JP2001163044A - Air conditioner for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To enable idling-up corresponding to change in the compressor load when the command for the operation of a clutchless compressor is given. SOLUTION: A detector 17 for directly detecting the operation and the correction of a check valve for stopping the circulation of a coolant is mounted on a compressor 7, and an idling-up signal IU for switching to the idling-up is output when the stop of the operation of the check valve 130 is detected by the detector 17 in a case when an A/C switch SW is turned ON and the operation of the compressor 7 is commanded. As a result, the idling-up is executed corresponding to timing of the change of the load of the compressor caused by the command of the operation, which effectively prevents the excess acceleration and deceleration in the rotation of an engine.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle air conditioner provided with an external variable displacement compressor.

[0002]

2. Description of the Related Art When an external variable displacement type compressor used in a cooling cycle system of a vehicle air conditioner is used as a so-called clutchless type compressor which is constantly supplied with a driving force from a driving source such as an internal combustion engine, such a compressor is required. When refrigerant compression is not required, the refrigerant circulation stopping means for stopping the circulation of the refrigerant to the external refrigerant circuit is operated to set the internal circulation state in which the refrigerant is circulated only inside the compressor, and the air conditioner switch is switched from off to on. For example, when a refrigerant compression operation by a compressor is instructed, a configuration is adopted in which the operation of the refrigerant circulation stopping means is stopped and the refrigerant is circulated to an external refrigerant circuit in an external circulation state.

[0003] This kind of conventional refrigerant circulation stopping means is constituted as a pressure-responsive on-off valve which operates in response to a differential pressure between the pressure in the control chamber of the compressor and the pressure in the high-pressure chamber. Means that the sum of the spring force acting on the valve body in the valve closing direction and the pressure in the control chamber acting on the valve body is smaller than the pressure in the high pressure chamber acting on the valve body in the valve opening direction. Then, the operation as the refrigerant circulation stopping means is stopped, and the state is set to the external circulation state.

On the other hand, the pressure in the control chamber is controlled by adjusting the opening of a pressure control valve provided in a passage between the control chamber and the high-pressure chamber. When the degree is reduced, the refrigerant pressure in the control chamber is reduced and the capacity of the compressor is increased. When the opening degree of the pressure control valve is increased, the refrigerant pressure in the control chamber is increased and the capacity of the compressor is reduced.

[0005] Since the conventional variable displacement compressor is configured as described above, when the stop of the refrigerant compression operation by the compressor is instructed during the operation of the compressor, the valve opening of the pressure control valve is maximized. The pressure control valve is controlled, whereby the refrigerant pressure in the control chamber becomes substantially equal to the refrigerant pressure in the high pressure chamber, and as a result, the refrigerant circulation stopping means operates to switch the refrigerant from the external circulation state to the internal circulation state. And the compressor is substantially in an operation stop state.

[0006] When the compressor is instructed to perform the refrigerant compression operation after the compressor is substantially stopped in which the compressor does not compress the refrigerant, control for reducing the opening degree of the pressure control valve is executed. Then, the refrigerant pressure in the high pressure chamber becomes sufficiently higher than the refrigerant pressure in the control chamber, the operation of the refrigerant circulation stopping means stops, the refrigerant is switched from the internal circulation state to the external circulation state, and the refrigerant compression operation by the compressor starts. Will be done.

In general, when the compressor is operated during idling, idle-up is performed to suppress fluctuations in engine speed due to an increase in compressor load. In the case of a compressor with a clutch, the clutch is connected and the compressor is started in response to the operation instruction, so that idle-up can be performed in accordance with the operation instruction signal timing. However, in the case of the external variable displacement compressor having the above-described configuration, the time from the operation instruction to the actual start of the compressor depends on the pressure change speed in the compressor. The timing with the load change does not match, causing a problem that the rotation speed of the engine becomes too high, or conversely, the rotation speed of the engine drops.

In order to solve this problem, (1) a configuration in which the idling rotation is controlled by calculating the compressor capacity using the magnet of the swash plate and the magnetic sensor of the machine body wall (Japanese Patent No. 2715)
544), (2) Configuration for controlling idle rotation according to compressor capacity obtained using a piston stroke pulse detector (Japanese Patent No. 2650378), (3) Cooperation with control operation of compressor capacity adjusting means (Japanese Patent No. 181)
1308) and (4) a configuration for correcting idle-up according to the high pressure of the refrigerant of the compressor (Japanese Patent Application Laid-Open No. Sho 62-41951).

[0009]

However, the above (1),
According to the prior art of (2), the capacity of the compressor is detected. However, due to their structure, the circulation stopping means is not always stopped at a specified capacity or more. By this time, a time delay will occur. The prior art of (3) uses a capacity adjusting means, and has another problem that accuracy and response are low in addition to the problems of the prior arts (1) and (2). Since the prior art (4) is configured to detect a high pressure, it is affected by the time delay of the cycle pressure change and the response delay of the pressure sensor. Has a problem that it cannot cope.

It is an object of the present invention to provide a vehicle air conditioner which can solve the above-mentioned problems in the prior art.

[0011]

According to the present invention, there is provided, in accordance with the present invention, a refrigerant circulation stopping means for stopping the circulation of refrigerant to an external refrigerant circuit. In a vehicle air conditioner comprising a variable displacement compressor, a detecting means for directly detecting operation / stop of the refrigerant circulation stopping means, and the refrigerant circulation stopping means operates from a stopped state in response to the detecting means. A vehicle air conditioner is provided, comprising: idle-up switching means for idling up the idle speed of the internal combustion engine when it is detected that the state has been switched to the state.

When the air conditioner switch is turned on, the compressor starts compressing the refrigerant, and the refrigerant pressure in the compressor starts to increase. When the refrigerant in the compressor reaches a predetermined pressure state, the operation of the refrigerant circulation stopping means is stopped. The detecting means directly detects that the operation of the refrigerant circulation stopping means has been stopped, and in response to the detection result, the idle-up switching means operates to idle-up the idle speed of the internal combustion engine.

As a result, the idle-up is executed in accordance with the timing of the load change of the compressor caused by the operation instruction, and it is possible to effectively prevent the engine speed from excessively increasing or decreasing.

According to the present invention, a vehicle having an external variable displacement compressor which is provided with a refrigerant circulation stopping means for stopping the circulation of the refrigerant to the external refrigerant circuit and which is directly driven to rotate by the rotation output of the internal combustion engine. In an air conditioner, a detecting means for directly detecting the operation / stop of the refrigerant circulation stopping means, a calculating means for calculating and outputting a torque signal indicating a torque of the compressor, and the refrigerant circulation stopping means in response to the detecting means A determination / output unit that outputs the torque signal as a correction signal for an idle rotation speed for idling up when it is detected that the vehicle has been switched from a stop state to an operation state. Air conditioner is proposed.

The torque signal can be calculated and generated based on the outside air temperature and the refrigerant pressure, and the capacity of the compressor is corrected by correcting the idle speed for idling up according to the torque of the compressor indicated by the torque signal. And appropriate idle control can be performed.

[0016]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment of the present invention will be described below in detail with reference to the drawings.

FIG. 1 is a schematic diagram showing a vehicle air conditioner 1 according to the present invention. As shown in FIG. 1, a blower 3 for introducing air into the ventilation duct 2 and an intake door for selectively switching the introduced air to an outside air introduction mode or an inside air circulation mode are provided upstream of the ventilation duct 2. 4 are provided.

An evaporator 5 and a heater core 6 are provided downstream of the blower 3. The evaporator 5 constitutes a cooling cycle together with the variable capacity compressor 7, the condenser 8 and the receiver tank 9. On the other hand, the heater core 6 is connected to the internal combustion engine 10 together with the radiator 11, and has a known configuration in which cooling water in the internal combustion engine 10 circulates in the heater core 6.

The compressor 7 is an internal combustion engine 1 for driving a vehicle.
A clutchless system in which the clutch is directly connected to the belt 0 by a belt 191 without using a clutch is employed, and the clutch is driven in a clutchless system. That is, the rotation of the internal combustion engine 10 is directly transmitted to the drive shaft 7A of the compressor 7. As a result, the compressor 7 is always driven to rotate while the internal combustion engine 10 is operating. As will be described in detail later, the compressor 7 automatically performs internal control so that the suction pressure becomes a predetermined value, and the predetermined value is controlled by an external electric signal to make the discharge capacity variable. It is configured to obtain.

In order to be able to adjust the compressor capacity of the compressor 7 in response to an external electric signal, the compressor 7 is provided with an electromagnetic valve 7B. The opening and closing are controlled in accordance with the solenoid drive current IS supplied as described above, whereby the compressor 7 can be electrically controlled from the outside so that the compressor capacity of the compressor 7 becomes a desired value.

FIG. 2 is a longitudinal sectional view of the compressor 7.

The compressor 7 is configured as a variable displacement type swash plate type clutchless compressor.
, A front head 104 is fixed to the other end surface. In the cylinder block 101, a plurality of cylinder bores 106 are arranged at predetermined intervals in a circumferential direction around a shaft (rotating shaft) 105. In FIG. 2, only one cylinder bore 106 is visible. A piston 107 is slidably accommodated in each of the cylinder bores 106. The cylinder block 101 is provided with a discharge port 101a communicating with the inlet of the condenser 8.

In the front head 104, a crankcase 1 is provided.
The swash plate 110 is accommodated in the crank chamber 108. On the sliding surface 110a of the swash plate 110, a shoe 150 that supports the spherical end portion 111a of the connecting rod 111 so as to be relatively rollable is provided with a retainer 153.
Is held in. A bearing 155 is mounted on the boss 110b of the swash plate 110, a retainer 153 is mounted on the boss 110b of the swash plate 110 via the bearing 155, and the retainer 153 is rotatable relative to the swash plate 110. The bearing 155 includes a stopper 154 fixed to the boss 110b.
Has been prevented by. Connecting rod 1
The other end 111b of 11 is fixed to the piston 107.

The shoe 150 is connected to the connecting rod 1.
11 includes a shoe main body 151 for supporting the front end surface of one end 111a of the connecting rod 111 so as to be relatively rotatable, and a washer 152 for supporting the rear end surface of one end 111a of the connecting rod 111 so as to be relatively rotatable.

A discharge chamber 112 and a suction chamber 113 are formed in the rear head 103. The suction chamber 113 is arranged so as to surround the discharge chamber 112, and the evaporator 5 is connected to the suction chamber 113 via a suction port (not shown). The rear head 103 and the valve plate 102 are provided with a discharge passage 139 communicating between the discharge port 101a and the discharge chamber 112.

In the middle of the discharge passage 139, the discharge passage 13
9 to open and close to discharge refrigerant gas in the discharge chamber 112 to the discharge port 101.
A check valve 130 for controlling the supply from a to the condenser 8 is provided.

The check valve 130 opens and closes in response to a pressure difference between the pressure in the discharge chamber 112 and the pressure in the crank chamber 108. When the pressure in the crank chamber 108 decreases and the pressure difference exceeds a predetermined value P1, the check valve 130 is opened. Is opened and the differential pressure reaches a predetermined value P1.
When the temperature falls below the check valve 130, the check valve 130 is closed, and when the heat load is reduced, the refrigerant is circulated inside the compressor, and the discharge amount to the outside of the compressor (external circulation amount) can be made zero. . That is, the check valve 130 is provided as a refrigerant circulation stopping means for stopping the circulation of the refrigerant to the external refrigerant circuit.
By activating 0, the circulation of the refrigerant to the external refrigerant circuit is stopped, and the refrigerant enters an internal circulation state in which the refrigerant circulates inside the compressor 7.

The discharge chamber 112 and the crank chamber 108 communicate with each other through a communication passage 103A. The solenoid valve 7B, which is an opening / closing control valve provided in the middle of the communication passage 103A, has a large heat load as described later. It can be closed only when.

In order that the refrigerant gas in the crank chamber 108 can be appropriately returned to the suction chamber 113 in accordance with the pressure difference between the crank chamber 108 and the suction chamber 113, the suction chamber 11
3 and the crank chamber 108 communicate with each other via a pressure release unit 100 described later.

The compression chamber 182 is provided in the valve plate 102.
A discharge port 116 for communicating the air with the discharge chamber 112 and a suction port 115 for communicating the cylinder bore 106 with the suction chamber 113 are provided at predetermined intervals in the circumferential direction. The discharge port 116 is opened and closed by a discharge valve 117, and the discharge valve 117 is fixed to an end face on the rear head side of the valve plate 102 by a bolt 119 and a nut 120 together with a valve retainer 118. Also, suction port 1
15 is opened and closed by a suction valve 121. The suction valve 121 is disposed between the valve plate 102 and the cylinder block 101.

A radial bearing 124 and a thrust bearing 125 for supporting the rear side of the shaft 105 are accommodated in a bearing chamber 160 formed in the front head 104. The bearing chamber 160 includes a small-diameter chamber 160A that accommodates the radial bearing 124, and a large-diameter chamber 160B that is formed to be continuous with the small-diameter portion 160A to accommodate the thrust bearing 125. Room 10
8 is open. Thereby, the refrigerant gas in the crank chamber 108 can be guided into the bearing chamber 160. The front side of the shaft 105 is rotatably supported by a radial bearing 126. A pulley 190 is fixed to the front end of the shaft 105 with bolts 192, and a belt 191 is hung on the pulley 190.

The configuration of the bearing chamber 160 is not limited to the above-described configuration, and the number, size, and structure of the bearing chamber 160 can be appropriately determined according to the configuration for bearing the shaft 105 and the like. Of course you can.

The shaft 105 has a thrust flange 140 for transmitting the rotation of the shaft 105 to the swash plate 110.
Is fixed, and the thrust flange 140 is supported on the inner wall surface of the front head 104 via a thrust bearing 133. The thrust flange 140 and the swash plate 110 are connected via a hinge mechanism 141, and the swash plate 110 can be inclined with respect to a plane perpendicular to the shaft 105.

The swash plate 110 is slidably and tiltably mounted on the shaft 105.

The hinge mechanism 141 includes a bracket 110e provided on the front surface 110c of the swash plate 110 and a linear guide groove 110f provided on the bracket 110e.
And a rod 143 screwed to the swash plate side end surface 140a of the thrust flange 140. Guide groove 1
The longitudinal axis of 10f is inclined at a predetermined angle with respect to the front surface 110c of the swash plate 110. Spherical part 143 of rod 143
a is fitted in the guide groove 110f so as to be relatively slidable.

The refrigerant gas in the crank chamber 108 can always be gradually returned to the suction chamber 113,
When the pressure in the crank chamber 108 suddenly rises due to the operation to reduce the discharge capacity, the refrigerant gas in the crank chamber 108 is quickly released to the suction chamber 113 which is a low-pressure chamber, thereby preventing an excessive pressure increase in the crank chamber 108. In order to be able to perform the
0 is provided.

The pressure relief section 100 allows the refrigerant gas in the crank chamber 108 to pass through the radial bearing 124 and the thrust bearing 125 housed in the bearing chamber 160 and into the suction chamber 113.
In order to discharge the refrigerant gas into the crank chamber 108 at the deepest portion 160C
And an internal passage 105A formed in the shaft 105 along the axial direction so as to guide the crank chamber 1 into the bearing chamber 160 from the crank chamber 108.
08 through the thrust bearing 125 into the internal passage 105A, and a through-hole 105B formed in the shaft 105 and the internal passage 105A.
A plurality of pressure relief passages 100A, 10A formed in the front head 104 so that the refrigerant gas guided to the deepest portion 160C of the
0B.

In FIG. 2, two pressure release passages 100A, 10A
Although 0B is provided, the number of pressure release passages is not limited to two, and an arbitrary number of three or more can be provided. In the present embodiment, the orifice 100Aa
Is provided, whereby the refrigerant gas in the crank chamber 108 is constantly discharged into the suction chamber 113 by an appropriate amount in accordance with the pressure difference between the crank chamber 108 and the suction chamber 113. The pressure release passage 110B is provided with a differential pressure valve 170 instead of an orifice.
Is opened when the refrigerant gas pressure in the crank chamber 108 exceeds a predetermined value with respect to the refrigerant gas pressure in the suction chamber 113,
The high pressure refrigerant gas in the crank chamber 108
And can be quickly discharged into the suction chamber 113 via the The type of the differential pressure valve 170 and the operating pressure thereof can be appropriately determined, and are not limited to the embodiment shown in the drawings.

Next, the operation of the compressor 7 will be described.

The rotational power of the internal combustion engine 10 is constantly transmitted to the pulley 190 and the shaft 105 via the belt 191.
The rotational force of the shaft 105 is transmitted to the swash plate 110 via the thrust flange 140 and the hinge mechanism 141, and the swash plate 11
0 rotates.

The rotation of the swash plate 110 causes the shoe 150 to relatively rotate on the sliding surface 110a of the swash plate 110, so that the rotational force from the swash plate 110 is converted into a linear reciprocating motion of the piston 107. The piston 107 reciprocates in the cylinder bore 106, and as a result, the compression chamber 1 in the cylinder bore 106
The volume 82 changes, and the suction, compression, and discharge of the refrigerant gas are sequentially performed by the change in the volume, and the refrigerant gas having a capacity corresponding to the inclination angle of the swash plate 110 is discharged. At the time of suction, the suction valve 121 opens, and low-pressure refrigerant is sucked from the suction chamber 113 into the compression chamber 182 in the cylinder bore 106. At the time of discharge, the discharge valve 117 opens, and high-pressure refrigerant gas flows from the compression chamber 182 to the discharge chamber 112. Discharged.

During the operation described above, the crank chamber 10
The refrigerant gas in 8 is discharged into the suction chamber 113 through the pressure release passage 100A of the pressure release section 100 by an amount corresponding to the throttle amount of the orifice 100Aa. As described above, because of the orifice 100Aa provided at the outlet of the pressure release passage 100A, the amount of refrigerant gas released is small, and does not hinder the above operation. As described above, the refrigerant gas in the crank chamber 108 is discharged into the suction chamber 113 by the pressure release unit 100, so that the radial bearing 124 and the thrust bearing 12
5 is lubricated by an oil mist contained in the refrigerant gas passing therethrough, and has a radial bearing 124 and a thrust bearing 125.
Smooth bearing operation is ensured.

When the heat load decreases, the control valve 200 is opened, the high-pressure refrigerant gas flows from the discharge chamber 112 to the crank chamber 18, and the pressure in the crank chamber 108 increases. Therefore, the force applied to the front surface of the piston 107 during the compression stroke increases, and the sum of the forces applied to the front surface of the piston 107 exceeds the sum of the forces applied to the rear surface of the piston 107. Becomes smaller, and the stroke of the piston 107 becomes smaller.

At this time, a high pressure is suddenly generated in the crank chamber 108. In response to this, the pressure releasing section 100
Differential pressure valve 170 is opened. Since no orifice is provided in the pressure release passage 100B, the high-pressure refrigerant gas in the crank chamber 108 is quickly discharged to the suction chamber 113 via the pressure release passage 100B of the pressure release section 100, and the inside of the crank chamber 108 is discharged. An excessively high pressure state can be prevented. In this case as well, the released refrigerant gas passes through the radial bearing 124 and the thrust bearing 125, and is contained in the refrigerant gas as in the above-described case. Oil mist adheres to each part of the radial bearing 124 and the thrust bearing 125, and contributes to ensuring smooth axial operation of the radial bearing 124 and the thrust bearing 125.

When the capacity of the compressor 7 is reduced and the discharge amount of the refrigerant gas is reduced, and the pressure difference between the suction chamber 113 and the discharge chamber 112 becomes equal to or less than a predetermined value P1, the check valve 130 is closed to perform discharge. The passage 139 is closed.
As a result, the refrigerant gas is prevented from flowing out from the discharge port 101a to the condenser 8, the refrigerant circulation to the external refrigerant circuit is stopped, and the internal circulation state is established.

That is, when the inclination angle of the swash plate 110 is at a minimum, the refrigerant gas flows into the suction chamber 113 and the compression chamber 18.
2. Returning to the suction chamber 113 again through the discharge chamber 112, the control valve 181, the crank chamber 108, and the passage 158 sequentially.

On the other hand, when the heat load increases, the solenoid valve 7A is closed, and the discharge chamber 112
The refrigerant gas in the crank chamber 108 is prevented from flowing out to the suction chamber 113 through the pressure release passage 100A by an amount corresponding to the throttle amount of the orifice 100Aa.
, The pressure in the crank chamber 108 decreases. Then, the force applied to the front surface of the piston 107 during the compression stroke becomes smaller, and the sum of the forces applied to the front surface of the piston 107 becomes smaller than the sum of the forces applied to the rear surface of the piston 107. As a result, the inclination angle of the swash plate 110 decreases. And the stroke of the piston 107 increases.

As the pressure in the crank chamber 108 decreases, the pressure difference between the crank chamber 108 and the discharge chamber 112 becomes a predetermined value P2 (>
When P1) is exceeded, the check valve 130 is opened, and the refrigerant gas in the discharge chamber 112 enters an external circulation state in which the refrigerant gas is discharged from the discharge port 1a to the inlet of the condenser 8 through the discharge passage.

Returning to FIG. 1, reference numeral 12 denotes a control unit configured by using a microcomputer to control the operation of the air conditioner 1 for a vehicle. + B is supplied, and when the air conditioner (A / C) switch SW is turned on, the control unit 12 is activated.

The control unit 12 receives an outside air temperature signal S13 from an outside air sensor 13 for detecting the outside air temperature at a predetermined position outside the vehicle compartment, and a refrigerant pressure sensor 14 for detecting the pressure of the refrigerant gas in the condenser 8. Evaporator temperature sensor 1 for detecting the refrigerant pressure signal S14 and the passing air temperature (post-evaporation temperature) immediately after the evaporator 5
5, the post-evaporation temperature signal S15, and the fan switch 1
6 is input. Reference numeral 17 denotes a detector for detecting the operation state of the check valve 130 (see FIG. 2) as the refrigerant circulation stopping means, and indicates the operation / stop of the check valve 130 from the detector 17. The operation / stop signal S17 is supplied to the control unit 12. The control unit 12 has a setting device 18 for setting the post-evaporation temperature.
Is connected, and the target value of the post-evaporation temperature can be arbitrarily set by adjusting the setting device 18.

The control unit 12 is configured as a microcomputer system, and controls opening and closing of each door provided in the ventilation duct 2 necessary for setting a required blowing mode according to a main control program which is set in advance. In addition to executing position control of the air mix door MX for adjusting the air temperature, the compressor 7 is controlled so that the target post-evaporation temperature set by the setting unit 18 is obtained.
Control for adjusting the capacity of the compressor 7 by controlling the opening and closing of the solenoid valve 7B.

The control unit 12 further includes A
When the operation for compressing the refrigerant by the compressor 7 is started by an operation instruction such as the / C switch SW being switched from off to on, there is a time delay from the operation instruction until the compressor actually starts compression. Even so, the engine has an idle-up switching control function for starting the idle-up operation without causing a large fluctuation in the internal combustion engine speed.

FIG. 3 is a functional block diagram of the control unit 12. Reference numeral 21 denotes a ventilation duct 2 necessary for setting a required blowing mode.
And the position of the air mix door MX for adjusting the blow-out temperature, and the compressor capacity for obtaining the target post-evaporation temperature set by the setting unit 18. The main control unit is a main control unit for executing control for supplying a solenoid driving current IS for driving control of the solenoid valve 7B.
8 and the A / C switch SW are connected, and signals S13 to S16 are input. Since the above-described control in the main control unit 21 is the same as that in the known vehicle air conditioner, the detailed configuration of the main control unit 21 is not illustrated and described here.

On the other hand, what is indicated by reference numeral 22 is that when the compressor 7 starts the operation for compressing the refrigerant in accordance with the operation instruction to the compressor 7, the refrigerant is actually compressed in the compressor 7. An idle-up control unit for performing idle-up switching of the internal combustion engine 10 in accordance with a change in load of the compressor 7 even if a time delay occurs before that, so that the engine speed of the internal combustion engine 10 does not suddenly change. .

The idle-up control section 22 provides information on the on / off state of the A / C switch SW and the operation from the detector 17.
The determination unit 23 receives a stop signal S17 and a compressor-on signal SCOM indicating whether or not a current is flowing through a solenoid (not shown) of the solenoid valve 7B. The determination unit 23 is a case where the compressor ON signal SCOM indicates that a current is flowing through the solenoid of the solenoid valve 7B, and the A / C switch SW is ON and the operation / stop signal S17 is a refrigerant circulation stop unit. Check valve 13
When 0 indicates operation, it is determined that an idle-up signal IU for performing idle-up switching should be output, and a determination signal S23 is output.

The output section 24 outputs an idle-up signal IU in response to the determination signal S23. The idle-up signal IU is input to an engine control unit 31 for controlling the operation of the internal combustion engine 10, and the engine control unit 31 With this, the idle-up solenoid 32 is energized, and the idle-up switching of the internal combustion engine 10 is performed (see FIG. 1).

FIG. 4 shows an example of the configuration of the detector 17 for directly detecting whether the check valve 130 is operating. In this configuration example, the valve element 130A of the check valve 130 is provided with the magnet piece 17A and the valve element 130A.
The Hall element 17B is arranged to face the wall guiding A. When the valve body 130A is in the illustrated closed position and is operating as a refrigerant circulation stopping means, the magnet piece 17A approaches and opposes the Hall element 17B, and a large level voltage signal is obtained from the Hall element 17B. However, when the valve element 130A is pushed up to take the valve open position, the magnet piece 17A is separated from the Hall element 17B, and the output voltage level from the Hall element 17B is reduced.

Accordingly, the operation / stop signal S17 can be obtained by discriminating the level of the output voltage from the Hall element 17B based on the predetermined reference level, and the position of the valve element 130A, ie, the position of the valve element 130A, can be obtained by the operation / stop signal S17. Opening and closing of the check valve 130 is electrically detected,
It is possible to detect whether or not the check valve 130 is operating as a refrigerant circulation stopping means.

Since the vehicular air conditioner 1 is configured as described above, when the operation of the compressor 7 is instructed by turning on the A / C switch SW, the determination unit 23
In the above, the compression start timing of the refrigerant can be reliably determined by the compressor 7. Then, since the idle-up control is performed based on this determination, the idle-up control is performed in synchronization with the load fluctuation of the compressor 7, and the engine is affected by the influence of the operation of the compressor 7 during the idle operation of the internal combustion engine 10. A large fluctuation in the speed can be effectively prevented.

The above-described idle-up control function performed by the idle-up control unit 22 can be configured to execute a control program for controlling a compressor in the microcomputer system constituting the control unit 12.

FIG. 5 is a flowchart showing an example of a compressor control program for executing the control function of idle-up switching described with reference to FIG.

The control operation according to the compressor control program shown in FIG.
In, the target drive current value Isol to be given to the solenoid valve 7B required to obtain the target post-evaporation temperature set by the setter 18 is calculated by a known appropriate method.

Then, at step 42, the A / C switch S
It is determined whether W is on. If the A / C switch SW is off, the result of the determination in step 42 is NO, and in step 43 the idle-up is turned off. Then, at step 44, the value of the solenoid drive current IS is set to zero, and the routine proceeds to step 45, at which the solenoid drive current IS is output in accordance with the value of the solenoid drive current IS. Therefore, in this case, since the solenoid valve 7B is not driven, the solenoid valve 7B is opened.

If the A / C switch SW is ON, the determination result in the step 42 is YES, and in a step 46, it is determined whether or not the check valve 130 is operating as the refrigerant circulation stopping means based on the operation / stop signal S17. Is done. If the check valve 130 is operating as the refrigerant circulation stopping means, the determination result of step 46 is YES, and
At step 7, the idle-up is turned off, and the routine goes to step 48.

At step 48, the target drive current value Isol obtained at step 41 is set to the value of the solenoid drive current IS, and the routine proceeds to step 45.

If it is determined in step 46 that the check valve 130 is not operating as the refrigerant circulation stopping means, the result of the determination in step 46 is NO, and
At step 9, the idle-up is turned on, and the routine proceeds to step 48.

According to the configuration shown in FIG. 5, when the A / C switch SW is on and the check valve 130 is not operating, that is, when the refrigerant is not yet circulating externally, the idle-up is turned off. When the operation of the check valve 130 is stopped, the process proceeds to step 49, where idle-up is turned on. Therefore, FIG.
The same effect as in the case of the configuration shown in FIG.

In the configuration example shown in FIG. 3, the configuration for performing the idle-up switching control directly based on the determination result of the determination unit 23 has been described. However, the configuration for controlling the idle-up is the configuration shown in FIG. However, the present invention is not limited to this, and other configurations are possible.

FIG. 6 shows a compressor 7 which can be used in place of the idle-up controller 22 shown in FIG.
The idle-up control unit 22 'which uses the torque signal of FIG.

In the idle-up control section 22 ', the determination section 23 has the same function as the determination section 23 shown in FIG. 3, and 26 is the torque of the compressor 7 in response to the outside air temperature signal S13. , A compressor torque signal calculating section 25 for calculating and outputting a torque signal ST indicating the torque signal ST, and a compressor torque signal calculating section 26 when the determination signal S23 is output from the determination section 23.
Is output to the engine control unit 31.

In the compressor torque signal calculation section 26,
Based on the data indicating the relationship between the outside air temperature and the torque of the compressor 7 shown in FIG. 7, the value of the torque of the compressor 7 at that time is calculated according to the outside air temperature signal S13.
The compressor torque signal calculator 26 calculates the outside air temperature signal S13 based on the map data corresponding to the graph shown in FIG.
Can be configured so as to obtain a torque signal ST by performing a map operation in accordance with the value of.

The thus obtained torque signal ST
Is input to the engine control unit 31 via the torque signal output unit 25 only when the determination signal S23 is output from the determination unit 23. The engine control unit 31 corrects idle-up based on the value of the torque signal ST. That is, as the value of the torque signal ST increases, the idle rotation speed of the internal combustion engine 10 is increased, and the idle rotation speed of the internal combustion engine 10 is controlled such that an idle rotation speed commensurate with the current torque of the compressor 7 is obtained. You.

As a result, when the operation of the compressor 7 is instructed, the refrigerant pressure in the compressor 7 does not immediately rise, and even if a delay occurs in the operation of the refrigerant compression, the idle-up in the internal combustion engine 10 does not occur. Since the operation is performed in a state commensurate with the actual load change in the compressor 7, the idle-up can be performed extremely well without causing the inconvenience that the idling rotational speed of the internal combustion engine 10 suddenly rises or falls sharply. it can.

In the configuration shown in FIG. 6, the configuration in which the torque signal ST is calculated based on the outside air temperature has been described. However, the torque signal ST can be similarly calculated based on the refrigerant pressure. In this case, the outside air temperature signal S1
Instead of 3, the compressor pressure can be calculated by using the refrigerant pressure signal S14 and performing a map calculation based on map data corresponding to the graph showing the relationship between the refrigerant pressure and the compressor torque shown in FIG.

FIG. 9 is a flowchart showing a compressor control program capable of obtaining the control function of the idle-up control section 22 'shown in FIG. The compressor control program shown in FIG. 9 will be described. First, at step 51, a target drive current value Isol to be given to the solenoid valve 7B necessary to obtain the target post-evaporation temperature set by the setter 18 is a known appropriate value. Calculated by the method.

In the next step 52, a torque signal ST indicating the torque of the compressor 7 is calculated. The calculation of the torque signal ST is performed using the outside air temperature signal S1 using the relationship shown in FIG.
3 is performed by a map operation. Note that, as described above, the torque signal calculation in step 50 may be a map calculation according to the refrigerant pressure signal S14 using the relationship shown in FIG.

Then, at step 53, the A / C switch S
It is determined whether W is on. If the A / C switch SW is off, the determination result in step 53 is NO, and in step 54, the torque signal ST is turned off. As a result, the idle-up correction is not performed, and the internal combustion engine 10 is operated at the normal idle speed. Then, at step 55, the value of the solenoid drive current IS is set to zero, and the routine proceeds to step 56, at which the solenoid drive current IS is output in accordance with the value of the solenoid drive current IS. Therefore,
In this case, since the electromagnetic valve 7B is not driven, the electromagnetic valve 7B is not driven.
B is in the open state.

If the A / C switch SW is ON, the determination result in the step 53 becomes YES, and in a step 57, it is determined whether or not the check valve 130 is operating as the refrigerant circulation stopping means based on the operation / stop signal S17. Is done. If the check valve 130 is operating as the refrigerant circulation stopping means, the determination result of step 46 is YES, and
At step 8, the idle-up is turned off, and the routine proceeds to step 59.
Therefore, also in this case, the idle-up correction is not performed, and the internal combustion engine 10 is operated at the normal idle speed.

In step 59, the target drive current value Isol obtained in step 51 is set to the value of the solenoid drive current IS, and the routine proceeds to step 56.

If it is determined in step 57 that the check valve 130 is not operating as the refrigerant circulation stopping means, the result of the determination in step 57 is NO, and
When it is 0, the torque signal ST is turned on, and the routine proceeds to step 56.
As a result, the torque signal ST is sent to the engine control unit 31, the idle rotation speed of the internal combustion engine 10 is corrected according to the torque signal ST, and the idle operation of the internal combustion engine 10 corresponding to the load of the compressor 7 is performed. Therefore, even if a time delay occurs in the start of the compression operation of the refrigerant due to various causes after the operation of the compressor 7 is instructed, the idle rotation speed of the internal combustion engine 10 suddenly rises or falls due to this. It can be effectively avoided.

According to the configuration shown in FIG. 9, when the A / C switch SW is turned on and the check valve 130 is not operating, that is, when the refrigerant is not yet circulating externally, the torque signal ST becomes high. When the operation is turned off and the idle-up correction is not performed and the operation of the check valve 130 is stopped, the process proceeds to step 60, where the torque signal ST is turned on and the idle-up correction is performed.

[0082]

According to the present invention, as described above, when the operation of the compressor is instructed in the vehicle air conditioner, the time delay from when the operation is instructed until the refrigerant compression operation is actually started is delayed. Even if it occurs, the idle-up switching of the internal combustion engine can be performed in accordance with the actual load state of the compressor, so that it is possible to effectively avoid a sudden change in the engine speed due to a timing deviation at the time of the idle-up switching. it can.

According to the configuration in which the idle correction is performed using the torque signal of the compressor, the idle rotation is corrected using the torque signal of the compressor, so that the idle-up operation is performed more stably in accordance with the load of the compressor. be able to.

[Brief description of the drawings]

FIG. 1 is a schematic configuration diagram showing an example of an embodiment of a vehicle air conditioner according to the present invention.

FIG. 2 is a longitudinal sectional view of the compressor shown in FIG.

FIG. 3 is a functional configuration diagram of a control unit shown in FIG. 1;

FIG. 4 is a sectional view showing an example of the configuration of the detector shown in FIG.

FIG. 5 is a flowchart showing an example of a compressor control program for causing a microcomputer to execute the functions of the control unit shown in FIG. 3;

FIG. 6 is a functional configuration diagram showing another configuration that can be used in place of the idle-up control unit shown in FIG. 3;

FIG. 7 is a graph showing a relationship between an outside air temperature and a compressor torque used for calculating a torque signal in a compressor torque signal calculation section shown in FIG. 6;

FIG. 8 is a graph showing a relationship between a refrigerant pressure and a compressor torque used for calculating a torque signal in a compressor torque signal calculation section shown in FIG. 6;

FIG. 9 is a flowchart showing an example of a compressor control program for causing the microcomputer to execute the functions shown in FIG. 6;

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 Vehicle air conditioner 5 Evaporator 7 Compressor 7B Solenoid valve 10 Internal combustion engine 12 Control unit 13 Outside air sensor 14 Refrigerant pressure sensor 15 Evaporator temperature sensor 16 Fan switch 17 Detector 18 Setting device 21 Main control unit 22 Idle up control unit 23 Judgment unit 24 output unit 25 torque signal output unit 26 compressor torque signal calculation unit 31 engine control unit IS solenoid drive current IU idle up signal S13 outside air temperature signal S14 refrigerant pressure signal S15 post-evaporation temperature signal S16 fan-on signal S17 operation / stop signal S23 judgment Signal SCOM Compressor ON signal ST Torque signal SW Air conditioner (A / C) switch

Claims (10)

[Claims] 1. An air conditioner for a vehicle comprising a compressor of an external variable displacement type which is provided with a refrigerant circulation stopping means for stopping a circulation of a refrigerant to an external refrigerant circuit and is directly driven to rotate by a rotation output of an internal combustion engine. Detecting means for directly detecting the operation / stop of the circulation stopping means; and idling of the internal combustion engine when it is detected in response to the detecting means that the refrigerant circulation stopping means has been switched from a stopped state to an operating state. An air conditioner for a vehicle, comprising: idle-up switching means for idling-up the rotation speed. 2. The system according to claim 1, wherein the idle-up switching unit includes: the detection unit; an air conditioner switch for instructing an on / off operation of the vehicle air conditioner; and a compressor for indicating whether the compressor is in an operating state. A determining unit for determining whether or not to perform idle-up switching in response to the ON signal; and an idle-up in response to determining that the idle-up switching should be performed in the determining unit. The vehicle air conditioner according to claim 1, further comprising an output unit that outputs a signal, wherein the idle-up switching can be performed according to the idle-up signal. 3. The air conditioner for a vehicle according to claim 2, wherein the compressor-on signal is a drive signal of a capacity adjusting means for adjusting a compressor capacity of the compressor. 4. The vehicle air conditioner according to claim 3, wherein said capacity adjusting means is an electromagnetic valve for adjusting a refrigerant pressure in a crank chamber of said compressor. 5. An air conditioner for a vehicle, comprising: a compressor of an external variable capacity type, which is provided with a refrigerant circulation stopping means for stopping a circulation of a refrigerant to an external refrigerant circuit and is directly driven to rotate by a rotation output of an internal combustion engine. Detecting means for directly detecting the operation / stop of the circulation stopping means; calculating means for calculating and outputting a torque signal indicating the torque of the compressor; responsive to the detecting means, the refrigerant circulation stopping means is changed from a stopped state to an operating state. A determination / output means for outputting the torque signal as a correction signal for idling up when it is detected that the air conditioner has been switched to an air conditioner. 6. The air conditioner for a vehicle according to claim 5, wherein the calculation unit is configured to calculate a torque of the compressor at that time based on an outside air temperature. 7. The air conditioner for a vehicle according to claim 5, wherein the calculation unit is configured to calculate a torque of the compressor at that time based on a pressure of a refrigerant. 8. The air conditioner switch for instructing on / off of operation of the vehicle air conditioner, wherein the determination / output means comprises: an air conditioner switch for instructing on / off operation of the vehicle air conditioner; A determination unit for determining whether or not to perform idle-up switching in response to an ON signal; and the torque control unit in response to the determination unit performing determination to perform idle-up switching. 6. An air conditioner for a vehicle according to claim 5, further comprising an output unit for outputting a signal, wherein the correction of the idling rotational speed for idling up can be executed according to the torque signal. 9. The vehicle air conditioner according to claim 8, wherein the compressor ON signal is a drive signal of a capacity adjusting unit for adjusting a compressor capacity of the compressor. 10. The air conditioner for a vehicle according to claim 9, wherein said capacity adjusting means is an electromagnetic valve for adjusting a refrigerant pressure in a crank chamber of said compressor.