JPS58191326A - Control circuit of electromagnetic clutch for driving compressor - Google Patents
Control circuit of electromagnetic clutch for driving compressorInfo
- Publication number
- JPS58191326A JPS58191326A JP57074823A JP7482382A JPS58191326A JP S58191326 A JPS58191326 A JP S58191326A JP 57074823 A JP57074823 A JP 57074823A JP 7482382 A JP7482382 A JP 7482382A JP S58191326 A JPS58191326 A JP S58191326A
- Authority
- JP
- Japan
- Prior art keywords
- voltage
- condenser
- compressor
- output
- electromagnetic clutch
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Pending
Links
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D48/00—External control of clutches
- F16D48/06—Control by electric or electronic means, e.g. of fluid pressure
- F16D48/064—Control of electrically or electromagnetically actuated clutches
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D2500/00—External control of clutches by electric or electronic means
- F16D2500/10—System to be controlled
- F16D2500/102—Actuator
- F16D2500/1021—Electrical type
- F16D2500/1022—Electromagnet
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D2500/00—External control of clutches by electric or electronic means
- F16D2500/30—Signal inputs
- F16D2500/302—Signal inputs from the actuator
- F16D2500/3028—Voltage
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D2500/00—External control of clutches by electric or electronic means
- F16D2500/50—Problem to be solved by the control system
- F16D2500/51—Relating safety
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D2500/00—External control of clutches by electric or electronic means
- F16D2500/50—Problem to be solved by the control system
- F16D2500/51—Relating safety
- F16D2500/5104—Preventing failures
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D2500/00—External control of clutches by electric or electronic means
- F16D2500/70—Details about the implementation of the control system
- F16D2500/71—Actions
- F16D2500/7107—Others
- F16D2500/7109—Pulsed signal; Generating or processing pulsed signals; PWM, width modulation, frequency or amplitude modulation
Landscapes
- Physics & Mathematics (AREA)
- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Electromagnetism (AREA)
- Fluid Mechanics (AREA)
- Mechanical Engineering (AREA)
- Hydraulic Clutches, Magnetic Clutches, Fluid Clutches, And Fluid Joints (AREA)
Abstract
Description
【発明の詳細な説明】
本発明はコンプレッサ駆動用電磁クラッチの制御回路、
特にコンプレッサの起動時にコンプレッサを徐々に回転
するようにした制御回路に関するものである。[Detailed Description of the Invention] The present invention provides a control circuit for an electromagnetic clutch for driving a compressor;
In particular, the present invention relates to a control circuit that gradually rotates a compressor when the compressor is started.
車輛用空気調和装置、冷凍装置の冷却サイクルを構成す
るコンプレッサはコンデンサ、受液器等よりも比較的低
位置に配置され、また、エンジンルーム等比較的外気温
度の影響を受は易い場所に配置されて、低温となり易い
。このためコンプレッサに冷媒が液状となってたまり易
くなるので、この状態でコンプレッサを急激に起動した
のでは？侠圧縮現象が生じて、コンプレッサが損傷を受
け、また運転フィーリングが悪化する等の不都合が生じ
る。The compressor that makes up the cooling cycle of vehicle air conditioners and refrigeration equipment is located relatively lower than the condenser, liquid receiver, etc., and is also located in a location that is relatively susceptible to the influence of outside air temperature, such as the engine room. temperature, and the temperature tends to be low. Because of this, the refrigerant becomes liquid and tends to accumulate in the compressor, so I wonder if the compressor was suddenly started in this condition? This causes problems such as damage to the compressor and deterioration of the driving feeling.
そこで、コンプレッサの起動時に電磁クラッチをパルス
駆動してコンプレッサを徐々に回転する方法も考えられ
るが、これによればエンジン回転数、電源電圧及び雰囲
気温度の大小によって、コンプレッサが回転し過ぎたり
、はとんど回転しなかったりすることがあり、コンプレ
ッサを良好に制御できないという欠点を有していた。Therefore, one possibility is to gradually rotate the compressor by driving the electromagnetic clutch in pulses when starting the compressor, but this method may cause the compressor to rotate too much or not, depending on the engine speed, power supply voltage, and ambient temperature. This has the drawback that the compressor may not rotate at all, making it difficult to control the compressor well.
しだがって、本発明の目的は、コンプレッサの起動時に
マグネットクラッチをパルス駆動するものにおいて、パ
ルス幅を次第に広く設定するようにして、エンジン回転
数、電源電圧、雰囲気温度の大小に拘わらず、コンプレ
ッサを徐々に回転でさるようにして、上記欠点を除去す
るものであり、以下実施例を用いて詳細に説明する。Therefore, an object of the present invention is to pulse-drive a magnetic clutch when starting a compressor by gradually setting the pulse width to a wider range, regardless of the engine speed, power supply voltage, or ambient temperature. The above drawbacks are eliminated by gradually rotating the compressor, and will be explained in detail below using examples.
第１図は本発明によるコンプレッサ駆動用電磁クラッチ
の制御回路の一実施例を示す回路図であリ、同図におい
て、１はバッテリであり、電源スィッチ２、接点３を介
してマグネットクラッチ４が接続されている。マグネッ
トクラッチはエンジン回転力をコンプレッサに伝達する
。上記接点３はリレー５によシ制御され、リレー５が励
磁されるとオン、消勢されるとオフとなる。リレー５に
は、スイッチングトランジスタ６が直列に接続され、こ
のトランジスタ６のベース側に、無安定マルチバイブレ
ータ素子７の出力端子Ｑが抵抗８を介して接続され、出
力端子Ｑがらの出方信号によって上記トランジスタ６は
オンオフ制御される。FIG. 1 is a circuit diagram showing an embodiment of a control circuit for an electromagnetic clutch for driving a compressor according to the present invention. It is connected. The magnetic clutch transmits engine rotational power to the compressor. The contact 3 is controlled by a relay 5, and is turned on when the relay 5 is energized and turned off when the relay 5 is deenergized. A switching transistor 6 is connected in series to the relay 5, and an output terminal Q of an astable multivibrator element 7 is connected to the base side of the transistor 6 via a resistor 8. The transistor 6 is controlled to be on/off.
スイッチ２とアース間にはコンデンサ９と抵抗１０との
直列回路、抵抗１１と抵抗１２との直列回路、ダイオー
ド１３が接続されている。コンデンサ９にはダイオード
１４が並列接続され、コンデンサ９と抵抗１０との接続
点は、抵抗１５、ダイオード１６、コンデンサ１７を介
してアースされている。また、ダイオード１６とコンデ
ンサ１７との接続点Ｐは無安定マルチバイブレータ７の
入力端子ＴＨＲ及び端子Ｔｒｉｇに接続され、また、同
接続点Ｐは抵抗Ｉ８を介して無安定マルチバイブレータ
素子７の端子Ｄｉ８に接続され、また同接続点Ｐと、抵
抗１１と抵抗１２との接続点との間にダイオード１９が
接続される。なお、抵抗１５とダイオード１６との接続
点は上記端子Ｄｉｓに接続される。また、無安定マルチ
バイブレータ素子７の端子Ｃ０ＮＴはコンデンサ２０を
介してアースされ、リセット端子ＲＥＳＥＴには、スイ
ッチ２が接続される。A series circuit of a capacitor 9 and a resistor 10, a series circuit of a resistor 11 and a resistor 12, and a diode 13 are connected between the switch 2 and the ground. A diode 14 is connected in parallel to the capacitor 9, and a connection point between the capacitor 9 and the resistor 10 is grounded via a resistor 15, a diode 16, and a capacitor 17. Further, the connection point P between the diode 16 and the capacitor 17 is connected to the input terminal THR and the terminal Trig of the astable multivibrator 7, and the connection point P is connected to the terminal Di8 of the astable multivibrator element 7 via a resistor I8. A diode 19 is connected between the connection point P and the connection point between the resistors 11 and 12. Note that the connection point between the resistor 15 and the diode 16 is connected to the terminal Dis. Further, the terminal C0NT of the astable multivibrator element 7 is grounded via the capacitor 20, and the switch 2 is connected to the reset terminal RESET.
無安定マルチバイブレータ素子７は接続点Ｐの電圧■２
が第２図（ｂ）に示す低位のスレッシュホールド電圧Ｌ
ＴＬまで降下したときに、出力端子Ｑの出力が「】Ｊ、
同電圧Ｖ２が高位のスレッシュホールド電圧ＨＴＬまで
上昇したときに、出力端子Ｑの出力が「０」となり、接
続点Ｐの電圧が上下に複動することにより、出力端子Ｑ
の出力は「１」、「０」を繰返すことになる。Astable multivibrator element 7 has voltage at connection point P ■2
is the lower threshold voltage L shown in FIG. 2(b).
When the voltage drops to TL, the output of output terminal Q becomes “]J,
When the same voltage V2 rises to the higher threshold voltage HTL, the output of the output terminal Q becomes "0", and the voltage of the connection point P doubles up and down, causing the output terminal Q
The output will repeat "1" and "0".
以上の構成のコンプレッサ駆動用電磁クラッチの制御回
路の動作につき、第２図（、）、（ｂ）、（ｃ）を用い
て説明する。The operation of the control circuit for the compressor driving electromagnetic clutch having the above configuration will be explained using FIGS. 2(,), (b) and (c).
電源スィッチ２がオフの間はコンデンサ９はダイオード
１４ｆ：介して放電状態にある。いま、電源スィッチ２
をオンすると、瞬時にコンデンサ９と抵抗１０との接続
点電圧ｖｌ＃′ｉ電＠Ｉの電圧Ｖｃｃまで上昇し、この
電圧Ｖｃｃがらコンデンサ９と抵抗１０とで決定される
時定数で次第に減少する。コンデンサ１７は無安定マル
チバイブレータ素子７の出力がｒｌＪのときコンデンサ
９、抵抗１５、ダイオード１６、コンデンサ１７のルー
プを介して充電され、このため接続点Ｐの電圧がスレッ
シュホールド電圧ＨＴＬまで上昇すると無安定マルチバ
イブレータ素子７の出力はｒＯＪに反転する。「０」に
反転すると、コンデンサ１７は抵抗１８、端子Ｄｉｇを
介して放電するので、接続点Ｐの電位は低下し、スレッ
シュホールド電圧ＬＴＬ Ｉｃ達すると、出力は再び自
」となって、このような動作を繰返すことにより、出方
端子。から第２図（ｃ）に示す発振パルス出方が得られ
る。この場合、出力パルスのパルス幅Ｔｔはコンデンサ
１７の端子電圧の立上シ時間（スレッシュホールド電圧
ＨＴＬに達するまでの時間）に依存し、この立上り時間
が長くなれば上記パルスのパルス幅Ｔ１が広くなる。な
お、電圧ｖ２が低下してＶ２＜Ｖ３となると、ダイオー
ド１９がオンし、素子７に電圧ｖ３が下位スレッシュホ
ールド電圧ＬＴＬとして与えられる。While the power switch 2 is off, the capacitor 9 is in a discharge state via the diode 14f. Now power switch 2
When turned on, the voltage at the connection point between the capacitor 9 and the resistor 10 instantly rises to the voltage Vcc at the voltage vl#'i@I, and this voltage Vcc gradually decreases with a time constant determined by the capacitor 9 and the resistor 10. . Capacitor 17 is charged through the loop of capacitor 9, resistor 15, diode 16, and capacitor 17 when the output of astable multivibrator element 7 is rlJ, and therefore, when the voltage at connection point P rises to the threshold voltage HTL, no charge occurs. The output of stable multivibrator element 7 is inverted to rOJ. When it is inverted to "0", the capacitor 17 is discharged through the resistor 18 and the terminal Dig, so the potential at the connection point P decreases, and when the threshold voltage LTL Ic is reached, the output becomes "self" again. By repeating this action, the output terminal can be removed. From this, the oscillation pulse output pattern shown in FIG. 2(c) can be obtained. In this case, the pulse width Tt of the output pulse depends on the rise time (time taken to reach the threshold voltage HTL) of the terminal voltage of the capacitor 17, and as this rise time becomes longer, the pulse width T1 of the above-mentioned pulse becomes wider. Become. Note that when the voltage v2 decreases to become V2<V3, the diode 19 is turned on, and the voltage v3 is applied to the element 7 as the lower threshold voltage LTL.
ここで、電圧ｖｌが時間経過とともに低下すると、コン
デンサ１７の充電電流も減少するためコンデンサ１７の
充電が次第にゆっくシと行われるようになり、このため
コンデンサ１７の端子電圧の立上り時間が遅くなるので
、パルス幅Ｔ１は次第に長くなる。一方、コンデンサ１
７の放電は抵抗１８を介して行われるので、この端子電
圧ｖ２の立下り時間は常に一定となシ、パルス間隔Ｔ２
は一定である。長時間経過して電圧ｖ１がスレッシュホ
ールド電圧ＨＴＬよシも小さくなるとコンデンサ１７の
端子電圧ｖ２は上記電圧ＨＴＬに達し得ないので、出力
パルスは「０」に反転せず、「１」に保持される。Here, as the voltage vl decreases over time, the charging current of the capacitor 17 also decreases, so that the capacitor 17 is charged gradually more slowly, and therefore the rise time of the terminal voltage of the capacitor 17 becomes slower. Therefore, the pulse width T1 gradually becomes longer. On the other hand, capacitor 1
7 is discharged via the resistor 18, the fall time of this terminal voltage v2 is always constant, and the pulse interval T2
is constant. When the voltage v1 becomes smaller than the threshold voltage HTL over a long period of time, the terminal voltage v2 of the capacitor 17 cannot reach the voltage HTL, so the output pulse is not inverted to "0" but is held at "1". Ru.
従って、本発明によれば、スイッチ２を投入してから時
間経過とともにパルス幅が次第に長くなった後、「１」
となるパルス出力によってトランジスタ６を制御してマ
グネットクラッチ４を駆動できる。従って、エンジン回
転数、電源電圧が高い場合にあってはパルス幅Ｔ１の短
い時点でコンプレッサが回転し始め、これ等が低い場合
にあってはパルス幅Ｔ１の長い時点で回転し始め、エン
ジン回転数、電源電圧の大きさに見合うような時点で起
動される。しかもパルス幅が次第に長くなるのでコンプ
レッサに回転力が徐々に伝達され、このため起動時にコ
ンプレッサを徐々に回転することができ、しかもこの回
転速度の立上りを、エンジン回転数の大小に拘わらず一
定とすることができ、さらにマグネットクラッチに無理
なストレスが加わらず、マグネットクラッチのすべりを
防止でき、摩耗を抑えることができる。Therefore, according to the present invention, after the pulse width becomes gradually longer as time passes after the switch 2 is turned on, the pulse width becomes "1".
The transistor 6 can be controlled by the pulse output to drive the magnetic clutch 4. Therefore, when the engine speed and power supply voltage are high, the compressor starts rotating when the pulse width T1 is short, and when these are low, the compressor starts rotating when the pulse width T1 is long, and the engine speed It is activated at a time commensurate with the number and magnitude of the power supply voltage. Moreover, since the pulse width gradually becomes longer, the rotational force is gradually transmitted to the compressor. Therefore, the compressor can be rotated gradually at startup, and the rise in rotational speed can be kept constant regardless of the engine speed. In addition, no undue stress is applied to the magnetic clutch, preventing the magnetic clutch from slipping, and reducing wear.
以上説明したように、本発明によるコンプレッサ駆動用
電磁クラッチの制御回路によれば、コンプレッサの起動
時、電磁クラッチをパルス駆動し、パルス幅を次第に長
く設定するパルス幅制御手段を設けたので、エンジン回
転数、電源電圧の大小に関与してコンプレッサを起動す
ることができるので、液圧縮を確実に防止でき、電磁ク
ラッチの寿命を長くできる等の効果を奏する。As explained above, according to the control circuit for the electromagnetic clutch for driving a compressor according to the present invention, the electromagnetic clutch is driven in pulses when the compressor is started, and the pulse width control means is provided to gradually set the pulse width to be longer. Since the compressor can be started depending on the rotational speed and the magnitude of the power supply voltage, liquid compression can be reliably prevented and the life of the electromagnetic clutch can be extended.
第１図、第２図は本発明によるコンプレッサ駆動用電磁
クラッチの制御回路の一実施例を示す回路図及び動作説
明図である。
１・・・電源、２・・・スイッチ、４・・・マグネット
クラッチ、５・・・リレー、６・・・トランジスタ、７
・・・無安定マルチバイブレータ素子、９．１７・・・
コア ７７す。
特 許 出 願 人 ヂーゼル機器株式会社代理人
弁理士 宮 園 純 −FIG. 1 and FIG. 2 are a circuit diagram and an operation explanatory diagram showing an embodiment of a control circuit of an electromagnetic clutch for driving a compressor according to the present invention. 1...Power source, 2...Switch, 4...Magnetic clutch, 5...Relay, 6...Transistor, 7
...Astable multivibrator element, 9.17...
Core 77. Patent applicant: Agent of Diesel Kiki Co., Ltd.
Patent attorney Jun Miyazono −
Claims (1)
するようにした制御回路において、パルス幅を次第に長
く設定するパルス幅制御手段を設けたことを特徴とする
コンプレッサ駆動用電磁クラッチの制御回路。A control circuit for an electromagnetic clutch for driving a compressor, characterized in that the control circuit pulse-drives the electromagnetic clutch for driving a compressor at the time of startup, the control circuit comprising pulse width control means for gradually setting the pulse width to be longer.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP57074823A JPS58191326A (en) | 1982-05-04 | 1982-05-04 | Control circuit of electromagnetic clutch for driving compressor |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP57074823A JPS58191326A (en) | 1982-05-04 | 1982-05-04 | Control circuit of electromagnetic clutch for driving compressor |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPS58191326A true JPS58191326A (en) | 1983-11-08 |
Family
ID=13558413
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP57074823A Pending JPS58191326A (en) | 1982-05-04 | 1982-05-04 | Control circuit of electromagnetic clutch for driving compressor |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS58191326A (en) |
Cited By (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS60192133A (en) * | 1984-03-12 | 1985-09-30 | Ogura Clutch Co Ltd | Control circuit for solenoid-operated coupling device |
| US5347824A (en) * | 1992-04-09 | 1994-09-20 | Nippondenso Co. Ltd. | System for detecting the compression of liquid refrigerant in a compressor and controlling the compressor |
| US7666117B2 (en) | 2006-05-24 | 2010-02-23 | Honda Motor Co., Ltd. | Power-transmission control mechanism for lawn mower |
| WO2012022506A1 (en) * | 2010-08-19 | 2012-02-23 | Schaeffler Technologies Gmbh & Co. Kg | Method for operating a belt drive |
| JP2016130618A (en) * | 2015-01-15 | 2016-07-21 | 三菱重工業株式会社 | Air conditioner, vehicle, method for detecting failure of the air conditioner, and program |
-
1982
- 1982-05-04 JP JP57074823A patent/JPS58191326A/en active Pending
Cited By (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS60192133A (en) * | 1984-03-12 | 1985-09-30 | Ogura Clutch Co Ltd | Control circuit for solenoid-operated coupling device |
| JPS6340974B2 (en) * | 1984-03-12 | 1988-08-15 | Ogura Clutch Co Ltd | |
| US5347824A (en) * | 1992-04-09 | 1994-09-20 | Nippondenso Co. Ltd. | System for detecting the compression of liquid refrigerant in a compressor and controlling the compressor |
| US7666117B2 (en) | 2006-05-24 | 2010-02-23 | Honda Motor Co., Ltd. | Power-transmission control mechanism for lawn mower |
| WO2012022506A1 (en) * | 2010-08-19 | 2012-02-23 | Schaeffler Technologies Gmbh & Co. Kg | Method for operating a belt drive |
| JP2016130618A (en) * | 2015-01-15 | 2016-07-21 | 三菱重工業株式会社 | Air conditioner, vehicle, method for detecting failure of the air conditioner, and program |
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