WO2019146965A1

WO2019146965A1 - Control device of compressor, electronic control valve used for same, electric compressor comprising same

Info

Publication number: WO2019146965A1
Application number: PCT/KR2019/000731
Authority: WO
Inventors: 곽정명; 김용희; 돔케다니엘; 쉐르너시몬; 자와드즈키피터
Original assignee: 한온시스템 주식회사; 티이 커넥티버티 저머니 게엠베하
Priority date: 2018-01-29
Filing date: 2019-01-18
Publication date: 2019-08-01

Abstract

The present invention relates to a control device for controlling the operation of a compressor, an electronic control valve used for the same, and a compressor comprising the same. Provided is a control device of a compressor, comprising: a piston which reciprocates by a swash plate; a crankcase for accommodating the swash plate, wherein the swash plate is mounted such that the inclination angle thereof with respect to a rotational shaft is variable; a discharge chamber from which a compressed working fluid is discharged; a suction chamber for suctioning a working fluid to be compressed; a first communication channel for connecting the suction chamber and the crankcase; a second communication channel for connecting the discharge chamber and the crankcase; and a control valve for selectively opening and closing the first and second communication channels, the control device of the compressor further comprising: a suction pressure sensor for measuring the pressure of the suction chamber; a valve control unit for determining a target suction pressure on the basis of a value measured by the suction pressure sensor and a preset temperature; and a valve operation unit for controlling the opening of the control valve to achieve the target suction pressure determined by the valve control unit.

Description

A controller of a compressor, an electronic control valve used therein, and an electric compressor

The present invention relates to a control device for controlling the operation of a compressor, an electronic control valve used therein, and a compressor including the same.

BACKGROUND ART [0002] Conventionally, a vehicular air conditioning apparatus is provided with a refrigerant compression cycle device for providing cooling and heating. The refrigerant compression-cycle apparatus includes a compressor for compressing and circulating refrigerant, and a variable capacity swash plate type compressor is widely used.

Such a variable displacement swash plate type compressor is configured such that the stroke of the piston can be adjusted in accordance with the inclination angle of the swash plate rotating at an adjustable angle with respect to the housing. The inclination angle of the swash plate can be adjusted by the pressure in the crank chamber and the pressure difference in the suction chamber. That is, when the pressure of the crank chamber is increased by introducing high-pressure refrigerant in the discharge chamber into the crank chamber, the swash plate is arranged perpendicular to the main shaft, and the stroke of the piston is reduced. On the contrary, when the pressure of the crank chamber is reduced, the swash plate is inclined and the stroke of the piston increases, and the discharge flow rate of the refrigerant also increases.

The crank chamber is always in communication with the suction chamber, and a control valve for controlling the flow rate of the high-pressure refrigerant from the discharge chamber by connecting the crank chamber and the discharge chamber is provided in the swash plate type compressor. The control valve can be divided into a mechanical control valve and an electronic control valve in accordance with the operation mode thereof. In the case of the mechanical control valve, the control valve is operated by the pressure difference in the suction chamber, the crank chamber and the discharge chamber without external control. This mechanical control valve is operated with the so-called "internal controlled variable compressor" and controls the temperature of the outlet of the evaporator to be kept at 1 ~ 2 ℃, so the temperature control is small and the clutch for compressor on / .

On the other hand, an electronic control valve is used together with a so-called "external controlled variable compressor ", and includes an operating rod which is driven by an electromagnetic actuator such as a solenoid. The operating rod moves the valve bodies according to on / off of the solenoid, so that not only the discharge chamber, the crank chamber and the suction chamber can be selectively communicated, but also the opening thereof can be adjusted. As a result, the external control type variable compressor can control the outlet temperature of the evaporator in the range of 1 to 12 ° C, so that it is possible to optimize the operation according to the cooling load, thereby saving power consumption and operating without clutch Therefore, the manufacturing cost can be reduced.

Here, a control unit for controlling the electronic control valve is provided in the air conditioning system of the vehicle. The controller controls the opening degree of the valve in consideration of a room temperature and an external environment condition set by the user, and changes the stroke of the piston to control the indoor space to be maintained at the set temperature.

In recent years, studies have been made on ways to reduce the electric power consumption of the air conditioner mounted on an automobile, in particular, the amount of electric power consumed in the compressor, in connection with the problems such as the enforcement of the environmental regulations and the limitation of the traveling distance of the electric vehicle.

SUMMARY OF THE INVENTION It is an object of the present invention to provide a control apparatus for a compressor which can more precisely control the operation of the compressor according to the operating state of the compressor.

Another object of the present invention is to provide an electronic control valve that can be used in such a control device.

Another object of the present invention is to provide a compressor including such an electronic control valve.

According to an aspect of the present invention, there is provided an engine including a piston reciprocating by a swash plate, a crank chamber accommodating a swash plate mounted to vary a tilt angle with respect to the rotary shaft, A first communication path connecting the suction chamber and the crank chamber, a second communication path connecting the discharge chamber and the crank chamber, and a second communication path connecting the first communication path and the second communication path, A suction pressure sensor for measuring a pressure of the suction chamber; A valve control unit for controlling an opening degree of the first and second communication paths in the control valve by comparing a target suction pressure and a suction pressure value measured from the suction pressure sensor; And a valve driving unit for driving an actuator for moving the valve body of the control valve to a position determined from the valve control unit so as to be a target suction pressure.

According to another aspect of the present invention, there is provided an electronic apparatus comprising: a casing having a space portion formed therein and having an electronic actuator at one end; A valve body mounted to move within the casing; And a first through hole communicating with a space portion of the casing and a suction chamber of a compressor to which the control valve is mounted; A fourth through-hole communicating with a space of the casing and a discharge chamber of a compressor to which the control valve is mounted; And a second and a third through-hole communicating with a space portion of the casing and a crank chamber of a compressor to which the control valve is mounted, wherein the valve body moves along the longitudinal direction of the valve body, And the third through hole is selectively opened and closed.

According to another aspect of the present invention, there is provided a control valve as described above; A rear housing in which the control valve is accommodated and in which a suction chamber and a discharge chamber are formed, respectively; A cylinder housing having the plurality of cylinder bores formed in a radial direction and coupled with the rear housing; And a front housing coupled to the cylinder housing and having a crank chamber in which a swash plate is disposed, wherein a first communication path communicating between the crank chamber and the suction chamber is formed in the cylinder housing, the rear housing, And a second communication passage defined by the second through hole and the first through hole and communicating the crank chamber and the discharge chamber is formed by the cylinder housing, the rear housing, the fourth through hole, and the third through hole Is defined in the compressor.

According to the aspects of the present invention having the above-described features, the angle of inclination of the swash plate is controlled by opening and closing the flow passage between the discharge chamber and the crank chamber while normally communicating the crank chamber and the suction chamber. And the flow rate of the compressed refrigerant can be increased by selectively opening and closing the flow path of the discharge chamber and the crank chamber to control the inclination angle of the swash plate, thereby improving the efficiency of the compressor. That is, since the suction pressure is directly controlled, even if the pressure of the crank chamber is increased by the refrigerant leaking in the compression process, it can be solved by manipulating the control valve, so that the orifice flow path, .

1 is a cross-sectional view illustrating an internal structure of a swash plate compressor to which an embodiment of an electronic control valve according to the present invention is applied.

Fig. 2 is an enlarged cross-sectional view of the control valve shown in Fig. 1. Fig.

Fig. 3 is an enlarged cross-sectional view of a portion of the valve body in Fig. 2. Fig.

FIG. 4 is a cross-sectional view showing a state in which the first communication path is completely opened in the embodiment shown in FIG. 2;

FIG. 5 is a graph showing changes in degree of opening and closing of the first and second communication paths according to the movement of the valve body in the embodiment shown in FIG. 2;

FIG. 6 is a graph showing changes in the suction pressure and the valve opening in the process of increasing the inclination angle of the swash plate in the embodiment shown in FIG.

FIG. 7 is a graph showing changes in the suction pressure and the valve opening in the process of reducing the inclination angle of the swash plate in the embodiment shown in FIG.

8 is a block diagram schematically showing the configuration of an embodiment of a control device for controlling the operation of the compressor shown in Fig.

Fig. 9 is a block diagram schematically showing the configuration of another embodiment of the control device for controlling the operation of the compressor shown in Fig. 1. Fig.

10 is a flowchart showing a process of adjusting the suction pressure in the control device shown in FIG.

Hereinafter, an embodiment of an electronic control valve according to the present invention and a swash plate compressor including the same will be described in detail with reference to the accompanying drawings.

1, a center bore 11 is formed through a center of a cylinder housing 10 of a swash plate type compressor (hereinafter referred to as a "compressor") according to an embodiment of the present invention. The center bore 11 A plurality of cylinder bores 13 are formed so as to penetrate the cylinder radially. A piston 15 is movably provided inside the cylinder bore 13 to compress the refrigerant in the cylinder bore 13. [

On the other hand, a front housing 20 is installed at one end of the cylinder housing 10. The front housing 20 cooperates with the cylinder housing 10 to form a crank chamber 21 therein.

The rear housing 30 is installed at the other end of the cylinder housing 10, that is, opposite to the front housing 20. A suction chamber (31) is formed in the rear housing (30) to selectively communicate with the cylinder bore (13). At this time, the suction chamber 31 serves to transfer the refrigerant to be compressed into the cylinder bore 13.

A discharge chamber (33) is formed in the rear housing (30). The discharge chamber (33) is formed in a region of the rear housing (30) corresponding to the outside of the surface facing the cylinder housing (10). The discharge chamber (33) is a place where refrigerant compressed in the cylinder bore (13) is discharged and temporarily stays. The control valve 100 is disposed at one side of the rear housing 30 and includes a flow path between the crank chamber 21 and the suction chamber 31 and a flow path between the discharge chamber 33 and the crank chamber 21. [ And adjusts the angle of the swash plate 48 to be described later.

The rotary shaft 40 is rotatably installed through the center bore 11 of the cylinder housing 10 and the shaft hole 23 of the front housing 20. The rotary shaft (40) is rotated by the driving force transmitted from the engine. The rotary shaft 40 is rotatably mounted on the cylinder housing 10 and the front housing 20 by a bearing 42.

The crank chamber 21 is provided with a rotor 44 which passes through the center of the rotating shaft 40 and rotates integrally with the rotating shaft 40. At this time, the rotor 44 is fixed to the rotating shaft 40 in a substantially disk shape, and a hinge arm (not shown) is formed on one surface of the rotor 44.

A swash plate (48) is hingedly coupled to the rotor (44) to rotate together with the rotary shaft (40). The swash plate 48 is installed to vary the angle with respect to the rotary shaft 40 in accordance with the discharge capacity of the compressor. In other words, it is in a state of being orthogonal to the longitudinal direction of the rotary shaft 40 or inclined at a predetermined angle with respect to the rotary shaft 40. The swash plate 48 has its edge connected to the pistons 15 via a shoe (not shown). That is, the edge of the swash plate 48 is connected to the connecting portion 17 of the piston 15 through the shoe so that the piston 15 is linearly reciprocated at the cylinder bore 13 by the rotation of the swash plate 48.

On the other hand, a semi-leaning spring (not shown) is provided between the rotor 44 and the swash plate 48 to provide an elastic force. The anti-tilt spring is provided around the outer surface of the rotary shaft 40 and provides an elastic force in a direction in which the inclination angle of the swash plate 48 is reduced. A swash plate stopper (58) is formed on one surface of the swash plate (48). The swash plate stopper (58) serves to regulate the degree to which the swash plate (48) inclines with respect to the rotating shaft (40).

A pulley assembly 60 is mounted at one end of the rotating shaft 40. The pulley assembly 60 is mounted to receive rotational power through a belt and other power sources such as an engine of a vehicle. The clutch assembly 62 is installed in the pulley assembly 60. The clutch assembly 62 includes a coil and a core 62a provided inside the pulley assembly 60 and an outer side of the pulley assembly 60 As shown in FIG.

Here, since the clutch assembly may employ any conventionally known type, detailed description thereof will be omitted. In any case, the clutch assembly 62 is configured such that the disk 62 is closely contacted according to the current applied to the coil and the core 62a, and the rotational power transmitted to the pulley is transmitted to the rotation shaft 40 do. The greater the applied current, the greater the degree of close contact. Thus, the transmitted power is transmitted to the rotating shaft without loss, and when the current is low, only a portion of the transmitted power is transmitted to the rotating shaft. Therefore, the power or torque applied to the rotating shaft for driving the compressor can be controlled according to the degree of application of the current.

When no current is applied to the clutch, only the pulley rotates but the rotating shaft does not rotate. Therefore, unnecessary operation of the compressor can be prevented, which can help improve the efficiency. In addition, when the inclination angle of the swash plate is increased and thus the stroke of the piston is increased, the required torque is also increased. When the inclination angle is decreased and the stroke of the piston is decreased, the required torque is also decreased. Accordingly, the power transmitted to the compressor can be minimized by appropriately controlling the torque transmitted according to the inclination angle of the swash plate, leading to an increase in efficiency of the entire vehicle.

The control valve 100 is accommodated in a valve receiving portion 34 formed in the rear housing 30 and first to fourth internal flow paths are formed in the valve receiving portion 34 . The first to fourth

internal flow paths

35a, 35b, 35c, and 35d are connected to the first through fourth through holes of the control valve, respectively, to be described later.

The second through hole 110a1 and the third through hole 110a2 communicate with the inside of the control valve and the crank chamber of the compressor through the first through hole 110c and the suction chamber of the compressor, The fourth through hole 110b is formed to communicate the inside of the control valve and the discharge chamber of the compressor, respectively. The first internal passage 35a communicates with the suction chamber 31 and the fourth internal passage 35d communicates with the discharge chamber 33. [ The second and third

internal flow paths

35b and 35c are connected to the crank chamber 21, which are not connected to each other until they reach the crank chamber.

A path leading to the crank chamber 21, the second internal passage 35b, the second through-hole control valve casing, the first through hole, the first internal passage 35a, and the suction chamber 31, The fourth through-hole control valve casing, the third through-hole, the third inner flow passage 35c, and the crank chamber 21, which are defined by the discharge chamber 33, the fourth inner passage 35d, the fourth through- And a subsequent path is defined as a second communication path P2. These are indicated by arrows in Fig. 1, and the refrigerant flow always occurs in the direction indicated by the arrow due to the pressure difference between the suction chamber, the crank chamber and the discharge chamber. A plurality of O-rings are disposed on the outer circumferential surface of the control valve so as to block the leakage of the refrigerant between the control valve casing and the inner wall of the valve accommodating portion (34).

In FIG. 1, the second and third internal flow passages do not overlap each other until they reach the crank chamber, but in some cases they may be integrated into the rear housing or into the cylinder housing and then extend to the crank chamber Can be considered.

When the first communication path is opened, the crank chamber and the suction chamber communicate with each other to lower the pressure of the crank chamber, thereby increasing the inclination angle of the swash plate, resulting in an increase in the stroke of the piston. On the other hand, when the second communication path is opened, the crank chamber and the discharge chamber are communicated with each other to increase the pressure of the crank chamber, thereby reducing the inclination angle of the swash plate, thereby reducing the stroke of the piston.

The control valve 100 will now be described in detail with reference to FIGS. 2 and 3. FIG. Referring to FIG. 2, the control valve 100 includes a casing 110 having a cylindrical shape whose diameter is reduced downward in reference to FIG. A plurality of grooves are formed on the outer circumferential surface of the casing 110, and the O-rings 102 are inserted into the grooves. The O-rings are installed to prevent the refrigerant from leaking into the gap between the casing of the control valve and the inner wall of the valve accommodating portion 34 as described above.

A space is formed in the casing 110. The refrigerant in the suction chamber, the crank chamber, and the discharge chamber is selectively introduced into the space according to the operating state of the valve. Specifically, the casing 110 is provided with second and third through holes 110a1 and 110a2 communicating with the crank chamber 21 at a substantially central portion thereof. The second and third through holes 110a1 and 110a2 communicate with the suction chamber 31 And a fourth through hole 110b communicating with the discharge chamber 33 is disposed at the lowermost end of the first through hole 110c.

Here, the first through third through holes are radially arranged on the side surface of the casing 110, but the fourth through holes are formed at the lower end of the casing 110. This configuration provides an advantage that the length of the casing 110 can be shortened. However, in the case where the restriction of the space is less, the fourth through hole may be arranged in the same shape as other through holes. A filter 112 is provided in the fourth through-hole 110b to block foreign substances remaining in the discharge chamber from flowing together with the refrigerant.

An electromagnetic actuator (not shown) is installed in the upper end of the casing 110. The electromagnetic actuator generates an electromagnetic force depending on the magnitude of the current applied through the connector 108, which moves the valve body to be described later. However, the present invention is not limited to the illustrated embodiment, but may be applied to any means capable of controlling the movement by applying a voltage, for example, a piezoelectric element or the like, a means for controlling the movement by applying a rotating magnetic field, For example, a stepper actuator may be used. In addition, an elastic means for applying an upward force to the valve body with reference to FIG. 2 is additionally provided together with the electromagnetic actuator. The operation of the elastic means will be described later.

The valve body 120 has a substantially cylindrical shape that is vertically movable in a state of being in contact with the inner surface of the casing 110. A needle 122 having a smaller diameter is formed on the bottom surface of the valve body 120. The valve body 120 opposes the second through hole 110a1 and adjusts the opening degree of the second through hole according to the position. The needle 122 opposes the third through hole 110a2 and adjusts the degree of opening of the third through hole according to the position.

A tapered surface 122a is formed at the lowermost end of the needle 122. As a result, the tapered surface 122a of the needle is elevated toward the third through hole, the opening of the third through hole is increased at a relatively low speed at the beginning of opening after closing, and more rapidly . This not only prevents the pulsation from occurring due to an abrupt increase in opening degree in the early stage of opening control, but also allows the opening degree to be adjusted more precisely. Likewise, the upper side of the valve body 120 is formed with a tapered surface 124. As a result, the second through hole can be controlled more precisely.

Here, the first and fourth through-holes may be kept open regardless of the position of the valve body 120, and the second and third through-holes may be opened . This will be described later.

Meanwhile, the valve body 120 is maximally moved upward by the elastic force of the elastic means described above with reference to FIG. 2 when no current is applied to the electromagnetic actuator. In this state, the internal pressure Pc of the crank chamber 21 is substantially equal to the discharge pressure Pd of the discharge chamber 33. When an electric current is applied to the electromagnetic actuator, the valve body 120 moves downward to change the opening degrees of the second and third through holes.

Specifically, as the valve body moves from the top end to the bottom end, the opening degree of the second through hole increases and the opening degree of the third through hole decreases. Accordingly, the first communication path is further opened and the second communication path is closed. At this time, the inner space of the casing 110 is formed to have different inner diameters in accordance with the diameter of the valve body and the needle, thereby having a step. Therefore, as shown in FIG. 2, a space 104 is formed between the valve body 120 and the step portion, and a part of the refrigerant and the oil are held in the space 104. They act as resistances that impede movement of the valve body, which not only degrades responsiveness but also requires the actuators to have greater operating force.

3, an internal flow path having an inlet 127 at the lower end (refer to FIGS. 2 and 3) of the valve body 120 and an outlet 126 at the side of the valve body is additionally formed. The internal flow path serves to transfer the refrigerant and oil collected in the space 104 to another space in the casing to reduce the resistance associated with the movement of the valve body. The internal flow path may be further formed in the casing 110.

4 shows a state in which a current is applied to the control valve so that the valve body is lowered, the second through hole is opened, and the third through hole is closed as described above. In the state of FIG. 4, the first communication path P1 is opened and the stroke of the piston is increased. That is, as the valve body 120 moves from the upper part to the lower part, the third through-hole is closed and the second through-hole is opened. Referring to FIG. 5, the horizontal axis represents the moving distance of the valve body, and the vertical axis represents the opening of the first and second communication paths.

And the second communicating path P2 gradually closes as the valve body moves downward in the left region. And the first communicating path P1 gradually opens as the valve body moves downward in the right region. A section in which the opening and closing of the first and second communication paths are reversed occurs in the region near the origin, and it is noteworthy that there is no section in which the two communication paths are opened at the same time.

If there is a section in which both of them are open at the same time, the refrigerant flowing into the crank chamber from the discharge chamber does not contribute to the adjustment of the inclination angle of the swash plate, and the refrigerant exits to the suction chamber as it is. Accordingly, in the above-described embodiment, it is possible to eliminate the section where the first and second communication paths are opened at the same time, thereby minimizing such loss.

In this embodiment, the control valve is operated in an area indicated by a 'control zone', not by using all the zones shown in FIG. Most of the control sections are arranged in a section for controlling the opening and closing of P1. The control method of the control valve and the compressor will be described later.

6 is a graph showing a change in suction pressure and a valve opening degree in the process of increasing the stroke of the piston. If the cooling load increases due to user selection or other causes, the stroke of the piston must be increased as described above. To this end, the control unit determines the suction pressure at which the stroke can be obtained and sets it to the target suction pressure. Alternatively, the suction pressure set value may be reduced by a higher control unit provided in the air conditioner of the vehicle, and may be transmitted to the compressor control unit.

Information about the target suction pressure value can also be conveyed by the duty cycle of the PWM voltage signal, the current resulting from the PWM duty cycle, or a digital bus such as a LIN or CAN communication. Of course, this is illustrative and not necessarily so.

* The suction pressure setting value is indicated by a dotted line in Fig. At the start of control, that is, when the set value is changed to a lower value, a current is applied to or increased in the electromagnetic actuator according to an instruction from the control unit, and accordingly, the opening degree of the first communication path instantaneously increases.

As a result, the suction pressure to be measured is lowered. However, the measurement value can not follow the set value as it is due to the physical limit, and follows up with a certain time delay. In addition, the suction pressure temporarily becomes lower than the target value due to the flow characteristics of the refrigerant, and the valve body repeatedly moves up and down, and finally converges to the target value.

7 is a graph showing a change in suction pressure and a valve opening degree in the process of reducing the stroke of the piston. If the cooling load is reduced due to user selection or other causes, the stroke of the piston must be reduced as described above. To this end, the control unit determines the suction pressure at which the stroke can be obtained and sets it to the target suction pressure. Alternatively, the suction pressure set value may be increased by a higher control unit provided in the air conditioner of the vehicle, and may be transmitted to the compressor control unit. The suction pressure setting value is indicated by a dotted line in Fig. At the start of control, that is, when the set value is changed to a higher value, the current applied to the electromagnetic actuator is reduced or cut off according to an instruction from the control unit, whereby the first communication path is closed and the second communication path is opened . 7, the fact that the valve opening degree graph is in the minus section means that the first communication path is closed and the second communication path is opened.

However, if the above condition is maintained, the pressure of the crank chamber becomes equal to the discharge pressure, and as a result, the operation of the compressor is stopped. Therefore, when the suction pressure reaches the target value, do. Even in this case, the opening of the valve repeats the increase and decrease with reference to the target value, and eventually converges to the target value.

Conventionally, a separate orifice passage, which is normally opened to solve the pressure rise of the crank chamber due to the refrigerant leaking between the cylinder and the piston during the compression process, is formed, which causes the efficiency reduction. However, in the above embodiment, since the suction pressure can be adjusted as desired, the orifice passage can be omitted or minimized, thereby minimizing the deterioration of the efficiency.

In addition, since the control period is largely deviated to the opening control of the first communication path, the section for guiding the discharge pressure to the crank chamber is minimized. In other words, the amount of the already-compressed refrigerant used for adjusting the swash plate inclination angle is minimized, so that an additional efficiency increase can be expected.

8 is a block diagram schematically showing a control system of a vehicle air conditioner having a control device for controlling the compressor as described above. Referring to FIG. 8, the control unit 200 of the air conditioner includes a set temperature input unit 201 that allows a user to set a desired temperature, an outside air temperature sensor 202 that measures the temperature of the outside air, An evaporator outlet temperature sensor 203 for measuring the outlet temperature of the evaporator during the cooling cycle, an internal temperature sensor 204 for measuring the indoor temperature of the vehicle, and a solar radiation sensor 205 for measuring the load by direct sunlight, And controls the operation of the air conditioner based on measured or inputted factors.

The control unit 200 further includes an air conditioner door driving unit 210 for controlling an actuator motor 222 for operating a temperature control door provided in the air conditioning system 220. Accordingly, the control unit 200 controls the temperature control door provided in the air conditioner based on the input value and various measured values to control the indoor temperature of the vehicle to be maintained at the input set temperature. In addition, the control unit 200 is configured to communicate with the engine control unit 300 mounted on the vehicle through wired / wireless communication means so as to send and receive signals.

The engine control unit 300 is connected to the pedal sensor 312 for measuring the degree of depression of the engine 310 and the accelerator pedal, and controls the operation of the engine according to signals measured and generated by the pedal sensor. In this process, the heat generated from the engine can be used to adjust the room temperature by a cooling water circulation circuit (not shown).

Meanwhile, the compressor control device 400 for controlling the compressor as described above may be provided separately from the air conditioner control unit 200. The compressor control unit 400 is connected to the air conditioner control unit 200 and the engine control unit 300 so as to be able to exchange signals with each other. Based on the measured values provided from the respective control units, As shown in FIG.

Specifically, the compressor control apparatus 400 includes a valve control unit 410 for controlling the suction pressure of the refrigerant discharged through the compressor, a clutch control unit 420 for controlling the operation of the clutch provided in the compressor, A compressor torque management unit 430 for controlling the torque transmitted to the compressor through the control unit 440 and an abnormality detection unit 440 for checking the operation status of the compressor.

The valve driving unit 450 controls the control valve on the basis of the signals provided from the valve and the clutch driving unit 460 for operating the clutch. The valve driving unit 450 controls the opening degree of the first and second communication paths by controlling a current applied to the electromagnetic actuator included in the control valve. The clutch driving unit 460 drives the clutches And controls the applied electric current so as to maintain the electromagnetic force in the clutch assembly by a torque transmitted to the rotary shaft (40) of the compressor.

At this time, the valve driving unit and the clutch driving unit control the operation of the compressor in consideration of information transmitted from various control units and management units provided in the controller 400. Each of the control unit and the management unit controls operation of the compressor based on a value measured using the suction pressure sensor 401, the discharge pressure sensor 402 and the speed and stroke sensor 403 of the compressor .

Here, the values measured through the sensor include both the suction pressure and the discharge pressure, but as described above, the suction pressure is used to control the stroke of the piston. That is, the stroke of the piston is adjusted by varying the opening degree of the first communication passage in accordance with the difference between the measured suction pressure and the target suction pressure.

The compressor control device may be installed in the housing of the compressor, and each of the sensors may be directly mounted on the compressor. The control unit 200 or the engine control unit 300 may be connected to the vehicle through communication means such as CAN or LIN BUS.

9, the valve control unit 410, the compressor torque control unit 430, the abnormality detection unit 440, and the valve driving unit 450 'may be provided as part of the air conditioner control unit 200 And a structure in which only the suction pressure sensor and the stroke sensor are disposed in the compressor may be considered. In addition, in the example shown in FIG. 8, the clutch control section, the compressor torque management section, and the abnormality detection section may be added or excluded as needed.

The valve control unit 410 determines the discharge amount, in other words, the stroke of the piston, based on the difference between the suction pressure measured as described above and the target suction pressure, and the valve driving unit is provided with the control valve Thereby controlling the operation of the electromagnetic actuator. In this process, the target suction pressure is calculated on the basis of information such as the set temperature and the outside air temperature, which are determined by the air conditioner control unit 200 and transmitted to the compressor control unit 400. 10 is a flowchart illustrating a process of controlling the suction pressure through the valve control unit.

Referring to FIG. 10, the inside air temperature Tp is measured by the air conditioner control unit in which control is started. It is determined whether or not the measured Tp is equal to the predetermined set temperature Ts, and if the same is the same, the after-treatment temperature is measured again after a predetermined time has elapsed. If the measured Tp is different from Ts, it is judged that it is necessary to adjust the inside temperature.

At this time, the cause of the difference between Tp and Ts is determined, and if it is determined that the input is caused by the user, a new Ts is set as the input temperature. If there is a difference between the set temperature and the inside temperature even though there is no input from the user, it is determined that the change is due to an external cause.

Then, Tp and Ts are compared. If Tp is greater than Ts, the target intake pressure Ps is reset to a lower value since cooling is required. If Tp is smaller than Ts, the refrigerant is excessively cooled, so it is necessary to reduce the refrigerant discharge amount of the compressor. Therefore, in this case, the target Ps is reset to a larger value.

After resetting the target Ps, compare it with the actual Ps. When the target Ps is greater than the measured actual Ps, the control valve is controlled to decrease the opening degree of the first communication path since the pressure Ps must be adjusted higher. Specifically, the valve body is moved upward by reference to Fig. If the target Ps is smaller than the measured actual Ps, the control valve is controlled so as to increase the opening degree of the first communication path since Ps must be adjusted lower. Specifically, the valve body is moved downward with reference to Fig. 2

After controlling the control valve in this way, re-measure the actual Ps and confirm that the target value has been reached. If there is still a difference between them, the above process is repeated. If they are the same, the control is terminated.

The compressor torque management unit calculates the current compressor torque based on the suction pressure, the discharge pressure, the operation speed of the compressor, and the stroke information of the piston. At this time, the torque can be calculated by the following equation.

The torque value thus calculated is transmitted to the engine control unit to precisely control the engine load on the compressor torque. Further, the torque value can be used for controlling the clutch. That is, since the current applied to the clutch can be adjusted based on the torque value, the clutch power consumption is controlled according to the compressor torque. Clutch power consumption can be reduced by controlling the engine load with precise engine torque control and by controlling clutch applied current to the compressor torque

On the other hand, the abnormality detection unit can be operated at an external command or a predetermined frequency, and it detects an abnormality based on values such as a suction pressure, a discharge pressure, a compressor operation speed, and a stroke of a piston. At this time, the generated data may be transmitted to the engine control unit and used for the operation of the engine.

If it is determined that there is an abnormality in the control valve or the clutch or the like provided in the compressor based on the respective data, if it is detected that a problem is detected, it is transmitted to the engine control unit or another control unit of the vehicle, Appropriate measures can be taken.

While the present invention has been particularly shown and described with reference to exemplary embodiments thereof, it is to be understood that the invention is not limited to the disclosed embodiments, but, on the contrary, is intended to cover various modifications and equivalent arrangements included within the spirit and scope of the invention. For example, the suction pressure sensor 401 may be disposed at any one of the suction chamber of the compressor, the outlet end of the evaporator, and the refrigerant pipe between the evaporator and the compressor. In addition, the target suction pressure can be determined not only by the air conditioner control device 200 of the vehicle but also by the compressor control device 400. [

Further, the actuator described in the above embodiments is not limited to solenoid actuators, and may be replaced with, for example, a stepper actuator, a direct current actuator, or a piezo electric actuator.

Claims

A piston reciprocating by a swash plate, a crank chamber accommodating a swash plate mounted to vary the inclination angle with respect to the rotation axis, a discharge chamber discharging a compressed working fluid, a suction chamber sucking a working fluid to be compressed, A second communication path connecting the discharge chamber and the crank chamber, and a control valve selectively opening and closing the first communication path and the second communication path, the control device comprising:

A suction pressure sensor for measuring a pressure of the suction chamber;

A valve control unit for controlling an opening degree of the first and second communication paths in the control valve by comparing a target suction pressure and a suction pressure value measured from the suction pressure sensor; And

And a valve driving unit for driving an actuator that moves the valve body of the control valve to a position determined from the valve control unit so as to be a target suction pressure.
The method according to claim 1,

Wherein information on the outdoor air condition and the set evaporator outlet temperature from the air conditioner control system of the vehicle is provided to the valve control unit.
The method according to claim 1,

Wherein the valve control unit sets the target suction pressure to be lower than the measured suction pressure when cooling is required.
The method of claim 3,

Wherein the valve driving unit increases the opening degree of the first communication path when the target suction pressure is lower than the measured suction pressure.
5. The method of claim 4,

Wherein when the first communication path is at least partially opened, the second communication path is in a closed state.
The method according to claim 1,

Further comprising a transmission / reception unit for transmitting / receiving signals to / from the air conditioner control system of the vehicle, wherein the valve control unit and the valve driving unit are provided separately from the air conditioner control system of the vehicle.
The method according to claim 1,

Wherein the valve control unit and the valve driving unit are incorporated in an air conditioner control system of a vehicle.
The method according to claim 1,

Secondary sensing means for sensing at least one of an operating speed of the compressor, a discharge pressure, and a stroke of the piston,

And a compressor torque management unit for determining a torque required for driving the compressor based on the information from the secondary sensing unit and the measured suction pressure.
9. The method of claim 8,

And the valve control unit provides the determined torque value to an external control device.
The method according to claim 1,

Secondary sensing means for sensing at least one of an operating speed of the compressor, a discharge pressure, and a stroke of the piston,

And an abnormality detecting unit for determining whether or not the compressor is abnormal based on the information from the secondary sensing unit and the measured suction pressure.
9. The method of claim 8,

Wherein the compressor further comprises an electronic clutch means for selectively transmitting rotational torque to the rotating shaft,

And a clutch control unit for selectively transmitting the rotation torque to the rotation shaft according to the torque value determined by the compressor torque management unit to control the operation of the electromagnetic clutch means.
A casing having a space portion formed therein and having an electronic actuator at one end;

A valve body mounted to move within the casing; And

A first through hole communicating with a space portion of the casing and a suction chamber of a compressor to which the valve body is mounted;

Second and third through holes communicating with a space portion of the casing and a crank chamber of a compressor to which the valve body is mounted; And

A fourth through hole communicating with a space of the casing and a discharge chamber of a compressor to which the valve body is mounted;

A control valve,

And the second or third through-hole is selectively opened or closed while the valve body moves along the longitudinal direction of the valve body.
13. The method of claim 12,

Wherein the first and fourth through holes are kept open regardless of the position of the valve body.
14. The method of claim 13,

And at least one filter installed in at least one of the first and fourth through holes.
13. The method of claim 12,

Wherein the space portion includes a large diameter portion having a relatively large inner diameter and a small diameter portion having a relatively small inner diameter, and a second through hole disposed relatively adjacent to the first through hole is disposed in the large diameter portion Control valve.
16. The method of claim 15,

And a third through-hole disposed relatively adjacent to the fourth through-hole is disposed in the small-diameter portion.
13. The method of claim 12,

And the second through-hole maintains a completely closed state when the third through-hole is at least partially opened.
16. The method of claim 15,

Wherein the valve body further includes a stepped portion opposed to an interface between the large diameter portion and the small diameter portion, and an inner flow path extending from the stepped portion to the outer surface of the valve body is additionally formed.
16. The method of claim 15,

Wherein the valve body includes a tapered surface on a surface facing the second or third through-hole.
A control valve according to any one of claims 12 to 19;

A rear housing in which the control valve is accommodated and in which a suction chamber and a discharge chamber are formed, respectively;

A cylinder housing having the plurality of cylinder bores formed in a radial direction and coupled with the rear housing; And

And a front housing coupled to the cylinder housing and having a crank chamber in which a swash plate is disposed,

A first communication passage for communicating the suction chamber and the crank chamber is defined by the cylinder housing, the rear housing, the second through hole, and the first through hole,

And a second communication passage for communicating the discharge chamber and the crank chamber is defined by the cylinder housing, the rear housing, the fourth through-hole, and the third through-hole.
21. The method of claim 20,

Wherein the first communication path and the second communication path are formed separately and do not have overlapping sections.