WO2015060019A1 - スイッチング素子の駆動装置及び駆動方法並びに車両用空調装置 - Google Patents
スイッチング素子の駆動装置及び駆動方法並びに車両用空調装置 Download PDFInfo
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- WO2015060019A1 WO2015060019A1 PCT/JP2014/073127 JP2014073127W WO2015060019A1 WO 2015060019 A1 WO2015060019 A1 WO 2015060019A1 JP 2014073127 W JP2014073127 W JP 2014073127W WO 2015060019 A1 WO2015060019 A1 WO 2015060019A1
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- voltage
- switching element
- heat
- refrigerant
- driving
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- 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
- B60H1/22—Heating, cooling or ventilating [HVAC] devices the heat being derived otherwise than from the propulsion plant
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- 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
- B60H1/00357—Air-conditioning arrangements specially adapted for particular vehicles
- B60H1/00385—Air-conditioning arrangements specially adapted for particular vehicles for vehicles having an electrical drive, e.g. hybrid or fuel cell
-
- 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
- B60H1/00642—Control systems or circuits; Control members or indication devices for heating, cooling or ventilating devices
- B60H1/00814—Control systems or circuits characterised by their output, for controlling particular components of the heating, cooling or ventilating installation
- B60H1/00878—Control systems or circuits characterised by their output, for controlling particular components of the heating, cooling or ventilating installation the components being temperature regulating devices
- B60H1/00899—Controlling the flow of liquid in a heat pump system
- B60H1/00907—Controlling the flow of liquid in a heat pump system where the flow direction of the refrigerant changes and an evaporator becomes condenser
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- 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
- B60H1/00642—Control systems or circuits; Control members or indication devices for heating, cooling or ventilating devices
- B60H1/00814—Control systems or circuits characterised by their output, for controlling particular components of the heating, cooling or ventilating installation
- B60H1/00878—Control systems or circuits characterised by their output, for controlling particular components of the heating, cooling or ventilating installation the components being temperature regulating devices
- B60H1/00899—Controlling the flow of liquid in a heat pump system
- B60H1/00921—Controlling the flow of liquid in a heat pump system where the flow direction of the refrigerant does not change and there is an extra subcondenser, e.g. in an air duct
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- 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
- B60H1/02—Heating, cooling or ventilating [HVAC] devices the heat being derived from the propulsion plant
- B60H1/14—Heating, cooling or ventilating [HVAC] devices the heat being derived from the propulsion plant otherwise than from cooling liquid of the plant, e.g. heat from the grease oil, the brakes, the transmission unit
- B60H1/143—Heating, cooling or ventilating [HVAC] devices the heat being derived from the propulsion plant otherwise than from cooling liquid of the plant, e.g. heat from the grease oil, the brakes, the transmission unit the heat being derived from cooling an electric component, e.g. electric motors, electric circuits, fuel cells or batteries
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02M—APPARATUS FOR CONVERSION BETWEEN AC AND AC, BETWEEN AC AND DC, OR BETWEEN DC AND DC, AND FOR USE WITH MAINS OR SIMILAR POWER SUPPLY SYSTEMS; CONVERSION OF DC OR AC INPUT POWER INTO SURGE OUTPUT POWER; CONTROL OR REGULATION THEREOF
- H02M1/00—Details of apparatus for conversion
- H02M1/08—Circuits specially adapted for the generation of control voltages for semiconductor devices incorporated in static converters
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
- H02P27/00—Arrangements or methods for the control of AC motors characterised by the kind of supply voltage
- H02P27/04—Arrangements or methods for the control of AC motors characterised by the kind of supply voltage using variable-frequency supply voltage, e.g. inverter or converter supply voltage
- H02P27/06—Arrangements or methods for the control of AC motors characterised by the kind of supply voltage using variable-frequency supply voltage, e.g. inverter or converter supply voltage using dc to ac converters or inverters
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
- H02P29/00—Arrangements for regulating or controlling electric motors, appropriate for both AC and DC motors
- H02P29/60—Controlling or determining the temperature of the motor or of the drive
- H02P29/62—Controlling or determining the temperature of the motor or of the drive for raising the temperature of the motor
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- 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
- B60H1/00642—Control systems or circuits; Control members or indication devices for heating, cooling or ventilating devices
- B60H1/00814—Control systems or circuits characterised by their output, for controlling particular components of the heating, cooling or ventilating installation
- B60H1/00878—Control systems or circuits characterised by their output, for controlling particular components of the heating, cooling or ventilating installation the components being temperature regulating devices
- B60H2001/00949—Control systems or circuits characterised by their output, for controlling particular components of the heating, cooling or ventilating installation the components being temperature regulating devices comprising additional heating/cooling sources, e.g. second evaporator
-
- 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
- B60H1/22—Heating, cooling or ventilating [HVAC] devices the heat being derived otherwise than from the propulsion plant
- B60H2001/2259—Heating, cooling or ventilating [HVAC] devices the heat being derived otherwise than from the propulsion plant output of a control signal
- B60H2001/2262—Heating, cooling or ventilating [HVAC] devices the heat being derived otherwise than from the propulsion plant output of a control signal related to the period of on/off time of the heater
Definitions
- the present invention relates to a driving device and a driving method for a switching element, and a vehicle air conditioner.
- an electric vehicle does not include an engine that is an internal combustion engine, engine exhaust heat cannot be used for heating.
- HEV Hybrid Electric Vehicle
- Plug-in-Hybrid Electric Vehicle PHEV
- a heat pump system for high COP (Coefficient of Performance) heating is desirable as a system for performing the heating operation. This is because the COP of the electric heater is smaller than 1.
- COP Coefficient of Performance
- moisture in the air may condense and frost (frost) may occur in the outdoor heat exchanger, leading to a reduction in heating capacity.
- frosting occurs in a home room air conditioner or the like, reverse operation (change from heating operation to cooling operation) is performed, and the outdoor heat exchanger is defrosted.
- the heating operation is stopped.
- a hot water refrigerant heat exchanger is disposed on the refrigerant outlet side of an outdoor heat exchanger (main condenser) functioning as an evaporator.
- the automotive air conditioner has the required heating capacity by heating and evaporating the insufficient heat quantity that cannot be absorbed by the outdoor heat exchanger with the hot water refrigerant heat exchanger Is secured.
- the automotive air conditioner disclosed in Patent Document 1 requires a hot water tank having a built-in sheathed heater for heating hot water, a pipe and a pump for supplying hot water to the hot water refrigerant heat exchanger, in addition to the hot water refrigerant heat exchanger. It becomes. For this reason, the automotive air conditioner disclosed in Patent Document 1 increases the number of parts, resulting in an increase in weight and cost.
- An object of the present invention is to provide a driving device and a driving method of a switching element and a vehicle air conditioner that can secure a heat source while suppressing an increase in weight and an increase in cost.
- a first aspect of the present invention is a driving device for driving a switching element composed of a transistor using a high heat-resistant semiconductor such as silicon carbide, wherein the switching element is turned on to turn on the switching element.
- Voltage adjusting means for varying a driving voltage applied to the conduction control terminal is provided, and the voltage adjusting means is a driving device that applies the voltage of the active region of the transistor to the conduction control terminal as the driving voltage.
- the voltage of the active region of the transistor is applied as the drive voltage to the conduction control terminal of the switching element formed of a transistor using a high heat-resistant semiconductor such as silicon carbide.
- a high heat-resistant semiconductor such as silicon carbide.
- the driving device includes a mode switching unit that switches between a normal mode and a heat generation mode, and the voltage adjustment unit applies a voltage in a saturation region of the transistor to the conduction control terminal as a drive voltage in the normal mode to generate heat.
- a voltage in the active region of the transistor may be applied to the conduction control terminal as a drive voltage.
- the switching element can generate heat and this heat can be used.
- the switching efficiency can be increased by driving the switching element in the saturation region.
- the drive device includes a current detection unit that detects a current flowing through the switching element, and information that associates a current value that flows through the switching element with the voltage value, and the voltage adjustment unit is configured to output the current in the heat generation mode.
- the voltage value corresponding to the current value detected by the current detection means may be acquired from the information, and the voltage of the acquired voltage value may be applied to the conduction control terminal.
- a desired calorific value can be obtained by obtaining a relationship between the current value and the drive voltage for obtaining a certain amount of heat and determining the drive voltage from the detected current value based on this relationship.
- the drive device includes a temperature detection unit that detects an ambient temperature of the switching element, and the voltage adjustment unit is configured to detect, when the temperature detected by the temperature detection unit exceeds a predetermined threshold in the heat generation mode, A normal mode drive voltage may be applied to the conduction control terminal.
- a second aspect of the present invention includes a heat pump cycle for heating operation in which an electric compressor for compressing a refrigerant, a vehicle interior condenser, a throttle valve, and a vehicle exterior heat exchanger are connected in this order via a refrigerant pipe, and carbonization
- the refrigerant compressed by the electric compressor is installed in the electric compressor so as to be heated by the heat generated by the switching element, and the mode switching means sets the heat generation mode during the heating operation of the heat pump cycle. It is a vehicle air conditioner.
- the refrigerant can be heated by the heat generated by the switching element.
- coolant heating can be ensured, suppressing the increase in weight and a cost increase.
- a third aspect of the present invention is a driving method for driving a switching element composed of a transistor using a high heat-resistant semiconductor such as silicon carbide, wherein the driving voltage applied to the conduction control terminal of the switching element is variable. And a driving method of the switching element in which the voltage of the active region of the transistor is applied to the conduction control terminal as the driving voltage.
- FIG. 1 is a refrigerant circuit diagram of a vehicle air conditioner 10 according to an embodiment of the present invention.
- the vehicle air conditioner 10 according to the present embodiment includes an HVAC unit (Heating Ventilation and Air Conditioning Unit) 12 and a heat pump cycle 16 capable of cooling and heating.
- HVAC unit Heating Ventilation and Air Conditioning Unit
- heat pump cycle 16 capable of cooling and heating.
- the HVAC unit 12 is configured to switch the introduction of the inside air from the vehicle interior or the outside air from the vehicle interior by the inside / outside air switching damper 18, and pressurize the air to the downstream side, and the air flow path connected to the blower 20 from the upstream side to the downstream side.
- the vehicle interior evaporator 24 and the vehicle interior condenser 26 are provided in sequence.
- the HVAC unit 12 is installed in an instrument panel on the passenger compartment side, and air that has been temperature-controlled through the passenger compartment evaporator 24 and the passenger compartment condenser 26 is opened toward the passenger compartment.
- the air is blown into the vehicle interior according to the blow mode selectively switched by the blow mode switching dampers 34, 36, 38, and the vehicle interior is air-conditioned to the set temperature.
- An air mix damper 40 is rotatably installed between the vehicle interior evaporator 24 and the vehicle interior condenser 26 so as to control the flow rate of the air flowing into the vehicle interior condenser 26.
- the HVAC unit 12 is provided with a blown air temperature sensor (FS) 42.
- the electric compressor 50 that compresses the refrigerant
- the vehicle interior condenser 26 the throttle valve 52 (expansion valve), and the vehicle exterior heat exchanger 54 are connected via the refrigerant pipe 60 in this order. It has a cycle for heating operation.
- An accumulator 56 is connected between the vehicle exterior heat exchanger 54 and the electric compressor 50.
- the discharge pipe 60A connected to the refrigerant outlet of the electric compressor 50 is connected to the vehicle interior condenser 26, and the vehicle interior condenser 26 is connected to the vehicle exterior heat exchanger 54 via the throttle valve 52 by the refrigerant pipe 60B.
- the refrigerant pipe 60B is provided with a bypass pipe 60C that bypasses the throttle valve 52, and the bypass pipe 60C is provided with a switching valve 62.
- a fixed throttle valve such as a capillary is employed as the throttle valve 52, but is not limited thereto, and a temperature type automatic expansion valve or the like may be employed.
- the exterior heat exchanger 54 is connected to the refrigerant inlet of the electric compressor 50 via the accumulator 56 by the refrigerant pipe 60D.
- the outside heat exchanger 54 exchanges heat of the refrigerant when outside air is ventilated by the outside fan 55.
- the refrigerant piping 60D that connects the vehicle exterior heat exchanger 54 and the accumulator 56 is provided with a three-way switching valve 64A and a three-way switching valve 64B from the vehicle exterior heat exchanger 54 side.
- the three-way switching valves 64A and 64B can be replaced with, for example, a configuration in which two electromagnetic valves are combined.
- a refrigerant pipe 60E is connected to the three-way switching valve 64A.
- the vehicle interior evaporator 24 is connected to the refrigerant pipe 60E via a throttle valve 66.
- the vehicle interior evaporator 24 is connected to the accumulator 56 via a refrigerant pipe 60F. It is connected to the.
- a fixed throttle valve such as a capillary is employed as the throttle valve 66 as in the throttle valve 52, but is not limited thereto, and a temperature type automatic expansion valve or the like may be employed.
- the bypass pipe 60G is connected to the three-way switching valve 64B, and the bypass pipe 60G is connected to the refrigerant inlet of the electric compressor 50. That is, the bypass pipe 60 ⁇ / b> G connects the vehicle exterior heat exchanger 54 and the electric compressor 50 by bypassing the accumulator 56.
- the switching valve 62 In the heat pump cycle 16, the switching valve 62 is closed, the refrigerant passes through the three-way switching valve 64A, and the vehicle exterior heat exchanger 54 and the electric compressor 50 are connected via the accumulator 56 by the three-way switching valve 64B.
- a refrigeration cycle for heating operation is configured.
- the refrigeration cycle for the cooling operation is configured by opening the switching valve 62 and connecting the vehicle exterior heat exchanger 54 and the vehicle interior evaporator 24 by the three-way switching valve 64A.
- FIG. 2 is a schematic configuration diagram of the electric compressor 50 according to the present embodiment.
- the electric compressor 50 is provided with an inverter 72 using a power element (switching element) 70 (for example, an IGBT: Insulated Gate Bipolar Transistor) composed of a transistor using a semiconductor having high heat resistance. That is, the electric compressor 50 is integrated with the inverter 72.
- switching element switching element
- IGBT Insulated Gate Bipolar Transistor
- the highly heat-resistant semiconductor element constituting the power element 70 is a semiconductor element having higher heat resistance than a conventional semiconductor element such as Si. Moreover, the high heat resistant semiconductor element should just be what can endure the temperature rise of a refrigerant
- the high heat resistant semiconductor element is, for example, silicon carbide (SiC), but is not limited thereto, and may be a gallium nitride semiconductor or a diamond semiconductor.
- the inverter 72 is installed in the electric compressor 50 so that the refrigerant compressed by the electric compressor 50 can be heated by the heat generated by the power element 70. That is, the refrigerant is heated by the heat generated by the power element 70 and the motor generated by the electric compressor 50 during the period from the refrigerant inlet 50 ⁇ / b> A of the electric compressor 50 to the refrigerant outlet 50 ⁇ / b> B.
- the power element 70 can heat the refrigerant with heat generated by the highly heat resistant semiconductor element itself. That is, the vehicle air conditioner 10 includes the power element 70 used in the inverter 72 as a highly heat-resistant semiconductor element, and is used as a heat source for heating the refrigerant during the heating operation of the heat pump cycle 16.
- the installation position of the inverter 72 depends on the design of the vehicle, it is preferably installed in the vicinity of the refrigerant inlet 50A on the side surface (solid line in FIG. 2) or behind (the broken line in FIG. 2) of the electric compressor 50. .
- the power element 70 By using a highly heat-resistant semiconductor element as the power element 70, not only the electric compressor 50 but also the reliability as the vehicle air conditioner 10 can be improved.
- FIG. 3 is a schematic cross-sectional view of the electric compressor 50 according to the present embodiment.
- the refrigerant flow path 61 connected to the refrigerant pipe 60 ⁇ / b> A and the refrigerant pipe 60 ⁇ / b> G is installed so as to contact the surface of the motor 50 ⁇ / b> C of the electric compressor 50, and so as to contact the refrigerant flow path 61.
- a power element 70 is installed.
- the refrigerant flowing through the refrigerant flow path 61 is heated by the power element 70 and the motor 50C.
- the power element 70 and the motor 50C are cooled by the refrigerant.
- the contact here may be either direct contact or indirect contact.
- the number and location of the power elements 70 installed in the refrigerant flow path 61 are not limited, and may be four or one as shown in FIG.
- FIG. 4 is a detailed cross-sectional view of a location where the power element 70 is disposed in the electric compressor 50.
- a control board 74 is disposed on the power element 70.
- the power element 70 is in contact with the refrigerant flow path 61 through a case (for example, an aluminum case) 76 that stores the power element 70 and the control board 74.
- the refrigerant flow path 61 is branched into, for example, a plurality and contacts the motor 50C in parallel.
- the power element 70 is installed so as to correspond to each branched refrigerant flow path 61. Note that the refrigerant flow path 61 may be in contact with the motor 50C without being divided into a plurality of branches, that is, in series.
- heat radiation grease, a heat conductive sheet, or the like is connected from the power element 70 to the case 76.
- a structure for improving thermal conductivity is provided as appropriate.
- control substrate 74 When a copper inlay substrate or a heat dissipation substrate is used as the control substrate 74, the control substrate 74 is disposed below the power element 70, and contacts the control substrate 74 and the case 76. That is, the heat from the power element 70 is conducted to the refrigerant through the control board 74 and the case 76.
- FIG. 5 is a diagram illustrating a schematic configuration of a motor driving device 80 that includes the inverter 72 and drives the motor 50C.
- the motor driving device 80 converts the AC power from the AC power supply 81 into DC power and outputs it, and converts the DC power output from the converter 82 into three-phase AC power.
- An inverter 72 supplied to the motor 50 ⁇ / b> C of the electric compressor 50 and an inverter driving device 85 that drives the inverter 72 are provided as main components.
- the inverter 72 is provided with a current sensor 86 that detects a current flowing through the power element 70 and a temperature sensor 87 that detects an ambient temperature of the inverter 83.
- the current sensor 86 may be provided corresponding to each arm constituting the inverter 72, or one current sensor 86 may be provided for the inverter 72 as shown in FIG.
- the inverter drive device 85 is mounted on the control board 75.
- the inverter drive device 85 includes, for example, an MPU (Micro Processing Unit).
- the MPU has a computer-readable recording medium on which a program for executing each process described below is recorded, and the CPU reads the program recorded on the recording medium to a main storage device such as a RAM.
- a main storage device such as a RAM.
- FIG. 6 is a functional block diagram of the MPU 90 provided in the inverter drive device 85.
- the MPU 90 includes a PWM signal generation unit 91, a mode switching unit 92, and a voltage adjustment unit 93 as main components.
- the PWM signal generation unit 91 generates a PWM signal that matches the motor rotation speed with a motor rotation speed command input from a host device (not shown). Note that a known technique can be adopted as appropriate for the PWM signal generation method, and a detailed description thereof is omitted here.
- the mode switching unit 92 switches between the normal mode and the heat generation mode. For example, the mode switching unit 92 sets the normal mode during cooling operation and normal heating operation described later, and sets the heat generation mode during power element heat source heating operation described later.
- the voltage adjustment unit 93 adjusts the drive voltage applied to the conduction control terminal of the power element 70 (for example, the gate terminal when the power element 70 is an IGBT) in order to turn on the power element 70. . More specifically, the voltage adjustment unit 93 applies a predetermined voltage (for example, 15 V) preset in the saturation region of the power element 70 when the normal mode is selected by the mode switching unit 92. Applied as drive voltage. On the other hand, when the heat generation mode is set, the voltage of the active region of the power element 70 is applied as the drive voltage.
- the voltage adjustment unit 93 has a table in which a current value flowing through the power element 70 and a drive voltage value applied to the conduction control terminal for obtaining a predetermined heat generation amount are associated with each other. A drive voltage value corresponding to the current value detected by the current sensor is acquired from the table, and the acquired drive voltage value is applied to the conduction control terminal.
- FIG. 7 shows general characteristics of the IGBT.
- the horizontal axis indicates the gate-emitter voltage
- the vertical axis indicates the collector-emitter voltage.
- the voltage characteristics when the collector-emitter current is changed are shown.
- FIG. 7 shows that when the gate-emitter voltage is lowered from the saturation region (for example, 15 V) to the active region (for example, about 12 V or less), a high collector-emitter voltage can be obtained.
- the collector-emitter voltage is 8 V
- the voltage adjustment unit 93 applies the normal mode drive voltage to the conduction control terminal.
- the normal mode drive voltage for example, 15 V
- FIG. 8 is a diagram showing an example of a specific configuration of the inverter driving device 85.
- a configuration for driving one power element 70 is shown as an example, but this configuration is provided corresponding to each power element 70.
- the current detection value is input to the terminal IN1 of the MPU 90, and the temperature detection value is input to the terminal IN2.
- the voltage adjusting unit 93 outputs a voltage corresponding to a predetermined value in the saturation region, for example, 5V from the terminal OUT1. 5V output from the terminal OUT1 is amplified three times by the voltage follower 100, and a voltage of 15V is output.
- the PWM signal generated by the PWM signal generation unit 91 is output from the terminal OUT2 of the MPU 90.
- a voltage of 15 V is applied to the conduction control terminal of the power element 70.
- the voltage adjustment unit 93 acquires a voltage value corresponding to the current detection value input from the terminal IN1 from the table, and sets a voltage corresponding to the acquired voltage value. Output from terminal OUT1. That is, in the present embodiment, the voltage follower 100 amplifies the input voltage by a factor of 3, so that the voltage adjustment unit 93 outputs a voltage value obtained by dividing the voltage value acquired from the table by 3. As a result, the output of the voltage follower 100 is set to a voltage value acquired from the table, and the gate driver 101 is driven based on the PWM signal, so that the drive voltage having a voltage value corresponding to the current detection value is connected to the power element 70. Applied to the control terminal.
- the voltage adjustment unit 93 monitors whether or not the temperature detection value input from the terminal IN2 has exceeded a predetermined threshold value. The voltage output from is switched to the normal mode voltage.
- the refrigerant flow during operation of the heat pump type vehicle air conditioner 1 will be described with reference to FIGS.
- the refrigerant flow path during operation is represented by a thick line.
- the switching valve 62 is controlled to be fully opened, and the vehicle exterior heat exchanger 54 and the vehicle interior evaporator 24 are connected by the three-way switching valve 64A.
- the air mix damper 40 is positioned so that air does not flow to the vehicle interior condenser 26.
- the air mix damper 40 is appropriately opened, and the temperature of the air blown into the vehicle interior is adjusted.
- the refrigerant compressed by the electric compressor 50 is introduced into the vehicle exterior heat exchanger 54 via the vehicle interior condenser 26, bypassing the throttle valve 52, and the vehicle exterior fan. Heat is exchanged with the outside air ventilated by 55 to be condensed and liquefied. Thereafter, the refrigerant is decompressed by the throttle valve 66 to be in a gas-liquid two-phase state, and is supplied to the vehicle interior evaporator 24.
- the refrigerant is heat-exchanged with the inside air or a mixture of inside and outside air blown from the blower 20, converted into evaporated gas, introduced into the accumulator 56, and once stored, It is sucked into the compressor 50 and recompressed. Thereafter, the same cycle is repeated.
- the inside air or the mixture of inside and outside air cooled by heat exchange with the refrigerant is supplied to the def outlet 28 and the face outlet according to the blowing mode switched by the blowing mode switching dampers 34, 36, and 38. The air is blown into the passenger compartment from either the mouth 30 or the foot outlet 32 and is used for cooling the passenger compartment.
- the refrigerant compressed by the electric compressor 50 is introduced into the vehicle interior condenser 26 from the discharge pipe 60 ⁇ / b> A, and the inside air blown from the blower 20 by the vehicle interior condenser 26.
- heat is exchanged with a mixture of inside and outside air to dissipate heat.
- the heated air is blown into the vehicle interior from any of the differential air outlet 28, the face air outlet 30, and the foot air outlet 32 in accordance with the air outlet mode, and is used for heating the vehicle interior. .
- the refrigerant that has dissipated heat and is condensed and liquefied by the vehicle interior condenser 26 is guided to the throttle valve 52 and is decompressed to be in a gas-liquid two-phase state, supplied to the vehicle exterior heat exchanger 54, and ventilated by the vehicle exterior fan 55. Heat exchange with the outside air becomes a two-phase evaporation gas. Thereafter, the refrigerant is introduced into the refrigerant inlet of the electric compressor 50 via the accumulator 56 and recompressed. Thereafter, the same cycle is repeated.
- the power element heat source heating operation is performed when the power element 70 is used as a heat source and the refrigerant is heated by the heat generated by the power element 70.
- the power element heat source heating operation is performed, for example, when the outside air temperature is lowered to a temperature that requires defrosting of the vehicle exterior heat exchanger 54.
- the three-way switching valve 64B bypasses the accumulator 56 and the refrigerant flows from the vehicle exterior heat exchanger 54 to the electric compressor 50. be introduced.
- the refrigerant is introduced into the electric compressor 50 in a liquid-rich two-phase state without passing through the accumulator 56.
- the reason why the refrigerant becomes liquid-rich is that the outside air temperature is low and the refrigerant cannot sufficiently absorb heat by the outdoor heat exchanger 54, and as a result, the refrigerant cannot sufficiently evaporate.
- the refrigerant has a higher heat transfer rate in the liquid-rich state than in the gas state. For this reason, the liquid-rich refrigerant can efficiently absorb the heat generated from the power element 70.
- the heat generation mode is set by the mode switching unit 92 in the inverter driving device 85.
- the voltage adjustment unit 93 gives the drive voltage of the active region voltage value corresponding to the current detection value of the current sensor 86 to the conduction control terminal of the power element 70.
- the heat generated by the power element 70 can heat the refrigerant.
- the voltage in the active region is applied to the conduction control terminal of the power element 70.
- the normal mode in which a voltage in the saturation region is applied to the terminal more heat can be generated from the power element 70.
- the switching element driving device and the driving method of the present invention are applied to the vehicle air conditioner 10 .
- the present invention is not limited to this embodiment, and the switching element driving device of the present invention and The driving method can be applied to other products that have a switching element and require a heat source.
- a switching element is used in addition to the inverter.
- a switching element is used for on / off control of the electric heater when the refrigerant is heated using the electric heater.
- the heat generation mode is set during the power element heat source heating operation, but the heat generation mode may be set even during the normal heating operation.
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Abstract
Description
家庭用ルームエアコン等では着霜が発生すると、リバース運転(暖房運転から冷房運転への変更)を行い、室外熱交換器の除霜を行う。しかし、車両用ヒートポンプシステムで同様の除霜を実施すると暖房運転が停止することとなる。
「駆動電圧を可変とする」とは、2つの値を切り換えて出力する場合、すなわち、飽和領域の電圧と、活性領域の電圧とを切り換えて出力する場合も含むものとする。
スイッチング素子から発生した熱を効果的に利用できるよう、加熱対象となる媒体などに対してスイッチング素子で発生した熱が伝わりやすい構成にするとよい。
本実施形態に係る車両用空調装置10は、HVACユニット(Heating Ventilation and Air Conditioning Unit)12と、冷暖房が可能なヒートポンプサイクル16とを備える。
本実施形態では、絞り弁66として、絞り弁52と同様にキャピラリー等の固定絞り弁が採用されるが、これに限らず、温度式自動膨張弁等が採用されてもよい。
一方、冷房運転用の冷凍サイクルは、切替弁62が開かれ、三方切替弁64Aによって車室外熱交換器54と車室内蒸発器24が接続されることにより構成される。
電動圧縮機50には、高耐熱性に優れた半導体を用いたトランジスタで構成されるパワー素子(スイッチング素子)70(例えばIGBT:Insulated Gate Bipolar Transistor)が用いられたインバータ72が設置されている。すなわち、電動圧縮機50は、インバータ72と一体化されている。
高耐熱性の半導体素子は、一例として炭化シリコン(SiC)であるが、これに限らず、窒化ガリウム系やダイヤモンド系の半導体とされてもよい。
パワー素子70を高耐熱性の半導体素子で構成することによって、パワー素子70は、高耐熱性の半導体素子それ自身が発する熱で冷媒を加熱することが可能となる。すなわち、車両用空調装置10は、インバータ72に用いられているパワー素子70を高耐熱性の半導体素子で構成し、ヒートポンプサイクル16の暖房運転時に、冷媒を加熱する熱源として利用する。
図3に示されるように、冷媒配管60A及び冷媒配管60Gに接続される冷媒流路61が電動圧縮機50のモータ50C表面に接触するように設置され、その冷媒流路61に接触するようにパワー素子70が設置される。これにより冷媒流路61を流れる冷媒は、パワー素子70とモータ50Cによって加熱される。また、これに伴い、パワー素子70とモータ50Cは冷媒によって冷却されることとなる。
ここでいう接触とは、直接的な接触又は間接的な接触、何れであってもよい。冷媒流路61に設置されるパワー素子70の数及び場所は限定されず、図3に示されるように4カ所でもよいし、1カ所でもよい。
図4に示されるように、パワー素子70の上部には制御基板74が配置されている。
パワー素子70及び制御基板74を格納するケース(例えばアルミケース)76を介して、パワー素子70が冷媒流路61と接する。
冷媒流路61は、例えば複数に分岐されて並列にモータ50Cと接する。そして、パワー素子70は、分岐された各冷媒流路61に対応するように設置される。なお、冷媒流路61は、複数に分岐されることなく、すなわち直列にモータ50Cと接触してもよい。
図5は、インバータ72を含み、モータ50Cを駆動するモータ駆動装置80の概略構成を示した図である。図5に示すように、モータ駆動装置80は、交流電源81からの交流電力を直流電力に変換して出力するコンバータ82と、コンバータ82から出力された直流電力を三相交流電力に変換して電動圧縮機50のモータ50Cに供給するインバータ72と、インバータ72を駆動するインバータ駆動装置85とを主な構成として備えている。インバータ72には、パワー素子70に流れる電流を検出する電流センサ86、インバータ83の周囲温度を検出する温度センサ87が設けられている。電流センサ86は、インバータ72を構成する各アームに対応してそれぞれ設けられていてもよいし、図5に示すように、インバータ72に対して1つ設けられていてもよい。インバータ駆動装置85は、上記制御基板75に搭載されている。
PWM信号生成部91は、上位装置(図示略)から入力されるモータ回転数指令にモータ回転数を一致させるようなPWM信号を生成する。なお、このPWM信号の生成手法については、公知の技術を適宜採用することができ、ここでの詳細な説明は省略する。
モード切替部92は、通常モードと発熱モードとを切り替える。例えば、モード切替部92は、後述する冷房運転時及び通常暖房運転時に通常モードを設定し、後述するパワー素子熱源暖房運転時に発熱モードを設定する。
例えば、電圧調整部93は、所定の発熱量を得るための、パワー素子70に流れる電流値と導通制御端子に与える駆動電圧値とが関連付けられたテーブルを有しており、発熱モードにおいては、電流センサによって検出された電流値に対応する駆動電圧値をテーブルから取得し、取得した駆動電圧値の電圧を導通制御端子に印加する。
例えば、コレクタ-エミッタ間電流が24Aのときにゲート-エミッタ間電圧として約8Vを与えた場合、コレクタ-エミッタ間電圧は8Vとなり、8V×24A=192Wの電力に相当する熱を発生させることができる。一方、ゲート-エミッタ間電圧として15Vを与えた場合、コレクタ-エミッタ間電圧は約2Vであるから、この場合の電力は2V×24A=30Wとなり、上記活性領域で動作させた場合に比べてかなり小さいことがわかる。
図7において、MPU90の端子IN1には電流検出値、端子IN2には温度検出値が入力される。MPU90において、モード切替部92によって通常モードが設定されている場合、電圧調整部93は、飽和領域の所定の値に対応する電圧、例えば、5Vを端子OUT1から出力する。端子OUT1から出力された5Vは、電圧フォロア100によって3倍に増幅され、15Vの電圧が出力される。一方、MPU90の端子OUT2からは、PWM信号生成部91によって生成されたPWM信号が出力される。このPWM信号に基づいてゲートドライバ101が駆動されることにより、15Vの電圧がパワー素子70の導通制御端子に印加される。
冷房運転時には、切替弁62が全開状態に制御され、三方切替弁64Aによって車室外熱交換器54と車室内蒸発器24が接続される。また、エアミックスダンパ40は、車室内凝縮器26へ空気が流通しないように位置する。なお、HVACユニット12で温度調整が必要な場合は、エアミックスダンパ40は、適宜開かれ、車室内に吹き出される空気の温度が調整される。
車室内蒸発器24において、冷媒との熱交換により冷却された内気又は内外気の混合気は、吹出しモード切替えダンパ34,36,38により切替えられる吹出しモードに応じて、デフ吹出し口28、フェイス吹出し口30、及びフット吹出し口32のいずれかから車室内に吹出され、車室内の冷房に供されることになる。
通常暖房運転時には、切替弁62が全閉状態に制御され、三方切替弁64A,64Bにより、車室外熱交換器54と電動圧縮機50とがアキュムレータ56を介して接続される。また、エアミックスダンパ40は、車室内凝縮器26へ空気が流通するように位置する。
車室内凝縮器26で放熱して凝縮液化された冷媒は、絞り弁52に導かれ、減圧されて気液二相状態となり、車室外熱交換器54に供給され、車室外ファン55によって通風される外気と熱交換されて二相状態の蒸発ガスとなる。その後、冷媒は、アキュムレータ56を経由して、電動圧縮機50の冷媒入口へ導入され、再圧縮される。以下、同様のサイクルを繰り返すことになる。
パワー素子熱源暖房運転は、パワー素子70を熱源として用いて、パワー素子70の発熱によって冷媒を加熱する場合に行われる。なお、パワー素子熱源暖房運転は、例えば外気温度が車室外熱交換器54の除霜を必要とする温度まで低下した場合に行われる。
これにより、冷媒は、アキュムレータ56を経由することなく、液リッチな二相状態の状態で電動圧縮機50へ導入される。なお、冷媒が液リッチとなる理由は、外気温度が低く、冷媒が室外熱交換器54で十分に吸熱できず、その結果、冷媒が十分に蒸発できないためである。冷媒は、ガスの状態よりも液リッチの状態の方が、より熱伝達率が高い。このため、液リッチの冷媒は、パワー素子70からの発熱を効率よく吸熱することができる。
16 ヒートポンプサイクル
26 車室内凝縮器
50 電動圧縮機
52 絞り弁
54 車室外熱交換器
56 アキュムレータ
60 冷媒配管
60G バイパス配管
70 パワー素子
72 インバータ
80 モータ駆動装置
85 インバータ駆動装置
86 電流センサ
87 温度センサ
90 MPU
91 PWM信号生成部
92 モード切替部
93 電圧調整部
100 電圧フォロア
101 ゲートドライバ
Claims (6)
- 炭化シリコン等の高耐熱性の半導体を用いたトランジスタで構成されるスイッチング素子を駆動する駆動装置であって、
前記スイッチング素子をオン状態とさせるために前記スイッチング素子の導通制御端子に印加する駆動電圧を可変とする電圧調整手段を備え、
前記電圧調整手段は、前記駆動電圧として、前記トランジスタの活性領域の電圧を前記導通制御端子に印加する駆動装置。 - 通常モードと発熱モードとを切り替えるモード切替手段を有し、
前記電圧調整手段は、前記通常モードにおいて、駆動電圧として前記トランジスタの飽和領域の電圧を前記導通制御端子に印加し、前記発熱モードにおいて、駆動電圧として前記トランジスタの活性領域の電圧を前記導通制御端子に印加する駆動装置。 - 前記スイッチング素子に流れる電流を検出する電流検出手段と、
前記スイッチング素子に流れる電流値と前記電圧値とを関連付けた情報と
を有し、
前記電圧調整手段は、前記発熱モードにおいて、前記電流検出手段によって検出された電流値に対応する電圧値を前記情報から取得し、取得した電圧値の電圧を前記導通制御端子に印加する請求項2に記載の駆動装置。 - 前記スイッチング素子の周囲温度を検出する温度検出手段を備え、
前記電圧調整手段は、前記発熱モードにおいて、前記温度検出手段によって検出された温度が所定の閾値を超えた場合に、通常モードの駆動電圧を前記導通制御端子に印加する請求項2または請求項3に記載の駆動装置。 - 冷媒を圧縮する電動圧縮機、車室内凝縮器、絞り弁、及び車室外熱交換器がこの順に冷媒配管を介して接続される暖房運転用のヒートポンプサイクルと、
炭化シリコン等の高耐熱性の半導体を用いたトランジスタで構成されるスイッチング素子を有する前記電動圧縮機のモータ駆動用のインバータと、
請求項2から請求項4のいずれかに記載の駆動装置を備える前記インバータの駆動装置と
を備え、
前記インバータは、前記電動圧縮機で圧縮される前記冷媒を前記スイッチング素子で発生した熱で加熱可能なように前記電動圧縮機に設置され、
前記モード切替手段は、前記ヒートポンプサイクルの暖房運転時に前記発熱モードを設定する車両用空調装置。 - 炭化シリコン等の高耐熱性の半導体を用いたトランジスタで構成されるスイッチング素子を駆動する駆動方法であって、
前記スイッチング素子の導通制御端子に印加する駆動電圧を可変とし、駆動電圧として、前記トランジスタの活性領域の電圧を前記導通制御端子に印加するスイッチング素子の駆動方法。
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US20160200171A1 (en) | 2016-07-14 |
CN105682950A (zh) | 2016-06-15 |
DE112014004894T5 (de) | 2016-08-04 |
JP2015084622A (ja) | 2015-04-30 |
US10369867B2 (en) | 2019-08-06 |
CN105682950B (zh) | 2018-06-01 |
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