JP4024701B2 - Air conditioner for vehicles - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to an air conditioning system for a suitable vehicle for application to the hot gas heater cycle.
[0002]
[Prior art]
As a conventional vehicle air conditioner, as disclosed in Patent Document 1, a hybrid compressor in which a compressor unit is operated by a driving force of a motor unit when an engine is stopped in an idle stop vehicle or the like is provided in a refrigeration cycle. As described above, there is known one provided with a hot bypass flow path that bypasses the condenser by a switching valve and leads to the evaporator.
[0003]
Thereby, in this vehicle air conditioner, the compressor unit is operated by the motor unit, so that the cooling function and the heating function can be continued when the engine is stopped. In particular, when a heating function is to be exhibited, a hot gas heater cycle is formed by switching the refrigerant to flow through the hot bypass flow path, and the refrigerant compressed to a high temperature and high pressure in the compressor section is caused to flow into the evaporator. Is operated as a heat exchanger for heating.
[0004]
[Patent Document 1]
JP 2002-370529 A
[Problems to be solved by the invention]
However, the heating capacity (heating capacity) during the operation of the hot gas heater cycle is equal to the compression work of the compressor section, and the upper limit of the heating capacity is determined by the compression capacity of the compressor section.
[0006]
In view of the above problems, an object of the present invention is to provide a vehicle air conditioner that can improve the heating capacity during hot gas heater cycle operation without causing an increase in size of the compressor section.
[0007]
[Means for Solving the Problems]
In order to achieve the above object, the present invention employs the following technical means.
[0008]
In the first aspect of the present invention, the refrigerant compressed and discharged from the compressor section (114) of the refrigeration cycle (11) bypasses the condenser (11a) by switching the switching valve (12a ) and bypasses the evaporator (11c). This evaporator (11c) is equipped with a hot gas heater cycle (12) that exhibits a heat dissipation action ,
The compressor unit (114) uses the motor unit (113) as a drive source,
In the vehicle air conditioner in which the operation of the switching valve (12a) and the operation of the compressor unit (114) by the motor unit (113) are controlled by the control device (120) ,
The refrigerant flows through the inside of the motor unit (113) ,
When the hot gas heater cycle (12) is operated by switching the switching valve (12a), the control device (120) increases the power supply efficiency to the motor unit (113) than when the refrigeration cycle (11) is operated. It is characterized by lowering .
[0009]
Thereby , the refrigerant | coolant which distribute | circulates the inside of a hot gas heater cycle (12) receives the heat_generation | fever of a motor part (113), is heated, and raises the temperature of a refrigerant | coolant in addition to the compression work of a compressor part (114). Therefore, the heating capacity in the evaporator (101d) can be improved without increasing the size of the compressor section (114).
Then, the heating performance can be further improved by intentionally increasing the amount of heat generated by the motor unit (113) due to the reduced efficiency.
[0010]
Then, as in the invention described in claim 2, the refrigerant is preferably allowed to flow into the compressor section (114) after flowing through the inside of the motor section (113). Since the refrigerant on the side flows into the motor part (113), there is no need to improve the pressure resistance of the motor part (113).
[0014]
According to the third aspect of the present invention, there is an increase between the motor unit (113) and the compressor unit (114) in which the rotational speed of the compressor unit (114) is increased by the operation of the motor unit (113). A speed means (116) is provided.
[0015]
Thereby, since the refrigerant | coolant discharge amount in a compressor part (114) can be increased, the thermal radiation amount of the refrigerant | coolant in an evaporator (11c) can be increased, and heating performance can be improved further.
[0016]
In addition, the code | symbol in the bracket | parenthesis of each said means shows a corresponding relationship with the specific means of embodiment description mentioned later.
[0017]
DETAILED DESCRIPTION OF THE INVENTION
(First embodiment)
A first embodiment of the present invention is shown in FIGS. 1 to 3, and first, a specific configuration will be described with reference to FIGS.
[0018]
1, the present onset bright vehicle air conditioner (hereinafter, air conditioner) shows the overall structure when applied to 10, for example, a vehicle engine 1 when required engine power, such as when the vehicle is stopped in traffic signal It is assumed to be mounted on a vehicle that automatically stops (idle stop vehicle).
[0019]
As is well known, the refrigeration cycle 11 formed in the air conditioner 10 forms a cycle in the cooling mode, and includes a compressor (compressor part of the hybrid compressor 100 described later) 114, a condenser 11a, and a temperature expansion. A cooling decompression device (hereinafter referred to as an expansion valve) 11b comprising a valve or the like and an evaporator 11c are sequentially connected by a refrigerant pipe 11d.
[0020]
In addition to these devices, the refrigeration cycle 11 further includes a hot gas heater cycle 12 that forms a cycle in the heating mode. That is, the hot gas heater cycle 12 includes a valve device (hereinafter referred to as a switching valve) 12a that switches between a cycle in the cooling mode (refrigeration cycle 11) and a cycle in the heating mode (hot gas heater cycle 12), and the compressor unit 114 in the heating mode. A hot gas bypass passage 12b that directly introduces the discharged gas refrigerant into the evaporator 11c by bypassing the condenser 11a, a fixed throttle that depressurizes the discharged gas refrigerant of the compressor unit 114, provided in the hot gas bypass passage 12b. And a check valve 12d for preventing refrigerant from flowing from the hot gas bypass passage 12b to the condenser 11a side in the heating mode. The switching valve 12a, like an electromagnetic valve, can electrically control switching of the refrigerant passage.
[0021]
The air conditioning case 13 forms a ventilation path through which air flows toward the passenger compartment, and an evaporator 11 c is disposed in the air conditioning case 13. In the cooling mode, the evaporator 11c cools the blown air as the low-pressure gas-liquid two-phase refrigerant decompressed by the expansion valve 11b absorbs heat from the blown air from the blower 14 and evaporates. In the heating mode, the high-temperature discharged gas refrigerant of the compressor unit 114 is directly introduced into the evaporator 11c after being depressurized from the hot gas bypass passage 12b through the orifice 12c, whereby the evaporator 11c dissipates heat from the discharged gas refrigerant. It acts as a heat exchanger for heating that heats the blown air.
[0022]
The blower 14 includes a centrifugal blower fan 14a and an electric motor 14b for driving, and outside air or inside air is sucked into the suction port 14c through an inside / outside air switching box (not shown). In the air conditioning case 13, a heater core 15 is disposed on the downstream side of the evaporator 11c. The heater core 15 is a heating heat exchanger that heats blown air using hot water (cooling water) of the engine 1 as a heat source, and the hot water (cooling water) of the engine 1 is an engine-driven mechanical hot water pump (not shown). )).
[0023]
A bypass passage 16 is formed on the side of the heater core 15 in the air conditioning case 13. In order to adjust the air volume ratio between the cool air passing through the bypass passage 16 and the warm air passing through the heater core 15, a plate-like air mix door 17 is rotatably provided adjacent to the heater core 15. The conditioned air that has reached the desired temperature due to the mixing of the cool and warm air is blown into the passenger compartment through a blow mode switching mechanism (not shown).
[0024]
The hybrid compressor device 100 includes a hybrid compressor 110 and a control device 120. As shown in FIG. 2, the hybrid compressor 110 is capable of both engine driving and electric motor driving, and includes a pulley 111, an electromagnetic clutch 112, a motor unit 113, and a compressor unit 114.
[0025]
A pulley 111 as an external driving means is rotatably supported on one end side of the housing 115 so that the driving force of the engine 1 is transmitted via the crank pulley 1a and the belt 1b (FIG. 1) to be rotationally driven. Yes.
[0026]
The electromagnetic clutch 112 serving as the intermittent means includes a hub 112a and a coil 112b, and the hub 112a is connected to a shaft 114a of the compressor unit 114 described later. As is well known, in the electromagnetic clutch 112, when the coil 112b is energized, the hub 112a is attracted to the pulley 111 and transmits the driving force of the engine 1 to the shaft 114a (clutch ON). On the contrary, when the power supply to the coil 112b is cut off, the hub 112a is separated from the pulley 111, and the driving force of the engine 1 is disconnected (clutch OFF).
[0027]
The motor unit 113 is an AC three-phase motor, and includes a rotor unit 113a fixed to the shaft 114a and a stator unit 113b fixed to the inner peripheral surface of the housing 115 and provided with windings. Then, the electric power from the battery 2 (FIG. 1) is adjusted by the inverter 121 (FIG. 1) and supplied to the stator portion 113b, whereby the rotor portion 113a (shaft 114a) is driven in a variable speed manner. In addition to the function as an electric motor as described above, the motor unit 113 also has a function as a generator that generates electricity by rotating the rotor unit 113a when the engine 1 is operated. The battery 2 is charged via the inverter 121.
[0028]
Further, the compressor unit 114 is a fixed capacity compressor in which the discharge capacity per one rotation is set as a predetermined value, more specifically, a known scroll compressor. The refrigerant sucked from the suction port 115a provided in the housing 115 is compressed to a high temperature and a high pressure and discharged from the discharge port 115b. The suction port 115a is connected to the evaporator 11c side, and the discharge port 115b is connected to the condenser 11a side. The compressor unit 114 is not limited to the scroll type, and may be a swash plate type that can change the discharge capacity.
[0029]
Here, as a feature of the present invention, a suction port 115a is provided on the pulley 111 side of the motor unit 113, and the refrigerant flowing out from the evaporator 11c flows through the inside of the motor unit 113 from the suction port 115a. Then, the air is drawn into the scroll portion through the communication hole 114b provided in the compressor portion 114.
[0030]
Returning to FIG. 1, the control device 120 includes a well-known microcomputer including a CPU, a ROM, a RAM, and the like, and peripheral circuits thereof, and includes an electromagnetic clutch 112 and a motor unit 113 (directly) of the hybrid compressor 110. Specifically, the operation of the inverter 121), the switching valve 12a, the blower 14, the air mix door 17 and the like is controlled according to a preset program.
[0031]
The control device 120 receives an environmental condition signal from a plurality of sensor groups (not shown) and a switch operation signal from an air conditioning control panel (not shown) installed near the vehicle interior instrument panel. The sensor group includes an outside air temperature sensor that detects the outside air temperature, an inside air temperature sensor that detects the vehicle interior temperature, a solar radiation sensor that detects the amount of solar radiation into the vehicle interior, and the like.
[0032]
In addition, the air conditioning control panel has a temperature setting switch that generates a set temperature signal, an air volume switch that generates an air volume switching signal, an air outlet mode switch that generates an air blowing mode signal, and an inside / outside air switching as operation switches that are manually operated by the passenger An inside / outside air changeover switch for generating a signal is provided.
[0033]
Further, the control device 120 communicates a control signal with an engine control device (not shown). As is well known, the engine control device comprehensively controls the fuel injection amount, ignition timing, and the like to the engine 1 based on signals from a sensor group (not shown) that detects the operating state of the engine 1 and the like. Further, in an idle stop vehicle or the like that is the subject of the present invention, when the stop state is determined based on the rotation speed signal, vehicle speed signal, brake signal, etc. of the engine 1, the engine control device The engine 1 is automatically stopped by stopping the injection or the like.
[0034]
In addition, after the engine is stopped, when the vehicle shifts from the stop state to the start state by the driving operation of the driver, the engine control device determines the start state of the vehicle based on the accelerator signal or the like, and automatically starts the engine 1. Let From the engine control device, signals indicating vehicle running and stopping states, signals indicating operation of the engine 1 and stopping states, and the like are input to the control device 120.
[0035]
Next, the operation based on the above configuration and the operation and effect thereof will be described. First, in the cooling mode, the control device 120 causes the switching valve 12a to close the hot gas bypass passage 12b. If the engine 1 is operating (running, stopping, etc.), the control device 120 turns on the electromagnetic clutch 112 and operates the compressor unit 114 by the driving force of the engine 1. Then, the discharge gas refrigerant from the compressor section 114 is a closed circuit (normal refrigeration cycle) that reaches the switching valve 12a → the condenser 11a → the expansion valve 11b → the check valve 12d → the evaporator 11c → the suction port 115a of the motor section 113. 11) is circulated, and the blown air in the case 13 is cooled by the latent heat of vaporization of the refrigerant in the evaporator 11c. Then, the control device 120 controls the opening degree of the air mix door 17 and ON / OFF of the electromagnetic clutch 112 so that the actual blown air temperature blown into the vehicle interior becomes the target blown air temperature TAO. The target blowing temperature TAO is calculated by a predetermined arithmetic expression from the environmental condition signal (outside air temperature, vehicle interior temperature, solar radiation amount) and the set temperature signal.
[0036]
When the engine 1 is stopped by the idle stop function, the control device 120 turns off the electromagnetic clutch 112 and drives the motor unit 113 to operate the compressor unit 114 to continue the cooling function. . Here, the discharge amount of the refrigerant is adjusted by changing the rotation speed of the motor unit 113, and the blown air temperature is controlled to become the target blown air temperature TAO.
[0037]
Note that the low-temperature and low-pressure refrigerant flowing out of the evaporator 11 c flows into the motor unit 113, thereby providing a cooling effect on the motor unit 113 and improving the durability of the motor unit 113.
[0038]
On the other hand, in the heating mode, when the warm water temperature of the engine 1 is low and the heating capacity of the heater core 15 is insufficient, such as when heating is started in the cold season in winter, the control device 120 switches the switching valve 12a to the condenser 11a. The inlet side passage is closed and the hot gas bypass passage 12b side is opened, that is, the operation of the hot gas heater cycle 12 is switched.
[0039]
If the engine 1 is operating (running, stopping, etc.), the control device 120 turns on the electromagnetic clutch 112 and operates the compressor unit 114 with the driving force of the engine 1. Then, the high-temperature and high-pressure discharge gas refrigerant (superheated gas refrigerant) from the compressor unit 114 flows into the hot gas bypass passage 12b side from the switching valve 12a and is reduced to a predetermined pressure by the orifice 12c. The decompressed high-temperature gas refrigerant flows into the evaporator 11c, dissipates heat to the blown air in the air conditioning case 13, and heats the blown air. Then, the gas refrigerant radiated by the evaporator 11c is sucked into the compressor unit 114 from the motor unit 113 and compressed again. Thus, when the heating capacity of the hot water heat source is insufficient, the evaporator 11c can act as a heat exchanger for heating, and the lack of heating capacity can be resolved.
[0040]
Further, when the engine 1 is stopped by the idle stop function, the hot water pump driven by the engine 1 is stopped and the heating function in the heater core 15 is stopped, but the control device 120 turns off the electromagnetic clutch 112, The compressor part 114 is operated by driving the motor part 113, and the heating function is continued by the heat radiation action by the evaporator 11c.
[0041]
In the present invention, since the refrigerant flowing out of the evaporator 11c is circulated through the motor unit 113 and then compressed by the compressor unit 114, the motor 1 is stopped when the engine 1 is stopped in the heating mode. The refrigerant can be heated by the heat generated when the unit 113 is driven. Further, even when the outside air temperature is very low, it is difficult to obtain superheat (overheating) of the refrigerant in the compressor unit 114, and it is difficult to obtain an effective gas refrigerant, the refrigerant in the liquid state is appropriately evaporated by the heat generation of the motor unit 113. The amount of refrigerant circulation that is effective for heating can be increased.
[0042]
That is, as shown in FIG. 3, in the prior art, the heat release amount (enthalpy difference Δi1) in the evaporator 11c corresponds to the compression work of the compressor unit 114, but in the present invention, the refrigerant by the motor unit 113 is used. Enthalpy increases like Δi2, and the total amount of heat released can be increased by increasing the amount of refrigerant circulating, and the heating capacity of the evaporator 11c can be increased without increasing the size of the compressor unit 114. Can be improved.
[0043]
Since the refrigerant flows through the motor unit 113 and then flows into the compressor unit 114, the low-pressure side refrigerant flows into the motor unit 113, and the pressure resistance of the motor unit 113 is reduced. There is no need to improve.
[0044]
(Second Embodiment)
In contrast to the first embodiment, even when the engine 1 is operating, the control device 120 supplies power to the motor unit 113 to put the motor unit 113 into a driving state, or the driving force of the engine 1 The motor unit 113 may operate as a generator.
[0045]
As a result, the refrigerant can be heated not only when the engine 1 is stopped but also when the engine 1 is in operation by the heat generated by the motor unit 113, and the heating performance can be improved.
[0046]
When the motor unit 113 is operated when the engine 1 is operating, the load on the engine 1 for operating the compressor unit 114 is reduced, and the degree of increase in the hot water temperature to the original heater core 15 is reduced. Is intended to reduce the original power supply efficiency or power generation efficiency when power is supplied or generated.
[0047]
That is, during power supply, the current is normally controlled by the inverter 121 so that a rotating magnetic field is generated in the motor unit 113. Here, however, a rotating magnetic field is not generated or a discontinuous rotating magnetic field is generated. Thus, the reduced efficiency is replaced with the heat generated by the motor unit 113. Even during power generation, the flow of the generated current is stopped or made discontinuous in the same manner as described above.
[0048]
Thus, the heating performance can be further improved by intentionally increasing the amount of heat generated by the motor unit 113 due to the reduced efficiency.
[0049]
(Third embodiment)
A third embodiment of the present invention is shown in FIGS. In the third embodiment, speed increasing means is provided between the motor unit 113 and the compressor unit 114 of the hybrid compressor 110 as compared to the first and second embodiments.
[0050]
Specifically, the planetary gear 116 is used here as the speed increasing means. The planetary gear 116 is a well-known one, and as shown in FIG. 4, a planetary carrier 116b connected to a sun gear 116a provided at the center and a pinion gear 116c revolving while rotating on the outer periphery of the sun gear 116a. , And a ring-shaped ring gear 116d provided on the outer periphery of the pinion gear 116c.
[0051]
One end of the drive shaft 111a of the pulley 111 is fitted into the shaft 114a of the compressor unit 114, and the shaft 114a and the drive shaft 111a can be rotated independently of each other by a bearing 111b.
[0052]
The drive shaft 111a is connected to the planetary carrier 116b, the rotor portion 113a of the motor portion 113 is connected to the sun gear 116a, and the shaft 114a is connected to the ring gear 116d. The sun gear 116a is supported by a bearing 111c so as to be rotatable independently of the drive shaft 111a.
[0053]
In the hybrid compressor 110, as shown in the collinear diagram of FIG. 5, when the motor 1 is not driven when the engine 1 is operating, the rotational speed from the pulley 111 is as follows: the planetary carrier 116b and the ring gear 116d. Is increased by the gear ratio and transmitted to the compressor unit 114 (A in FIG. 5). By driving the motor unit 113 in the direction opposite to the pulley 111, the compressor unit 114 is further increased in speed. (A in FIG. 5).
[0054]
Thereby, since the refrigerant | coolant discharge amount in the compressor part 114 can be increased, the thermal radiation amount in the evaporator 11c can be increased, and heating performance can be improved further.
[0055]
(Other embodiments)
In the first to third embodiments, the present invention has been described as being mounted on an idle stop vehicle. However, the target vehicle may be a hybrid vehicle including both an engine and a traveling motor as a traveling drive source. The object of the present invention is to improve the heating capacity, and is not limited to whether or not the engine is stopped.
[Brief description of the drawings]
FIG. 1 is a schematic diagram showing an overall configuration when the present invention is applied to a vehicle air conditioner.
FIG. 2 is a cross-sectional view showing a hybrid compressor in the first embodiment.
FIG. 3 is a graph showing the effect of the present invention.
FIG. 4 is a cross-sectional view showing a hybrid compressor in a third embodiment.
FIG. 5 is a collinear diagram showing the operation of the hybrid compressor in FIG. 4;
[Explanation of symbols]
DESCRIPTION OF SYMBOLS 1 Vehicle engine 10 Air conditioner 11 for vehicles Refrigeration cycle 11a Condenser 11c Evaporator 12 Hot gas heater cycle 100 Hybrid compressor apparatus 110 Hybrid compressor 113 Motor part 114 Compressor part 120 Control apparatus

Claims (3)

By switching the switching valve (12a), the refrigerant compressed and discharged from the compressor section (114) of the refrigeration cycle (11) bypasses the condenser (11a) and is introduced into the evaporator (11c). 11c) includes a hot gas heater cycle (12) that exerts a heat dissipation action ,
The compressor unit (114) uses a motor unit (113) as a drive source,
In the vehicle air conditioner in which the control device (120) controls the operation of the switching valve (12a) and the operation of the compressor unit (114) by the motor unit (113) .
The refrigerant flows through the motor unit (113) .
When the hot gas heater cycle (12) is operated by switching the switching valve (12a), the control device (120) is directed to the motor unit (113) rather than when the refrigeration cycle (11) is operated. A vehicle air conditioner that reduces the power supply efficiency of the vehicle. The vehicle air conditioner according to claim 1, wherein the refrigerant flows into the compressor unit (114) after flowing through the motor unit (113) . Between the motor part (113) and the compressor part (114), speed increasing means (116) for increasing the rotational speed of the compressor part (114) by the operation of the motor part (113). air-conditioning system according to claim 1 or claim 2, characterized in that is provided.

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