WO2004089668A1 - 車両用空調装置 - Google Patents
車両用空調装置 Download PDFInfo
- Publication number
- WO2004089668A1 WO2004089668A1 PCT/JP2004/005112 JP2004005112W WO2004089668A1 WO 2004089668 A1 WO2004089668 A1 WO 2004089668A1 JP 2004005112 W JP2004005112 W JP 2004005112W WO 2004089668 A1 WO2004089668 A1 WO 2004089668A1
- Authority
- WO
- WIPO (PCT)
- Prior art keywords
- target temperature
- vehicle
- air conditioner
- state
- temperature
- Prior art date
Links
Classifications
-
- 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
- B60H1/00642—Control systems or circuits; Control members or indication devices for heating, cooling or ventilating devices
- B60H1/00735—Control systems or circuits characterised by their input, i.e. by the detection, measurement or calculation of particular conditions, e.g. signal treatment, dynamic models
- B60H1/00764—Control systems or circuits characterised by their input, i.e. by the detection, measurement or calculation of particular conditions, e.g. signal treatment, dynamic models the input being a vehicle driving condition, e.g. speed
-
- 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
- B60H2001/3273—Cooling devices output of a control signal related to a compressing unit related to the operation of the vehicle, e.g. the compressor driving torque
-
- 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 a vehicle air conditioner, and more particularly, to a vehicle air conditioner that achieves both comfort and improved fuel efficiency.
- a vehicle air conditioner compresses a gas refrigerant with a compressor driven by a power source for driving a vehicle such as an engine, condenses a high-temperature and high-pressure gas refrigerant with a condenser, and decompresses the gas refrigerant with an expansion means. After converting it to a low-temperature, low-pressure liquid refrigerant, it is evaporated by an evaporator to cool the air-conditioning air blown into the cabin. The refrigerant evaporated by the evaporator returns to the compressor, and the above cycle is repeated.
- the air conditioner computer and the engine computer that control the vehicle air conditioner communicate with each other. Calculates a duty signal that can reduce the power of the compressor while ensuring comfort, and gives it to the ECV as an interrupt A control method may be employed.
- a gist of the present invention is to include a control device that sets a second target temperature higher by a predetermined temperature than a preset first target temperature, and controls the discharge refrigerant capacity based on the second target temperature.
- FIG. 1 is a schematic configuration diagram illustrating an example of a vehicle air conditioner according to an embodiment of the present invention.
- FIG. 2 is a block diagram showing an example of a schematic configuration of an air conditioner computer.
- FIG. 3 is a flowchart showing a control procedure according to the first embodiment.
- FIG. 4 is a flowchart showing a control procedure according to the second embodiment.
- FIG. 5 is a flowchart illustrating a control procedure according to the third embodiment.
- FIG. 6 is a graph showing the effect of the third embodiment.
- FIG. 7 is a flowchart illustrating a control procedure according to the fourth embodiment.
- FIG. 8 is a graph showing the effect of the fourth embodiment. BEST MODE FOR CARRYING OUT THE INVENTION
- FIG. 1 is a schematic configuration diagram of a vehicle air conditioner according to an embodiment of the present invention
- FIG. 2 is a block diagram illustrating a schematic configuration of an air conditioner computer.
- a variable displacement compressor 1 includes an electronically operated control pulp (hereinafter, referred to as ECV) 2 controlled by an externally supplied electric signal.
- ECV electronically operated control pulp
- the variable displacement compressor 1 is driven by an engine 3 as a power source for driving a vehicle.
- the vehicle driving power source may be a motor.
- the condenser 4 condenses the high-temperature and high-pressure gas refrigerant compressed by the variable capacity compressor 1.
- the refrigerant condensed by the condenser 4 is decompressed by the expansion valve 5 to become a low-temperature and low-pressure liquid refrigerant, and is evaporated by the evaporator 6 to cool the conditioned air blown into the vehicle interior.
- the refrigerant evaporated in the evaporator 6 returns to the variable capacity compressor 1 and repeats the above cycle.
- the variable displacement compressor 1 is a swash plate type.By controlling the pressure in the crankcase by turning ON / OFF the ECV 2, the balance of the pressure applied to the piston changes, and the inclination of the swash plate changes accordingly. Therefore, the discharge refrigerant capacity can be controlled.
- the air conditioner computer 7 as a control device is connected to various sensors such as an indoor air temperature sensor, an outdoor air temperature sensor, and a solar radiation sensor, in addition to an air temperature sensor 8 for detecting the temperature of the air blown out from the evaporator 6.
- Control ECV 2 based on The engine computer 9 is connected to various sensors such as a vehicle speed sensor, an accelerator opening sensor, an engine rotation speed sensor, an intake air pressure sensor, and a water temperature sensor, and controls the engine 3 based on these detected values.
- the air conditioner computer 7 is composed of a microcomputer. As shown in Fig. 2, the CPU 10, ROM, RAM I 2, timer 13, SCI (serial interface) 14, AZD converter 15, IZO It has ports 16 and so on.
- the CPU 10 outputs a control signal to the drive circuit 17 of the ECV 2 based on the detection value of each sensor provided through the I / O port 16 and control information from the engine computer 9.
- the engine load is increased when the vehicle is accelerating or climbing a hill, or when the engine is accelerating, so that the calculated second power is reduced in order to reduce the power consumption of the variable displacement compressor 1.
- the engine load is reduced, and the second target temperature is made lower than the calculated first target temperature.
- the engine's identification switch (not shown) is turned on and shown in Figure 1.
- the air conditioner switch S When the air conditioner switch S is turned on, the voltage is supplied from the battery B to the air conditioner computer 7, and the ECV control routine shown in FIG. 3 starts.
- the microcomputer is activated (step S10), and the detection values of the sensors connected to the air conditioner computer 7 are taken into the air conditioner computer 7 (step S20).
- engine control information such as a flag indicating acceleration or deceleration
- an engine control sensor value (accelerator opening, vehicle speed, water temperature, engine speed, etc.) is taken into the engine computer 9.
- the engine computer 9 performs an arithmetic process for determining whether the engine 3 is in an acceleration or deceleration state based on the captured sensor value (step S30).
- the first target of the air blown from the evaporator 6 is determined.
- the air conditioner computer 7 calculates the temperature T1 (step S40).
- the air conditioner computer 7 determines whether the change control of the first target temperature T1 is required (step S50). If YES, the engine computer 9 determines whether the acceleration control is to be performed (step S60). Then, in the case of the acceleration control, the air conditioner computer 7 sets Tl + ⁇ ( ⁇ > 0) as the second target temperature (step S70).
- the air conditioner computer 7 calculates the duty ratio of the ECV 2 based on the second target temperature (step S80), and performs a correction process of replacing the duty ratio output to the ECV 2 with the duty ratio (step S80).
- Step S90) outputs this to EC V 2 (step S100), and returns to step S20.
- step S50 If it is determined in step S50 that the first target temperature change control should not be performed, the process proceeds to step S80, and the duty ratio is calculated based on the first target temperature T1. If NO in step S60 (that is, deceleration control), T1-CB is set as the second target temperature (step S110), and the duty ratio is calculated based on the second target temperature in step S80. .
- the power consumption of the variable displacement compressor 1 is reduced by raising the second set temperature by a predetermined temperature higher than the first target temperature T 1 calculated based on the set temperature. The consumption is reduced, and the load on the engine is reduced, improving the acceleration.
- the duty ratio is directly controlled without increasing the first target temperature, it is difficult to calculate an appropriate duty ratio.Therefore, the actual temperature of the air blown out from the evaporator 6 is overdriven and the room temperature is increased. And the comfort may be impaired. On the other hand, in the present invention, since the temperature of the air blown out from the evaporator 6 does not become higher than T 1 + ct, the comfort is not impaired.
- the control is easier than the control based on the duty ratio, and there is an advantage that a map (characteristic diagram) is not required.
- a map characteristic diagram
- the duty ratio is not constant, and the capacity is always controlled by the calculated duty ratio. Obtainable.
- the second target temperature is lowered during deceleration to recover the cooling power lost during acceleration, so that comfort can be more reliably ensured.
- fuel efficiency can be further improved by introducing such a control method. Even if the second target temperature is lowered at a constant speed of the vehicle or at a constant speed of the vehicle driving power source instead of at the time of deceleration, the ratio of the power consumed by the air conditioner to the engine load is small. Similar effects can be obtained.
- the operation of the second embodiment will be described with reference to FIG.
- fuel efficiency is significantly reduced by operating the compressor.
- the rate of decrease in fuel consumption due to compressor operation is smaller than at low speeds. Therefore, in the second embodiment, when the vehicle or the vehicle driving power source enters a low-speed state, the power consumption of the variable displacement compressor 1 is reduced by setting the second target temperature to Tl + o; When the vehicle or the power source for driving the vehicle enters the high-speed state, the cooling power is restored for a predetermined period of time with the second target temperature as T1 ⁇ .
- the ECV control routine will be described in order.
- a microcomputer startup process is performed (step S210), and the detected value of each sensor connected to the air conditioner computer 7 is taken into the air conditioner computer 7 (step S210).
- Step S220 engine control information (such as a flag indicating whether the engine is in a low speed or high speed state) or an engine control sensor value (accelerator opening, vehicle speed, engine speed, etc.) is taken into the engine computer 9.
- the engine computer 9 performs an arithmetic process of determining whether the vehicle is in the low speed or high speed state based on the received sensor value (step S230).
- the first target temperature T of the air blown out from the evaporator 6 is determined based on the values of various sensors such as an indoor temperature sensor, an outside air temperature sensor, and a solar radiation amount sensor and a set temperature set by an occupant via an operation panel (not shown). 1 is calculated by the air conditioner computer 7 (step S240).
- the air conditioner computer 7 determines whether or not the control for changing the first target temperature is required (step S250). If YES, it is determined whether the elapsed time of the CPU 10 timer 13 has reached MAX (step S260). If NO, it is determined whether to reset the CPU 10 timer 13 (step S270). If YES, the timer 13 is reset and started (step S280).
- the engine computer 9 determines whether or not the vehicle speed is lower than or equal to a predetermined speed (step S290). If the speed is low, the air conditioner computer 7 sets ⁇ 1 + ⁇ ( ⁇ > 0) as the second target temperature (step S300).
- the air conditioner computer 7 calculates the duty ratio of the ECV 2 based on the second target temperature (step S310), and performs a correction process of replacing the duty ratio output to the ECV 2 with the duty ratio. (Step S320) and go to ECV2 Force (step S330) and return to step S220.
- Steps S260 to S330 are repeated until the elapsed time of timer 13 reaches MAX, and the change control of the first target temperature is continued. If the elapsed time of the timer 13 has reached MAX, it is determined as YES in step S260, and the control for changing the first target temperature ends.
- step S290 If the vehicle speed is higher than the predetermined speed (high-speed state), NO is determined in step S290, and the air conditioner computer 7 sets T1-1 ⁇ as the second target temperature (step S34). 0) Then, in step S310, the duty ratio is calculated based on the second target temperature.
- step S250 If the air conditioner computer 7 determines that the control for changing the first target temperature should not be performed in step S250, the timer 13 is reset (step S350). 1 The target temperature change control is not performed.
- the second target temperature is set to be higher than the first target temperature ⁇ 1 calculated based on the set temperature by a predetermined temperature at a low speed when the fuel consumption reduction rate is high.
- the power consumption of the variable capacity compressor 1 is reduced and fuel efficiency is improved.
- the second target temperature of the air blown out from the evaporator 6 does not become higher than ⁇ 1 + ⁇ , the comfort is not impaired.
- the second target temperature is lowered at high speed where the fuel consumption reduction rate is low, and the cooling power lost at low speed is restored, so that comfort can be improved without lowering fuel consumption. It can be ensured reliably.
- the operation of the third embodiment will be described with reference to FIG.
- the actual temperature ⁇ 2 of the air blown out from the evaporator 6 decreases and approaches the first target temperature ⁇ 1. Then, the actual temperature ⁇ 2 exceeds the first target temperature ⁇ 1, overshoots to the supercooling side, and then converges to ⁇ 1. Due to this overshoot, the variable capacity compressor 1 consumes extra power.
- the second target temperature is set to ⁇ 1 + ⁇ to reduce the amount of overshoot, and the extra capacity of the variable capacity compressor 1 is reduced. Reduce power consumption.
- the ECV control routine will be described in order. First, the microcomputer is activated (step S410), and the detected values of the sensors connected to the air conditioner computer 7 are taken into the air conditioner computer 7 (step S410). 420). Next, the first target temperature T1 of the air blown from the evaporator 6 is determined based on the values of various sensors such as an indoor temperature sensor, an outside air temperature sensor, and a solar radiation sensor, and a set temperature set by an occupant through an operation panel (not shown). Is calculated by the air conditioner computer 7 (step S430).
- step S440 it is determined whether or not the difference between the actual temperature T2 of the air blown from the evaporator 6 and the first target temperature T1 is greater than 2 ° C (step S440).
- step S450 set the flag to enter the control to increase the first target temperature (step S450), and clear the flag to cancel the control to increase the first target temperature (step S450).
- step S440 If YES in step S440, steps S450 and S4
- the difference between the actual temperature T2 and the first target temperature T1 is 2 ° C, but the temperature is set arbitrarily so as to minimize the supercooling overshoot and not cause a temperature rise that gives the occupant a sense of discomfort. .
- the air conditioner computer 7 determines whether the actual temperature T2 is higher than the first target temperature T1 (step S470). If NO, the air conditioner computer 7 performs control to increase the first target temperature. It is determined whether or not the vehicle is ready to enter (step S480). That is, the air conditioner computer 7 determines whether or not the force for setting the control rush flag and clearing the control release flag and other conditions are acceptable. If YES, the air conditioner computer 7 sets ⁇ 1 + ⁇ ( ⁇ > 0) as the second target temperature (step S490), and sets a flag for canceling the control for increasing the first target temperature (step S490). S 500).
- the air conditioner computer 7 calculates a duty ratio of the ECV 2 based on the second target temperature (step S510), and performs a correction process of replacing the duty ratio output to the ECV 2 with the duty ratio (step S510). Step S520), output to ECV2 (step S530), and return to step S420.
- step S480 a state in which control may be entered to increase the first target temperature in step S480 If it is determined that it is not, the process proceeds to step S510, and the air conditioner computer 7 calculates the duty ratio based on the first target temperature T1.
- step S470 it is determined whether the air conditioner computer 7 has set a flag for canceling a state of entering control for increasing the first target temperature (step S570). 0), if YES, clear the flag that enters control to increase the first target temperature (step S550), and proceed to step S510. If NO in step S540, the process proceeds to step S510 without passing through step S550.
- FIG. 6 is a graph showing changes in the actual temperature T2, the first target temperature Tl, and the duty ratio.
- the horizontal axis is time, and the vertical axis is temperature and duty ratio.
- the actual temperature ⁇ 2, the first target temperature Tl, and the duty ratio in the third embodiment are indicated by a solid line, and the actual temperature ⁇ 2, the first target temperature Tl, and the duty ratio in the prior art are indicated by a broken line.
- the first target temperature is constant
- the second target temperature becomes ⁇ 1 + ⁇ .
- the time t1 at which overshoot occurs is shorter than the conventional overshoot time t2.
- the duty ratio of the third embodiment differs from the conventional one during t2, and the extra power consumption of the variable capacity compressor 1 is reduced.
- the operation of the fourth embodiment will be described with reference to FIG. A state in which the vehicle changes from a running state to an idle state (from time t3 to time t4), and the variable displacement compressor 1 shifts from the control range to a region where the maximum performance is exhibited (from time t3 to time t4).
- the duty ratio is kept constant as shown between time t4 and time t5 even if the vehicle enters the running state again (after time 4), and thereafter the duty ratio decreases. start. Then, at time 7, the duty ratio reaches a value corresponding to the first target temperature T1.
- the duty ratio does not quickly reach the value corresponding to the first target temperature T1, so that the actual temperature overshoots and the variable capacitor Presser 1 consumes extra power.
- “to exhibit the maximum performance” means “to maximize the discharged refrigerant capacity”. That is, the duty ratio becomes maximum.
- the first target temperature is increased step by step to delay the time when the duty ratio approaches the maximum value, so that it becomes variable when the vehicle enters the restarting state.
- the extra power consumption of the variable capacity compressor 1 is reduced by quickly moving the capacity compressor 1 into the control area.
- the ECV control routine will be described in order.
- the temperature A is the temperature added to the first target temperature T1 in one routine, and the temperature Tup is the total value of the temperature added to T1. In other words, the temperature Tup at 2 hours is 2 A.
- control routine starts, first, the microcomputer is activated (step S610), and the detected value of each sensor connected to the air conditioner computer 7 is taken into the air conditioner computer 7 (step S620).
- the first target of the air blown from the evaporator 6 is determined.
- the temperature T1 is calculated by the air conditioner computer 7 (step S630).
- the air-conditioning computer 7 determines whether ⁇ ⁇ .p is smaller than 0 (step S710), sets T up to 0 in the case of YES, and sets it to 0 in the case of NO (step S720).
- T 1 + T up is set as the second target temperature without changing the temperature Tu p (step S 730).
- the air conditioner computer 7 determines whether or not the second target temperature is equal to or higher than the maximum temperature T3 at which the minimum dehumidification level can be secured (step S740). Is set to 0 (step S750), and if NO, the duty ratio of ECV2 is calculated based on the second target temperature without changing Tu ⁇ (step S760).
- the air conditioner computer 7 performs a correction process of replacing the duty ratio output to the ECV2 with the duty ratio (step S770), outputs the duty ratio to the ECV2 (step S780), and returns to step S620.
- FIG. 8 is a graph showing changes in vehicle speed, actual temperature T2, first target temperature Tl, and duty ratio.
- the horizontal axis is time, and the vertical axis is speed, temperature, and duty ratio.
- the actual temperature ⁇ 2, the first target temperature Tl, and the duty ratio in the fourth embodiment are indicated by a solid line, and the actual temperature ⁇ 2, the first target temperature Tl, and the duty ratio in the prior art are indicated by a broken line.
- the present invention can also be applied to a vehicle air conditioner in which the variable displacement compressor 1 is driven by a vehicle driving power source other than the engine 3.
- the vehicle air conditioner according to the present invention includes a variable displacement compressor that compresses a refrigerant by a vehicle drive power source provided in the vehicle and controls a discharge refrigerant capacity, and reduces a fuel consumption of the vehicle drive power source.
- a controller is provided for setting a second target temperature higher than the first target temperature set in advance when the vehicle enters, and controlling the discharged refrigerant capacity based on the second target temperature. Therefore, the vehicle air conditioner according to the present invention is used not only for an air conditioner mounted on a vehicle but also for an air conditioner having a driving power source.
Landscapes
- Physics & Mathematics (AREA)
- Thermal Sciences (AREA)
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Air-Conditioning For Vehicles (AREA)
Abstract
Description
Claims
Priority Applications (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
US10/552,142 US7454917B2 (en) | 2003-04-10 | 2004-04-09 | Air conditioner for vehicle |
EP04726784A EP1614565A4 (en) | 2003-04-10 | 2004-04-09 | AIR CONDITIONING FOR MOTOR VEHICLE |
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP2003106293A JP4355511B2 (ja) | 2003-04-10 | 2003-04-10 | 車両用空調装置 |
JP2003-106293 | 2003-04-10 |
Publications (1)
Publication Number | Publication Date |
---|---|
WO2004089668A1 true WO2004089668A1 (ja) | 2004-10-21 |
Family
ID=33156908
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
PCT/JP2004/005112 WO2004089668A1 (ja) | 2003-04-10 | 2004-04-09 | 車両用空調装置 |
Country Status (6)
Country | Link |
---|---|
US (1) | US7454917B2 (ja) |
EP (1) | EP1614565A4 (ja) |
JP (1) | JP4355511B2 (ja) |
KR (1) | KR100805478B1 (ja) |
CN (1) | CN1771142A (ja) |
WO (1) | WO2004089668A1 (ja) |
Families Citing this family (15)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
KR101151095B1 (ko) * | 2005-10-07 | 2012-06-01 | 한라공조주식회사 | 공조장치용 가변용량 압축기의 ecv 제어방법 |
JP4861900B2 (ja) * | 2007-02-09 | 2012-01-25 | サンデン株式会社 | 可変容量圧縮機の容量制御システム |
KR101491143B1 (ko) * | 2008-06-19 | 2015-02-06 | 한라비스테온공조 주식회사 | 자동차용 공조장치의 압축기 제어방법 |
US8015833B2 (en) * | 2009-05-28 | 2011-09-13 | Ford Global Technologies, Llc | Automotive climate system and method of controlling same |
KR101104036B1 (ko) * | 2009-10-08 | 2012-01-09 | 기아자동차주식회사 | 차량의 공기조화장치 제어방법 |
JP5475501B2 (ja) * | 2010-02-24 | 2014-04-16 | サンデン株式会社 | 車両用空調装置 |
US20110271698A1 (en) * | 2010-05-04 | 2011-11-10 | Honda Motor Co., Ltd. | Method Of Controlling A Compressor In An Air-Conditioning System |
KR101209724B1 (ko) | 2010-06-30 | 2012-12-07 | 기아자동차주식회사 | 차량용 압축기 제어 장치 및 제어 방법 |
AU2011312647A1 (en) * | 2010-09-28 | 2013-04-11 | Carrier Corporation | Operation of transport refrigeration systems to prevent engine stall and overload |
KR101326842B1 (ko) * | 2011-12-07 | 2013-11-11 | 기아자동차주식회사 | 공조 제어 장치 및 제어 방법 |
US9759465B2 (en) | 2011-12-27 | 2017-09-12 | Carrier Corporation | Air conditioner self-charging and charge monitoring system |
JP5900185B2 (ja) * | 2012-06-26 | 2016-04-06 | 日産自動車株式会社 | 車両用空調装置 |
KR101509745B1 (ko) * | 2013-12-16 | 2015-04-07 | 현대자동차 주식회사 | 공조장치 소비전력 산출방법 |
CN110315926B (zh) * | 2018-03-29 | 2023-09-15 | 宝马股份公司 | 空调设备及其调节方法、车辆和计算机可读存储介质 |
KR20200133566A (ko) * | 2019-05-20 | 2020-11-30 | 현대자동차주식회사 | 공조 장치 및 그 제어 방법 |
Citations (4)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US4698977A (en) | 1984-11-12 | 1987-10-13 | Diesel Kiki Co., Ltd. | Air conditioning system for automotive vehicles |
JPH0347219U (ja) * | 1989-09-18 | 1991-05-01 | ||
US6073456A (en) | 1997-10-09 | 2000-06-13 | Denso Corporation | Air-conditioning device for hybrid vehicle |
JP2002192937A (ja) * | 2000-12-26 | 2002-07-10 | Seiko Instruments Inc | 燃費優先型容量制御装置 |
Family Cites Families (6)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPS5787712A (en) * | 1980-11-21 | 1982-06-01 | Japan Electronic Control Syst Co Ltd | Automatic controller for indoor temperature and moisture for vehicle |
JPH01254420A (ja) * | 1988-03-31 | 1989-10-11 | Nissan Motor Co Ltd | 車両用空調装置 |
JPH085310B2 (ja) | 1989-04-29 | 1996-01-24 | 日産自動車株式会社 | 車両用空調装置 |
JP3047219U (ja) | 1997-09-18 | 1998-04-10 | トーヨー衛材株式会社 | 使い捨ておむつ |
JP4417064B2 (ja) * | 2003-09-30 | 2010-02-17 | 株式会社デンソー | 車両用空調装置 |
JP4447277B2 (ja) * | 2003-09-30 | 2010-04-07 | 株式会社デンソー | 車両用空調装置 |
-
2003
- 2003-04-10 JP JP2003106293A patent/JP4355511B2/ja not_active Expired - Fee Related
-
2004
- 2004-04-09 CN CNA2004800096691A patent/CN1771142A/zh active Pending
- 2004-04-09 WO PCT/JP2004/005112 patent/WO2004089668A1/ja active Application Filing
- 2004-04-09 EP EP04726784A patent/EP1614565A4/en not_active Ceased
- 2004-04-09 KR KR1020057019049A patent/KR100805478B1/ko not_active IP Right Cessation
- 2004-04-09 US US10/552,142 patent/US7454917B2/en not_active Expired - Fee Related
Patent Citations (4)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US4698977A (en) | 1984-11-12 | 1987-10-13 | Diesel Kiki Co., Ltd. | Air conditioning system for automotive vehicles |
JPH0347219U (ja) * | 1989-09-18 | 1991-05-01 | ||
US6073456A (en) | 1997-10-09 | 2000-06-13 | Denso Corporation | Air-conditioning device for hybrid vehicle |
JP2002192937A (ja) * | 2000-12-26 | 2002-07-10 | Seiko Instruments Inc | 燃費優先型容量制御装置 |
Non-Patent Citations (1)
Title |
---|
See also references of EP1614565A4 |
Also Published As
Publication number | Publication date |
---|---|
JP4355511B2 (ja) | 2009-11-04 |
KR20050109622A (ko) | 2005-11-21 |
EP1614565A4 (en) | 2006-08-30 |
US20060185375A1 (en) | 2006-08-24 |
US7454917B2 (en) | 2008-11-25 |
JP2004306901A (ja) | 2004-11-04 |
EP1614565A1 (en) | 2006-01-11 |
KR100805478B1 (ko) | 2008-02-20 |
CN1771142A (zh) | 2006-05-10 |
Similar Documents
Publication | Publication Date | Title |
---|---|---|
WO2004089668A1 (ja) | 車両用空調装置 | |
JP3959305B2 (ja) | 車両用空調制御装置 | |
JP4053327B2 (ja) | 車両用空調制御装置 | |
JP4655893B2 (ja) | 車両用冷凍サイクル装置 | |
JP4062954B2 (ja) | 車両用空調装置 | |
US6755033B2 (en) | Hybrid compressor apparatus and method of controlling the same | |
JP2010076745A (ja) | 自動車用空調装置の圧縮機制御方法 | |
JP2003002044A (ja) | 車両用空気調和機 | |
EP1713652A2 (en) | Method and device for controlling refrigeration cycle of air conditioning system for vehicle | |
JP2006218920A (ja) | 車両用空調制御装置 | |
JP2004249897A (ja) | 車両用空調装置 | |
JP2008302721A (ja) | 車両用空調制御装置 | |
JP2008107058A (ja) | 可変容量コンプレッサの制御装置 | |
JP4232296B2 (ja) | 車両の空調制御装置 | |
JP2004231097A (ja) | 車両用空調制御装置 | |
JP2003019908A (ja) | 車両用冷房装置 | |
JP4333245B2 (ja) | 車両の制御装置 | |
JP2003072363A (ja) | 車両用冷房装置 | |
JP2000274276A (ja) | エンジンのアイドル回転数制御装置 | |
JP3687500B2 (ja) | 車両用空調装置 | |
JP3552910B2 (ja) | ハイブリッド電気自動車のコンプレッサ制御装置 | |
JP2003021059A (ja) | ハイブリッドコンプレッサ装置 | |
JP2001132652A (ja) | ハイブリッドコンプレッサの駆動制御装置 | |
JP2004224205A (ja) | 車両用空調制御装置 | |
KR20090054689A (ko) | 차량용 공조장치 제어시스템 및 제어방법 |
Legal Events
Date | Code | Title | Description |
---|---|---|---|
AK | Designated states |
Kind code of ref document: A1 Designated state(s): AE AG AL AM AT AU AZ BA BB BG BR BW BY BZ CA CH CN CO CR CU CZ DE DK DM DZ EC EE EG ES FI GB GD GE GH GM HR HU ID IL IN IS KE KG KP KR KZ LC LK LR LS LT LU LV MA MD MG MK MN MW MX MZ NA NI NO NZ OM PG PH PL PT RO RU SC SD SE SG SK SL SY TJ TM TN TR TT TZ UA UG US UZ VC VN YU ZA ZM ZW |
|
AL | Designated countries for regional patents |
Kind code of ref document: A1 Designated state(s): BW GH GM KE LS MW MZ SD SL SZ TZ UG ZM ZW AM AZ BY KG KZ MD RU TJ TM AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HU IE IT LU MC NL PL PT RO SE SI SK TR BF BJ CF CG CI CM GA GN GQ GW ML MR NE SN TD TG |
|
121 | Ep: the epo has been informed by wipo that ep was designated in this application | ||
WWE | Wipo information: entry into national phase |
Ref document number: 2006185375 Country of ref document: US Ref document number: 1020057019049 Country of ref document: KR Ref document number: 10552142 Country of ref document: US |
|
WWE | Wipo information: entry into national phase |
Ref document number: 20048096691 Country of ref document: CN |
|
WWE | Wipo information: entry into national phase |
Ref document number: 2004726784 Country of ref document: EP |
|
WWP | Wipo information: published in national office |
Ref document number: 1020057019049 Country of ref document: KR |
|
WWP | Wipo information: published in national office |
Ref document number: 2004726784 Country of ref document: EP |
|
WWP | Wipo information: published in national office |
Ref document number: 10552142 Country of ref document: US |