WO2016048033A1 - 하이브리드 차량용 공조장치 - Google Patents
하이브리드 차량용 공조장치 Download PDFInfo
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- WO2016048033A1 WO2016048033A1 PCT/KR2015/010017 KR2015010017W WO2016048033A1 WO 2016048033 A1 WO2016048033 A1 WO 2016048033A1 KR 2015010017 W KR2015010017 W KR 2015010017W WO 2016048033 A1 WO2016048033 A1 WO 2016048033A1
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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
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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
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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
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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
- B60H1/34—Nozzles; Air-diffusers
Definitions
- the present invention relates to an air conditioner for a hybrid vehicle, and more particularly, it is possible to compensate the temperature in the cabin to an optimal state by correcting the opening position of the temp door in an optimal state in the "motor driving mode".
- the engine is restarted according to the engine coolant temperature in the “motor drive mode”, but the engine restart time is changed according to the “target discharge temperature” and the “tempored door opening position” to prevent unnecessary restart of the engine.
- a hybrid vehicle air conditioning apparatus that can achieve the effect of improved fuel economy.
- a hybrid vehicle is a vehicle that uses an electric motor and an internal combustion engine in parallel, and when the driving load of the vehicle is large, for example, when the vehicle is driven at high speed or when driving uphill, the engine is switched to the “engine drive mode”.
- Such a hybrid vehicle minimizes the use of an engine, thereby reducing unnecessary fuel consumption and reducing exhaust gas emissions. Therefore, it increases fuel economy of the vehicle and reduces air pollution.
- this technique is such that when the engine is stopped (A) and the engine coolant temperature is reduced (B), the opening direction of the temp door is further opened (E) in proportion to the “engine coolant decrease temperature”.
- the “in-vehicle discharge air temperature” can be further increased (F), thereby “engine coolant temperature decrease” and thus the “heater core temperature decrease” when the engine is stopped. Nevertheless, it is possible to compensate for the temperature drop in the vehicle interior, and as a result, the temperature inside the vehicle vehicle can be maintained in a comfortable state regardless of the engine condition.
- the technique restarts the engine when the temperature of the engine coolant drops excessively below the predetermined "lower limit value" during the "motor drive mode", and after restarting the engine.
- the engine is configured to stop the engine again when the temperature of the engine coolant rises above the predetermined upper limit.
- the engine coolant temperature can be kept constant between the predetermined “lower limit” and "upper limit". The reason for this is to prevent excessive temperature drop of the engine coolant and to maintain constant heating performance in the cabin.
- this conventional technique is a structure that corrects the opening angle of the temp door based only on the "engine cooling water reduction temperature” in the "motor drive mode", and therefore, the actual "in-vehicle discharge air in the" motor drive mode ".
- the opening angle of the temp door can not be precisely controlled in accordance with the change in temperature, and because of this disadvantage, the "indoor discharge air temperature” cannot be compensated more precisely in the "motor driving mode”.
- in-vehicle discharge air temperature change is not only “engine coolant temperature” but also “blower air flow”, “evaporator temperature”, “internal and external air temperature” and “insolation”. It is influenced by various factors such as.
- the conventional technique of correcting and controlling the opening angle of the temp door based only on the "engine cooling water reduction temperature” has the disadvantage that the opening angle of the temp door cannot be precisely corrected in accordance with the "in-vehicle discharge air temperature change”.
- the conventional technology is a structure in which the engine is unconditionally restarted when the engine coolant temperature is lower than or equal to a predetermined "lower limit value" in the "motor drive mode", and thus, "engine restart phenomenon” in the "motor drive mode". This is a disadvantage that occurs frequently.
- the “target discharge temperature” is set low so that the engine is below the “low limit value”.
- the present invention has been made to solve the above-mentioned conventional problems.
- the object of the present invention is to precisely determine the opening angle of the temporal door based on the "actual discharge air temperature change" in the interior of the vehicle in the "motor driving mode".
- the present invention provides a hybrid vehicle air conditioner capable of correcting the opening angle of the temp door in an optimal state in accordance with the "change of the discharge air temperature in the vehicle interior” in the "motor driving mode".
- Another object of the present invention is to configure the opening angle of the temp door in the "motor drive mode” so that it can be optimally corrected according to the "change of the discharge air temperature in the cabin," so that the "motor drive mode”
- the indoor discharge air temperature ” can be compensated more precisely, and through this, it is possible to provide a hybrid vehicle air conditioner capable of optimally controlling the temperature in the vehicle interior in the“ motor driving mode ”.
- Still another object of the present invention is to control the engine re-start point in consideration of the "target discharge temperature" during the "motor drive mode", thereby to optimize the "in-vehicle discharge air temperature” in accordance with the "target discharge temperature”.
- the present invention provides a hybrid vehicle air conditioner which can be controlled in a state and at the same time minimizes engine restart, thereby preventing unnecessary restart of the engine.
- Still another object of the present invention is to control the engine restarting time in conjunction with the "temporal opening angle" in the "motor drive mode", so that the "temporal opening angle” control alone without the engine restarting is carried out.
- the present invention provides a hybrid vehicle air conditioner capable of sufficiently compensating the discharged air temperature, thereby preventing unnecessary restarting of the engine.
- Still another object of the present invention is to provide an air conditioning apparatus for a hybrid vehicle, which is configured to prevent unnecessary restarting of the engine, thereby preventing frequent restarting of the engine and thereby improving fuel efficiency of the vehicle. .
- the hybrid vehicle air conditioner after entering the motor driving mode, when the coolant temperature of the engine is lowered below the lower limit, restarts the engine, the engine coolant temperature is the upper limit value
- the hybrid vehicle air conditioner comprising a control unit for stopping the engine restarted when it is raised above, the control unit, the lower limit value and the upper limit value to the target discharge temperature calculated by the internal and external air temperature conditions and the user set temperature
- the engine restart mode may be controlled to be actively changed according to the target discharge temperature in the motor driving mode.
- control unit calculates the lower limit value by calculating the target discharge temperature and the first predetermined compensation value below [Equation 1], and the upper limit value is below the target discharge temperature and the second predetermined compensation value. It is characterized by calculating by calculating in [Equation 2].
- the first compensation value and the second compensation value are constant values for compensating for a measurement error of the engine coolant temperature, and the second compensation value has a larger size than the first compensation value.
- control unit may be configured only when the temporal door for adjusting the discharge air temperature in the cabin is at the maximum warm air passage (Max Warm). And restarting the engine.
- the opening position of the temp door is corrected in response to the "change of the discharge air temperature” in the cabin, but the influence of the "actual discharge air temperature change” is affected. Since the state is corrected in consideration of various factors, there is an effect that the opening position of the temp door can be corrected in an optimal state according to the "actual discharge air temperature change".
- the opening angle of the temp door can be corrected optimally in accordance with the "actual discharge air temperature change" in the "motor drive mode"
- the "in-vehicle discharge air temperature” is more precisely adjusted in the "motor drive mode”.
- the temperature inside the vehicle can be optimally controlled in the “motor driving mode”.
- the engine restart time is variably controlled according to the "target discharge temperature”. Discharge temperature can be compensated in an optimal state while at the same time minimizing the restart of the engine, thereby preventing unnecessary restart of the engine.
- the engine restarting time is controlled in connection with the "tempdoor opening angle", so that the "tempdoor opening” is performed without restarting the engine. Even with each control, it is possible to sufficiently compensate the "in-vehicle discharge air temperature", and as a result, it is possible to prevent unnecessary restarting of the engine.
- 1 is a graph showing the state of the engine coolant temperature, the air conditioner and the discharge air temperature inside the vehicle when the conventional hybrid vehicle is controlled from the "engine drive mode" to the "motor drive mode".
- FIG. 2 is a graph illustrating another example of a conventional hybrid vehicle in which the engine coolant temperature, the air conditioner, and the discharge air temperature in the cabin are controlled when the engine is driven from the engine driving mode to the motor driving mode.
- FIG. 3 is a graph illustrating a state in which an engine is controlled on and off according to an engine coolant temperature when a conventional hybrid vehicle is controlled in a “motor driving mode”;
- FIG. 4 is a view showing the configuration of an air conditioning apparatus for a hybrid vehicle according to the present invention.
- FIG. 5 is a graph showing a state in which the engine is turned on (ON), off (OFF) control according to the engine coolant temperature when the hybrid vehicle according to the present invention is controlled in the "motor drive mode",
- FIG. 6 is a graph illustrating a state in which an engine is controlled on and off according to an engine coolant temperature and an opening angle of a temp door when a hybrid vehicle is controlled in a “motor driving mode” according to the present invention
- FIG. 7 is a flowchart showing an operation example of the air conditioner for a hybrid vehicle according to the present invention, which shows an operation example of compensating the opening position of the temporal door in the "motor driving mode";
- Fig. 8 is a flowchart showing an example of the operation of the hybrid vehicle air conditioner according to the present invention, and is a diagram showing an example of the operation of controlling the engine restart in the “motor driving mode”.
- the air conditioner of the hybrid vehicle includes an air conditioner case 1, and the air conditioner case 1 is provided with a blower 3, an evaporator 5, and a heater core 7.
- the blower 3 sucks internal and external air and blows it into the inner passage 1a of the air conditioning case 1, and the evaporator 5 cools the air blown into the inner passage 1a, and the heater core 7 The air blown into the inner passage 1a is heated.
- the heater core 7 receives the high temperature cooling water from the engine 8. Accordingly, the supplied high temperature cooling water is exchanged with the surrounding air. This heats the air blown into a vehicle interior.
- the air conditioner includes a temporal door (Temp. Door) 9 provided in the inner passage 1a of the air conditioner case 1.
- the temp door 9 is installed at the branch point of the cold air passage 1b and the hot air passage 1c, and rotates between the cold air passage 1b and the hot air passage 1c, and the cold air passage 1b and the hot air passage ( Adjust the opening amount of 1c). Therefore, the amount of cold air and the amount of warm air supplied into the vehicle cabin are adjusted.
- the temperature of the heater core 7 also drops due to the lowered coolant temperature (C). Therefore, the temperature of the air discharged into the compartment becomes low (D). As a result, the heating efficiency in the vehicle interior is lowered.
- the air conditioner of the present invention the discharge air temperature detecting means 10 for detecting the actual air temperature discharged into the vehicle cabin.
- the discharge air temperature sensing means 10 includes a temperature sensor installed in specific vents among the air discharge vents in the vehicle compartment.
- a center vent temperature sensor installed in the center vent of the center part of the cabin, or a floor vent installed in the floor vent of the floor surface of the cabin. It consists of a temperature sensor.
- the discharge air temperature detecting means 10 directly detects the actual air temperature discharged into the vehicle compartment, and then inputs the detected “discharge air temperature” data to the controller 20 to be described later.
- the air conditioner of the present invention includes a control unit 20.
- the control unit 20 includes a microprocessor and includes a calculation unit 22.
- the calculation unit 22 when the vehicle is switched from the "engine drive mode” to the “motor drive mode” while the "in-vehicle discharge air temperature” data is input from the discharge air temperature sensing means 10, the "motor drive mode".
- a predetermined time interval for example, a second interval from the time of the conversion to "", the "temperature deviation (E_now)" between the “target discharge temperature” and “in-vehicle discharge air temperature” at the present time and The temperature difference (E_prev) between the "target discharge temperature” and the "in-vehicle discharge air temperature” 5 seconds ago is calculated.
- the "target discharge temperature” is a value calculated for automatically controlling the evaporator 5, the PTC heater 7a, the various doors D, and the like in an optimal state, and includes the “user set temperature” and the “evaporator.” Temperature ”,“ outside temperature ”,“ betting temperature ”,“ insolation ”, and so on,“ target discharge temperature ”includes“ factor value ”that causes“ in-vehicle discharge air temperature change ”. For example, "user set temperature”, “evaporator temperature”, “outside temperature” "betting temperature” and “insolation” are indirectly included.
- the control unit 20 after entering the "motor drive mode", the "between the target discharge temperature” and “in-vehicle discharge air temperature” at the present time at a time interval (5 seconds interval) preset in the calculation unit 22;
- the temperature deviation (E_now) and the “temperature deviation (E_prev)" between the “target discharge temperature” and “in-vehicle discharge air temperature” of the previous point are calculated, the two calculated “temperature deviations (E_now), (E_prev) "And, the” Temp door opening position (T_prev) "of the previous time point (5 seconds ago) is processed by [Equation 1] below and the temp door for cold and hot air passages (1b, 1c) (9) Finally, the open position correction value T-_now is calculated.
- T-_now T_prev + Cp ⁇ -E_prev) + Gi ⁇ E_now]
- T-_now is the temporal opening position correction value (V)
- T_prev is the temporal door opening position (V)
- Cp is the proportional gain
- Gp is the constant value for the temperature deviation
- E_now is the target discharge temperature at the current time
- E_prev is the temperature deviation between target discharge temperature and discharge air temperature (°C)
- Gi is integral gain
- Cp, Gp, Gi a constant value, which is built in the control unit 20 in advance, is determined based on the results of several tests.
- Equation 1 is a value calculated by considering both the “target discharge temperature”, “in-vehicle discharge air temperature”, and “temperature deviation” between them for the present time and the previous time. After entering the “Motor Drive Mode”, the actual “in-vehicle discharge air temperature change” generated by the “discharge air temperature change factor” can be measured, thereby compensating for the “in-vehicle discharge air temperature change”. It is possible to calculate the "opening position correction value (T-_now)" of the optimal tempored door (9).
- [Expression 1] represents the opening position correction value T-_now of the temporal door 9 as the applied voltage value V of the temporal door 9 to the cold and hot air passages 1b and 1c. Is calculated.
- the control unit 20 determines the position of the temporal door 9 according to the calculated "tempor door opening position correction value T-_now". Calibrate and control the opening position.
- the opening position of the temporal door 9 can be corrected in consideration of all “discharge air temperature change factors".
- the “blower air flow” and “evaporator temperature” and “user set temperature”, “internal and outdoor air temperature” and “insolation”, which have a direct influence on the “discharge air temperature change”, can be corrected to the considered values. .
- control unit 20 calculates the “tempdoor opening position” even if the opening position correction value T-_now of the temp door 9 is calculated in real time after entering the “motor driving mode”.
- the opening position of the temp door 9 is not unconditionally corrected according to the "correction value T-_now.”
- the “entry conditions” include conditions in which the engine coolant temperature is equal to or less than the “target discharge temperature”, conditions in which the temporal door 9 is controlled to the maximum warm position, and the hot air passage 1c is opened to the maximum. In-vehicle discharge air temperature is below the "target discharge temperature”.
- the control unit 20 has a condition in which the engine coolant temperature is equal to or less than the "target discharge temperature”, a condition in which the temp door 9 is controlled to the maximum heating position, and "in-vehicle discharge air temperature” is equal to or less than the "target discharge temperature”. Only when the conditions are satisfied, it is configured to correct the opening position of the temp door 9 according to the "temp door opening position correction value T-_now" calculated by the [Equation 1].
- the engine coolant temperature is equal to or less than the "first entry reference temperature” plus the preset "first temperature compensation value” in addition to the "target discharge temperature”
- the temp door 9 is the maximum heating.
- control unit 20 controls the condition that the engine coolant temperature is equal to or lower than the "first entry reference temperature” in which the "target discharge temperature” is added to the “first temperature compensation value” and the temp door 9 is controlled to the maximum heating position.
- [Equation 1] only when both conditions and “in-vehicle discharge air temperature” are equal to or less than “target entry temperature” minus “second entry reference temperature” minus “second temperature compensation value” It is configured to correct the opening position of the temp door 9 according to the "temp door opening position correction value T-_now".
- the "first temperature compensation value” is a temperature in consideration of the measurement error of the engine coolant temperature, and is set to 5 ° C
- the “second temperature compensation value” is a measurement error of "in-vehicle discharge air temperature”. As temperature which considered, it is preferable to set at 2 degreeC.
- the control unit 20 after entering the "motor drive mode", in the state of compensating control of the opening position of the temp door 9, the "motor drive mode” is released (OFF), or the predetermined "release condition” If, for example, the engine coolant temperature satisfies the condition above the "releasing reference temperature” plus the "third temperature compensation value” preset to the "target discharge temperature", the temp door according to [Equation 1] (9) is configured to stop the opening position compensation control.
- the "third temperature compensation value” is preferably set to 10 ° C.
- the controller 20 when entering the "motor drive mode", the engine 8 when the temperature of the engine coolant is lowered below the “lower limit value (L)"
- the engine 8 is restarted, and the engine 8 is stopped again when the temperature of the engine coolant rises above the "upper limit U” after the engine 8 is restarted.
- the "lower limit value (L)" for restarting the engine 8 is the sum of the "current target discharge temperature (M)” and the “first compensation value ( ⁇ )” as shown in [Calculation 2] below.
- the “upper limit value U” calculated by (g) and for stopping the re-operation of the engine 8 is equal to the "current target discharge temperature M” and the “second” as in [Calculation 3] below. It is calculated by the sum of the compensation values ⁇ , and these [Calculation Formula 2] and [Calculation Formula 3] are built in the control unit 20.
- the control unit 20 calculates the "current target discharge temperature (M)", "the first compensation value ( ⁇ )” and the “second compensation value ( ⁇ )” in advance. Equation 2] and [Calculation Equation 3] are checked in real time to calculate the “lower limit value (L)” and “upper limit value (U)” in real time, and then the calculated “lower limit value (L)” and “upper limit value (U)”. Is compared to the “engine coolant temperature” in real time to control the restart and shutdown of the engine 8 in real time.
- the first compensation value ⁇ and the second compensation value ⁇ are for compensating for the measurement error of the engine coolant temperature, and the second compensation value ⁇ is larger than the first compensation value ⁇ . It is determined based on several test results.
- the engine 8 after entering the "motor drive mode", the engine 8 is restarted according to the temperature of the engine coolant, but as shown in FIGS. 5 and 6, the engine 8 is restarted.
- the lower limit value (L) and the upper limit value (U), which are reference values, are changed on the basis of the "current target discharge temperature (M)" to restart the engine 8 in the "motor drive mode". It can be actively changed according to this "target discharge temperature”.
- the restart point of the engine 8 is actively Variable control.
- the engine 8 is restarted in response to the low "target discharge temperature”. Can be delayed.
- control unit 20 when entering the "motor drive mode", when the temperature of the engine coolant drops (X) below the "lower limit value L", the engine 8 Do not restart it unconditionally.
- the temp door 9 opens the hot air passage 1c to the maximum (Y Is configured to restart the engine 8 only.
- the engine 8 is then restarted to control the "discharge air temperature” so that the engine 8 can be restarted. While delaying the operation as much as possible, the "indoor discharge air temperature" can be compensated sufficiently.
- controller 20 does not unconditionally restart the engine 8 even after the engine coolant temperature is lowered (X) below the lower limit L after entering the motor drive mode.
- the engine 8 is configured to be restarted only when the target discharge temperature is equal to or less than the value obtained by adding the preset temperature compensation value to the interior discharge air temperature.
- a temperature compensation value is set to 2 degreeC.
- the control unit 20 variably controls the "lower limit value L” and "upper limit value U", which are the criteria for restarting the engine 8, but the "motor drive mode". Is turned off or the above "release conditions” are met, for example, the engine coolant temperature is above the "release reference temperature” plus the "third temperature compensation value” preset to the "target discharge temperature”. Is satisfied, it is configured to stop the variable control of the "lower limit value L" and "upper limit value U" and return to the original state.
- control unit 20 determines again whether both the engine coolant temperature and the state of the air conditioning apparatus satisfies the predetermined "entry conditions" (S104).
- the control unit 20 has a predetermined time interval from the entry point of the "motor driving mode", for example, a second interval, and the "target” of the present time point.
- the control unit 20 When the calculation of the "temperature deviations E_now and E_prev” is completed, the control unit 20 includes two “temperature deviations E_now and E_prev” and the "temp door opening position T_prev” at the previous point. ”Is computed by [Calculation Formula 1] (S107), and the opening position correction value T-_now of the tempored door 9 with respect to the cold and hot air passages 1b and 1c is calculated (S109).
- the opening position of the temp door 9 is corrected in consideration of the "target discharge temperature” and the “discharge air temperature change factor”.
- the opening position of the temp door 9 is corrected to the optimum state in accordance with the "actual cabin discharge air temperature change” caused by the "target discharge temperature” and the “discharge air temperature change factor”.
- the "in-vehicle discharge air temperature” can be compensated more precisely in the "motor drive mode", and accordingly, the temperature in the cabin can be controlled to the optimum state in the "motor drive mode”.
- control unit 20 after entering the "motor drive mode", in the state of compensating control of the opening position of the temp door 9, the "motor drive mode” is released (OFF), or the predetermined "release condition” It is determined again to satisfy (S113).
- control unit 20 determines again whether both the engine coolant temperature and the state of the air conditioning apparatus satisfies the predetermined "entry conditions" (S204).
- control unit 20 calculates the "current target discharge temperature M" and the "first compensation value ⁇ " from the entry point of the "motor drive mode”.
- Formula 2 calculates the "lower limit value L" in real time (S205).
- control unit 20 compares and determines whether the "engine cooling water temperature” is reduced to "lower limit value L" below (S209).
- control unit 20 calculates and processes "current target discharge temperature M" and "second compensation value ⁇ " by [Calculation Formula 3] (S213). ), The "upper limit value U” is calculated in real time (S215).
- control unit 20 compares and determines whether the "engine cooling water temperature” has risen above the "upper limit value U" (S217).
- the control unit 20 stops the engine 8 (S219). Then, while the engine 8 is stopped, the consumption of fuel is limited, thereby improving fuel economy of the vehicle.
- control unit 20 after entering the "motor drive mode", the "motor drive mode” is released (OFF) in the state of variably controlling the "lower limit value L” and "upper limit value U", or It is determined again whether the "release condition" is satisfied (S221).
- the opening position of the tempored door 9 is corrected in response to the "change of discharge air temperature” in the vehicle compartment, but the influence on the "actual discharge air temperature change” is affected. Since it is a structure for correcting in consideration of various factors that give, the opening position of the temporal door 9 can be corrected to an optimal state in accordance with the "actual discharge air temperature change".
- the opening angle of the temp door 9 can be corrected in an optimum state according to the "actual discharge air temperature change" in the "motor drive mode", the "in-vehicle discharge air temperature” in the "motor drive mode". Can be compensated more precisely, so that the temperature inside the vehicle can be optimally controlled in the "motor drive mode".
- the engine 8 is restarted according to the engine coolant temperature, but the engine 8 is restarted in a variable manner according to the "target discharge temperature”.
- the air temperature ” can be compensated in an optimal state in accordance with the“ target discharge temperature ”while at the same time minimizing the restart of the engine 8, thereby preventing unnecessary restart of the engine 8.
- the engine 8 is restarted according to the engine coolant temperature, and the engine 8 is restarted so as to control the restart time of the engine 8 in conjunction with the "tempdoor opening angle". It is possible to sufficiently compensate the "in-vehicle discharge air temperature" only by controlling the "tempored door opening angle” without restarting the vehicle, and as a result, unnecessary restarting of the engine 8 can be prevented.
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Abstract
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Claims (12)
- 모터 구동모드로 진입한 후, 상기 엔진(8)의 냉각수 온도가 하한치(L) 이하로 저하될 시에는 엔진(8)을 재작동시키고, 엔진(8)의 냉각수 온도가 상한치(U) 이상으로 상승될 시에는 재작동된 상기 엔진(8)을 정지시키는 제어부(20)를 포함하는 하이브리드 차량용 공조장치에 있어서,상기 제어부(20)는,상기 하한치(L)와 상한치(U)를 내외기 온도조건과 사용자 설정온도에 의해 산출된 목표토출온도에 따라 가변시켜, 상기 모터 구동모드 시에 상기 엔진(8)의 재작동 시점이 상기 목표토출온도에 따라 능동적으로 가변될 수 있게 제어하는 것을 특징으로 하는 하이브리드 차량용 공조장치.
- 제 1항에 있어서,상기 제어부(20)가,상기 하한치(L)는 상기 목표토출온도(M)와 미리 정해진 제 1보상치(α)를 아래의 [식 1]로 연산하여 산출하고,상기 상한치(U)는 상기 목표토출온도(M)와 미리 정해진 제 2보상치(β)를 아래의 [식 2]로 연산하여 산출하는 것을 특징으로 하는 하이브리드 차량용 공조장치.[식 1]하한치(L) = 목표토출온도(M) + 제 1보상치(α)[식 2]상한치(U) = 목표토출온도(M) + 제 2보상치(β)
- 제 2항에 있어서,상기 제 1보상치(α)와 제 2보상치(β)는, 엔진 냉각수 온도의 측정오차를 보상하기 위한 상수값으로서, 상기 제 2보상치(β)가 상기 제 1보상치(α)보다 더 큰 크기를 갖는 것을 특징으로 하는 하이브리드 차량용 공조장치.
- 제 1항 내지 제 3항 중 어느 한 항에 있어서,상기 제어부(20)는,모터 구동모드 시에, 템프도어(9)의 개도위치에 따라 상기 엔진(8)을 재작동시키는 것을 특징으로 하는 하이브리드 차량용 공조장치.
- 제 4항에 있어서,상기 제어부(20)는,모터 구동모드 시에, 상기 엔진 냉각수 온도가 상기 하한치(L) 이하로 저하(X)되더라도, 상기 템프도어(9)가 최대난방(Max Warm) 위치일 경우에만 상기 엔진(8)을 재작동시키는 것을 특징으로 하는 하이브리드 차량용 공조장치.
- 제 4항에 있어서,상기 제어부(20)는,모터 구동모드 시에, 상기 엔진 냉각수 온도가 상기 하한치(L) 이하로 저하(X)되더라도, 상기 목표토출온도가 차실내 토출공기온도에 미리 설정된 온도보상치를 더한 값 이하인 경우에만, 상기 엔진(8)을 재작동시키는 것을 특징으로 하는 하이브리드 차량용 공조장치.
- 제 4항에 있어서,차실내로 토출되는 실제 공기온도를 감지하는 토출공기온도 감지수단(10)과;모터 구동모드의 진입 시에, 상기 모터 구동모드의 진입시점으로부터 미리 설정된 시간 간격을 두고, 현재시점의 목표토출온도와 토출공기온도 감지수단(10)의 차실내 토출공기온도 간의 온도편차(E_now) 및, 이전시점의 목표토출온도와 토출공기온도 감지수단(10)의 차실내 토출공기온도 간의 "온도편차(E_prev)"을 연산 처리하는 연산부(22)를 포함하며;상기 제어부(20)는,모터 구동모드의 진입 후, 상기 연산부(22)에서 미리 설정된 시간 간격으로 산출된 두 개의 온도편차(E_now), (E_prev) 와, 이전시점의 템프도어 개도위치(T_prev)를 미리 내장된 아래의 [식 3]으로 연산 처리하여 냉,온풍통로(1b, 1c)에 대한 템프도어(9)의 개도위치 보정값(T-_now)을 산출하고, 산출된 템프도어(9)의 개도위치 보정값(T-_now)을 근거로 상기 템프도어(9)의 개도위치를 보정하는 것을 특징으로 하는 하이브리드 차량용 공조장치.[식 3]T-_now = T_prev + Cp ××- E_prev) + Gi ×E_now](T-_now는 템프도어 개도위치 보정값(V), T_prev는 이전시점의 템프도어 개도위치(V), Cp는 비례 게인, Gp는 온도편차에 대한 상수값, E_now는 현재시점의 목표토출온도와 토출공기온도 간의 온도편차(℃), E_prev는 이전시점의 목표토출온도와 토출공기온도 간의 온도편차(℃), Gi는 적분 게인)
- 제 7항에 있어서,상기 제어부(20)는,상기 모터 구동모드 진입하더라도, 미리 설정된 진입조건들이 모두 만족되는 경우에 한정하여, 상기 [식 1], [식 2], [식 3]에 의한 상기 하한치(L)와 상한치(U)의 가변과, 상기 템프도어(9)의 개도위치 보정이 가능하도록 제어하는 것을 특징으로 하는 하이브리드 차량용 공조장치.
- 제 8항에 있어서,상기 제어부(20)에 내장된 상기 진입조건들은, 상기 엔진 냉각수 온도가 목표토출온도 이하인 조건과, 상기 템프도어(9)가 최대난방(Max Warm) 위치인 조건과, 상기 차실내 토출공기온도가 목표토출온도 이하인 조건이며;상기 제어부(20)는, 상기 모터 구동모드 진입 후, 상기 엔진 냉각수 온도가 목표토출온도 이하인 조건과, 상기 템프도어(9)가 최대난방 위치인 조건과, 상기 차실내 토출공기온도가 목표토출온도 이하인 조건이 모두 만족될 경우에만, 상기 [식 1], [식 2], [식 3]에 의한 상기 하한치(L)와 상한치(U)의 가변 제어와, 상기 템프도어(9)의 개도위치 보정 제어가 가능한 것을 특징으로 하는 하이브리드 차량용 공조장치.
- 제 8항에 있어서,상기 제어부(20)에 내장된 상기 진입조건들은, 상기 엔진 냉각수 온도가 목표토출온도에 미리 설정된 제 1온도보상치를 더한 제 1진입기준온도 이하인 조건과, 상기 템프도어(9)가 최대난방 위치인 조건과, 상기 차실내 토출공기온도가 목표토출온도에 미리 설정된 제 2온도보상치 만큼 뺀 제 2진입기준온도 이하인 조건이며;상기 제어부(20)는, 상기 모터 구동모드 진입 후, 상기 엔진 냉각수 온도가 상기 제 1진입기준온도 이하인 조건과, 상기 템프도어(9)가 최대난방 위치인 조건과, 상기 차실내 토출공기온도가 상기 제 2진입기준온도 이하인 조건이 모두 만족될 경우에만, 상기 [식 1], [식 2], [식 3]에 의한 상기 하한치(L)와 상한치(U)의 가변 제어와, 상기 템프도어(9)의 개도위치 보정 제어가 가능한 것을 특징으로 하는 하이브리드 차량용 공조장치.
- 제 8항에 있어서,상기 제어부(20)는,상기 모터 구동모드 진입 후, 상기 하한치(L)와 상한치(U)의 가변 제어하고, 상기 템프도어(9)의 개도위치를 보정 제어하는 상태에서, 상기 모터 구동모드가 해제(OFF)되거나, 또는 미리 설정된 해제조건에 만족되면, 상기 하한치(L)와 상한치(U)의 가변 제어와 상기 템프도어(9)의 개도위치 보정 제어를 해제하는 것을 특징으로 하는 하이브리드 차량용 공조장치.
- 제 11항에 있어서,상기 제어부(20)에 내장된 해제조건은, 상기 엔진 냉각수 온도가 목표토출온도에 미리 설정된 제 3온도보상치를 더한 해제기준온도 이상인 조건이며;상기 제어부(20)는, 상기 엔진 냉각수 온도가 상기 해제기준온도 이상인 조건에 만족되면, 상기 하한치(L)와 상한치(U)의 가변 제어와 상기 템프도어(9)의 개도위치 보정 제어를 해제하는 것을 특징으로 하는 하이브리드 차량용 공조장치.
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