JPH0446820A - Compressor with transmission gear for automobile air conditioning - Google Patents

Abstract

PURPOSE:To improve the reliability of a compressor having a transmission by providing the transmission between a compressor input shaft and a travel engine output shaft, and a control means for fixing the gear ratio of the transmission at a corresponding value, when an engine speed detected with a sensor drops below the predetermined value. CONSTITUTION:A compressor 1 having a transmission is constituted with wave brake type compressors 40 connected in series via a frictional and continuously variable transmission device 20, and the driven pulley 8 of the transmission 20 is connected to the driving pulley of an automotive travel engine 9 via a belt 11. The compressor 1 is thereby driven with the travel engine 9. Also, a control section 90 includes an engine speed comparison circuit, a gear ratio calculation circuit and a transmission section drive circuit. Furthermore, the control section 90 takes in the speed of the engine 9 from a sensor 94, and makes comparison in the aforesaid comparison circuit. When engine speed is found equal to or less than the predetermined value, a gear ratio corresponding to the speed is fixed and gear ratio control operation is stopped. According to the aforesaid construction, the unreasonable operation of the transmission can be avoided.

Description

[Detailed Description of the Invention] [Field of Industrial Application] This invention relates to a compressor used for compressing refrigerant in an air conditioner for an automobile, and in particular, the present invention relates to a compressor used for compressing refrigerant in an automobile air conditioner. Relates to something configured to be driven.

[Conventional technology]

A refrigerant compressor used in an automobile air conditioner is generally driven by a driving engine mounted on the automobile as a power source. While the engine speed of a car's engine constantly changes depending on the driving conditions, the load on the air conditioner is large until the temperature inside the vehicle reaches the target temperature.
Although it becomes a small value after reaching this value, it does not constantly change minutely, so the rotation speed of the refrigerant compressor is also adjusted to maintain a certain range of air conditioning capacity depending on the required air conditioning load.
It is desirable to keep it constant depending on the air conditioning load.

Therefore, a compressor equipped with a continuously variable transmission as described in Japanese Patent Application Laid-open No. 170787/1987 was proposed.

This system is equipped with a continuously variable transmission using a friction wheel on the manual shaft of the compressor, which changes the engine's fluctuating output revolutions to a more or less constant revolutions and manually supplies the refrigerant to the refrigerant compressor to circulate the necessary refrigerant. The aim is to maintain the amount.

[Problem to be solved by the invention]

For example, when trying to change the direction of the front wheels of a car by rotating the steering wheel of a car, the steering wheel rotates with a small amount of steering force when the car is moving, but becomes extremely heavy when the car is stopped. For the same reason that it will stop rotating unless a large steering force is applied, operations that attempt to change the gear ratio of a transmission also depend on the relative positions of the friction wheels, gear rings, gears, belts, etc. that make up the transmission. Because it is necessary to cause a change (shift), when the gears are rotating at a speed higher than that required, the gear shifting operation is performed smoothly with a light operating force, but when they are stopped or When rotating at a low speed close to stopping, an extremely large operating force is required, and smooth gear shifting is often not possible.

Therefore, if the gear shift operation of the transmission to keep the compressor rotational speed constant is performed at low engine speeds just before the engine stops, or after the engine has stopped, a large load will be placed on the drive motor for the gear shift operation. If the torque of the drive motor is increased, strain will be placed on the transmission elements and operating force transmission mechanism of the transmission, which may cause a failure.

The object of the present invention is to eliminate such concerns, protect the transmission and its operating mechanism, and provide a compressor with a highly reliable transmission.

[Means to solve the problem]

To solve the above problem, when the air conditioner is in operation, the transmission constantly changes the gear ratio according to changes in engine speed, and changes the input speed of the refrigerant compressor to the current air conditioning load. Even if control is being carried out to maintain the engine speed as constant as possible, when the engine speed drops below a predetermined value, including when the engine is stopped, It is sufficient to immediately and forcibly stop the gear shifting operation of the transmission and fix the gear ratio to the value at that time.

To this end, the present invention is used for compressing refrigerant for air conditioning driven by a vehicle's driving engine,
a transmission between the output shaft of the driving engine so that the driving engine is driven at a substantially constant rotational speed according to the magnitude of the air conditioning load at that time regardless of changes in the rotational speed of the driving engine;
A control device for changing the gear ratio of the transmission is attached, and the control device includes means for detecting the rotation speed of the driving engine, and a means for detecting the rotation speed of the driving engine to a predetermined rotation speed. An automobile air conditioner characterized by comprising: means for comparing; and means for fixing the gear ratio of the transmission to the value at that time when the rotation speed of the driving engine falls below the predetermined rotation speed. Provides a compressor with a variable speed transmission for

[For production]

The operation of the present invention will be explained according to the operating program of the control device shown in FIG.

At the same time as the car's air conditioner is put into operation, the first
The program of the control device shown in the figure starts at S (step) 0, and first, at Sl, the rotational speed at that time is detected by means for detecting the rotational speed of the driving engine. In S2, the rotational speed Ne of the driving engine is compared with a predetermined low rotational speed Nem+n, for example, 6oorpm. If the engine speed Ne is higher, the process advances to S3, and the transmission is controlled in a normal manner.

In other words, no matter how the engine speed Ne changes in the range above the predetermined value Nem1n depending on the driving condition, the control device controls the transmission so that the compressor has a substantially constant speed corresponding to the air conditioning load. This automatically controls the speed change ratio of the transmission.

However, when the engine is to be stopped, the process proceeds to 84 when it is determined in S2 that the engine speed Ne has decreased and has become lower than the predetermined value Nem1n, the control device stops controlling the gear ratio of the transmission, and the speed change The gear ratio of the machine is fixed to the gear ratio at that time.

Therefore, when the engine is running at low speed or when the engine is stopped, forced gear shifting operations will not be performed, and the gear shifting operation mechanism of the transmission will be protected and will not cause failure.

〔Example〕

The present invention will be explained below based on a first embodiment shown in FIGS. 2 to 5. Figure 2 shows the schematic configuration of an automotive air conditioner, where 1 is a compressor with a transmission, 2 is a condenser, and 3 is a compressor with a transmission.
is a receiver tank, 4 is an expansion valve (pressure reducing device), and 5 is an evaporator. The respective refrigeration cycle devices are connected in sequence through refrigerant pipes 6 to form a refrigeration cycle circuit 7. The driven pulley 8 provided at the input part of the compressor 1 with a transmission and the drive side boo'JIO provided on the crankshaft of a driving engine 9 mounted on the automobile, for example, are connected to a belt, e.g. an endless belt. They are connected by a V-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 Figures 3 and 4.
As shown in the figure.

To explain the compressor section 40, numeral 41 denotes a cylinder block, which 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. In addition, a rear valve plate 4 is attached to the end of the rear cylinder block 4], b.
6 and a rear side housing 47 are provided in this order. The parts arranged in order along the front-rear direction are the front side housing 45, the valve plate 4
4. It is fastened to the rear side housing 45 with a through bolt 48 passing through the cylinder block 41 and the valve plate 46, forming a main body portion. In addition, each cylinder 4
Although not shown, the valve plate portion facing 2 is provided with a discharge hole and a discharge valve located on the outside of the cylinder block, and is provided with a suction hole and a suction valve located on the center side of the cylinder block. Note that 49 indicates a 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 parts connected to a front cylinder block 41a and a 1,1 silling block 4, respectively.
It is rotatably supported by radial bearings 51b, 51b provided in 1b. A wave plate 51 connected to each piston 43 is provided at the center of the drive shaft 50.
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 5 is disposed within the recess 52 and has a dimension such that its outer diameter reaches the axis of the cylinder 42, for example.
1 is accommodated. Further, a recess 53 is formed in the outer peripheral portion of each piston 43 corresponding to the outer peripheral end of the wave plate 51 to accommodate the corresponding end. A pair of rollers 54 and 55 are rotatably installed in each of these recesses 53 so as to sandwich the plate surface portion of the wave plate 51 that enters the recess 53 from both sides, and the rollers 54 and 55 rotate. The piston 43 reciprocates within the cylinder 42 by the amount of inclination displacement of the wave plate 51 due to the plow moving over the plate surface of the wave plate 51. Note that the wave plate 51 is rotatably supported in the thrust direction by a thrust bearing 57 provided between a hub 51a of the wave plate 51 and a cylinder block wall facing the hub 51a.

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) that communicates with each discharge hole of the valve plate 46 is provided on the outside. In addition, a circular notch 60 (low pressure chamber) is formed in the center of the front side housing 45 and communicates with each suction hole of the valve plate 44.
An annular discharge chamber 61 (high pressure chamber) communicating with each discharge hole of the valve plate 44 is provided in the outer internal portion.

The notch 60 communicates with the suction chamber 58 through a passage (not shown), and the suction port 60 is provided on the front side of the compressor 1 with a transmission through the inside of the transmission 20, which will be described later.
It communicates with 2. Each of the discharge chambers 59, 61 communicates with a discharge port mounting opening body 63 formed on the side of the rear cylinder block 41b (on the rear side of the compressor 1 with a transmission) via a passage (not shown). When each piston 43 reciprocates according to the rotation of the shaft 50, it compresses the refrigerant sucked in from the suction port 62, and then transfers the compressed refrigerant to the discharge chamber 59.
．． 61 and a discharge port mounting body 63, and is discharged from a discharge port 64 attached to the discharge port mounting body 63 to the condenser 2.

Note that suction refrigerant is introduced into the recess 52 using a passage (not shown) so as to lubricate the sliding parts around the wave plate 51.

On the other hand, to explain the transmission 20, reference numeral 21 denotes a no. 1 housing which is hermetically connected to the periphery of the front side housing 45 by bolts (not shown), and has a substantially cap shape. An oil reservoir portion 37 is formed. A certain amount of lubricating oil 38 is stored in this oil reservoir 37 .

Further, the upper portion of the housing 21 is provided with a mouth portion 21a to which the above-mentioned suction port 62 is attached. A human power 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. This input shaft 23 is connected to the drive shaft 5
It is coaxial with the axis A of 0 and passes through the front side of the housing 21. The driven pulley 8 is attached to the penetrating end of the human power shaft 23.
The rotation of the engine 9 can be input to the .

Note that 24 is a radial bearing for supporting the pulley, and 25 is 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 human power shaft 23 that protrudes into the housing 21. The end of the drive shaft 50 is fitted into the recess 21b via the radial bearing 26, so that the human power 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 a manual 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 interposed between the outer peripheral ends of the human-powered disk 27 and the output disk 28.

Here, to explain the planetary cone 29, the planetary cone 29 has a substantially umbrella shape with three transmission surfaces, and a small-diameter disk portion 30 is coaxially integrated with the conical bottom surface of the conical portion 29a. At the same time, a coaxial mounting shaft 31 is integrally provided on the bottom surface of the disk portion 30. The side surface of the disk portion 30 is formed into a concave shape so as to frictionally engage with the outer peripheral edge of the human-powered 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 constitutes a second transmission surface 33 that frictionally engages with the outer peripheral end of the output disk 28. Also, the conical part 29a
is configured to have an obtuse apex angle, and the conical portion 29a
The side surface thereof is used as a third transmission surface 34 that frictionally engages with a speed change ring 36, which will be described later.

These planetary cones 29 are rotatably attached around the axis A by a retainer 35, and the retainer 35 has a truncated conical cup shape.

When this retail 35 has a side wall disposed on the input shaft 23 side, the central part of the side wall is connected to the manpower disc 2 of the manpower shaft 23.
It is rotatably fitted into the end portion protruding from 7.

Needless to say, the retailer 35 is provided coaxially with the axis A. The mounting shafts 31 of the plurality of planetary cones 30 are rotatably mounted at predetermined intervals with an appropriate clearance on the inclined peripheral wall of the retailer 35, and each planetary cone 30 is attached to the conical portion 29a. The generating line on the drive shaft 50 side is arranged so as to be substantially parallel to the axis A.

These planetary cones 30 can freely rotate and revolve.
The outer peripheral edge 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 edge of the output disk 28 is frictionally engaged with the peripheral edge of the conical bottom surface of the planetary cone 29, that is, the second transmission surface 33. A stepped portion 39 extending along the axis A direction is formed in the housing surface portion (including the oil reservoir portion 37) around these planetary cones 29, and the speed change ring 36 is disposed within the stepped portion 39 along the axis A direction. It is slidably inserted. Further, a convex portion 36a is formed on the inner peripheral surface of the speed change ring 36 in the circumferential direction and contacts a slope parallel to the axis A of the conical portion 29a. By making the position of the contact point variable between the apex and the periphery, the rotational speed from the human power shaft 23 can be changed and transmitted to the drive shaft 50 (the revolution speed of the planetary cone 29 ). In this embodiment, for example, the gear ratio is 0 (the conical portion 29
The output rotation can be varied steplessly in the range from the gear ratio 1 (position near the periphery of the conical portion 29H) to the gear ratio 1 (position near the apex of the conical portion 29H).

Further, due to the arrangement of the planetary cone 29 and the gear 35, the lower part of the planetary cone 29 and the speed change ring 36 disposed below is immersed in the lubricating oil 38 of the oil reservoir 37, and the planetary cone 29 revolves and rotates on its axis. The lubricating oil 38 splashes up from the suction port 62 to the housing 2.
1 and sucked in from the notch 60 of the compressor section 40, an oil component is mixed in, and lubricating oil 38 is supplied to the sliding parts of the transmission section 20.

On the other hand, a drive mechanism 70 for driving the speed change ring 36 is provided above the speed change ring 36. The drive mechanism 70 includes a drive pin 71 that protrudes upward from the top of the speed change ring 36.
is provided protrudingly, and this drive bin 71 is aligned with the axis A using a cam mechanism.
A structure that drives the device in the direction is used.

That is, to explain the drive mechanism 70, reference numeral 72 is a cam block disposed inside the mouth portion 21a, and as shown in FIG. It forms a band-shaped block extending along the direction (perpendicular to A). The lower center of the cam block 72 is connected to the protrusion of the drive bin 71. This cam block 72 is regulated by two guide pins (not shown) along the direction of the axis A so that it can only slide in the direction of the axis A, and at the same time, the elastic force of the coil spring (not shown) always allows the cam block 72 to move in the direction indicated by the arrow Y. The structure is such that it can be pushed toward the rear as shown by . 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, a screw shaft 74 is disposed on the rear side of the mouth portion 21a, parallel to the cam surface 73.

The threaded shaft 74 is, for example, a trapezoidal threaded shaft having a trapezoidal thread on its outer periphery, and is rotatably supported at both ends by radial bearings 75 and 75 provided on the wall forming the mouth portion 21a. One end of the screw shaft 74 is connected to a drive motor 77 located outside the housing 6 via a speed reducer 76 provided outside the housing 6 adjacent to the mouth 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 able to move forward and backward. The drive nut 78 is formed with a drive surface 79 that is inclined in correspondence with the cam surface 73 of the cam block 72 and always comes into contact with the cam surface 73 of the cam block 72 under the elastic force of the biasing coil spring. Therefore, when the screw shaft 74 rotates forward or backward, the cam block 72 is moved back and forth in the six directions of the axis by the drive nut 78, which moves in the direction of the arrow X while maintaining contact with the screw shaft 74. That is, the speed change ring 36 is displaced in the direction of the axis A in accordance with the rotation of the drive motor 77, so that the necessary speed change is performed.

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. The small diameter cylindrical portion 81a can be displaced in the axial direction. Further, a cam disk 82 formed in a disk shape is slidably inserted into the drive shaft portion between the large diameter cylindrical portion 111b of the hub 81 and the output disk 28. In other words, the cam disk 82 rotates together with the output disk 28 and can be displaced in the axial direction. The cam disk 82 and the hub 81 include a plurality of steel balls 8 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.
3, and recesses 84, 84 provided on each plate surface portion to restrict the movement of the steel ball 83. 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 shaft is connected so as to be movable in six axial directions. By transmitting the rotational force through the pin 85 and the insertion hole 86, and through the transmission of the rotational force through the steel balls 83 and the recesses 84, the variable speed rotation output from the output disk 28 is transferred to the drive shaft 50, which becomes the output shaft. I am trying to output it to .

Furthermore, a plurality of compression coil springs 87 are interposed between the output disk 28 and the cam disk 82.

With the elastic force of this compression coil spring 87,
The output disk 28 is constantly pressed against the planetary cone 29. That is, the biasing force of the compression coil spring 87 applies a preload to each part of the transmission 20 that is frictionally engaged in the initial stage of rotation, thereby providing a frictional engagement force necessary for the transmission function. In addition, the hub 81
A thrust bearing 88 is interposed between the end face of the small-diameter cylindrical portion 81a and the valve plate portion opposing the end face, and is configured to rotatably receive the reaction force transmitted to the hub 81.

The control system of the compressor with variable transmission 1 constructed in this way is shown in FIGS. 2 and 5.

That is, 90 is a control section (consisting of a microcomputer and its peripheral circuits). An operating section 91 is connected to the control section 90, and allows information necessary for cooling operation, such as set temperature, to be entered manually. Also, the control section 9
0 indicates the temperature Ta of the air blown out from the evaporator 5.
Ta temperature sensor 92 (hereinafter simply referred to as Ta sensor) that detects the rotation speed (input) of the engine 9;
(referred to as e-sensor) are connected to each sensor. Further, as shown in FIG. 5, the control unit 90 includes a target compressor rotation speed setting circuit 95, a gear ratio calculation circuit 96, and a transmission unit drive circuit 97 connected to a drive motor 77 for gear change operation of the transmission device 20. has been done. The circuits 95 to 97 are sequentially connected to the Ta sensor 92. The operation section 91 is connected to the target compressor rotation speed setting circuit 95, and in the target compressor rotation speed setting circuit 95, the air temperature Ta manually inputted from the Ta sensor 92 and the target temperature inputted from the operation section 90 are connected to the target compressor rotation speed setting circuit 95. The target compressor rotation speed is calculated according to the deviation from Tao.

Furthermore, the above-mentioned Ne sensor 94 is connected to the gear ratio calculation circuit 96 through an engine speed comparison circuit 98, and in this speed ratio calculation circuit 96, the target compressor rotation speed input to the speed ratio calculation circuit 96 and The necessary gear ratio δ is calculated from the engine rotational speed input from the sensor 94.

Then, in accordance with this gear ratio δ, the drive motor 77 of the transmission 2° is controlled to change the gear ratio δ. In other words, the temperature of the air blown out from the evaporator 5 T
The structure is such that the gear ratio δ of the transmission device 20 is controlled according to the cooling (air conditioning) load using a as a parameter.

Further, the engine rotation speed comparison circuit 98 stores a set minimum engine rotation speed, and compares it with the engine rotation input from the Ne sensor 94. A timer circuit 99 is connected to this engine speed comparison circuit 98, and an engine operating range judgment circuit built in the engine speed comparison circuit 98 detects when the engine speed is lower than the set minimum engine speed. When the engine continues for a predetermined period of time, it is determined that the engine has stopped or is close to stopping, and a control signal is sent to the transmission section drive circuit 97 so as not to perform speed change drive, and the drive circuit 97 prioritizes this. Attach the reception.

Next, the operation of the automobile air conditioner made up of each of these parts will be explained. 2 to 5, when the automobile engine 9 is started, its rotation is transmitted to the input shaft 23 of the compressor 1 with a transmission via the driving pulley 10, the belt 11, and the driven pulley 8. communicated. 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.

Then, by utilizing the revolution of the planet cone 29, the lubricating oil 38 accumulated in the oil reservoir 37 is splashed up, and the transmission device 2
The lubricating oil 38 is mixed into the refrigerant in the housing 21 so that the sliding parts of the compressor part 40 can be lubricated at the same time as the sliding parts of the compressor part 40.

Here, if the signal to start the cooling operation is not inputted to the control unit 90 from the operation unit 91, the third
The contact position of the transmission ring 36 with respect to the transmission surface 34 remains at the transmission ratio O, and the rotation of the engine 9 is controlled by the compressor section 40.
is not transmitted.

When a signal to start cooling operation is input from the operation unit 91 to the control unit 90, the drive motor 77 is rotated by the transmission unit drive circuit 97, and the speed change ring 36 is set to the speed ratio δ determined according to the cooling load. It is displaced in the direction of axis A by the corresponding amount. The output rotation obtained by the gear ratio δ is transmitted to the wave plate 51 via the output disc 28, the force disc 82, the hub 81, and the drive shaft 51, causing each piston 43 to reciprocate.

This allows the refrigerant to flow from the suction port 62 into the housing 21,
It is sucked into the cylinder 42 through the notch 60 and the suction chamber 58 and is compressed. Then, the compressed refrigerant is discharged into the discharge chamber 5
9.61, it passes through the discharge port mounting body 63 and is discharged from the discharge port 64 to the refrigeration cycle circuit 7. Due to this flow of refrigerant, the lubricating oil 38 contained in the refrigerant is transferred to the transmission device 20.
and each sliding part of the compressor section 40 to lubricate each part.

Then, the discharged refrigerant flows through the condenser 2, receiver tank 3, expansion valve 4, and evaporator 5, and the cool air obtained by heat exchange in the evaporator 5 is sent into the cabin of the car by the blower fan 5a. The air conditioner is sent out to cool the inside of the cabin.

Such cooling operation is continued by continuously variable control according to the cooling load using the air temperature Ta as a parameter.

Specifically, the transmission 20 is controlled according to a flowchart as shown in FIG.

That is, by operating the operation unit 91, S (step)
When the cooling operation is started as shown in D, the initial conditions of the items shown in Sl are set. However, Kp: Proportional gain of outlet temperature control, θl: Sampling time of outlet temperature control (temperature control), θ2: Sampling time of gear ratio control (gear ratio control), TaO: Target outlet air temperature, Nem
1n: Set minimum engine speed, Mtimeset
: Set time (permissible time for rotation speed below Nel'r1n), L, M: Counter.

Subsequently, the target compressor rotation speed setting circuit 95 calculates a ratio Lset of the number of sampling times of the speed ratio control to the sampling time θ1 of the outlet temperature control, as shown in S2. Next, the target compressor rotation speed setting circuit 95 detects the blown air temperature Ta' output from the Ta sensor 92 and the engine rotation speed Ne output from the Ne sensor 94, as shown at S3. On the other hand, the carrot rotation speed comparison circuit 98 determines whether the engine rotation speed Ne is lower than the set minimum engine rotation speed Nem1n, as shown in S4.

Here, if it is determined that the engine speed Ne is higher than the set minimum engine speed Nem1n, in the SIO, the target compressor speed setting circuit 95 sets the to calculate the target compressor rotation speed NC00n++ (
blowout temperature control). Subsequently, based on the above calculation results, the gear ratio calculating circuit 96 calculates the necessary gear ratio δ according to the equation shown at 312.

The transmission section drive circuit 97 is controlled according to this calculation result, and as shown in S13, the operation of the drive motor 77 is controlled via the transmission section drive circuit 97, so that the speed change ring 36 becomes the calculated speed ratio δ. Displace it so that Then, whether or not the calculated gear ratio δ has been reached is determined by setting the sampling time θ2 in the next S14, adding the counter L in S15, and checking the counter L and the above L in 316.
The judgment is made based on the establishment of "L≧Lset J" as a comparison result with set
The target compressor rotation speed N COO is updated as shown in 8.

During this cooling operation, if it is determined in S4 that the engine speed Ne is lower than the set minimum engine speed Nem1n, the process proceeds to S5, where the counter M is incremented. At the same time, rN as shown in S6
The duration Mt1me during which e is less than or equal to Nem1n is calculated. Then, in the next S7, "calculated duration Mt
ime is longer than the set time Mt imeset. In other words, if it is long, it is determined that the engine has stopped or is close to it. Then, the process proceeds to S8, and even if the air conditioning load fluctuates, variable speed drive is not performed in such a state, so that a large load is not placed on the drive motor 77 and the like. Then, return to Sl and repeat the same operation.

When it is determined in S7 that Mt ime < Mt imeset, it is assumed that the operating state is normal, and 310
Return to

Further, in the above embodiment, the transmission is controlled steplessly according to the cooling (air conditioning) load using the evaporator outlet air temperature Ta. The gear ratio of the transmission device may be changed in accordance with the cooling load using, for example, the cooling load.

Further, in the above embodiment, a piston type compressor section and a frictionless continuously variable transmission are used, but the present invention is not limited to this. A transmission device such as the above may also be used.

[Effect of Hathu]

By implementing the present invention, it is possible to avoid forced gear shifting operations that may occur in the transmission that drives the compressor when the engine is stopped, and to avoid strain on the gear shifting operation device.
The transmission itself is also protected, preventing it from becoming a cause of failure.

[Brief explanation of drawings]

Fig. 1 is a flowchart for explaining the basic operation of the control device according to the present invention, Fig. 2 is an overall configuration diagram of an automobile air conditioner equipped with a compressor according to the present invention, and Fig. 3 is a shift diagram according to the present invention. A cross-sectional view showing an embodiment of a compressor with a compressor, FIG.
FIG. 5 is a block diagram showing the configuration of a control device for a transmission attached to the compressor of the present invention, and FIG. 6 is an operation of the control device. It is a flowchart specifically showing an example of a program. 1... Compressor with transmission, 9... Traveling engine,
20... Transmission device, 77... Drive motor, 91... Operating unit, 94... Engine rotation speed sensor. 40... Compressor section, 90... Control section,

Claims (1)

[Claims] Used to compress refrigerant for air conditioning by being driven by an automobile's driving engine, and driven at a substantially constant rotational speed according to the size of the air conditioning load at that time, regardless of changes in the rotational speed of the driving engine. As shown in FIG. means for detecting the number of rotations; means for comparing the rotation speed of the driving engine with a predetermined rotation speed; A compressor with a variable speed for automobile air conditioning, characterized by comprising means for fixing the value at that time.