JPS5870033A - Air conditioner for automobile - Google Patents

Abstract

PURPOSE:To reduce the cost of fuel and the noise while retaining the cooling effect for the room, by providing control means for switching throttle valve output means in two steps based on the output values of an outdoor temperature detector and an interior temperature detector. CONSTITUTION:The automobile air conditioner equipped with an idling rotational frequency adjusting apparatus has a negative pressure actuator 31 that is a throttle valve output controlling means of the engine. Control means 36, an interior temperature detector 35, an outdoor temperature detecting means 34 and two electromagnetic valves 32, 33 that are output operating means for controlling the negative pressure actuator 31 are provided. To increase the power of the compressor of an air conditioner, the idling rotational frequency is increased to retain the comfortableness and the cooling effect in the room only in case that the idling rotational frequency is lowered.

Description

[Detailed description of the invention]

TECHNICAL FIELD The present invention relates to an improvement in an air-button device for a motor vehicle equipped with an idle speed adjustment device. The compressor of the air conditioner W for an automobile is driven by a driving engine. Therefore, when the engine is idling, the idling speed decreases due to the compressor power, and engine overheating and knocking are likely to occur. Conventionally, to prevent this and increase cooling capacity during idle, the opening of the throttle valve that adjusts engine output was increased, and the rotation of the engine and the rotation of the engine cooling radiator fan were increased. . Hereinafter, a conventional air conditioner for an automobile and its idle speed adjusting device will be explained. FIG. 1 is a schematic diagram of an air conditioner for an automobile. In this air conditioner, a compressor 1 is driven by an engine via a magnetic clutch 2 and a belt. In the evaporator 1, the air sent by the blower 1114 is cooled and dehumidified, and then blown into the room from the blower duct 5. Further, in the figure, 5 is an expansion valve, 1 is a v-bat tank, and 8 is a capacitor. This condenser 8 is mainly cooled by the wind while the vehicle is running, and by a radiator fan when the vehicle is idling. FIG. 182 shows a conventional idle speed adjusting device. This device is composed of a throttle valve 1z for adjusting the fuel flow rate located in the intake pipe 11 of the engine, a negative pressure actuator IJ for controlling the opening of the throttle valve 1z, and a solenoid valve 14 for switching the pressure introduced into the negative pressure actuator 1j. Ru. When the compressor amount operation switch 15 is turned on during idle, the coil 21 of the compressor magnetic clutch 1 and the coil 1411 of the solenoid valve 14 shown in FIG. , when not energized (- negative pressure valve 17, which was closed)
is opened, and the atmospheric pressure valve 18, which had been open, is closed. As a result, the negative pressure stored in the negative pressure tank 21 is transferred from the negative pressure outlet 11m of the intake pipe 11, through the rubber hose 19 and the check valve 20, to the negative pressure inlet 14m of the 'l1fH valve I4, and the output port 14b. Through -E1, the conductive force 1 is applied to the pressure coil 22 of the negative pressure actuator 13. Therefore, the negative pressure chamber z2 is switched from atmospheric pressure 1 to negative pressure, and the diaphragm x3 is sucked into the return gas, and the slot A/valve 12 is moved from the position C shown by the solid line to the position C shown by the broken line through the shaft 25 and rod 26. The lid rotates to the 6th position shown, and the opening degree increases. As a result, the fuel flow rate increases, the engine output increases, and the idle speed increases. However, this idle speed adjusting device has the following drawbacks. The power of the compressor +1 increases as the condensing pressure of the condenser 8 and the evaporating pressure of the evaporator 3 increase. The condensation pressure and the evaporation pressure increase as the cooling load increases, such as an increase in the intake air temperature of the condenser +8 or an increase in the intake air temperature of the evaporator 3. For this reason, the second
In the idle speed adjusting device shown in the figure, if the increase of 1 m degree in the throttle valve 12 is constant, as shown in Figure 3, as the cooling load increases, the engine load increases and the engine speed at idle The number will drop significantly. As a result, when the cooling load is large, such as when the outside temperature is high,
There is a drawback that the engine speed decreases during idling, resulting in insufficient cooling capacity, and the interior of the vehicle is not sufficiently cooled. This drawback is further exacerbated when the passenger car remains idle for a long time, as the temperature of the condenser intake air further increases due to the effects of engine exhaust heat and the like. Also, if the opening degree of the throttle valve 1x is set to a large value when the cooling load is large, the engine speed will further increase during light loads, which will increase the wheel vibration and vibration, and will also significantly increase fuel consumption. There is a drawback. If the above agreement is made, when the outside temperature is high and the inside temperature of the vehicle is high, the compressor power increases greatly, and the engine rotational speed during idling is greatly reduced. On the other hand, large cooling capacity is required to lower the room temperature. Therefore, it is necessary to greatly increase the opening degree of the throttle valve 12 to increase the idle speed. On the other hand, even when the outside temperature is high, as long as the room temperature is not high, there is no need to increase the cooling capacity, so the increase in idle speed may be small. Also, even if the inside temperature of the car is high, if the outside temperature is not high,
Since the increase in compressor power is relatively small, the amount of low idle speed will not be large, so the noise and
In order to reduce vibration and fuel consumption, it is important to avoid increasing the idle speed too much by increasing the throttle valve opening. The present invention has been made in view of the above-mentioned circumstances, and its purpose is to reduce idle speed when the outside temperature is high and the temperature inside the vehicle is high, that is, when the compressor power is large and the required cooling capacity is large. By increasing the amount of increase in rotation speed and keeping the amount of increase small at other times, it is possible to maintain the indoor cooling effect and comfort while reducing m%l of
An advantage of this invention is an air conditioner for an automobile equipped with an idle speed adjustment device that reduces engine noise and vibration and prevents an increase in engine noise and vibration. That is, the present invention provides a 22fill WL suite for automobiles, which is equipped with an outside temperature detector and an inside room temperature detector, and in which the detected outside temperature value is greater than a set value, and the detected inside room temperature value is set to a different set value. If the compressor power is larger than that, it is determined that the compressor power is large and the required cooling capacity is also large, and based on this judgment result, the throttle valve output side of the engine such as the throttle valve opening is controlled. When a large drop in idle speed is expected despite the need for a large cooling capacity, the engine throttle valve output secondary means is operated in two stages to increase the amount of increase in output. is operated to increase the amount of increase in idle rotation speed, and in other cases, the amount of increase in output is decreased to decrease the amount of increase in idle rotation speed. The following explanation is based on the embodiments illustrating the present invention.
An explanation of the idle rotation speed Wa device for automobile air conditioners! 85 is a block diagram of the side axis means. This device includes a negative pressure actuator 31 which is an engine throttle valve output braking means, two magnetic valves 32.3B which are output control means for controlling the negative pressure actuator J7 to 2yj levels, and a fifth valve 32.3B. It is equipped with an outside temperature detector 34, a vehicle interior room temperature detector J5, and a control means 3C shown in the figure. The negative pressure actuator 31 has the eleventh magnetic valve 32.
A first negative pressure chamber 37 whose pressure is switched by
! A second negative pressure chamber 38 whose pressure is switched by the magnetic valve 23
The first diaphragm 39 is actuated by pressure changes in the first negative pressure chamber 17, and the second diaphragm 40 is actuated by pressure changes in the second negative pressure chamber 38. A shaft 41 is fixed to the Ill diaphragm 1j, and a plate 4z and a plate 4 are fixed to this νYaf)41.
7 are fixed with snap rings 44 and 45, respectively. Further, a return spring 41 is interposed between the plate 4j and the negative pressure actuator case 46. Further, a plate 48 is fixed to the second diaphragm 40, and this plate 48 is connected to the negative pressure actuator case 46.
and the plate 42. Here, the stroke length of the first diaphragm 19 is the same as that of the second diaphragm 4.
It is longer than the stroke length of 0.

A rod 4g is attached to the shaft 41, and this rod 4g is attached to the shaft 41.
9 controls the opening/closing degree of the throttle valve 61 in the intake pipe 50. This intake pipe 50 has 1. A negative pressure outlet 503 is formed, and a rubber hose 5z and a check valve 63 are connected here.
, negative pressure pump j4 are installed in order, and this negative pressure pump 5
4 as the first. ! J2 solenoid valve 32.33 negative pressure inlet lzm
, connected to xsa. This first electromagnetic valve 3z is equipped with a negative pressure valve 56 and an atmospheric pressure valve 51 that are opened and closed by an excitation coil 55, and has an output port sxb that communicates with the negative pressure inlet JJm and @1 member pressure l [31. The second electromagnetic valve 33 similarly includes a negative pressure valve 59 and an atmospheric pressure valve O which are opened and closed by an excitation coil 58, and has an output connected to the negative pressure inlet Jjm and @2 negative pressure N3I. The excitation of these excitation coils is and sit is switched by ON and OFF of relay contacts 62N and 62b operated by the relay coil 61, and the relay coil 61 is operated by the control means 36.
is excited by the output of In the figure, 61 is a compressor operation switch, -4 is a coil of a magnetic clutch, and dlj is a battery power source. The control means 26, as shown in FIG. 5, excites the relay coil 61 based on detection signals from the outside temperature detector 34 and the vehicle interior room temperature detection 14zg. here,
The outside temperature detector 34 is. Normally, the inside M temperature detector 35 is installed at a location outside the vehicle that represents the outside temperature, and the inside M temperature detector 35 is installed at a location that represents the temperature inside the vehicle. Note that an air conditioner called an automatic air conditioner that has a function of automatically adjusting the room temperature inside the vehicle is equipped with an outside temperature detector and a room temperature detector inside the vehicle in advance, so that they can be used in common. The signal from the upper air temperature detector 34 is input to the hysteresis element gg, and this hysteresis element 66 is input to the outside air temperature detector 34.
The output is `` or 1( )'' with the outside temperature set value σ1 and σ snow as the boundary. The difference "I(σ1-02)" between the outside temperature set value σ1 and -1 is hysteresis, and prevents the output of the hysteresis element gg from switching frequently due to a slight change in the outside temperature. On the other hand, the signal of the indoor room temperature detector 35 requires hysteresis s6
1, and this hysteresis element 61 outputs @1'' or @0'' when the output of the vehicle interior 11 temperature detector 35 is bordered by the interior temperature set value J1 and a. Similarly to the above, the hysteresis ``(δ1-61)'' prevents the output of the hysteresis element 67 from frequently switching due to a slight change in the room temperature inside the vehicle. The signals of these hysteresis elements 66 and 67 are 1, A
Input to ND element 68. This AND element 68 outputs 11" when the output of the hysteresis element 66 is 11" and the output of the hysteresis element 67 is 1'", and otherwise outputs 10m. The output of the AND element 68 is:]" or @Io'', the relay coil 61 shown in FIG. 4 is energized or de-energized. Next, the operation of the air conditioner configured in this way is shown in FIG. 1 and FIGS. An explanation will be given based on Fig. 6. When the compressor operation switch 63 is on, the battery 11 is activated by the compressor power f'#=4.
The no-coil Y- is excited, and the compressor 1 is driven by the engine via the clutch h and the belt. Think about the crumpled windings of a car when it goes from running to idling. Assume that the outside temperature is high, but the inside temperature of the car is relatively low after driving. When the output of the outside temperature detector 34 is greater than σ1 (° C.), the output of the hysteresis element ε5 is ``1''. However, if the output of the vehicle interior room temperature detector S5 is smaller than -8 ("C), the output of the hysteresis element #1 is @01, so the output of the AND element 6g becomes "0", and the relay coil 61 It is de-energized, relay contact 62m is turned off, and relay contact gzb is turned on.As a result, the dynamic coil 58 of the I82 solenoid valve JJ is energized, the negative pressure valve 59 is opened, and the atmospheric pressure valve 60 is turned on.
is closed, and the negative pressure in the intake pipe 50 is transferred to the negative pressure outlet, the gos% check valve 53, the negative pressure tank 54, and the negative pressure inlet JJa of the second electromagnetic valve S3. It is led to the second negative pressure chamber 38 of the negative pressure actuator 31 via the output port JJb. At this time, the excitation filter 65 of the first solenoid valve 3z is not energized, the negative pressure valve 56 is closed, and the atmospheric pressure A k valve 5 is closed.
7 is opened, and atmospheric pressure is introduced into the first negative pressure chamber J1 of the negative pressure actuator J1. Therefore, 1! The J2 diaphragm 4o overcomes the force of the return spring 47 and is attracted, and the shaft 41 and the rod 4g move as shown by the arrow 1 through the plates 4g, t4 and plate 4z fixed to the second diaphragm 4o, and the snap ring 44. direction by a small amount of movement stroke of the second diaphragm 4o. As a result, intake pipe 5
0 throttle valve 51 rotates from position +Rc to position e, the opening degree increases, the fuel flow rate increases, and the idle speed increases by a small value. At this time, the I81 diaphragm 39 has no suction force in the direction of the arrow, but since it is fixed to the shaft 41, it moves as the shaft 41 moves. Due to the above effect, even if the outside temperature is high, when the inside temperature of the car is relatively low, the increase in idle speed is small and does not increase significantly, resulting in increased fuel consumption and engine noise.
Increase in vibration can be suppressed to a small level. Next, let's assume that the vehicle has been idling for a long time, the room temperature inside the vehicle has risen significantly, the compressor power has been added, and the cooling capacity has significantly decreased. When the output of the in-vehicle room temperature detector 35 becomes larger than as('C), the output of the hysteresis element 61 is reversed from 10' to @1'', and the output of the hysteresis element 66 is also 11'', so the ANI5 element The output of 68 becomes @l'', the relay coil 61 is energized, and the relay contact 62m is turned on.
Relay contact 61b is turned off. Therefore, contrary to the case where the first relay coil 61 is not energized, the energizing coil j5 of the first solenoid valve 12 is li! lk
l, the negative pressure valve 56 opens and the atmospheric valve j1 closes.On the other hand, the excitation coil 58 opens in the second turtle valve 33.
is de-energized, negative pressure valve 5 is closed, and atmospheric pressure is used)
(The valve 60 opens, so the negative pressure actuator 31
Negative pressure is introduced into the first negative pressure NJ1, and atmospheric pressure is introduced into the second negative pressure chamber 38. As a result, the first diaphragm 39 overcomes the force of the return spring 41 and is attracted, causing the shirt 41 and rod 49 to move significantly in the direction of arrow a. As a result, the throttle valve 51 further rotates from the position ife to the position f, the fuel flow rate further increases, and the idle speed increases significantly. At this time, the second diaphragm 40 is inactive and in the position shown in FIG. 4. As a result of the above-mentioned effects, the refrigerating capacity of the compressor 1 increases, the air volume of the radiator fan (not shown) increases, and the condensing capacity of the condenser 8 also increases, and these effects suppress the rise in the room temperature inside the vehicle. Next, cases of other conditions will be explained. Even if the inside temperature of the vehicle is high, if the temperature is not directly outside, the output of the hysteresis required xtte is 10'' and the output of the hysteresis element 67 is '1', so the output of the AND element 68 is 10''. Similarly, even when the outside temperature is neither high nor the inside temperature of the vehicle, the output of the AND element 6J is @O'', so the increase in idling speed is small in both cases. At this time, regardless of the output of the control means 36, the clutch coil 64
, the excitation coils tis, stt of the solenoid valves sz, xs are not excited by the battery 66, and therefore atmospheric pressure is introduced into both the negative pressure tubes j1 and 38 of the negative pressure actuator 31, and the diaphragms 39 and 40 is not attracted, and the fourth
Located at the location shown in the diagram. Therefore, the position of the throttle valve 51 is C, and there is no increase in the fuel flow rate. As explained above, the throttle valve 51
Fig. 6 shows the change in engine speed during idling and the increase in opening of the engine. In the figure, ``cooling load'' is replaced with ``outside temperature, car interior room temperature''. Further, point A is the point at which outside @ and idiom are above σl('C) and the room temperature inside the car is above at('C). It can be seen from FIG. 6 that according to the present invention, it is possible to prevent the engine speed during idling from decreasing when the cooling load increases. As explained above, according to the present invention, the idle rotation speed increase amount during compressor operation is configured to be set in two stages, large and small, and the increase amount is switched at a value larger than the set value at which the outside temperature is set. In addition, since we decided to do this on the condition that the interior temperature of the vehicle is higher than another set value, if a large increase in the idle speed is required, -C, in order to increase the compressor power, the idle speed The decline is large,
Due to this, only when the indoor is the main island, do you increase the idle speed and change the indoor? ? ! It maintains the cabin effect and comfort, and otherwise reduces the amount of increase in idle speed, so compared to conventional devices, it is a remarkable device that can reduce fuel consumption and reduce engine noise and vibration. be effective.

[Brief explanation of drawings]

Figure 1 is a schematic diagram of an automotive air conditioner, Figure 2 is an explanatory diagram of the conventional idle speed adjustment device in the same equipment, and Figure 3 is the cooling load, compressor on/off, and throttle valve opening in the same equipment. A diagram showing the relationship between the amount of increase and the engine speed at idle, FIG. 4 is an explanatory diagram of a device for adjusting the idle speed of an automobile air conditioner according to an embodiment of the present invention, and FIG. 5 is a diagram showing the same device FIG. 6 is a block diagram showing the control means of the device, and FIG. 6 is a diagram showing the relationship between the cooling load, compressor on/off, throttle valve opening i, and engine speed at idle in the same device. 31... Negative pressure actuator, 32... First solenoid valve, JJa... Negative pressure inlet, jffb... Output port, 2
3...21st! Magnetic valve, jja...negative pressure inlet, JJ
b-...Output port, 14...Outside temperature detector, 35...
In-vehicle room temperature detector, 16...control means, 31...first
Negative pressure vine, 38... Second negative pressure holder, 19... First diaphragm, 40... I82 diaphragm, 41.°° shaft, 41.43... Plate, 44.45...
Snap ring, 46...Negative pressure actuator case, 47...Return spring, 48...Plate, 49...Rod, 50...Intake pipe, 50m...
Negative pressure outlet, 51... Throttle valve, 52...
Rubber hose, 53...Check valve, 54...Negative pressure pump, 55° 58...Exciting coil, 56.59...Negative pressure valve, TSR, IAO・° Atmospheric pressure valve, 61°
...Relay coil, 61m, 62b-...Relay contact,
63...Compressor operation switch, 64...Magnetic clutch coil, 65...Battery Nfl
, 66°67...Hysteresis element, 68...AN
DQ element. -Personal Relief Agent Takehiko Suzue Figure 3 Figure 4--J 5WA 6 Figure 6 11--A People Karasaki

Claims (1)

[Claims] An output operating means for controlling the throttle valve output operating means of the engine in two stages, an outside air temperature detector, an in-vehicle silkworm temperature detector, and a signal for switching the output operating means to two stages based on the output values of these detectors. When the outputs of the outside temperature detector and the inside temperature detector described in E are both above the set value, the engine output is increased by a large amount, and at other times, the engine output is increased. An air conditioner for an automobile that reduces the amount of increase in engine output.