KR101403721B1 - Calculating method of expected torque for air conditioner of vehicle - Google Patents

Abstract

The present invention relates to a method of calculating an anticipated torque of an automotive air conditioner that calculates a torque to be generated by driving an automotive air conditioning apparatus and adjusts an output of the engine by reflecting the calculated anticipated torque. In calculating the anticipated torque, the anticipated torque is calculated by dividing a period from the driving time of the compressor to the stop time into a plurality of intervals according to the rate of change of the compressor torque, The estimated torque is corrected by using the estimated torque calculated before the predetermined time in the section where the torque change of the engine changes from a transient period in which the torque change is abruptly changed non-linearly to a stabilization period. According to the present invention, it is possible to reduce the rate of change in the portion where the rate of change of the anticipated torque is high, and to prevent the engine RPM from being severely flowed.

Variable Swash Compressor, Estimated Torque, Engine Power, RPM

Description

[0001] The present invention relates to a method for calculating an expected torque of an air conditioner for a vehicle,

The present invention relates to a method of calculating an estimated torque of an air conditioning system for an automotive vehicle that calculates a torque to be generated by driving a compressor of an automotive air conditioning system and adjusts an output of the engine by reflecting the calculated estimated torque.

In the automobile, an air conditioner for cooling and heating the room is installed. In this air conditioner, as a constitution of a cooling system, a compressor which compresses gaseous low-temperature and low-pressure gaseous refrigerant introduced from an evaporator into gaseous refrigerant of high temperature and high pressure and sends it to a condenser, Is applied.

The swash plate type compressor is driven according to the on / off state of the air conditioner switch. When the compressor is driven, the temperature of the evaporator is lowered. When the compressor is stopped, the temperature of the evaporator is raised.

On the other hand, such swash plate type compressors include a fixed capacity type and a variable capacity type. These compressors are driven by receiving power from the rotational force of the automobile engine. In the fixed capacity type, an electromagnetic clutch is provided to control the operation of the compressor. However, when the electromagnetic clutch is provided, the RPM of the vehicle flows when the compressor is driven or stopped, thereby hindering stable vehicle operation.

Therefore, in recent years, a variable displacement type, in which a clutch is not provided and the swash plate always rotates with the drive of the engine, and the displacement capacity can be changed by changing the inclination angle of the swash plate, is mainly used.

The variable displacement swash plate type compressor generally uses a pressure control valve for adjusting the inclination angle of the swash plate to control the refrigerant discharge amount. Recently, a swash plate inclination control valve (hereinafter referred to as "ECV" ) Is used.

Therefore, in the case of the variable displacement swash plate compressor employing the ECV, the slope of the swash plate is changed by the duty of the ECV or the applied current value, and the refrigerant discharge amount of the compressor is determined according to the slope of the swash plate.

As a result, the amount of refrigerant supplied to the evaporator changes depending on the duty of the ECV or the applied current value, which means that the duty of the ECV is a key factor for determining the evaporator temperature (hereinafter referred to as driving of the compressor, Which means that refrigerant is discharged).

The duty of the above-mentioned ECV is a value indicating the time during which the ECV is on during the whole time as a percentage.

Therefore, when the duty is high, the refrigerant discharge of the compressor increases, and when the duty is low, the refrigerant discharge decreases.

In addition, the cooling fan constituting the automotive air conditioner in addition to the compressor is also driven by the battery of the vehicle, and the load fluctuation also occurs in the cooling fan, which affects the engine RPM flow. Such a compressor and a cooling fan are not always driven but are selectively and repeatedly driven depending on whether the air conditioner of the vehicle is driven or not.

Therefore, when the driving of the compressor or the like is repeated, the RPM of the vehicle changes, which hinders smooth running. Accordingly, the torque generated when the air conditioner is driven is controlled by the engine control system (hereinafter, referred to as 'EMS') of the vehicle.

The method of reflecting the torque of the air conditioner to the output of the engine may include 1) a method of increasing the RPM by a predetermined amount in consideration of the required torque of the compressor in the EMS, 2) measuring the actual torque generated in the actual compressor, A method of calculating the output of the engine in consideration of the EMS, and 3) a method of calculating the estimated torque to be generated in the compressor and calculating the output of the engine in consideration of the EMS .

However, in the method of measuring the actual torque, there is a time difference between the torque generation timing and the corrected engine output timing due to the calculated transmission time of the actual torque and the calculation and control time of the engine output considering the transmission time. There is a problem that an under shoot phenomenon (a phenomenon that an actual RPM is lower than a target RPM) occurs. At this time, there is a big problem in that the under-shooting may cause the start-up of the vehicle to be turned off.

Therefore, in the currently used method of estimating the torque, the estimated torque application method currently used is such that the maximum torque value generated at the time of driving the compressor or the cooling fan is uniformly calculated by the EMS for a predetermined time, Height method is used. However, in this case, an overshoot phenomenon (a phenomenon that the actual RPM becomes higher than the target RPM) occurs, and unnecessary RPM increases due to the overshoot.

SUMMARY OF THE INVENTION It is therefore an object of the present invention to provide a vehicular air conditioning system for reducing the rate of change in a portion where the rate of change of the anticipated torque is high, And to provide an estimated torque calculating method.

According to an aspect of the present invention for achieving the above object, the present invention provides a vehicular air conditioner for a vehicle that calculates a torque to be generated by driving a compressor of an automotive air conditioner and adjusts an output of the engine by reflecting the calculated estimated torque In the method of calculating an expected torque of an air conditioning system, the estimated torque is calculated by different calculation formulas for each section by dividing one period from the time when the compressor is driven until the time when the compressor is stopped to a plurality of intervals according to the rate of change of the compressor torque: The estimated torque is corrected using the estimated torque calculated before the predetermined time.

In this case, the correction is performed by dividing the stabilization period into two periods from the transient period and applying different correction ratios.

The two intervals include a first correction period from a transition period to a first stabilization period; And may be a second correction period from the first stabilization period to the second stabilization period to 30 seconds.

Further, the correction formula applied to each of the above-mentioned intervals is: CTQ =? ₁ * CTQ_old +? ₁ * CTQ_now (first correction period); And _{CTQ = α 2 * CTQ_old + β} 2 * CTQ_now ( second correction section), wherein, CTQ is the expected torque correction, CTQ_now is the current calculated expected torque, CTQ_old is the expected torque previously calculated Sampling Rate Time and , and α ₁ > α ₂ . At this time,? = 1 -?.

The following effects can be expected in the estimated torque calculation method for a vehicle air conditioner according to the present invention as described above.

That is, there is an advantage that the rate of change in the part where the rate of change of the anticipated torque is severe can be reduced to prevent the engine RPM from flowing too much.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Hereinafter, a method for calculating an expected torque of a vehicle air conditioning system according to the present invention will be described in detail with reference to the accompanying drawings.

First, a configuration of a variable displacement swash plate compressor according to the present invention will be briefly described with reference to FIG.

1 is a sectional view showing an internal configuration of a variable displacement swash plate type compressor.

The center bore 11 is formed through the center of the cylinder 10 of the variable displacement swash plate type compressor according to the present invention and the cylinder 10, which radially surrounds the center bore 11, A plurality of cylinder bores 13 are formed to penetrate the cylinder bores 13. A piston 15 is movably installed in the cylinder bore 13 to compress the refrigerant in the cylinder bore 13. [

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

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

In addition, a discharge chamber 33 is formed in the rear housing 30. The discharge chamber (33) is formed in a region of the rear housing (30) corresponding to the center of the surface facing the cylinder (10). The discharge chamber (33) is a place where refrigerant compressed in the cylinder bore (13) is discharged and temporarily stays. A control valve 35 is provided at one side of the rear housing 30 so that the control valve 35 adjusts the opening degree of the flow path between the discharge chamber 33 and the crank chamber 21, ).

The drive shaft 40 is installed to be rotatable through the center bore 11 of the cylinder 10 and the shaft hole 23 of the front housing 20. The driving shaft 40 is rotated by the driving force transmitted from the engine. The drive shaft 40 is rotatably mounted to the cylinder 10 and the front housing 20 by bearings 42.

A rotor 44 is installed in the crank chamber 21 so that the drive shaft 40 passes through the center and is integrally rotated with the drive shaft 40. The rotor 44 is fixed to the drive shaft 40 in a substantially disk shape and a hinge arm 46 protrudes from a surface of the rotor 44.

A swash plate (48) is hingedly coupled to the rotor (44) to rotate together with the drive shaft (40). The swash plate 48 is installed at a variable angle with respect to the drive shaft 40 according to the discharge capacity of the compressor. That is, the driving shaft 40 is in a state of being orthogonal to the longitudinal direction of the driving shaft 40 or in a state of being inclined at a predetermined angle with respect to the driving shaft 40. The swash plate 48 has its edge 50 connected to the pistons 15 via a shoe 50. That is, the edge of the swash plate 48 is connected to the connecting portion 17 of the piston 15 through the shoe 50 so that the piston 15 is rotated by the swash plate 48, Let it reciprocate.

A connecting arm 52 connected to the hinge arm 46 of the rotor 44 protrudes from the swash plate 48. A hinge pin 54 is provided at the tip of the connecting arm 52 in a direction perpendicular to the longitudinal direction of the connecting arm 52. The hinge pin 54 is connected to the hinge arm 46 of the rotor 44 And is movably engaged with the support portion 47 formed at the tip end.

A semi-inclined spring 56 is provided to exert an elastic force between the rotor 44 and the swash plate 48. The anti-tilt spring 56 is installed around the outer surface of the drive shaft 40 and exerts an elastic force in a direction in which the inclination angle of the swash plate 48 is reduced.

A swab stopper (58) protrudes from a surface of the swash plate (48). The swash plate stopper 58 serves to regulate a degree of inclination of the swash plate 48 with respect to the driving shaft 40.

An axial stopper (60) is provided at one end of the drive shaft (40). The shaft stopper 60 is provided around the outer surface of the drive shaft 40 and regulates its installation position when the swash plate 48 is erected in a direction orthogonal to the longitudinal direction of the drive shaft 40 do.

Hereinafter, a configuration of an air conditioner control unit and an engine control system for controlling the operation of the air conditioner including the compressor will be described in detail with reference to FIG.

2 is a block diagram showing the configuration of an air conditioner control unit and an engine control system provided in the present invention.

As shown in the drawings, the present invention comprises an air conditioner control unit 100 for controlling the operation of an air conditioner in an air conditioner of an automobile. The air conditioner control unit 100 detects the state information of the vehicle and controls driving of the air conditioner (including the discharge capacity of the compressor) to adjust the temperature in the vehicle to a temperature desired by the user. At this time, the state information includes an inside air temperature, an outside air temperature, an evaporator temperature, an irradiation amount, a vehicle RPM, a vehicle speed, a refrigerant pressure (APT), and a cooling water temperature of the vehicle.

In addition, the air conditioner control unit calculates an expected torque to be generated in the air conditioner for driving the air conditioner and provides the estimated torque to the engine control system 200 to be described later.

To this end, the air conditioner control unit 100 includes an input unit 110. The input unit 110 is a unit for receiving information such as an on / off signal and a set temperature of the air conditioner from a user.

Further, the air conditioner control unit 100 includes a detection unit 120 for detecting the above-described state information. The detection unit 120 detects information on the state of the air conditioner and the state of the vehicle and provides the detected information to the operation unit 130 to be described later.

The air conditioner control unit 100 includes an operation unit 130. The operation unit 130 receives user setting information input through the input unit 110 and the status of the air conditioner detected by the detection unit, Information on the state information of the vehicle is detected, and the degree of drive of the compressor 150 is calculated on the basis of these information. Further, an estimated torque to be generated is calculated according to the driving degree of the air conditioner (including the compressor and the cooling fan).

The estimated torque calculation method of the calculation unit 130 will be described later in detail with reference to FIG.

The air conditioner control unit 100 is provided with an ECV driver 140. The ECV driver 140 controls the discharge capacity of the compressor 150 and adjusts the opening degree of the flow path between the discharge chamber 33 and the crank chamber 21 through the control valve 35, The discharge capacity of the compressor (150) is adjusted by adjusting the angle of the swash plate (48).

The air conditioner control unit 100 includes a data transmission / reception unit 160 for transmitting the estimated torque calculated by the calculation unit 130 to the engine control system 200.

Meanwhile, the engine control system 200 according to the present invention adjusts the RPM of the vehicle by adjusting the engine output of the vehicle. The engine control system 200 basically adjusts the output of the engine according to the driving state of the vehicle. In the present invention, the engine control system 200 receives the estimated torque calculated by the calculation unit 130 and applies it to the engine output determination.

To this end, the engine control system 200 applied to the present invention includes a transmission / reception unit 210. The transmission / reception unit 210 receives the estimated torque calculated by the calculation unit 130 from the data transmission / reception unit 160. Of course, the transmission / reception unit 210 receives information on the driving state of the vehicle such as the degree of input of an Excel, which is a basic function of the conventional engine control system, and thus is not described in detail.

An engine output calculation unit 220 is connected to the transmission / reception unit 210 to calculate the output of the engine 240. At this time, the output calculation of the engine 240 basically determines the output based on the vehicle running state information and calculates and outputs the output of the engine 240 in consideration of the estimated torque.

The output of the engine 240 thus calculated is transmitted to the engine output controller 230 connected to the engine output calculating unit 220. The engine output controller 230 regulates the output of the engine by regulating the amount of incoming air and the amount of fuel injected.

Hereinafter, with reference to FIG. 3, a method for calculating the estimated torque by the calculation unit according to the present invention will be described in detail.

3 is a graph showing changes in measured values and control values with time when the air conditioner is driven.

As shown in the figure, the operation unit according to the present invention includes one cycle from the time when the air conditioner is operated until the time when the air conditioner is turned off to a time period of 4 (1. initial period 2. transition period 3. stable period 4. stop period) And the estimated torque is calculated.

In this specification, the driving timing of the air conditioner is used in the same sense as the driving timing of the compressor (the timing at which the driving signal of the compressor is received for driving the air conditioner) at the time when the air conditioner driving signal is received.

First, the discrimination criteria of each of the four sections are shown in Table 1 below.

section Classification criteria and characteristics Initial section The interval in which the estimated torque linearly increases after the air conditioner is driven
After the air conditioner driving signal is generated,
The section where the inherent characteristic is dominant when driving the compressor Transition section In the interval in which the estimated torque increases non-linearly after the initial interval
The interval during which the ECV duty remains at its maximum Stabilization section Since the expected torque fluctuation is not large after the transition period, Stop section The interval after the air conditioner stop signal is received

Referring to FIG. 3, the characteristics of the respective sections are shown in FIG. 3. As shown in FIG. 3, in the initial section, the time when the air conditioner driving signal is received and the time point at which the ECV duty increases are different.

That is, the ECV duty is increased after a certain time (1 second in the embodiment shown in FIG. 3) after receiving the air conditioning apparatus driving signal. At this time, it can be known that the temperature of the actual evaporator is lowered at the time when the ECV duty value increases.

On the other hand, it can be seen that the ECV duty is kept at the maximum value in the transitional period.

In the stabilization period, the ECV duty gradually changes according to the vehicle state, and the estimated torque and the evaporator temperature vary correspondingly.

In the stop section, after the air conditioner stop signal is received, the operation is stopped after the ECV duty is maintained at the maximum value for a specific time (2 seconds in the embodiment of Fig. 3). And, after the specified time (5 seconds in the embodiment of Fig. 3), even if the air conditioner driving signal is received, a time delay is provided until the time of driving.

In the stabilization period of the torque change of the compressor, the estimated torque is corrected using the estimated torque calculated before the predetermined time.

In this case, the correction is performed by dividing the stabilization period into two periods from the transient period and applying different correction ratios.

The two intervals include a first correction period from a transition period to a first stabilization period; And a second correction period from the first stabilization period to the second stabilization period to 30 seconds.

Further, the correction formula applied to each of the above-

CTQ =? ₁ * CTQ_old +? ₁ * CTQ_now (first correction period);

CTQ =? ₂ * CTQ_old +? ₂ * CTQ_now (second correction period).

Here, CTQ is the expected torque correction, CTQ_now the current and expected torque computing, CTQ_old is the expected torque previously calculated Sampling Rate _{Time, α 1, α 2, β} 1, and β ₂ is a correction less than a respective first As a constant, α ₁ > α ₂ , β ₁ is 1-α ₁ , and β ₂ is 1-α ₂ . That is, the corrected estimated torque of the first correction period is not applied as it is, but it is possible to prevent sudden changes in the estimated torque after the transient period by reflecting the estimated torque calculated before the predetermined time Further, the first corrected estimated torque of the second correction section is relatively made smaller, it sets the effects according to the estimated torque calculated before the predetermined period of time than as α ₂ is set to a value that is less than α ₁ in the first correction section The effect of the currently estimated torque can be increased. In other words, the method of calculating the anticipated torque of the vehicle air conditioner of the present invention can prevent the anticipated torque from being changed suddenly by setting the stabilization period to the first correction period and the second correction period which are sequentially changed, There is an advantage to be able to do.

Hereinafter, a control method of the air conditioner according to the present invention will be described with reference to the flowchart.

FIG. 4 is a flowchart showing a control method of the air conditioner according to the present invention, and FIG. 5 is a detailed flowchart of a method of controlling an air conditioner according to the present invention.

As shown in FIG. 4, the control method of the air conditioner according to the present invention is started when the air conditioner is driven (S10).

When the air conditioner is driven, the operation state of the compressor 150 is classified (S20). Here, the operating state of the compressor refers to each state divided into four sections (1. initial section, 2. transition section, 3. stable section, 4. stop section), and the judgment criteria for each section The meaning is as described above.

After the operating state of the compressor 150 is classified, the estimated torque according to the driving of the compressor 150 is calculated (S30).

Thereafter, it is determined whether the operating state of the compressor 150 corresponds to the division result stabilization period of S20 (S40).

If it is determined in operation S40 that the running state of the compressor 150 corresponds to the stabilization period, the estimated torque calculated in S30 is corrected (S50).

Then, the corrected estimated torque is transmitted to the vehicle control system 200 so as to be used for RPM control of the vehicle (S60).

On the other hand, if it is determined in operation S40 that the operation state of the compressor 150 is not the stabilization period, step S60 is performed without performing step S50.

Hereinafter, the correction process of S50 will be described in detail with reference to FIG. 5. First, a correction interval is identified (S52).

In this case, the correction period is divided into a first correction period and a second correction period, the first correction period is a first stabilization period after the transient period, the second correction period is a period from the first stabilization period to the second stabilization period Thereafter, the intervals of up to about 30 seconds are not described in detail because they are as described above.

Then, the correction coefficients? And? Are determined according to the divided correction intervals (S54).

Then, the correction formula using the determined correction constant (CTQ =? * CTQ_old + [beta] * CTQ_now) (S56).

Here, CTQ is the corrected estimated torque, CTQ_now is the currently calculated estimated torque, CTQ_old is the estimated torque calculated before the sampling rate time, and? = 1 - ?.

It is to be understood that the invention is not limited to the disclosed embodiment, but is capable of many modifications and variations within the scope of the appended claims. It is self-evident.

The present invention relates to a method for calculating an expected torque of an automotive air conditioner that calculates a torque to be generated by driving an automotive air conditioner and adjusts an output of the engine by reflecting the calculated estimated torque, It is possible to reduce the rate of change in the portion where the rate of change is high and to prevent the engine RPM from flowing too much.

1 is a sectional view showing an internal configuration of a variable displacement swash plate type compressor.

2 is a block diagram showing a configuration of an air conditioner control unit and an engine control system provided in the present invention.

3 is a graph showing changes in measured values and control values according to time when the air conditioner is driven.

4 is a flowchart showing a control method of the air conditioner according to the present invention.

5 is a detailed flowchart showing a method of calibrating an estimated torque among control methods of an air conditioner according to the present invention in detail.

Description of the Related Art [0002]

100: air conditioner control unit 110: input unit

120: detecting unit 130:

140: ECV driver 150: compressor

160: data transmission / reception unit 200; Engine control system

210: Transmitting / receiving unit 220: Engine output calculating unit

230: engine output controller 240: engine

Claims (4)

A method for estimating torque of an air conditioning system for an automotive air conditioner that calculates a torque to be generated by driving a compressor of an automotive air conditioner and adjusts an output of the engine by reflecting the calculated estimated torque, the method comprising: The anticipated torque is calculated by different calculation formulas for each section by dividing one period from the driving to the stop of the compressor into the initial section, the transient section, the stabilization section, and the stop section according to the torque change rate of the compressor 150 , The estimated torque of the stabilization period is A first correction period that is corrected by Equation 1 below for a predetermined time period after the transient period, And a second correction period that is corrected by Equation (2) below for 30 seconds after the first correction period. [Equation 1] CTQ =? ₁ * CTQ_old +? ₁ * CTQ_now (first correction period) [Equation 2] CTQ =? ₂ * CTQ_old +? ₂ * CTQ_now (second correction period) (CTQ = corrected estimated torque, CTQ_now = estimated torque currently calculated, CTQ_old = Sampling Rate Estimated torque calculated before time, α ₁ , α ₂ β ₁ and β ₂ are correction constants less than ₁ , respectively, where α ₁ > α 2, β ₁ = 1-α ₁ , β ₂ = 1-α ₂ , delete delete delete

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