JPH0463976A - Compressor with transmission for air conditioner of automobile - Google Patents

Abstract

PURPOSE:To avoid generation of trouble due to lock of a driving motor by stopping operation of the driving motor at receiving detection of abnormality of the motor current. CONSTITUTION:In a compressor with transmission 1, a compressor main body (1a) is constituted by connecting in order a driving motor 77 to an input shaft part, a transmission 20 of variable speed change ratio, and a compressor part 40. A control part 90 drives the driving motor 77 and controls speed change ratio of the transmission 20 according to the load of air conditioning. When the control part 90 detects abnormality of motor current for the driving motor 77, operation of the driving motor 77 is stopped, and the abnormality is informed to an alarm part 91a. Hereby, generation of trouble due to lock of the driving motor 77 by abnormal parts can be avoided.

Description

DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to auxiliary equipment for automobiles, particularly to a compressor with a transmission for automobile air conditioning, which is provided with a single transmission section on the input side.

(Prior art) Compressors used for automobile air conditioning are generally driven by the driving engine installed in the automobile as a power source, so the input side of the compressor varies greatly depending on the driving conditions of the automobile, etc. do.

However, the compressor itself only needs to have a certain rotational speed required to obtain the capacity according to the air conditioning (cooling) load, so it is necessary to adjust the fluctuating input side rotational speed to a rotational speed corresponding to the capacity. There is.

Therefore, a compressor with a transmission has been proposed as shown in Japanese Unexamined Patent Publication No. 170787/1987.

This consists of an input shaft connected to the engine crankshaft via a belt, a continuously variable transmission section, such as input/output disks, multiple umbrella-shaped planetary cones, a speed change ring, and a pressurization section. It has a structure in which, for example, a piston-type compressor section is connected in series through a frictionless stepless transmission device composed of a combination of pressing force generation means, etc., and the rotation of the engine is controlled by changing the speed of the transmission section. This absorbs the fluctuation in the number of rotations and transmits the required rotational speed (corresponding to the required amount of refrigerant circulation) to the compressor section.

(Problem to be solved by the invention) Recently, using such variable speed compressors, the speed ratio of the transmission device is controlled steplessly from "0 to maximum" according to the cooling load, and the influence of the engine is reduced. The idea is to secure the necessary large and small cooling capacity without the need for air conditioning. Specifically, the idea is to have a speed change ring configured to drive a drive motor, control the operation of the drive motor in accordance with information detected by various sensors, and adjust the speed ratio of the transmission.

However, there are the following problems.

In other words, this system works well when various parts are functioning normally, but if a malfunction occurs in parts such as sensors or belts, the gear ratio may become too large or too small compared to the normally set gear ratio. is set to In such a case, the drive motor driven according to the wrong gear ratio will
Electricity is applied while the gear ratio is locked at the point where the gear ratio is regulated from "0 to maximum".

For this reason, abnormalities in parts such as sensors and belts may cause damage to the drive motor, and even damage to the compressor section from over-revving, and there is a risk that the air conditioning circuit itself may not be maintained properly.

This invention was made with attention to these circumstances,
The purpose is to provide a compressor with a transmission for automobile air conditioning that can avoid troubles caused by locking of the drive motor due to abnormalities in parts.

(Means for Solving the Problems) In order to achieve the above object, a compressor with a transmission according to the present invention sequentially connects a transmission part and a compressor part whose transmission ratio can be varied by a drive motor to an input shaft part. a compressor main body, an air conditioning control means for driving the drive motor to control a gear ratio of the transmission section according to an air conditioning load, and a detection means for detecting an abnormality in the motor current of the drive motor. The present invention further includes means for stopping the operation of the drive motor upon detection of an abnormality in the motor current, and a notification means for notifying the abnormality in the motor current.

(Function) According to the compressor with a transmission of the present invention, during operation while changing the transmission ratio according to the air conditioning load, an abnormality occurs in the sensor, belt, drive motor, etc. that obtains information necessary for setting the transmission ratio, for example, when the sensor If there is a failure and the maximum or minimum value is output, the drive motor will be driven according to the incorrect gear ratio. As a result, the drive motor locks at a portion that regulates the gear ratio "0 to maximum".

If left in this state, the drive motor and compressor section will be damaged.

Therefore, the detection means detects an abnormality in the motor current that occurs due to the locking of the drive motor, and the stop means stops the drive motor. At the same time, a notification means is used to notify the user of an abnormality to avoid any inconvenience caused by the lock.

(Example) The present invention will be described below based on an example shown in FIGS. 1 to 5. FIG. 2 shows a schematic configuration of an automobile air conditioner, in which 1 is a compressor with a transmission, 2 is a condenser, 3 is a receiver tank, 4 is an expansion valve (pressure reducing device), and 5 is an evaporator. Each frozen cycle.

These devices are sequentially connected through refrigerant pipes 6 to form a refrigeration cycle circuit 7. A driven pulley 8 provided on the manual power section of the compressor 1 with a transmission and a driving pulley 1o provided on the crankshaft of a driving engine 9 mounted on the automobile are connected to a belt, for example, an endless V-shaped belt. They are connected by a belt 11. In other words, the compressor 1 with a transmission is driven using the driving engine 9 as a power source. Note that 5a is a blower fan for blowing cold air obtained by heat exchange in the evaporator 5 into the cabin of the automobile (not shown).

The compressor 1 with a transmission includes a compressor main body 1a in which a wave plate type compressor part 40 is connected in series via a transmission part, for example, a frictionless continuously variable transmission 20. The detailed structure of the compressor main body 1a is shown in FIGS. 3 and 4.

To explain the compressor section 40, 41 is a cylinder block. This cylinder block 41 is composed of a front cylinder block 41a and a rear cylinder block 41b that are divided in the front-rear direction. Each cylinder block 41a.

On the circumferential side of 41b, a plurality of cylinders 42 are provided in parallel along the circumferential direction, and each cylinder 42 is formed with a hole that penetrates both the cylinders along the front-rear direction. And each of these cylinders 4
A piston 43 is slidably inserted into each of the pistons 2.

A front valve plate 44 and a front side housing 45 are sequentially provided at the end of the front cylinder block 41a.

Further, a rear valve plate 46 and a rear side housing 47 are sequentially provided at the end of the rear cylinder block 41b. These parts arranged in order along the front-rear direction are the front side housing 45.
Valve plate 44° cylinder block 41. It is fastened to the rear side housing 45 with a through bolt 48 passing through the valve plate 46, and constitutes a main body portion. Note that, although not shown, in the valve plate portion facing each cylinder 42, a discharge hole and a discharge valve are provided at the outside of the cylinder block, and a suction hole and a suction valve are provided at the center of the cylinder block. There is. However, 4 indicates the valve holder of the above-mentioned discharge valve.

Further, a drive shaft 50 is arranged in the center of the cylinder block 41 along the front-rear direction. And this drive shaft 50
The front end of the front side housing 45 protrudes forward from the front side housing 45. Note that A indicates the axis of the drive shaft 50. This drive shaft 50 has front and rear cylinder blocks 41a and 41b, respectively.
It is rotatably supported by radial bearings 51b, 51b provided in the. A wave plate 51 connected to each piston 42 is fitted into the center of the drive shaft 50, and the wave plate 51 allows each piston 43 to reciprocate within the cylinder 42.

That is, the cylinder 4 is located at the front end of the rear cylinder block 41b where the wave plate 51 is arranged.
A circular recess 52 that extends to 2 is formed. The wave plate 51 is housed in the recess 52 and has, for example, a dimension such that its outer diameter reaches the axis of the cylinder 42 . Also this wave plate 5
The outer circumferential portion of each piston 43 corresponding to the outer circumferential end of
A recess 53 is formed to accommodate the end.

A pair of rollers 54 and 55 are rotatably mounted in each of these four parts 53 so as to sandwich the plate surface part of the wave plate 51 that enters the recess 53 from both sides, and the rollers 54 and 55 rotate. wave plate 51
By transferring on the plate surface part of the wave plate 5
The piston 43 reciprocates within the cylinder 42 by a tilt displacement of 1. In addition, the wave plate 51
The thrust direction is the hub 51a of the wave plate 51.
It is rotatably supported by a thrust bearing 57 provided between the cylinder block wall and the opposite cylinder block wall.

Inside the rear side housing 47, there is an annular suction chamber 5 in the center that communicates with each suction hole of the valve plate 46.
8 (low pressure chamber), and an annular discharge chamber 59 (high pressure chamber) communicating with each discharge hole of the valve plate 46 is provided on the outside.

Further, on the center side of the front side housing 45, a circular notch 60 (
In addition, an annular discharge chamber 61 that communicates with each discharge hole of the valve plate 44 is formed in the outer internal portion.
(hyperbaric chamber) is provided. The notch 60 communicates with the suction chamber 58 through a passage (not shown), and also communicates with a suction nozzle 62 provided on the front side of the compressor with a transmission 1 through the inside of the black transmission 20, which will be described later. ing. In addition, each discharge chamber '59.61 is located in the rear cylinder block 4.
It communicates with a nozzle mounting opening body 63 formed on the side portion of 1b (on the rear side of the compressor 1 with a transmission) via a passage (not shown). As a result, when each piston 43 reciprocates according to the rotation of the drive shaft 50, the refrigerant sucked from the suction nozzle 62 is compressed, and then the compressed refrigerant is transferred to the discharge chamber 5.
9.61 and the nozzle mounting port 63, and is discharged from the discharge nozzle 64 attached to the nozzle mounting port 63 to the condenser 2. In order to lubricate the sliding parts around the wave plate 51, suction refrigerant is introduced into the recess 52 using a passage (not shown).

On the other hand, regarding the transmission 20, reference numeral 21 denotes a housing that is hermetically connected to the periphery of the front side housing 45 by bolts (not shown). The housing 21 has a substantially cap shape, and an oil reservoir 37 is formed at the inner bottom. A certain amount of refrigerating machine oil 38 is stored in this oil reservoir 37 . Further, on the upper side of the housing 21, there is provided an eye body portion 21a to which the suction nozzle 62 is mounted. An input shaft 23 serving as an input section is rotatably supported on the front wall of the housing 21 by a radial bearing 22 provided on the wall. The input shaft 23 is coaxial with the axis A of the drive shaft 50 and passes through the front side of the housing 21 . The driven pulley 8 is attached to the penetrating end of the input shaft 23, so that the rotation of the engine 9 can be input to the input shaft 23. In addition, 2
Reference numeral 4 indicates a radial bearing for supporting the pulley, and reference numeral 25 indicates an oil seal provided on the input shaft portion between the driven pulley 8 and the radial bearing 22.

Further, a recess 21b is formed at the end of the input shaft 23 that protrudes into the housing 21. The concave portion 2ib and the adjacent end of the drive shaft 50 are fitted through a radial bearing 26, so that the input shaft 23 and the drive shaft 50 are coaxially arranged.

A frictionless variable speed mechanism section is provided between these manpower and output shafts.

That is, 27 is an input disk integrally provided on the outer periphery of the protruding end of the input shaft 23, and 28 is the input disk 2.
7 is an output disk rotatably inserted into the protruding end of the drive shaft 50.

A plurality of planetary cones 29 (only two are shown) are provided between the outer peripheral ends of the input disc 27 and the output disc 28.
is mediated.

Here, to explain the planetary cone 29, the planetary cone 29 has a substantially umbrella shape having three transmission surfaces. That is, the planetary cone 29 has a small-diameter disk portion 30 coaxially provided integrally with the conical bottom surface of the conical portion 29a, and a mounting shaft 31 coaxially provided integrally with the bottom surface of the disk portion 30. It becomes. And the disk part 30
The side surface of the input disk 27 is formed into a concave shape so as to frictionally engage with the outer peripheral end of the input disk 27, and serves as a first transmission surface 32. Further, the bottom peripheral edge of the conical portion 29a is formed into a flat surface or a surface close to the flat surface, and the output disk 29a
8 and constitutes a second transmission surface 33 that frictionally engages with the outer circumferential end of the second transmission surface 33 . Further, the conical portion 29a is configured to have an obtuse apex angle, and the side surface of the conical portion 29a is formed by a speed change ring 3, which will be described later.
The third transmission surface 34 frictionally engages with the third transmission surface 6.

These two planetary cones are attached by a retainer 35 so as to be freely rotatable around the axis A.

In other words, the retainer 35 has a disc shape, which is a plate member formed into a truncated cone shape. This retainer 35 is
With the side wall disposed on the input shaft 23 side, the center portion of the side wall is rotatably fitted into the end portion of the input shaft 23 protruding from the input disk 27. Note that the retainer 35 is provided coaxially with the axis iA. And this retainer 35
The mounting shafts 31 of the plurality of planetary cones 30 are rotatably mounted at predetermined intervals with a certain clearance on the inclined peripheral wall of The generator is arranged so that its generatrix is approximately parallel to the axis.

These planetary cones 30 can freely rotate and revolve.
The outer peripheral end of the input disk 27 is frictionally engaged with the side surface of the disk portion 30, that is, the first transmission surface 32. Further, the outer peripheral end of the output disk 28 is frictionally engaged with the periphery of the conical bottom surface of the planetary cone 30, that is, the second transmission surface 33.

A stepped portion 39 along the axis entry direction is formed in the housing surface portion (including the oil reservoir portion 37) around these planetary cones 29, and within this stepped portion 39, the speed change ring 36 is inserted along the axis A direction. It is slidably inserted. Further, on the inner peripheral surface of the speed change ring 36, a convex portion 36a is formed in the circumferential direction to touch the slope parallel to the axis A of the conical portion 29a. By varying the positions of the two contact points between the apex angle and the peripheral edge, the rotational speed from the input shaft 23 can be varied (by changing the revolution speed of the two planetary cones). In this embodiment, for example, from "speed ratio O (position near the periphery of the conical portion 29a) to speed ratio 1 (position near the circumferential edge of the conical portion 29a)"
The rotation speed is changed steplessly within the range of ``position near the apex angle of''.

Further, due to the arrangement of the planetary cone 29 and the retainer 35, the lower part of the lower planetary cone 29 and the gear shift ring 36 is transferred to the refrigerating machine oil 38 in the oil sump 37.
When the refrigerating machine oil 38 is splashed up by the revolution and rotation of the planetary cone 29, it passes from the suction nozzle 62 through the inside of the housing 21 and into the notch 6 of the compressor section 40.
An oil component is mixed into the refrigerant sucked in from zero, and refrigerating machine oil 38 is supplied to the sliding parts of the transmission section 20.

On the other hand, the upper part of the speed change ring 36 has the same speed change ring 36.
A drive mechanism 70 is provided to drive the. Drive mechanism 7
0 uses a structure in which a drive bin 71 is provided in an upper part of the speed change ring 36 and projects upward, and the drive bin 71 is driven in six directions along the axis using a cam mechanism.

That is, to explain the drive mechanism 70, 72 is a cam block disposed within the abutment body portion 21a. As shown in FIG. 4, the cam block 72 is a band-shaped block extending along the left-right direction of the transmission 20 (the direction perpendicular to the axis A, which is the depth and the front in the figure). The lower center of the cam block 72 is connected to the protrusion of the drive bin 71. Although not shown, the cam block 72 has two parts along the six axis directions.
It is structured such that it is restricted by a book guide pin so that it can slide only along the axis A direction, and at the same time is always pushed in the rear direction indicated by arrow Y by the elastic force of a coil spring (not shown). Thereby, when the cam block 72 slides, the speed change ring 36 slides in the direction of the axis A. A cam surface 73 formed of a flat or curved surface is provided on the rear side surface of the cam block 72 and is inclined to widen as the depth increases.

Further, on the rear side of the eye body portion 21a, a screw shaft 74 is arranged parallel to the cam surface 73. Screw shaft 7
4 is constituted by, for example, a trapezoidal threaded shaft having a trapezoidal thread on the outer periphery, and both ends thereof are rotatably supported by radial bearings 75 and 75 provided in the wall portion constituting the eye body portion 21a. Further, one end portion of the screw shaft 74 is connected to a drive motor 77 provided outside the housing 6 via a speed reducer 76 provided adjacent to the eye body portion 21a. In other words,
The screw shaft 74 rotates as the drive motor 77 rotates. Further, a drive nut 78 is screwed into the threaded portion of the screw shaft 74 so as to be movable forward and backward. The drive nut 78 is formed with an inclined drive surface 79 corresponding to the cam surface 73 of the cam block 72 and always in contact with the cam surface 73 of the cam block 72 under the elastic force of the biasing coil spring. There is. In other words, if the screw shaft 74 rotates forward or backward, the cam block 72 will move as shown by the arrow X while maintaining contact.
The drive nut 78 is adapted to be displaced in the direction of the axis A. That is, according to the rotation of the drive motor 77, the speed change ring 36 is displaced in the direction of the axis A,
The necessary gear changes are made.

On the other hand, the output disk 28 is provided with a pressure regulating cam mechanism 80 (pressing force generating means). Here, to explain the pressure regulating cam mechanism 80, reference numeral 81 is a hub fitted into the drive shaft portion exposed from the notch 60. The hub 81 is
It is composed of a small-diameter cylindrical portion 81a that is fitted onto the drive shaft 50 via a power transmission key 81C, and a large-diameter cylindrical portion 81b that is concentric with the small-diameter cylindrical portion 81a, connected to the output disk 28 side, and protrudes outward. Note that the small diameter cylindrical portion 81a can be displaced in the axial direction. Also, the large diameter cylindrical portion 81b of the hub 81 and the output disk 28 are in opposing relationship.
A cam disk 82 formed in a disk shape is slidably inserted into the drive shaft portion between the two. In other words, the cam disk 82 is rotatable and axially displaceable. The cam disc 82 and the hub 81 have a plurality of steel balls 83 disposed between the plate surface portion of the cam disk 82 and the plate surface portion of the large diameter cylindrical portion 81b that face each other, and They are dynamically connected by four parts 84, 84 that restrict the movement of the steel balls 83 provided. Further, the output disk 28 and the cam disk 82 are opposed to each other, and a plurality of pins 85 protruding from the plate surface portion of the output disk 28 side of the cam disk 82 are inserted into an insertion hole 85 formed in the output disk 28 by press fitting. By being loosely fitted into the shaft, the connection 4 is disconnected so as to be freely displaceable in the axial entry direction. By transmitting rotational force through the bin 85 and the insertion hole 86, and through transmission of rotational force through the steel ball 83 and the recesses 84, 84, the variable speed rotation output from the output disk 28 is output to the drive shaft 50, which serves as an output shaft. I try to do that. Further, a plurality of compression coil springs 87 are interposed between the output disk 28 and the cam disk 82. The elastic force of the compression coil spring 87 constantly urges the output disk 28 against the planetary cone 29. That is, the structure is such that the biasing force of the compression coil spring 87 applies pressurization to each part that is frictionally engaged with the transmission 20 at the initial stage of rotation, thereby imparting the frictional engagement force necessary for the transmission function. There is. A thrust bearing 88 is interposed between the end face of the small-diameter cylindrical portion 81H of the hub 81 and the valve plate portion facing it, and is structured to rotatably receive the reaction force transmitted to the hub 81. .

A control system of the compressor 1 with a variable transmission configured as described above is shown in FIGS. 1 and 2.

That is, 90 is a control section. This control section 90 includes
An operating section 91 having switches (not shown) is connected to the operating section 91 so that information necessary for cooling operation such as set temperature can be input. The control unit 90 also includes a Ta temperature sensor 92 (hereinafter simply referred to as Ta sensor) that detects the temperature Ta of the air blown out from the evaporator 5;
A Neo rotation speed detection sensor 93 (hereinafter simply referred to as Neo
o sensor) is installed in the engine 9 and
Ne rotation speed detection sensor 94 (hereinafter referred to as
(simply referred to as Ne sensor) are connected to each other. Further, as shown in FIG. 1, the control section 90 includes a target compressor rotation speed setting circuit 95, a gear ratio calculation circuit 96, and a transmission drive circuit 97 connected to the drive motor 77 of the transmission 20. . Then, the Ta sensor 9
The above-mentioned circuits -95 to -97 are sequentially connected to the circuit 2. Further, the target compressor rotation speed setting circuit 95 is connected to the operating section 9.
1, and the target compressor rotation speed setting circuit 95 calculates the target compressor rotation speed according to the deviation between the air temperature Ta input from the Ta sensor 92 and the target temperature Tao input from the operation unit 90. I try to do that.

Further, the above-mentioned Ne sensor 94 is connected to the gear ratio calculation circuit 96, and in this gear ratio calculation circuit 96, the target compressor rotation speed input to the gear ratio calculation circuit 96 and the engine rotation input from the Ne sensor 94 are connected. The necessary gear ratio δ is calculated from the number. At the same time, the gear ratio calculation circuit 96 is connected to the Neo sensor 93 and calculates the current gear ratio from the engine rotation speed from the Ne sensor 94 and the compressor rotation speed input from the Nco sensor 93. . Then, this speed ratio calculation circuit 96 outputs a control signal corresponding to the deviation to change the current speed ratio to the target speed ratio δ to the transmission drive circuit 97, and changes the energization control of the drive motor 77 to the target speed change ratio. The gear ratio δ is set to . As a result, the evaporator 5
The gear ratio δ of the transmission device 20 is controlled according to the cooling (air conditioning) load using the air temperature Ta blown out from the air conditioner as a parameter.

Further, the control section 90 has a built-in motor current detection circuit 98 connected to the transmission section drive circuit 97, so that the motor current of the drive motor 77 for speed change can be detected through the transmission section drive circuit 97. In addition, the control unit 90 determines whether or not the current value detected by the motor current detection circuit 98 is abnormal, such as whether the gear ratio is "0" or not.
Similarly, an abnormality detection circuit 99 is built in which makes a determination according to the detection result of a predetermined number of times on the side that is "]".

This abnormality detection circuit 99 includes a diagnosis generation circuit 100 built in the speed ratio calculation circuit 96 and the control section 90.
It is connected to the. Then, when the gear ratio calculation circuit 96 receives a signal indicating an abnormality from the abnormality detection circuit 99,
Stop the compressor section 40, that is, for example, set the gear ratio δ to "0"
The air conditioning circuit is set to stop as soon as an abnormality signal is output from the abnormality detection circuit 99. Also, diagnosis generation circuits 1 and 0
0 is connected to a notification section 91a, which is comprised of, for example, a display section and a signal output terminal provided on the operation section 91, so as to be able to notify the operation section 91 of the content of the abnormality. In other words, the display section can be used to inform the occupants of the vehicle of an abnormality, and the output terminal can be used to notify a mechanic or the like of the abnormality information.

Next, the operation of such an automotive air conditioner will be explained.

When the engine 9 of the automobile is started, the rotation of the engine 9 is transmitted to the input shaft 23 of the compressor 1 with a transmission via the drive pulley 10, belt 11, and driven pulley 8. As a result, the input rotation is transmitted from the input disk 27 to the planetary cone 29, causing the planetary cone 29 to rotate and revolve around the axis A.

Here, unless a signal to start the cooling operation is input from the operation section 91 to the control section 90, the contact position of the speed change ring 36 with the third transmission surface 34 of the planetary cone 29 will be at a speed ratio of 0.
The rotation of the engine 9 is not transmitted to the compressor section 40 while remaining in the position shown in FIG.

When an ON signal to start cooling operation is input to the control unit 90 by operating the operation unit 91, the speed change ring 36
The gear ratio is then shifted by a predetermined gear ratio of 6 minutes depending on the cooling load. As a result, the output rotation obtained at the gear ratio δ is the output rotation of the output disk 28, the cam disk 82, the hub 81, and the drive shaft 51.
It is transmitted to the wave plate 51 via the wave plate 51, causing each piston 43 to reciprocate.

Then, the refrigerant flows from the suction nozzle 62 into the housing 21.
It is sucked into the cylinder 42 through the notch 60 and the suction chamber 55, and is compressed. Then, the compressed refrigerant passes through the discharge chambers 59 and 61 and the nozzle mounting body 63, and is discharged from the discharge nozzle 64 to the refrigeration cycle circuit 7.

Then, the discharged refrigerant is transferred to the condenser 2 and the reverberant tank 3.
, the expansion valve 4, and the evaporator 5, forming a cooling cycle. Then, the cold air obtained through heat exchange in the evaporator 5 is blown into the cabin of the automobile by the blower fan 5a, thereby cooling the inside of the vehicle.

Such cooling operation is continued under continuously variable control according to the cooling load using the air temperature Ta as a parameter. Specifically, the transmission 20 is controlled according to the flowchart shown in FIG.

That is, by operating the operation unit 91, S (step)
When the cooling operation is started as shown in step 0, the initial conditions of the items shown in Sl are set.

However, rKp: Feedback control proportional gain "θ
1 ・Feedback control sampling time (temperature control)", [θ2: Feedforward control sampling time (gear ratio control)], rTao: Target outlet air temperature, rNset: Number of motor abnormal current occurrences", "δ1n : minimum gear ratio", "δmax: maximum gear ratio", "l5et: abnormal motor current value", rL,
N: indicates "counter".

Next, the target compressor rotation speed setting circuit 95 calculates the ratio L set of the sampling time of the feedforward control to the sampling time θ1 of the feedback control, as shown in S2. Next, as shown in S3, the temperature of the air blown out from the Ta sensor 8 is Ta5N.
The compressor rotation speed Nco is detected from the eo sensor 93. In the subsequent S4, the target compressor rotation speed setting circuit 95 calculates the target compressor rotation speed N co On + 1 according to the deviation between the blown air temperature Ta and the target blown air temperature Tao. Subsequently, the gear ratio calculation circuit 96 detects the current engine rotation speed from the Ne sensor 94 as in S5. Then, based on the above calculation results, the gear ratio calculation circuit 96 calculates the necessary gear ratio δ according to the equation shown in S6. and,
This gear ratio δ and the current gear ratio (compressor rotation speed Nc) calculated in the same way.

A control signal for the deviation (calculated from It will be displaced to .

Then, whether or not the calculated gear ratio δ has been reached is determined by setting the sampling time θ2 in 87, adding the counter L in 811, and further comparing the result of comparing the same counter L with the above L set in S12 [L≧ The determination is made based on the establishment of LsetJ. After that, when it is determined that the gear ratio δ has been reached, after clearing the counter L as in 512, S1
4, the target compressor rotation speed N co On is updated. By controlling the gear ratio in this manner, the compressor section 40 is maintained at a constant rotation speed at which it can exhibit the required performance, regardless of the engine rotation speed Ne.

On the other hand, during this control of the gear ratio, S8 detects the motor current IM by the motor current detection circuit 98. This motor current IM is compared with I set using the abnormality detection circuit 99 in continuation <39 to determine whether or not the motor current IM is abnormal.

Here, if the sensor system, motor system, belt, etc. are normal, the motor current IM of the drive motor 77 is normal, so the process proceeds to the above-mentioned speed change process of 810 and below.

However, if an abnormality occurs in the sensor system, motor system, belt, etc. for some reason, the motor current I of the drive motor 77
In M, a current value exceeding r I set J is generated.

That is, for example, the Ne sensor 94. When an abnormality occurs in a sensor such as the Neo sensor 93, S3 is activated in S4 and S6.
, S5, the calculation is performed according to the incorrect data detected, so the gear ratio δ becomes an incorrect value. Therefore,
Although the gear ratio is actually "0", it is calculated based on incorrect data in S6, and δ is calculated as "δ>0". Moreover, rNc.

O,, +-OJ, even though the gear ratio is "0", a control signal to further lower the gear ratio is output to the transmission drive circuit 47 in order to control the drive motor 77. do.

Here, since the drive nut 78 cannot move beyond the point where the gear ratio becomes rOJ because it interferes with the mouth part 21a, the drive motor 77 is locked, and the lock current, that is, the current value exceeding "I set J" is generated. An abnormal current flows.

Of course, this is not a sensor system, and even if an abnormality occurs in the drive mechanism 70 (damage to motor parts, etc.) and transmission device 20 (damage to transmission parts including belts, etc.), abnormal current will similarly flow ( (due to the drive motor 77 locking up or becoming overloaded).

When such an abnormal current occurs, the process proceeds to S15, where the operation of the compressor 1 is stopped and the diagnosis generation circuit 100 notifies the user of the abnormality.

Specifically, the process proceeds according to steps 815 and subsequent steps.

That is, when an abnormal current is detected in S9 above,
In S15, the number of times the abnormal current has continuously flowed through the drive motor 77 is counted. Then, in S16, the presence of an abnormality is determined based on whether the number of occurrences of abnormal current is 2 times (-Nset) or more, and when abnormal current flows to the abnormal motor 77 twice in a row, the abnormality is detected for the first time. We will recognize that it is not a temporary thing, but a continuous thing. In addition,
This is because the inrush current of the drive motor 77 and the like are taken into consideration, and the predetermined number of times (three times, four times, etc.) of two or more is sufficient.

When the abnormal current flows through the drive motor 77 twice in succession, the process advances to the next step S17. Then, in the following steps 818 and below,
We will analyze whether the abnormal state is directional, that is, whether the abnormal current occurs in one direction when the gear ratio is "0" or "1", or in both directions. Note that this is to serve as a basis for determining abnormalities.

For details, in the case of the first flag reset "F-〇",
Proceeding to step 318, the counter N is set to zero, and a flag indicating that "abnormal current was detected twice in one direction" is set rF-IJ.

Then, in the subsequent S19, the drive motor 77 is driven in the opposite direction to the direction determined in the above S6. The motor current at this time is set to S
20. S21. Processing is performed according to S22. In other words, setting of sampling time θ2, motor current ■3
Detection of abnormal current (IM≧l5et)
I will do it.

If the current is normal at this time, it is detected that the abnormality occurs when the drive motor 77 moves only in one direction (the direction determined in S6), and then the process proceeds to S5 via the counter clear process shown in S24. I'm going back.

Here, since the drive motor 77 is locked in the direction determined in S6 above, this second flag setting rF
-1j, the process proceeds from S17 to 526, where the system is stopped, that is, the gear ratio is set to rOJ, and the diagnosis generation circuit 100 outputs a diagnosis of the abnormality, informs the operation unit 91 of the abnormality content, and performs the operation in the event of an abnormality. processing and stop control.

Furthermore, if it is determined in S22 that the current is abnormal, S2B
The process proceeds to step S19, where the counter N indicating the number of abnormal current occurrences is incremented, and the process returns to S19, where the presence or absence of abnormal current is detected again.

Then, when an abnormal current is detected twice in a row in S25, an abnormality in the direction opposite to rS6 is determined. In other words, it can be seen that there is an abnormality in the shift in the direction determined in S6 and in the opposite direction. And the following S2
At step 6, as in the case where an abnormality occurs in only one direction, the system is stopped, that is, the gear ratio is set to "0", and the diagnosis of the abnormality is output from the diagnosis generation circuit 100, and the details of the abnormality are displayed on the operation unit 91. We will inform you, handle the abnormality, and stop the control.

Therefore, it is possible to avoid troubles caused by locking of the drive motor 77 due to abnormalities in parts.

In the above embodiment, the same abnormality diagnosis output is used both when abnormal current occurs in both directions (S25-S26) and when abnormal current occurs only in one direction (S17→526). However, the present invention is not limited to this, and diagnosis may be output by distinguishing between abnormal states.

In addition, in the above embodiment, a piston type compressor section and a frictionless stepless transmission are used, but the transmission is not limited to this. The same is true when using a variable transmission (planetary gear mechanism, etc.).

[Effects of the Invention] As explained above, according to the present invention, it is possible to avoid troubles caused by locking of the drive motor due to abnormality of parts.

[Brief explanation of the drawing]

1 and 1 show one embodiment of the present invention, and FIG.
Figure 2 is a block diagram showing the configuration of the control section, Figure 2 is a schematic configuration diagram showing an automotive air conditioner to which the present invention is applied, Figure 3 is a side sectional view showing a compressor with a transmission, and Figure 4 is a sectional view of a compressor with a transmission. In Figure 3,
FIG. 5, a plan sectional view taken along the line IV-IV, is a flowchart for explaining system stop and notification control in accordance with locking of the speed change drive motor. 1a... Compressor main body, 1... Compressor with variable speed gear, 2
0...Transmission device (transmission part), 40...Compressor part, 9
0...Control unit, 91...Operation unit, 92...Ta temperature sensor, 93...Neo rotation speed detection sensor, 941.
- Ne rotation speed detection sensor, 95... Target compressor setting circuit, 96... Gear ratio calculation circuit, 97... Transmission section drive circuit, 98... Motor current detection circuit, 99.
... Abnormality detection circuit, 100... Diagnosis generation circuit. Applicant's agent Patent attorney Takehiko Suzue

Claims (1)

[Claims] A compressor main body is constructed by sequentially connecting a transmission section and a compressor section whose transmission ratio can be varied with a drive motor to an input shaft section, and the drive motor is driven to adjust the transmission ratio of the transmission section to the air conditioning load. an air conditioning control means for controlling the motor current according to the motor current; a detection means for detecting an abnormality in the motor current of the drive motor; a means for stopping the operation of the drive motor upon detection of the abnormality in the motor current; A compressor with a transmission for automotive air conditioning, characterized by comprising a notification means for notifying an abnormality.