• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
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    • 专利摘要:
    AIR CONDITIONING SYSTEM FOR VEHICLES The present invention relates to a vehicle air conditioning system comprising an electrically driven refrigerant compression device, an evaporator, an electric heater, an air temperature determining component, an cabin temperature control component, an upper power limit adjustment component, and an electrical distribution controller. The evaporator receives refrigerant from the compression device. The heater is downstream of the evaporator in an air passage. The determining component determines a first air temperature upstream of the evaporator and a second air temperature between the evaporator and the heater. The control component adjusts the temperature of the exhaust air inside the vehicle in a position downstream of the heater at a target temperature. The energy adjustment component sets an upper limit for energy supplied to the compression device and to the heater. The power distribution controller distributes the upper limit for electrical energy to the compression device and the heater based on a proportion of the temperature differences upstream and downstream (...).
    公开号:BR112012031041B1
    申请号:R112012031041-0
    申请日:2011-06-08
    公开日:2021-01-05
    发明作者:Tzu Hsiang Yen；Takayoshi Matsuoka；Takafumi Uehara
    申请人:Nissan Motor Co., Ltd.；
    IPC主号:
    专利说明:

    Cross-reference to related orders
    [001] This application claims priority for Japanese Patent Application No. 2010-131561, filed on June 9, 2010. The content of the description of Japanese Patent Application No. 2010-131561 is hereby incorporated by reference. Field of invention
    [002] The present invention in general relates to a vehicle air conditioning system. More particularly, the present invention relates to a vehicle air conditioning system that can efficiently distribute electrical energy to a refrigerant compression device and an electric heater. Background
    [003] Air conditioning systems for vehicles are known in the art. For example, Japanese patent publication kept open No. H05-85142 describes a vehicle air conditioning system that has a variable capacity refrigeration compressor and an evaporator through which compressed refrigerant circulates. The system is configured to heat the air that has been cooled by the evaporator and to propel air having a prescribed temperature inside a vehicle cabin. An air mixing port controls the mixing ratio of an amount of air cooled by the evaporator and an amount of air heated by the heater to achieve a desired temperature of the air that is blown into the vehicle cabin. summary
    [004] However, in the system described in Japanese Patent Publication kept open No. H05-85142, the energy needed to cool and heat is not managed. Therefore, waste of energy consumption occurs and the distance that the vehicle can travel may decline. Therefore, an objective of the present invention is to provide a vehicle air conditioning system that can reduce energy consumption.
    [005] In view of the state of the art technology, a vehicle air conditioning system basically comprises an electrically driven refrigerant compression device, an evaporator, an electric heater, an air temperature determining component, an cabin temperature control component, an upper power limit adjustment component, and an electrical distribution controller. The evaporator is configured to receive the refrigerant discharged from the electrically driven refrigerant compression device. The electric heater is arranged downstream of the evaporator in an air passage. The air temperature determining component is configured to determine a first air temperature in a position upstream of the evaporator in the air passage and a second air temperature in a position between the evaporator and the electric heater . The cab interior temperature control component is configured to adjust the temperature of the exhaust air inside the vehicle in a position downstream of the electric heater in an air passage at a target exhaust air temperature. The upper power limit adjustment component is configured to set an upper limit for the electrical power that can be supplied to the electrically driven refrigerant compression device and the electric heater. The electrical distribution controller is configured to distribute an upper limit for electrical energy to the electrically driven refrigerant compression device and the electrical heater based on a proportion of an upstream temperature difference and a difference of downstream temperature, where the upstream temperature difference is based on the difference between the first air temperature and the second air temperature and the downstream temperature difference is based on the difference between the target discharge air temperature and the second air temperature. Brief description of the drawings
    [006] With reference now to the accompanying drawings that form part of the original description: Figure 1 is a schematic diagram of the system showing an example of an air conditioning system for vehicles according to a described modality; Figure 2 is a flow chart of an example of operations that can be performed by the air conditioning controller of the vehicle air conditioning system; Figure 3 is a graph illustrating an example of a temperature characteristic on the downstream side of the vehicle air conditioning system evaporator; Figure 4 is a flow chart illustrating an example of operations that can be performed by the vehicle air conditioning system to adjust an upper limit for electrical energy; Figure 5 is a time diagram illustrating an example of a CF1 flag state used by the vehicle air conditioning system; Figure 6 is a time diagram illustrating an example of a CF2 flag state used by the vehicle air conditioning system; Figure 7 is a time diagram illustrating an example of a compressor condition used by the vehicle air conditioning system; and Figure 8 is a time diagram illustrating an example of a state of a positive temperature coefficient heater (PTC) used by the vehicle air conditioning system. Detailed description of the modalities
    [007] The selected modalities will be explained with reference to the drawings. It will be apparent to those skilled in the art from the present description that the following descriptions of the modalities are provided for illustration only and not for the purpose of limiting the present invention as defined by the appended claims and their equivalents.
    [008] Figure 1 is a diagram of the system illustrating an example of a vehicle air conditioning system according to the mode described. In the above example, the vehicle that includes the vehicle air conditioning system is an electric vehicle. The electric vehicle includes a battery 40 that provides electrical energy to operate an electric motor 32. Electric motor 32 thus drives the driving wheel 31 to propel the vehicle. Also, instead of being an electric vehicle, the vehicle can include an internal combustion engine, or it can be a hybrid vehicle that uses not only a combustion engine, but also an electric engine. In addition, the vehicle can be a car, truck, van, SUV or any other suitable vehicle type.
    [009] Typically, a controller in the vehicle detects a driving force that is requested by a driver, for example, when pressing the accelerator pedal. The controller thus controls the power supply from battery 40 to electric motor 32 according to the requested driving force. During braking, regenerative braking can be performed, and electrical energy generated by electric motor 32 can be supplied to battery 40. Typically, the drive control and regenerative braking control are performed by a general controller 30. The general controller 30 can carry out control operations based on a charge state (SOC) of the battery 40 and various activation conditions to achieve a travel state according to the user's request and at the same time increase the efficiency of vehicle electrical energy consumption.
    [010] The vehicle air conditioning system has an external air intake port 1 configured to capture air from outside the vehicle cabin and an internal air intake port 2 configured to capture air from the vehicle. from inside the vehicle cabin. The vehicle's air conditioning system additionally has a intake port 3 configured to control an Xrec internal air mixture ratio. The air mixing ratio Xrec represents a proportion of the amount of air taken in through the external air intake port 1 and the amount of air taken in through the internal air intake port 2. The intake port 3 is controlled by example, open and closed as appropriate based on the proportion of internal air mixture Xrec that is adjusted by a conductor or requested by automatic air conditioning control. The air captured through the air intake ports is supplied to an evaporator 6, for example, by a fan 4 driven by an engine 5. Engine 5 drives fan 4 as appropriate based on a quantity of flow of air adjusted by a conductor or requested by the automatic control of air conditioning.
    [011] Evaporator 6 operates to cool air introduced into evaporator 6 by exchanging heat between air and a compressed refrigerant that passes through evaporator 6. The cooling system includes evaporator 6 for exchanging heat, an air compressor. variable capacity refrigeration 9, a condenser 8, and an expansion valve 7. After completing a heat exchange on the evaporator 6, the refrigerant is compressed by the variable capacity refrigeration compressor 9, which can also be referred to as an electrically powered refrigerant compression device. The variable capacity compressor 9 can be driven by an electric motor and configured to produce a compression performance according to the electrical energy supplied. The cooling performance is highest when the variable capacity compressor 9 is driven to a higher capacity due to the higher compression performance. The cooling performance is lower when the variable capacity compressor 9 is run at a lower capacity due to the lower compression performance. In other words, the cooling performance is highest when the electricity supplied is highest, and the cooling performance is lowest when the electricity supplied is lowest.
    [012] As understood in the art, the refrigerant compressed by the variable capacity compressor 9 is changed to a liquid in the condenser 8. The cooling liquid is diffused into a mist by the expansion valve 7 and supplied to the interior of the evaporator 6. The cooling system itself can be a conventional type cooling system and will therefore not be described in further detail. In the present mode, the component of the cooling system that consumes most of the electrical energy is the variable capacity compressor 9. Thus, the amount of electrical energy distributed to the cooling system is basically the same as the amount of electrical energy. distributed to the variable capacity compressor 9.
    [013] After passing through the evaporator 6, the cooled air is supplied to and heated by the heating core 10 which is disposed downstream along an air passage. The heater system, which can be referred to as an electric heater, includes the heating core 10, a PTC heater 12 and a pump 11 that is configured to supply heated water from within the PTC heater 12 to the heating core 10. The heating core 10 operates to heat the air introduced in the heating core 10 by exchanging heat between the air and the heated water passing through the heating core 10. The pump 11 is powered by an electric motor and circulates the heated water . Pump 11 in general has low electricity consumption because pump 11 generally serves simply to circulate the heated water. Pump 11 is configured to perform a prescribed operation automatically when there is a request for the air to be heated by the heating core 10.
    [014] The PTC 12 heater is a heating element having a temperature self-control feature in that example. The PCT 12 heater heats according to the electricity supplied until it reaches the prescribed temperature. When the PTC 12 heater reaches the prescribed temperature, a resistance value increases significantly and the element maintains a constant temperature. The water that passes through the PTC 12 heater is heated to a prescribed temperature and supplied as heated water. In other words, the heating performance is highest when the electricity supplied is highest, and the heating performance is lowest when the electricity supplied is lowest. In this modality, the component of the heating system that generally consumes most of the electrical energy is the PTC 12 heater. Thus, the amount of electrical energy distributed to the heating system is basically the same as the amount of energy distributed to the PTC 12 heater.
    [015] The system additionally includes an air discharge port 14 that works to blow air that has been conditioned by the cooling system and the heating system. The system also includes an internal temperature adjustment device in the cab 15, such as a thermostat, which is configured to allow a driver to adjust the internal temperature of the cab. An air conditioning switch 16 is configured to allow or prohibit the operation of the variable capacity compressor 9 in the cooling system. The system additionally includes a defrost switch 17 which is configured to issue a request to defrost and / or defog from a windshield. The air discharge port 14 can be referred to as a single entity for the purpose of said example. However, the air discharge port 14 currently includes a plurality of air conditioning vents and defrost vents. The positions where the air is discharged are configured as appropriate according to a discharge mode selected by a driver or requested by automatic air conditioning control. For example, in a first discharge mode, the air conditioning is discharged from the air conditioning vents. In a second discharge mode, the air conditioning is discharged from the air conditioning ducts and standing ducts. In a third discharge mode, the air conditioning is discharged from the air conditioning vents, the standing ducts, and the defrost vents.
    [016] When a way to use a large number of discharge ports is selected, the amount of air discharged is greater and thus the amount of air flow is greater. Conversely, when a mode using a small number of air discharge ports is selected, the amount of air discharged is lower and the amount of air flow is lower. Consequently, as explained in more detail below, a second Tof air temperature should be lower when the number of air discharge ports is greater. That is, assuming that the same or substantially the same electrical energy is used, the air cooling performance or the air heating performance differs depending on the discharge mode.
    [017] The system additionally includes an air conditioning controller 20 that receives signals from the cabin's internal temperature adjustment device 15, the air conditioning switch 16 and the defrost switch 17. The air conditioning controller air conditioning 20 additionally receives a sensor signal from an ambient air temperature sensor 21 which is arranged close to the external air intake port 1 and configured to detect the ambient air temperature outside the vehicle. In addition, the air conditioning controller 20 receives an internal air temperature sensor 22 which is arranged close to the internal air intake port 2 and configured to detect the internal air temperature inside the vehicle cabin. The air conditioning controller 20 is also connected to the general controller 30 via, for example, a controller area network (CAN) communication line so that the air conditioning controller 20 receives sendable electricity maximum INLmax which is adjusted based on said factors as a SOC battery from the general controller 30.
    [018] It should be noted that the air conditioning controller 20, controller 30 and any other controller discussed here, can each include or share, for example, a microcomputer with a control program that controls and interacts with vehicle components as discussed here. The air conditioning controller 20, controller 30 and any other controller discussed here can also each include or share other conventional components such as an input interface circuit, an output interface circuit, and devices storage devices such as a ROM device (read-only memory) and a RAM device (random access memory). The RAM and ROM store the processing results and the control programs that are run by the air conditioning controller 20 and controller 30. Additionally, the air conditioning controller 20, controller 30 and any other controller discussed here are operationally coupled to vehicle components in a conventional manner. It will be apparent to those skilled in the art from the present description that the precise structure and algorithms for the air conditioning controller 20, controller 30 and any other controller discussed here can be any combination of hardware and software. that will perform the functions of the modalities discussed here.
    [019] When the vehicle is an electric vehicle, the vehicle is propelled by a 40 battery, and the 40 battery is essentially the only source of energy. Thus, when the state of charge of the battery 40 is low, the amount of electrical energy that can be supplied to the air conditioning is limited to a lower value to give priority to propelling the vehicle. Conversely, when the state of charge is equal to or greater than the prescribed value, a large amount of electrical energy is available to supply air conditioning.
    [020] The air conditioning controller 20 performs a control of the cabin's internal temperature based on the aforementioned sensor signals and alternates the signals to achieve a comfortable environment inside the vehicle's cabin and further reduce electricity consumption. More specifically, when a target cabin's internal temperature is adjusted by the cabin's internal temperature adjustment device 15, the target exhaust air temperature XM is adjusted based, for example, on the difference between the target cabin's internal temperature and the current internal air temperature. For example, if the internal air temperature is lower than the target cabin's internal temperature, then a higher temperature value is set to the target exhaust air temperature XM. Conversely, if the internal air temperature is higher than the target cabin's internal temperature, then a lower temperature value is set to the target exhaust air temperature XM. The cooling system and the heating system are operated to reach the target exhaust air temperature XM and to send comfortable and properly dehumidified air to the cabin.
    [021] As understood in the art, a conventional air conditioning system used in a vehicle equipped with an internal combustion engine or other engine is configured to dehumidify the air supplied into the cabin as needed when cooling the air, for example, to approximately 4 ° C near the evaporator outlet, using a compressor driven by the engine. The cooled air is then heated by a heating core through which the engine coolant flows and serves as heated water. The air is heated to a desired temperature and blown into the cabin. However, although the conventional air conditioning system can operate properly while the engine is operating normally, the operation does not occur when the engine is turned off. In addition, even when cooling is not necessary, the compressor imposes a load on the engine and the engine continues to generate heat. Consequently, energy efficiency is reduced.
    [022] In an electric vehicle that is not equipped with an engine, the heater system uses electrical energy as the heat source. In the said vehicle, if the electrical energy supplied to the cooling system and the heating system is not optimized, then the air can be cooled and heated unnecessarily. Thus, the wasted use of battery energy will increase, which can have an adverse effect on the distance the vehicle can travel without recharging the battery. As will now be described, a vehicle air conditioning control process according to the described modality can be performed that can distribute electrical energy to the cooling system and the heating system in a desired and optimal way.
    [023] Figure 2 is a flow chart illustrating an example of air conditioning control operations that can be performed by the system. The aforementioned flow chart can thus be used to explain the processing operations related to the distribution of electrical energy. It is assumed that the intake port 3, the operation of the fan 4, an air mixing port 13, and so on are controlled according to separate control sequences. Also, although the air conditioning controller 20 is described as performing these operations, any controller or plurality of controllers suitable in the system can perform the operations.
    [024] In step S1, the air conditioning controller 20 determines whether defrost switch 17 is on. If switch 17 is on, then processing of the air conditioning controller 20 continues to step S2. However, if switch 17 is off, then the air conditioning controller 20 determines that the conductor is satisfied with the humidity and the processing proceeds to step S10 as described below.
    [025] In step S2, the air conditioning controller 20 determines whether the air conditioning switch 16 is on. If switch 16 is on, then processing of the air conditioning controller 20 continues to step S3. However, if the switch 16 is off, then the air conditioning controller 20 determines that the driver does not want to cool the air and processing proceeds to step S14.
    [026] In step S3, the air conditioning controller 20 computes a first air temperature Teva_in in a position upstream of the evaporator 6 in the air flow passage using the example equation shown below. Said operation can be referred to as an air temperature detection operation. The air conditioning controller 20 thus functions in this regard as an air temperature determining component. Teva_in = {(Tamb + ΔTeva_in) x (1 - Xrec) + Tinc x Xrec}
    [027] In that equation, Tamb also represents the ambient temperature detected by the ambient temperature sensor 21, Tinc represents the indoor air temperature detected by the indoor air temperature sensor 22, and Xrec represents the mixing ratio of the indoor air. Although the first Teva_in air temperature is estimated with a computation in the said example, a sensor can be provided to detect the first Teva_in air temperature.
    [028] In step S4, the air conditioning controller 20 performs a mode determination process for a CF1 mode flag that expresses whether or not the heating system should be used. First, the air conditioning controller 20 estimates the second air temperature Tof between the evaporator 6 and the heating core 10. Figure 3 is a graph illustrating an example of estimated values for the second air temperature Tof. The air conditioning controller 20 selects a characteristic curve based on the discharge mode, and estimates the second Tof air temperature based on the target discharge air temperature XM. Said operation can also be referred to as an air temperature detection operation. Also, a sensor can be provided to detect the second Tof air temperature.
    [029] The air conditioning controller 20 then calculates the difference ΔT between the target discharge air temperature XM and the second temperature of the air Tof, and sets the CF1 flag based on the difference ΔT. Figure 5 is an example time determination chart for the CF1 flag. If the difference ΔT is greater than the prescribed value ΔT2 (or ΔT1), then the CF1 flag is set to 1 because there is a strong need for the air to be heated by the heating core 10. Conversely , if the difference ΔT is lower than the prescribed value ΔT1 (or ΔT2), then the CF1 flag is set to 2 because there is little need for the air to be heated by the heating core 10. The CF1 flag can be adjusted , for example according to the characteristic hysteresis to avoid controlling fluctuation as understood in the art.
    [030] In step S5, the air conditioning controller 20 determines whether the CF1 flag is set to 1. The processing of the air conditioning controller 20 continues to step S6 if the CF1 flag is set to 1 , and continues to step S13 if the CF1 flag is set to 2. If the CF1 flag is equal to 2, then there is no need to heat the air with the heating core 10. Therefore, the conditioning controller air pressure adjusts the electrical energy INL_PTC to be distributed to the heating system to zero (0), and adjusts the electrical energy INL_comp to be distributed to the cooling system for the upper limit of electrical energy AC_INL. The upper electrical power limit AC_INL is explained in more detail below.
    [031] In step S6, the air conditioning controller 20 reads the upper limit of electrical energy AC_INL and computes the electrical energy INL_comp to be distributed to the cooling system. The upper electric power limit AC_INL and the processing performed to compute the electric power INL_comp will now be explained.
    [032] Figure 4 is a flow chart illustrating an example of operations that can be carried out to adjust the AC_INL upper power limit. In step S31, the air conditioning controller 20 reads at the maximum sendable electrical energy INLmax received from the general controller 30. In step S32, the air conditioning controller 20 reads at an ambient temperature Tamb and an adjustment temperature of the passenger T * which has been adjusted, for example, via the vehicle's internal temperature adjustment device 15. The air conditioning controller 20 uses the ambient temperature values Tamb and the passenger adjustment temperature T * to read the self-limiting electrical energy of the INLorg air conditioning from a map that has been stored in advance. In step S33, the air conditioning controller 20 determines whether INL-max> INLorg. If INLmax> INLorg, then the air conditioning controller 20 sets the INLorg value as the upper limit for electrical power in step S34. In this case, the air conditioning controller 20 functions as an upper power limit adjustment component. If INLmax is not greater than INLorg, then the air conditioning controller 20 sets the INL-max value as the upper limit for electrical energy in step S35. Said operation can be referred to as the operation to adjust the upper limit of electrical energy. Thus, electricity is conserved by selecting the lowest value between a value limited by the general controller 30 and a value based on a self-imposed limitation performed by the air conditioning system.
    [033] An amount of INL_comp electricity that is distributed to the cooling system, that is, to the variable capacity compressor 9, is calculated according to the following equation: INL_comp = AC_INL x {(Teva_in - Tof) x Q1} / {(XM - Tof) x n2 + (Teva_in - Tof) x Qi}
    [034] In the equation, n1 represents the temperature conversion efficiency of evaporator 6, and n2 represents the temperature conversion efficiency of heating core i0. Therefore, the electrical energy to be distributed to the cooling system and the electrical energy to be distributed to the heating system are calculated based on the upper electrical energy limit AC_INL and a proportion of an upstream temperature difference (Teva_in - Tof ) between the second Tof air temperature and the first Teva_in air temperature at a position in the air passage that is located upstream of the evaporator 6 and a downstream temperature difference (XM - Tof) between the air temperature of target discharge XM and the second Tof air temperature. In other words, the upper electrical energy limit AC_INL is distributed based on a proportion of the temperature reduction (temperature difference upstream) that must be performed by the cooling action of the cooling system and an increase in temperature (difference downstream temperature) that must be performed by the heating action of the heating system. As a result, unnecessary cooling and heating by the respective systems can be avoided, and the air conditioning system can be operated more efficiently. Also, dehumidification can be carried out without exceeding the upper electrical energy limit AC_INL, and an anti-fog effect can be performed with respect to the windshield.
    [035] Returning to figure 7, the air conditioning controller 20 determines in step S7 if the electrical energy INL_comp is greater than the upper limit for electrical energy AC_INL. If so, then the air conditioning controller 20 determines that cooling is a priority and processing proceeds to step Si3. In step Si3, the air conditioning controller 20 sets the INL_PTC electrical energy to be distributed to the heating system to zero (0), and sets the INL_comp electrical energy to be distributed to the cooling system to the upper limit of electric power AC_INL. Conversely, if INL_comp is equal to or lower than the upper electrical power limit AC_INL, then processing of the air conditioning controller 20 proceeds to step S8.
    [036] In step S8, the air conditioning controller 20 determines whether the electrical energy INL_comp is negative. If INL_comp is negative, then it is not necessary to supply electrical energy to the cooling system and the air conditioning controller 20 proceeds to step S14. In step S14, the air conditioning controller 20 sets the INL_comp electrical energy to be distributed to the cooling system to zero (0) and sets the INL_PTC electrical energy to be distributed to the heating system to the upper limit electric power AC_INL. Conversely, if INL_comp is equal to or greater than zero (0), then processing of the air conditioning controller 20 proceeds to step S9.
    [037] In step S9, the air conditioning controller 20 computes the electrical energy INL_PTC to be distributed to the heating system as indicated in the following equation: INL_PTC = AC_INL - INL_comp
    [038] This operation can be referred to as the electrical power distribution control operation, with the air conditioning controller 20 functioning as an electrical energy distribution controller. In other words, the electrical energy to be supplied to the cooling system and the electrical energy to be supplied to the heating system are adjusted according to the temperature difference upstream and the temperature difference downstream.
    [039] In step S10, the air conditioning controller 20 performs a mode determination process for a CF2 mode flag that expresses whether it is necessary to operate not only the cooling system but also the heating system or for operate only one or the other. This operation can be referred to as the electrical energy distribution control operation. Figure 6 is a time diagram for the CF2 flag. If the target discharge air temperature XM is lower than an XM1 (or XM2) value thus indicating a low temperature, then there is little need to heat the air with heating core 10 and the CF2 flag is set to 3. Also, the values XM1 and XM2 are configured to have a characteristic hysteresis. If the target exhaust air temperature XM is higher than an XM4 (or XM3) value thus indicating a high temperature, then there is little need to cool the air with the cooling system and the CF2 flag is set to 1 The XM3 and XM4 values are also configured to have the characteristic hysteresis.
    [040] If none of the above conditions exist, then both the cooling system and the heating system must be used, and the CF2 flag is set to 2. Thus, depending on the target exhaust air temperature XM, the electrical energy can be concentrated in one system when sending electricity to that one of the systems. As a result, electricity consumption can be reduced and travel distance can be improved. Also, the processing explained above is performed when the defrost switch 17 is off. In other words, when the need for moisture management is small, electricity consumption is suppressed when operating the air conditioning system so that simply temperature is taken into account.
    [041] Returning to figure 2, the air conditioning controller 20 determines in step S11 whether the value of the CF2 flag is 1. If the value is 1, then the air conditioning controller 20 determines that it is not necessary if the cooling system is operated and proceed to step S14, where INL_comp is set to zero (0) and INL_PTC is set to AC_INL. In step S12, the air conditioning controller 20 determines whether the value of the CF2 flag is 2. If the value is 2, then the air conditioning controller 20 determines that both heating and cooling systems must operated, and processing proceeds to step S2. On the other hand, if the value of the CF2 flag is not 2 but 3, then it is not necessary to operate the heating system. The processing of the air conditioning controller 20 thus proceeds to step S13, where INL_PTC is set to AC_INL and INL_PTC is set to zero (0).
    [042] In step S15, the air conditioning controller 20 performs a mode determination process for a CF_comp mode flag that expresses whether or not electrical power should be supplied to the cooling system. Figure 7 is an example of a time diagram for the CF_comp flag. If the INL_comp electrical energy is greater than the prescribed value x2 (or x1), then the CF_comp bank is set to 1 and the currently adjusted INL_comp electrical energy is supplied as is or substantially as is. If the electric power INL_comp is lower than the prescribed value x1 (or x2), then, even if the cooling system is operated with electric power INL_comp, a passenger will not generally experience an improvement in the cabin atmosphere interior due to the operation of the air conditioning system and efficiency will be poor. Therefore, in such a case, the CF_comp flag is set to 2. Also, the values x1 and x2 express hysteresis characteristics in the same way as the other values discussed above.
    [043] In step S16, the air conditioning controller 20 determines whether the value of the CF_comp flag is 1. If the value is 1, then processing of the air conditioning controller 20 proceeds to step S17. If the value is 2, then the air conditioning controller 20 proceeds to step S18 and sets the electrical power INL_comp to zero (0). In other words, if it is anticipated that the atmosphere inside the vehicle's cabin will not be improved by operating the air conditioning system, then the electrical energy supplied to the air conditioning system is set to zero (0 ). This reduces electricity consumption and improves the distance the vehicle can travel without charging the battery. This operation can also be referred to as the electrical power distribution control operation.
    [044] In step S17, the air conditioning controller 20 performs a mode determination process for a CF_PTC mode flag that expresses whether or not electrical power should be supplied to the heating system. Figure 8 is an example of a time diagram for the CF_PTC flag. If the INL_PTC electrical energy is greater than the prescribed value y2 (or y1), then the CF_PTC flag is set to 1 and the currently adjusted INL_PTC electrical energy is supplied as is or substantially as is. If the electrical energy INL_PTC is lower than the prescribed value y1 (or y2), then, even if the heating system is operated with electrical energy INL_PTC, a passenger will not notice an improvement in the atmosphere of the interior cabin due to the action of air conditioning and efficiency will be poor. Therefore, in that case, the CF_PTC flag is set to 2. The values y1 and y2 express hysteresis characteristics in the same way as the other values discussed above.
    [045] In step S19, processing of the air conditioning controller 20 determines whether the value of the CF_PTC flag is 1. If the value is 1, then processing of the air conditioning controller 20 proceeds to step S21. . If the value is 2, then the processing of the air conditioning controller 20 proceeds to step S20 and sets the electrical energy INL_PTC to zero (0). In other words, if it is anticipated that the atmosphere inside the vehicle's cabin will not be improved when operating the air conditioning system, then the electrical energy supplied to the air conditioning system is set to zero (0). This reduces electricity consumption and improves the distance the vehicle can travel without charging the battery. Said operation can be referred to as the electricity distribution operation. Then, In step S21, the electrical energy INL_comp and INL_PTC ultimately adjust based on the operations discussed above are sent to the respective systems.
    [046] As can be seen from the above, the system includes a compressor of variable capacity 9 (for example, a refrigerant compression device driven by electricity) that is driven by an electric motor. The system additionally includes an evaporator 6 to which a refrigerant discharged from the variable capacity compressor 9 is supplied, and a heating core 10 (electric heater) which is heated by the PTC heater 12 available downstream from the evaporator 6 in an air passage. The operations performed in steps S3 and S4 discussed above detect or estimate a first air temperature Teva_in in a position upstream of the evaporator 6 in the air passage and the second temperature Tof in a position between the evaporator 6 and the heating core 10. The air conditioning controller 20 is thus configured to control the system so that the temperature of the exhaust air inside the vehicle in a position downstream of the heating core 10 in the air passage reaches the air temperature of target discharge. In the operations performed in step S31 discussed above, the upper limit of electrical energy AC_INL that can be supplied to the cooling system including the variable capacity compressor 9 and a heating system including the heating core 10 is adjusted. In the operations carried out in steps S6 and S9 discussed above, the upper limit for electrical energy AC_INL is provided to the cooling system and the heating system based on a proportion of a difference in temperature upstream (Teva_in - Tof) and a temperature difference downstream (XM - Tof). The upstream temperature difference is the difference between the first Teva_in air temperature and the second Tof air temperature, and the downstream temperature difference is the difference between the target XM discharge air temperature and the second temperature. air temperature Tof.
    [047] Thus, the compression performance of the refrigerant for the cooling system and the heating performance of the cooled air for the heating system can be achieved efficiently without exceeding the upper limit of the adjusted AC_INL electrical current. Therefore, the distance that the vehicle can travel without recharging the battery can be improved by reducing waste of energy consumption.
    [048] Furthermore, in the processing carried out in steps S15 to S20, the supply of electrical energy to the cooling system is switched off when the electrical energy to be distributed to the cooling system is equal to or below an x1 value or an x2 value. . Also, the supply of electrical energy to the heating system is switched off when the electrical energy to be distributed to the heating system is equal to or below a y1 value or a y2 value. Thus, electricity consumption can be reduced and the distance the vehicle can travel without recharging the battery can be increased by adjusting the electrical energy supplied to the air conditioning system to zero (0) when it is anticipated that the atmosphere within the The vehicle's cabin will not be upgraded when operating the air conditioning system. Alternatively, instead of stopping the supply of electricity, the supply of electricity can be limited based on a prescribed proportion as discussed above.
    [049] Additionally, in the processing carried out in steps S10 to S14 as discussed above, electrical energy is supplied to the cooling system (and not the heating system) when the target exhaust air temperature XM is lower than the temperature XM1 or temperature XM2 (the first prescribed temperature). Also, electricity is supplied to the heating system (not the cooling system) when the target exhaust air temperature XM is equal to or higher than the temperature XM4 or XM3 (the second prescribed temperature) which is higher than the first prescribed temperature. Thus, depending on the target exhaust air temperature XM, electrical energy can be concentrated in one system by sending electrical energy to only one of the systems. As a result, electricity consumption can be reduced and the distance the vehicle can travel without recharging the battery can be improved.
    [050] In addition, the example above also refers to an air conditioning system for a vehicle that is installed in an electric car, the features and operations described above can also be applied to an air conditioning system. installed in a vehicle powered by a combustion engine or a hybrid vehicle. Also, although the first Teva_in air temperature is estimated by computer calculation in the example above, a separate or similar temperature sensor can be used to detect the first Teva_in air temperature directly. Also, in the example above, the second Tof air temperature is calculated based on the target discharge air temperature XM using a map prepared after. said approach can be used in view of the convergence characteristic of the target exhaust air temperature XM. However, a separate temperature sensor can be provided to detect the target exhaust air temperature XM directly.
    [051] Additionally, in the example above, the variable capacity compressor 9 is the main consumer of electricity in the cooling system. Also, the PTC 12 heater is the main consumer of electricity in the heating system. Therefore, the supply of electricity is distributed thus, based on the specific demands of the two main energy consumers. However, it is also acceptable to adjust the proportion of electricity distribution for the cooling system versus the heating system in a way that takes into account the electrical energy consumption of the electricity-driven actuators included in the respective systems.
    [052] The features and operations discussed above can also be used in any other system that includes a cooling system and a heating system and operates using electrical energy. Also, although the PTC 12 heater is used in the heating system of the example described above, another type of heating element can be used. In other words, the characteristics and operations discussed above can be applied in order to distribute electrical energy in an optimal way to each of the systems and still remain within a limited range of electrical energy consumption.
    [053] Although only the selected modalities have been chosen to illustrate the present invention, it will be apparent to those skilled in the art from the present description that various changes and modifications can be made here without departing from the scope of the present invention as defined in the appended claims. For example, the size, shape, location or orientation of the various components can be changed as needed and / or desired.
    [054] Also, components that are shown directly connected or in contact with each other may have intermediate structures arranged between them. The functions of an element can be performed by two, and vice versa. The structures and functions of one modality can be adopted in another modality. It is not necessary that all the advantages are present in a particular modality at the same time. Each feature that is unique from the prior art, either alone or in combination with other features, should also be considered a separate description of additional inventions by the applicant, including the structural and / or functional concepts embodied in that feature (s) ). Thus, the foregoing description of the modalities according to the present invention is provided by way of illustration only, and not for the purpose of limiting the present invention as defined by the appended claims and their equivalents.
    权利要求:
    Claims (3)
    [0001]
    1.Air conditioning system for vehicles, comprising: a refrigerant compression device powered by electricity (9); an evaporator (6) configured to receive refrigerant discharged from the electrically driven refrigerant compression device (9); an electric heater (10) arranged downstream from the evaporator in an air passage; an air temperature detector (20, 21, 22) configured to determine a first air temperature (Teva) in a position upstream of the evaporator (6) in the air passage and a second air temperature (Tof) in a position between the evaporator (6) and the electric heater (10); a temperature control component inside the cabin (15) configured to adjust a discharge air temperature inside the vehicle in a position downstream of the electric heater (10) in an air passage to an air temperature of target discharge (XM); an upper electrical energy limit adjustment component (20) configured to adjust an upper electrical energy limit that can be supplied to the electrically driven refrigerant compression device (9) and the electrical heater (10); e CHARACTERIZED by an electric power distribution controller (20) configured to distribute the upper limit electric power to the electrically powered coolant compression device (9) and the electric heater (10) based on an proportion of an upstream temperature difference and a downstream temperature difference, where the upstream temperature difference is based on a difference between the first air temperature (Teva) and the second air temperature (Tof) and the difference in temperature downstream is based on a difference between the target exhaust air temperature (XM) and the second air temperature (Tof).
    [0002]
    2.Air conditioning system for vehicles, according to claim 1, CHARACTERIZED by the fact that the electrical distribution controller (20) is additionally configured to restrict the electrical supply to the air conditioning device. electricity-driven refrigerant compression (9) when the electrical energy to be distributed to the electricity-driven refrigerant compression device (9) is equal to or below a first prescribed value, and to restrict supply cement of electrical energy to the electric heater (10) when the electrical energy to be distributed to the electric heater (10) is equal to or below a second prescribed value.
    [0003]
    3.Air conditioning system for vehicles, according to claim 1 or 2, CHARACTERIZED by the fact that the electric power distribution controller (20) is configured to supply electric power to the air compression device electrically driven refrigerant (9) without supplying electricity to the electric heater (10) when the target discharge air temperature is lower than a first prescribed temperature, and to supply electricity to the electric heater (10) without supply - supply electrical energy to the electrically driven refrigerant compression device (9) when the target exhaust air temperature is equal to or higher than a second prescribed temperature that is higher than the first prescribed temperature.
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    同族专利:
    公开号 | 公开日
    WO2011154812A1|2011-12-15|
    EP2580076B1|2015-03-18|
    EP2580076A1|2013-04-17|
    US20130068443A1|2013-03-21|
    JP5488218B2|2014-05-14|
    RU2521897C1|2014-07-10|
    MY165771A|2018-04-23|
    US8931547B2|2015-01-13|
    BR112012031041A2|2017-07-25|
    CN102958720B|2015-03-11|
    JP2011255772A|2011-12-22|
    CN102958720A|2013-03-06|
    KR20130030264A|2013-03-26|
    MX2012014140A|2013-01-29|
    KR101430336B1|2014-08-13|
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    法律状态:
    2018-12-26| B06F| Objections, documents and/or translations needed after an examination request according [chapter 6.6 patent gazette]|
    2019-11-12| B06U| Preliminary requirement: requests with searches performed by other patent offices: procedure suspended [chapter 6.21 patent gazette]|
    2020-11-03| B09A| Decision: intention to grant [chapter 9.1 patent gazette]|
    2021-01-05| B16A| Patent or certificate of addition of invention granted|Free format text: PRAZO DE VALIDADE: 20 (VINTE) ANOS CONTADOS A PARTIR DE 08/06/2011, OBSERVADAS AS CONDICOES LEGAIS. |
    优先权:
    申请号 | 申请日 | 专利标题
    JP2010131561A|JP5488218B2|2010-06-09|2010-06-09|Air conditioner for vehicles|
    JP2010-131561|2010-06-09|
    PCT/IB2011/001272|WO2011154812A1|2010-06-09|2011-06-08|Vehicle air conditioning system|
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