is capable of controlling its driving torque without producing such abrupt torque fluctuations.
  • a variable capacity compressor control apparatus for a vehicle, comprising: a variable capacity compressor equipped with a control valve capable of changing a discharge volume of a refrigerant for an air conditioner therefrom; a valve control unit electrically connected to the control valve to determine an opening/closing duty ratio thereof on a basis of a preset in-cabin target temperature and various air conditioning parameters and output a compression-ratio control signal for driving the control valve with the opening/closing duty ratio determined; a flow meter arranged in a refrigerant pipe connected to the variable capacity compressor to detect a flow rate of the refrigerant for the air conditioner flowing into the variable capacity compressor; a signal processing unit electrically connected to the flow meter and the valve control unit to generate a flow-rate control signal based on the present flow rate of the refrigerant detected by the flow meter, the signal processing unit inputting the compression-ratio control signal outputted from the valve control unit and outputting a valve control signal
  • the compression-ratio control signal is a signal in the form of PWM control.
  • the control valve of the variable capacity compressor comprises: a suction pressure detecting section communicated with a suction chamber of the variable capacity compressor to detect a suction-side pressure Ps of refrigerant sucked into the variable capacity compressor; a discharge pressure detecting section communicated with a discharge chamber of the variable capacity compressor to detect a discharge-side pressure Pd of the refrigerant discharged from the variable capacity compressor; a crank-chamber communicating section communicated with a crank chamber of the variable capacity compressor; a pressure regulating passage formed to communicate the crank-chamber communicating section with the discharge pressure detecting section; a valve section having a valve body movably arranged in the pressure regulating passage and configured to open and close the pressure regulating passage with movements of the valve body in the pressure regulating passage; a pressure regulating spring which is responsive of the suction-side pressure Ps thereby to open and close the valve section; a suction-pressure-chamber communicating passage formed to communicate the suction pressure detecting section with the discharge pressure detecting section; and
  • the outside control unit is an engine control unit for controlling a driving source of the vehicle.
  • the signal processing unit when the demand of reducing the driving torque is outputted from the outside control unit, the signal processing unit modulates the flow-rate control signal so as to reduce a voltage of the valve control signal.
  • the signal processing unit when the demand of reducing the driving torque is outputted from the outside control unit, the signal processing unit modulates the flow-rate control signal so as to reduce a pulse width of the valve control signal.
  • FIG. 1 is a schematic view showing the constitution of a conventional apparatus
  • FIG. 2 is a schematic view of an air conditioner for a vehicle, showing one embodiment of the present invention
  • FIG. 3 is a circuit diagram showing the constitution of a flow meter on which the embodiment of the present invention is applied;
  • FIG. 4 is a time chart showing the operating characteristics of a variable capacity compressor in case of controlling its refrigerant flow rate by reducing voltage of control signals applied on a driving part of the compressor through flow control signals;
  • FIG. 5 is another time chart showing the operating characteristics of the variable capacity compressor in case of controlling its refrigerant flow rate by reducing pulse-width of control signals applied on the driving part of the compressor through flow control signals.
  • variable capacity compressor in accordance with an embodiment of the present invention and a control method of controlling the variable capacity compressor will be described below.
  • FIG. 2 is a structural schematic view of the air conditioner.
  • FIG. 3 is a circuit diagram showing the constitution of a flow meter.
  • variable capacity compressor 1 of this embodiment constitutes an air conditioner for vehicle, sucks in refrigerant circulating in a pipe 74 under condition of low temperature and low pressure and compresses the refrigerant under condition of high temperature and high pressure for discharge.
  • the discharged refrigerant is cooled down in a condenser 71 and adiabatically expanded at an expansion valve 72 .
  • the refrigerant changes its state into condition of low temperature and low pressure on absorbing heat from air passing through an evaporator 73 and is sucked into the variable capacity compressor 1 for next circulation in the pipe 74 .
  • air becomes dehumidified cool air.
  • the variable capacity compressor 1 is arranged outside a vehicle cabin, for example, in an engine compartment and driven by an engine (not shown) through a not-shown belt.
  • the variable capacity compressor 1 includes a suction chamber 2 , a discharge chamber 3 and a crank chamber 4 .
  • the suction chamber 2 is supplied with gas-phase refrigerant of low temperature and low pressure passing through the evaporator 73 .
  • the discharge chamber 3 is compressed by a piston (not shown) to feed the gas-phase refrigerant of high temperature and high pressure to the condenser 71 .
  • the crank chamber 4 is always communicated with the suction chamber 2 to allow the refrigerant in the suction chamber 2 to enter into the crank chamber 4 .
  • the variable capacity compressor 1 stops its operation, the pressure in the crank chamber 4 becomes equal to that in the suction chamber 2 .
  • the crank chamber 4 is communicated with the discharge chamber 3 through a control valve 10 .
  • the control valve 10 opens, the crank chamber 4 is communicated with the discharge chamber 3 , allowing the refrigerant in the discharge chamber 3 to enter into the crank chamber 4 .
  • the control valve 10 closes, the discharge chamber 3 and the crank chamber 4 are insulated from each other, while the crank chamber 4 is communicated with the suction chamber 2 .
  • the stroke of the piston gets longer to increase a compressive capacity of the compressor 1 .
  • the control valve 10 is controlled by a valve control signal composed of a compression-ratio control signal in the form of PWM (Pulse Width Modulation) outputted from a valve control unit 50 and a flow-rate control signal outputted on a basis of a detection result of a flow meter 60 .
  • PWM Pulse Width Modulation
  • the workload of the variable capacity compressor 1 is controlled since the control valve control unit 50 changes a duty ratio of the control valve 10 due to PWM control method to adjust the pressure in the crank chamber 4 and change the compressive capacity of the compressor 1 .
  • the valve control unit 50 comprises a central processing unit (CPU) 51 for various calculations, a memory 52 for storing various program and data, such as read only memory (ROM) and random access memory (RAM), an input port (I/P) 53 for inputting an in-cabin target temperature and various air conditioning parameters etc., an output port (O/P) 54 and a bus 55 for interconnecting these elements with each other.
  • the valve control unit 50 further includes a compression-ratio signal generating circuit 56 for generating the compression-ratio control signal.
  • the compression-ratio signal generating circuit 56 is driven by a drive signal outputted from the output port 54 .
  • the compression-ratio signal generating circuit 56 is electrically connected to a signal processing unit 90 mentioned later.
  • an air conditioner switch 61 For the air conditioning parameters, an air conditioner switch 61 , a “just behind the evaporator” temperature sensor 62 , a room-temperature sensor 63 , and an atmosphere-temperature sensor 64 , an insolation sensor 65 are connected to the input port 53 . Further, the in-cabin target temperature is also inputted to the input port 53 .
  • the control valve 10 comprises a suction-pressure detecting section 12 a arranged on one side of a body casing 11 and communicated with the suction chamber 2 to detect a suction-side pressure, a discharge-pressure detecting section 14 a arranged at the center of the body casing 11 and communicated with the discharge chamber 3 to detect a discharge-side pressure and a driving section 30 arranged on the other side of the body casing 11 to drive a valve body 21 , mainly.
  • a suction pressure chamber 12 that communicates with the suction chamber 2 through the suction-pressure detecting section 12 a on one side of the casing 11
  • a discharge pressure chamber 14 that communicates with the discharge chamber 3 through the discharge-pressure detecting section 14 a
  • a pressure regulating passage 15 that communicates the discharge pressure chamber 14 with the crank chamber 4
  • an auxiliary suction pressure chamber 13 comparted from the discharge pressure chamber 14 by a later-mentioned compartment section 22
  • a driver accommodating chamber 17 where the driving section 30 is arranged on the other side of the casing 11 and a suction pressure chamber communicating passage 13 a that communicates the suction pressure chamber 12 with the auxiliary suction pressure chamber 13 .
  • a bellows 40 On a shaft 20 , there are successively and integrally formed a bellows 40 , a valve body 21 , the compartment section 22 and an armature 33 in this order from one side of the shaft 20 to the other side.
  • the bellows 40 is formed by a flexible bellows member 41 and a pressure regulating spring 42 disposed in the bellow member 41 to have a predetermined sprint constant.
  • the bellows 40 is arranged in the suction pressure chamber 12 .
  • the bellows 40 has its one side formed integrally with one end of the shaft 20 and the other side fixed on an inner wall of the suction pressure chamber 12 .
  • the bellows 40 is sensitive against an inside pressure of the suction pressure chamber 12 .
  • the pressure regulating spring 42 slides the shaft 20 to open a valve part 16 .
  • the valve body 21 constitutes the valve part 16 together with the pressure regulating passage 15 . With slide movements of the shaft 20 , the valve body 21 opens and closes the pressure regulating passage 15 .
  • the compartment section 22 is formed integrally with the shaft 20 and arranged slidably.
  • the compartment section 22 divides off the discharge pressure chamber 14 from the auxiliary suction pressure chamber 13 in a sealed condition while changing both capacities of the auxiliary suction pressure chamber 13 and the discharge pressure chamber 14 by the compartment section's sliding.
  • the armature 33 is made of magnetic material and formed integrally with the other end of the shaft 20 to constitute the driving section 30 .
  • the driving section 30 is arranged in the driver accommodating chamber 17 on the other side of the body casing 11 .
  • the driving section 30 is formed by a solenoid coil 31 arranged in the chamber 17 , a yoke 32 arranged on an inner circumference of the solenoid coil 31 and made of magnetic material and the armature 33 .
  • the solenoid coil 31 is excited by the valve control signals composed of the compression-ratio control signal outputted from the control valve control unit 50 and the flow-rate control signal outputted on the basis of the detection result of the flow meter 60 to absorb the armature 30 .
  • the shaft 20 is slid to open the valve part 16 .
  • a differential pressure setting spring 43 is interposed between the compartment section 22 in the auxiliary suction pressure chamber 13 and the yoke 32 .
  • the shaft 20 is slid by the discharge pressure while the differential pressure setting spring 43 is shrinking, so that the valve part 16 is opened.
  • the flow meter 60 of this embodiment is interposed in a pipe 66 connecting the evaporator 73 with the variable capacity condenser 1 .
  • the flow meter 60 is electrically connected to the signal processing unit 90 .
  • an engine control unit 80 (as an outside control unit) is also electrically connected to the signal processing unit 90 .
  • various parameters representing an actual driving condition of the vehicle are inputted to the engine control unit 80 .
  • the engine control unit 80 controls the operation of the engine.
  • the engine control unit 80 outputs a demand (signal) of reducing a driving torque of the variable capacity compressor to the signal processing unit 90 .
  • the flow meter 60 of this embodiment is a so-called heater type flow meter.
  • This flow meter 60 is equipped with a constant temperature-difference control circuit (not shown) for maintaining temperature of a heat wire 67 higher than temperature of the suction refrigerant by constant temperature.
  • This constant temperature-difference control circuit has a function to maintain the heat wire 67 under a constant temperature-difference condition. That is, if the heat wire 67 is cooled down by the suction refrigerant, the constant temperature-difference control circuit operates to increase a supply current for the heat wire 67 in order to maintain it under the constant temperature-difference condition.
  • the constant temperature-difference control circuit outputs a voltage signal corresponding to the above supply current for the heat wire 67 , as a measured flow rate value.
  • a heater type flow meter constitutes the flow meter 60 , it is possible to acquire an output corresponding to a mass flow rate directly. Therefore, there is no influence of refrigerant density (temperature, pressure) on measured values, allowing dispensation with a correction.
  • reference numeral 68 denotes a temperature compensating resistance that is paralleled with the heat wire 67 in order to effect the above-mentioned function of the flow meter 60 .
  • the valve control unit 50 changes a duty ratio of the valve control signal for the control valve 10 in accordance with the in-cabin target temperature and the air conditioning parameters detected by a variety of sensors (e.g. the “just behind the evaporator” temperature sensor 62 , the room-temperature sensor 63 , the atmosphere-temperature sensor 64 , the insolation sensor 65 ) in order to make a room temperature (in-cabin temperature) the target temperature as soon as possible.
  • sensors e.g. the “just behind the evaporator” temperature sensor 62 , the room-temperature sensor 63 , the atmosphere-temperature sensor 64 , the insolation sensor 65 .
  • the driving condition of the engine changes to a predetermined condition where it is required to reduce a driving torque of the compressor 1 in view of maintaining the drivability of the vehicle.
  • the engine control unit 80 outputs a demand (signal) of immediately reducing the present driving torque of the variable capacity compressor 1 to the signal processing unit 90 .
  • the signal processing unit 90 modulates the flow-rate control signal and produces a valve control signal whose voltage is lower than that of the valve control signal in the normal driving state (See FIG. 4 ).
  • the so-produced valve control signal is transmitted from the signal processing unit 90 to the driving section 30 of the valve 10 of the variable capacity compressor 1 .
  • the driving torque of the variable capacity compressor 1 is determined from a following arithmetic expression (1) for calculating a compression energy (power) P 0 and a following relational expression (2) between the energy (power) P 0 and the driving torque with the use of parameters of suction-side pressure Ps, discharge-side pressure Pd and flow rate of the refrigerant.
  • P 0 ( Ps ⁇ V/ 6120) ⁇ n /( n ⁇ 1) ⁇ ( Pd/Ps ) ⁇ (( n ⁇ 1)/ n ) ⁇ 1 ⁇ ( ⁇ v/ ⁇ ad ) (1)
  • V denotes specific volume ⁇ compressor discharge rate
  • n denotes polytropic index
  • ⁇ v denotes volumetric efficiency
  • the engine control unit 80 requires the variable capacity compressor 1 to restrain the driving torque, it is carried out to restrain the flow rate of the refrigerant so as not to exceed a predetermined driving torque through the flow-rate control signal. Consequently, with the restriction in the flow rate of the refrigerant (or refrigerant flow rate) to be supplied into the variable capacity compressor 1 , it is possible to restrain the driving torque essential to drive the compressor 1 to a value less than the driving torque required by the engine control unit 80 .
  • a parameter to be changed in accordance with the requirement by the engine control unit 80 is not the compression-ratio control signal but the flow-rate control signal, it is possible to prevent occurrence of abnormal noise because the refrigerant flow rate in the pipe does not change abruptly.
  • the refrigerant flow rate is detected by the flow meter 60 and the detection result is reflected on the flow-rate control signal, it is possible to restrain the driving torque less than a value required by the control unit 80 with higher accuracy.
  • valve control unit 50 judges that the cooling capability of the compressor 1 runs short since the compressor control apparatus of the invention is constructed so as to restrain the refrigerant flow rate without going through the valve control unit 50 .
  • the valve control unit 50 would intend to increase the refrigerant flow rate. Therefore, in order to avoid an occurrence of such a misjudgment, it may be carried out to allow the engine control unit 80 to output a command of fixing the control signal to the valve control unit 50 .
  • the flow rate of the refrigerant is restrained by reducing the pulse width of the control signal outputted to the driving section 30 through the flow-rate control signal.
  • valve control unit 50 changes a duty ratio of the control signal impressed on the control valve 10 in view of establishing a target temperature in terms of the in-cabin temperature.
  • the driving condition of the engine changes to a predetermined condition where it is required to reduce a driving torque of the compressor 1 in view of maintaining the drivability of the vehicle.
  • the engine control unit 80 outputs a demand (signal) of immediately reducing the present driving torque of the variable capacity compressor 1 to the signal processing unit 90 .
  • the signal processing unit 90 modulates the flow-rate control signal and produces a valve control signal whose pulse width is smaller than that of the valve control signal in the normal driving state (see FIG. 5 ).
  • the so-produced valve control signal is transmitted 15 from the signal processing unit 90 to the driving section 30 of the valve 10 of the variable capacity compressor 1 .
  • the flow-rate control signal of this embodiment is established so as to have a frequency more than ten times of the frequency of the valve control signal.
  • the flow rate of the refrigerant is restrained by the flow-rate control signal in a manner that the driving torque of the compressor 1 does not exceed a predetermined value. Consequently, since the flow rate of the refrigerant to be supplied into the compressor 1 is suppressed, it is possible to reduce the driving torque necessary to drive the variable capacity compressor 1 less than a value required by the control unit 80 .
  • a parameter to be changed in accordance with the requirement by the engine control unit 80 is not the compression-ratio control signal but the flow-rate control signal, it is possible to prevent occurrence of abnormal noise because the refrigerant flow rate in the pipe does not change abruptly.
  • the refrigerant flow rate is detected by the flow meter 60 and the detection result is reflected on the flow-rate control signal, it is possible to restrain the driving torque less than a value required by the control unit 80 with higher accuracy.
  • valve control unit 50 judges that the cooling capability of the compressor 1 runs short since the compressor control apparatus of the invention is constructed so as to restrain the refrigerant flow rate without going through the valve control unit 50 .
  • the valve control unit 50 would intend to increase the refrigerant flow rate. Therefore, in order to avoid an occurrence of such a misjudgment, it may be carried out to allow the engine control unit 80 to output a command of fixing the control signal to the valve control unit 50 .

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • Thermal Sciences (AREA)
  • Control Of Positive-Displacement Pumps (AREA)
  • Compressors, Vaccum Pumps And Other Relevant Systems (AREA)
  • Air-Conditioning For Vehicles (AREA)
US11/483,672 2005-07-15 2006-07-11 Variable capacity compressor control apparatus for vehicle Abandoned US20070012056A1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2005207872A JP4616103B2 (ja) 2005-07-15 2005-07-15 可変容量コンプレッサ及び可変容量コンプレッサの制御方法
JPP2005-207872 2005-07-15

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US20070012056A1 true US20070012056A1 (en) 2007-01-18

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Application Number Title Priority Date Filing Date
US11/483,672 Abandoned US20070012056A1 (en) 2005-07-15 2006-07-11 Variable capacity compressor control apparatus for vehicle

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US (1) US20070012056A1 (de)
JP (1) JP4616103B2 (de)
DE (1) DE102006029492A1 (de)

Cited By (3)

* Cited by examiner, † Cited by third party
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US20100161134A1 (en) * 2006-08-09 2010-06-24 Calsonic Kansei Corporation Variable capacity compressor controller and variable capacity compressor control method
US20100205989A1 (en) * 2007-04-24 2010-08-19 Hunter Manufacturing Co. Environmental control unit for harsh conditions
US20150330686A1 (en) * 2014-05-19 2015-11-19 Lennox Industries Inc. Solenoid control methods for dual flow hvac systems

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* Cited by examiner, † Cited by third party
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WO2008108093A1 (ja) * 2007-03-08 2008-09-12 Tgk Co., Ltd. 可変容量圧縮機用制御弁、電磁制御弁の制御装置およびその制御方法
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