WO2013022432A1 - Système de commande de réfrigération de véhicule à moteur - Google Patents

Système de commande de réfrigération de véhicule à moteur Download PDF

Info

Publication number
WO2013022432A1
WO2013022432A1 PCT/US2011/047064 US2011047064W WO2013022432A1 WO 2013022432 A1 WO2013022432 A1 WO 2013022432A1 US 2011047064 W US2011047064 W US 2011047064W WO 2013022432 A1 WO2013022432 A1 WO 2013022432A1
Authority
WO
WIPO (PCT)
Prior art keywords
fan
refrigeration system
high side
condenser
side pressure
Prior art date
Application number
PCT/US2011/047064
Other languages
English (en)
Inventor
Jay Bissontz
Original Assignee
International Truck Intellectual Property Company, Llc
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by International Truck Intellectual Property Company, Llc filed Critical International Truck Intellectual Property Company, Llc
Priority to PCT/US2011/047064 priority Critical patent/WO2013022432A1/fr
Publication of WO2013022432A1 publication Critical patent/WO2013022432A1/fr

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating [HVAC] devices
    • B60H1/32—Cooling devices
    • B60H1/3204—Cooling devices using compression
    • B60H1/3205—Control means therefor
    • B60H1/3211—Control means therefor for increasing the efficiency of a vehicle refrigeration cycle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating [HVAC] devices
    • B60H1/32—Cooling devices
    • B60H2001/3236—Cooling devices information from a variable is obtained
    • B60H2001/3248—Cooling devices information from a variable is obtained related to pressure
    • B60H2001/3251—Cooling devices information from a variable is obtained related to pressure of the refrigerant at a condensing unit
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating [HVAC] devices
    • B60H1/32—Cooling devices
    • B60H2001/3269—Cooling devices output of a control signal
    • B60H2001/3276—Cooling devices output of a control signal related to a condensing unit
    • B60H2001/3277—Cooling devices output of a control signal related to a condensing unit to control the air flow

Definitions

  • the field relates to control over heat rejection from refrigeration systems installed on motor vehicles.
  • Refrigeration systems are installed on vehicles for many reasons. Their primary application has been for heating, ventilation and air conditioning (HVAC) systems. They have also been long applied to refrigeration of trucks used for carrying perishable or temperature sensitive goods. They may be applied to maintaining traction battery temperature on electric and hybrid electric vehicles.
  • HVAC heating, ventilation and air conditioning
  • Refrigeration systems operate to transfer heat from one environment to another and can be used to heat or cool an enclosed environment. Refrigeration systems operate by circulating a refrigerant through two heat exchangers, one called an evaporator which absorbs heat and a second called a condenser which rejects heat.
  • a refrigeration system also typically includes a compressor which draws refrigerant from the evaporator for delivery to the condenser and a thermal expansion valve through which refrigerant returns to the evaporator from the condenser.
  • Control over operation of a refrigeration system may involve monitoring of two operating variables, refrigerant temperature and "high side" pressure. High side pressure is refrigerant pressure after discharge from the condenser but before passing through the thermal expansion valve to the evaporator. Refrigerant usually has minimum and maximum allowable temperatures. High side pressure has a maximum allowable limit. Frequent sampling of pressure and temperature data also allows detection of excessively rapid encroachment on system operating limits.
  • Control over air flow is complicated by the fact that vehicle movement generates ram air through the condenser as soon as its speed exceeds the speed of any following wind.
  • the ram air provided by vehicle movement may change suddenly based on changes in relative wind direction and driving conditions.
  • vehicle engine compartment constraints may entail location of the fan in a "pusher" location ahead of the condenser relative to the direction of ram air flow.
  • variable speed electric motors to drive vehicle refrigeration system compressors.
  • Refrigeration system high side pressure can rise rapidly when the vehicle is stationary or when the vehicle is moving while the fans are static or move due to ram air effect. Rotation of a pusher fan induced by ram air comes at a small energy cost to the prime mover of the vehicle. Reductions in heat rejection tend to result in rapid high side pressure increases in refrigeration systems. Use of pusher fans to force air flow through a condenser can result in rapid declines in high side pressure.
  • a system for a refrigeration system installed on a motor vehicle provides control over refrigeration system high side pressure and refrigerant temperature.
  • the control system includes a source of vehicle operating variables, access to refrigerant temperature and refrigeration system high side pressure and is responsive to the vehicle operating variables for estimating ram air flow through the condenser and for directing a fan controller to operate a fan drive to offset drag produced by the fan and any supporting assembly for the fan stemming from ram air flow.
  • the control system is responsive to engagement of the refrigeration system and to the refrigerant temperature measurements and high side pressure measurements from the refrigeration system for setting the fan drive and the compressor motor to keep refrigerant temperature and high side pressure below maximum allowed values and to limit pressure and temperature rates of change.
  • FIG. 1 illustrates a motor vehicle having an HVAC environmental system
  • FIG. 2 is a schematic of a refrigeration system and associated control system.
  • FIG. 3 is a flow chart.
  • HVAC system 13 is located in the engine compartment 12 and passenger compartment 17 and includes an evaporator 14 exposed to the environment of the passenger compartment 17 and a condenser 16 located at the front of the engine compartment 12 where channels 19 (see FIG. 2) can direct ram air generated by forward movement of truck 10 through the condenser.
  • Illustration of the refrigeration system as an HVAC system is not intended as limiting.
  • the refrigeration system may be any system installed on a vehicle used for transporting heat from one environment to another. Environments are distinguished from one another by some barrier to free flow of heat between the environments.
  • channel is to be taken broadly to correspond to the path of ambient air through the condenser 16 produced by movement of truck 10.
  • a pusher fan 18 Located relatively forward from condenser 16 is a pusher fan 18 positioned to force air flow through the condenser.
  • the condenser 16 On a hybrid vehicle or a vehicle equipped with only an internal combustion engine (not shown) as a prime mover the condenser 16 may be in line with a radiator (not shown) which provides heat rejection for the internal combustion engine. Under such circumstances the aspects of the present disclosure relating to condenser cooling fan operation only apply when the radiator cooling fan is not operational.
  • Refrigeration system 39 includes a condenser 16 which is usually exposed to the flow of ram air produced by vehicle motion.
  • Refrigerant flows from condenser 16 through a high side pressure transducer 40 which generates a system or high side pressure reading.
  • refrigerant flows through a dryer 44 which removes moisture from the refrigerant and a thermal expansion valve 46 into an evaporator 14 which is exposed to an environment from which heat is to be removed.
  • Temperature sensors 42 are located at the inlet to and outlet from evaporator 14 to generate refrigerant temperature measurements.
  • Refrigerant expands and can undergo a phase transition from a liquid to a gas in evaporator 14 drawing heat from the environment exposed to the evaporator as the temperature of the refrigerant drops due to its expansion.
  • Refrigerant is drawn from evaporator 14 by a compressor 54 which pumps refrigerant into and through condenser 16.
  • the refrigerant is first compressed and can undergo a phase transition from gas to liquid. These events raise the temperature of the refrigerant and promote rejection of heat to the environment surrounding condenser 16.
  • a three phase, variable speed electric motor 52 is the prime mover for compressor 54.
  • Compressor motor 52 is locally controlled by compressor motor controller 50.
  • a pusher fan 18 provides forced air flow through condenser 16 to promote heat rejection.
  • Pusher fan 18 is usually an axial flow fan driven by a fan drive 20 which in turn is controlled by a fan controller 48.
  • fan controller 48 varies the speed of fan drive 20 to increase or decrease air flow through the pusher fan 18. It is possible in some embodiments that fan controller directs a constant speed fan drive 20 to adjust fan pitch in a variable pitch fan system.
  • a vehicle electronic system controller (ESC) 22 operates on the temperature and pressure measurements generated by temperature sensors 42 and high side pressure transducer 40 and supplied directly to ESC 22 to calculate compressor motor controller 50 and fan controller 48 settings for keeping high side pressure below a maximum allowed level and refrigerant temperature between minimum and maximum levels.
  • the compressor motor controller 50 settings and fan controller 48 settings fix operating speeds for the fan drive 20 and the variable speed compressor motor 52.
  • the controller settings are transmitted from ESC 22 to compressor motor controller 50 and fan controller 48 over a private controller area network (CAN) databus 26.
  • CAN databus 26 may be configured as a twisted pair cable terminating in terminating resistors 30. The twisted wire pair should conform to the Society of Automotive Engineers J1939 standard.
  • ESC 22 The settings determined by ESC 22 take into account operating conditions of the truck 10.
  • ESC 22 is connected by a second, public CAN databus 24 to various vehicle controllers including an anti-lock brake system (ABS) controller 32, a transmission controller 34 and an engine controller 36.
  • ABS anti-lock brake system
  • CAN databus 24 may be configured as a twisted pair cable conforming to the Society of Automotive Engineers J 1939 standard and terminated by terminating resistors 30.
  • the ABS controller 32 or the transmission controller working in conjunction with the engine controller 36 can provide a vehicle speed signal.
  • vehicle speed is used as a proxy value for ram air speed (and hence air flow through the condenser 16).
  • a dash panel 38 provides an operator interface where refrigeration system 39 operates as an HVAC system. Through the dash panel 38 an operator can set a desired environmental temperature for passenger compartment 17. Dash panel 38 communicates with ESC 22 over a databus 28.
  • ESC 22 implements a control strategy which employs data sources for vehicle speed, refrigerant temperature and refrigeration system high side pressure to maintain refrigeration system pressure, temperature and rates of change in temperature and pressure within operational limits.
  • this may provide some room for efficiency gains depending upon vehicle operation.
  • the control strategy may be suspended when the internal combustion engine is operating and the refrigeration system 39 can rely on a radiator fan to force air through the condenser 16.
  • Operation of the system may be considered in the context of application of a refrigeration system 39 to a vehicle passenger cabin HVAC system 13.
  • the operation of the HVAC system 13 is initiated and terminated through use of the in-cab dash panel 38 through which an operator can request air conditioning and by which he or she can select a target cabin temperature.
  • dash panel 38 includes a thermostat or similar device and provides cooling requests to the ESC 22.
  • dash panel 38 is active the ESC 22 provides a CAN message over CAN databus 26 to the compressor motor controller 50 which is used to operate the compressor motor 52 at a speed which may be selected to optimize compressor motor 52 efficiency or compressor 54 performance and efficiency.
  • Concurrently the output of a ratio-metric high side pressure transducer 40 along with vehicle speed are used to determine an operational value for fan drive 20. Typically this setting is one for a target angular velocity for pusher fan(s) 18.
  • an algorithm can include an angular velocity off-set where the pusher fans 18 are driven as compared to vehicle speed/ram air.
  • the goal of the relationship between the vehicle's speed and the speed of the pusher fans 18 is to create positive pneumatic pressure (via the operation of pusher fans 18) to create an off-set to compensate for the space occupied by an otherwise static fan and their mounting structure assemblies.
  • an increased level of consistent heat rejection across the condenser 16 core is achieved while the vehicle is moving reducing occasions of large variations in refrigeration system 39 high and low side pressure and thereby allowing the compressor motor 52 and compressor 54 to operate within generally narrower speed ranges consistent with design considerations for maximum performance and efficiencies.
  • FIG. 3 is a flow chart which represents the foregoing process as a type of state machine. This is done for ease of explanation and it should be kept in mind that the process at all times remains a dynamic one and the degree of adjustment to refrigerant and air flow rates are typically made a function of rate and direction of change of high side pressure and refrigerant temperature, rather than simply being a step wise response or occurring in response to exceeding maximum allowed pressure or temperature.
  • step 60 Upon entering the process step 60 is executed to set fan speed to offset ram air.
  • step 62 it is determined if the compressor motor 52 has engaged responsive to an exogenous request such as might be entered by a driver exercising HVAC controls. The process cycles along the NO branch from step 62 until the compressor motor 52.
  • step 64 the compressor motor 52 engages its operational speed and the air flow contributed by the pusher fan 18 are subject to adjustment to maintain refrigeration system 39 pressure under its maximum limit and refrigeration temperature within minimum and maximum limits and to smooth operational changes to maintain efficient operation of the compressor motor 52.
  • the current high side pressure (step 64) and refrigerant temperature in the evaporator 14 (step 66) are monitored and the time weighted rate and direction of change in pressure is determined.
  • step 68 it is determined whether high side pressure exceeds the maximum allowed value. If it does step 70 is executed to determine if the pusher fans 18 are operating to maximum effect.
  • step 72 If the fan(s) 18 are not operating at maximum effect their output is increased (step 72). If the fans 18 are operating at maximum effect then compressor motor 52 speed is decreased (step 74) to reduce the amount of heat being transferred by the refrigeration system 39. It will be understood in a cabin environmental situation this may mean that the passenger cabin is not cooled to the target value set by the operator. Indeed heat absorption by evaporator 14 may cease entirely if the refrigeration system 39 is not cooling a priority system. Following steps 72 or 74 the process returns to step 64.
  • step 75 it is determined if the pressure rate of change exceeds a positive threshold K. If it does, indicating substantial absorption of heat by the evaporator 14, then the YES branch is followed to step 76 to determine if the pusher fan 18 is operating to maximum effect. If YES than compressor (motor) speed is reduced (step 74) to reduce heat absorption. If fan effect is less than maximum than fan effect is increased (step 78) along the NO branch from step 76.
  • step 80 refrigerant temperature is considered. If it is at or below its minimum allowed value, as determined at step 80, processing advances to step 82 where it is determined if the pusher fans 18 are operating over the default offset effect. If yes fan speed can be progressively reduced down to the default offset value (step 84). This reduces the amount of heat rejected by the condenser 16. If the fan is determined at step 82 to be operating at the current default offset effect then step 86 is executed to reduce compressor motor 52 speed. Processing then returns to step 64.
  • step 88 is executed to determine if the temperature exceeded its limit (an unlikely event where high side pressure is within limits). If not processing returns to start. If YES compressor motor 52 and fan 18 speed are increased to increase the rate of heat rejection from the condenser 16 (step 90) and then processing returns to start.
  • the described embodiment makes use of existing an existing CAN based electrical hardware architecture to monitor and control the operation of an electrified vehicle HVAC system. It can readily be extended with additional hardware for use with other vehicle refrigeration systems.

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  • Physics & Mathematics (AREA)
  • Thermal Sciences (AREA)
  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Air-Conditioning For Vehicles (AREA)

Abstract

L'invention concerne un système de commande de système de réfrigération de véhicule à moteur qui maintient une pression de côté élevé de réfrigération et une température de fluide frigorigène à l'intérieur de limites de fonctionnement proscrites. Le système de commande comprend une source de variables de fonctionnement de véhicule, un accès à une température de fluide frigorigène et à une pression de côté élevé de réfrigération et est sensible à des variables de fonctionnement de véhicule pour estimer un écoulement d'air dynamique à travers un condenseur et pour diriger une commande de ventilateur pour compenser la résistance produite par le ventilateur et tout ensemble de support pour le ventilateur découlant de l'écoulement d'air dynamique. Le système de commande répond au système de réfrigération, à la température de fluide frigorigène et à la pression de côté élevé pour amener une commande de ventilateur et un moteur de compresseur à garder la température de fluide frigorigène et la pression de côté élevé au-dessous de valeurs autorisées.
PCT/US2011/047064 2011-08-09 2011-08-09 Système de commande de réfrigération de véhicule à moteur WO2013022432A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
PCT/US2011/047064 WO2013022432A1 (fr) 2011-08-09 2011-08-09 Système de commande de réfrigération de véhicule à moteur

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
PCT/US2011/047064 WO2013022432A1 (fr) 2011-08-09 2011-08-09 Système de commande de réfrigération de véhicule à moteur

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WO2013022432A1 true WO2013022432A1 (fr) 2013-02-14

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Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20160129760A1 (en) * 2014-11-10 2016-05-12 Caterpillar Global Mining Equipment Llc Air conditioning system for machine

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5072597A (en) * 1989-04-13 1991-12-17 Motor Panels (Coventry) Ltd. Control systems for automotive air conditioning systems
US5623835A (en) * 1995-08-31 1997-04-29 Cummins Engine Company, Inc. System for controlling air flow to a vehicle air conditioning unit
US6802185B2 (en) * 2002-06-25 2004-10-12 Nissan Motor Co., Ltd. Control device for motor fan of vehicle

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5072597A (en) * 1989-04-13 1991-12-17 Motor Panels (Coventry) Ltd. Control systems for automotive air conditioning systems
US5623835A (en) * 1995-08-31 1997-04-29 Cummins Engine Company, Inc. System for controlling air flow to a vehicle air conditioning unit
US6802185B2 (en) * 2002-06-25 2004-10-12 Nissan Motor Co., Ltd. Control device for motor fan of vehicle

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20160129760A1 (en) * 2014-11-10 2016-05-12 Caterpillar Global Mining Equipment Llc Air conditioning system for machine

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