U.S. patent application number 12/223129 was filed with the patent office on 2010-09-09 for electric compressor and air conditioning system for vehicle, using the electric compressor.
Invention is credited to Makoto Shibuya.
Application Number | 20100223947 12/223129 |
Document ID | / |
Family ID | 38309065 |
Filed Date | 2010-09-09 |
United States Patent
Application |
20100223947 |
Kind Code |
A1 |
Shibuya; Makoto |
September 9, 2010 |
Electric Compressor and Air Conditioning System for vehicle, Using
the Electric Compressor
Abstract
An electric compressor (20) comprises an electric motor (70)
enclosed in a motor casing (33), a division wall (60) dividing the
interior of the motor casing (33) and having an inner side surface
in contact with a working fluid before compressed, a leg (120)
integrally formed on an outer side surface of the division wall
(60), and a control board (111) with a microcomputer (112) for
driving the electric motor (70) mounted, the control board being
fixed to the leg (120).
Inventors: |
Shibuya; Makoto; (Kiryu-shi,
JP) |
Correspondence
Address: |
COHEN, PONTANI, LIEBERMAN & PAVANE LLP
551 FIFTH AVENUE, SUITE 1210
NEW YORK
NY
10176
US
|
Family ID: |
38309065 |
Appl. No.: |
12/223129 |
Filed: |
January 15, 2007 |
PCT Filed: |
January 15, 2007 |
PCT NO: |
PCT/JP2007/050426 |
371 Date: |
July 22, 2008 |
Current U.S.
Class: |
62/323.3 ;
417/410.1 |
Current CPC
Class: |
F04C 18/0215 20130101;
B60H 1/3223 20130101; B60H 2001/00614 20130101; F04C 23/008
20130101; F04C 29/047 20130101; F04C 2240/808 20130101 |
Class at
Publication: |
62/323.3 ;
417/410.1 |
International
Class: |
F25B 27/00 20060101
F25B027/00; F04B 35/04 20060101 F04B035/04 |
Foreign Application Data
Date |
Code |
Application Number |
Jan 30, 2006 |
JP |
2006-020483 |
Claims
1. An electric compressor, comprising: an electric motor for
driving a compression unit for compressing a working fluid,
enclosed in a housing together with the compression unit, a
division wall dividing the interior of the housing and having an
inner side surface in contact with a working fluid before
compressed by the compression unit, a leg integrally formed on an
outer side surface of the division wall, and a first circuit board
on which electric components for driving the electric motor are
mounted, the first circuit board being fixed to the leg.
2. The electric compressor according to claim 1, wherein at least
one of said electric components mounted on the circuit board is in
contact with said outer side surface.
3. The electric compressor according to claim 1, wherein a distal
end of the leg is in contact with a metal part of the circuit
board.
4. The electric compressor according to claim 3, wherein the metal
part is a ground terminal of the circuit board.
5. The electric compressor according to claim 2, wherein a distal
end of the leg is in contact with a metal part of the circuit
board.
6. The electric compressor according to claim 5, wherein the metal
part is a ground terminal of the circuit board.
7. The electric compressor according to claim 1, further
comprising: a temperature sensor fixed to the circuit board, and a
control means for driving the electric motor basing on a result of
detection by the temperature sensor.
8. The electric compressor according to claim 7, wherein when, in a
waiting state of the electric compressor, temperature detected by
the temperature sensor rises above an activation temperature, the
control means temporarily drives the electric motor.
9. The electric compressor according to claim 8, wherein when, in
the waiting state of the electric compressor, the temperature
detected by the temperature sensor drops to or below a stop
temperature, the control means stops the temporarily-driven
electric motor.
10. The electric compressor according to claim 1, further
comprising a second circuit board on which electric components for
driving the electric motor in cooperation with said electric
components on the first circuit board are mounted, wherein at least
one of the electric components on the second circuit board is in
contact with said outer side surface.
11. An automotive air conditioning system comprising an electric
compressor disposed in an engine room, said electric compressor
comprising: an electric motor for driving a compression unit for
compressing a working fluid, enclosed in a housing together with
the compression unit, a division wall dividing the interior of the
housing and having an inner side surface in contact with a working
fluid before compressed by the compression unit, a leg integrally
formed on an outer side surface of the division wall, and a first
circuit board on which electric components for driving the electric
motor are mounted, the first circuit board being fixed to the
leg.
12. The automotive air conditioning system according to claim 11,
wherein at least one of said electric components mounted on the
circuit board is in contact with said outer side surface.
13. The automotive air conditioning system according to claim 11,
wherein a distal end of the leg is in contact with a metal part of
the circuit board.
14. The automotive air conditioning system according to claim 13,
wherein the metal part is a ground terminal of the circuit
board.
15. The automotive air conditioning system according to claim 12,
wherein a distal end of the leg is in contact with a metal part of
the circuit board.
16. The automotive air conditioning system according to claim 15,
wherein the metal part is a ground terminal of the circuit
board.
17. The automotive air conditioning system according to claim 11,
wherein the electric compressor further comprises: a temperature
sensor fixed to the circuit board, and a control means for driving
the electric motor basing on a result of detection by the
temperature sensor.
18. The automotive air conditioning system according to claim 17,
wherein when, in a waiting state of the electric compressor,
temperature detected by the temperature sensor rises above an
activation temperature, the control means temporarily drives the
electric motor.
19. The automotive air conditioning system electric compressor
according to claim 18, wherein when, in the waiting state of the
electric compressor, the temperature detected by the temperature
sensor drops to or below a stop temperature, the control means
stops the temporarily-driven electric motor.
20. The automotive air conditioning system according to claim 11,
wherein the electric compressor further comprises a second circuit
board on which electric components for driving the electric motor
in cooperation with said electric components on the first circuit
board are mounted, and at least one of the electric components on
the second circuit board is in contact with said outer side
surface.
Description
TECHNICAL FIELD
[0001] This invention relates to an electric compressor and an
automotive air conditioning system, and particularly an electric
compressor suited for an automotive air conditioning system.
BACKGROUND ART
[0002] Electric compressors have a compression unit and an electric
motor enclosed in a housing. Some electric compressors have also an
inverter circuit for driving the electric motor and a control
circuit for controlling the inverter circuit, within the
housing.
[0003] These circuits, particularly the inverter circuit tends to
become high in temperature while supplying electric power to the
electric motor. Thus, the circuit board of the inverter circuit is
arranged in a low-temperature region within the housing. For
example, the electric compressor disclosed in Japanese Unexamined
Patent Publication No. 2003-139069 has a circuit board of an
inverter circuit fixed in close contact with a division wall of the
housing, where the division wall is cooled by a working fluid
before compressed by the compression unit.
[0004] In addition, the electric compressor disclosed in the above
publication has a temperature sensor attached to the circuit board.
When the temperature detected rises above an upper limit, the
rotation speed of the motor is increased to increase the flow rate
of the working fluid, thereby cooling the circuit sufficiently.
Thus, in this electric compressor, the electric components
constituting the circuit are expected to be prevented from
overheating, which results in an increase in durability of the
circuit, and therefore of the compressor.
DISCLOSURE OF THE INVENTION
[0005] The primary object of this invention is to provide an
electric compressor which is further increased in reliability of
preventing the overheating of the electric components and therefore
has a further increased durability, and an automotive air
conditioning system using the electric compressor.
[0006] In order to achieve the above object, an electric compressor
according to the present invention comprises an electric motor for
driving a compression unit for compressing a working fluid,
enclosed in a housing together with the compression unit; a
division wall dividing the interior of the housing and having an
inner side surface in contact with a working fluid before
compressed by the compression unit; a leg integrally formed on an
outer side surface of the division wall; and a first circuit board
on which electric components for driving the electric motor are
mounted, the first circuit board being fixed to the leg.
[0007] In the electric compressor according to the present
invention, the circuit board is fixed to the leg integrally formed
on the division wall. Since heat is efficiently transferred between
the circuit board and the division wall via the leg, the circuit
board has an increased heat radiation performance. Consequently,
the electric components mounted on the circuit board are reliably
prevented from overheating and therefore have an increased
durability, which leads to an increased durability of the
compressor.
[0008] Desirably, at least one of the electric components mounted
on the circuit board is in contact with said outer side surface.
Desirably, the electric compressor further comprises a second
circuit board on which electric components for driving the electric
motor in cooperation with the electric components on the first
circuit board are mounted, where at least one of the electric
components on the second circuit board is in contact with said
outer side surface. In these desirable configurations of the
electric compressor, the electric component in direct contact with
the outer side surface of the division wall has an increased heat
radiation performance. This prevents the overheating of this
electric component and therefore increases the durability of this
electric component, which leads to an increased durability of the
compressor.
[0009] Desirably, a distal end of the leg is in contact with a
metal part of the circuit board. In this desirable configuration of
the electric compressor, the contact between the distal end of the
leg and the metal part of the control board allows efficient heat
transfer between the leg and the circuit board, so that the circuit
board has a further increased heat radiation performance. This
increases the reliability of preventing the overheating of the
electric components mounted on the circuit board.
[0010] Desirably, the metal part is a ground terminal of the
circuit board. In this desirable configuration of the electric
compressor, the contact between the distal end of the leg and the
ground terminal allows heat produced in the circuit board to be
efficiently transferred to the leg via ground wiring provided to
extend across the entire circuit board. Further, since the electric
components mounted on the circuit board are connected with the
ground wiring, heat produced in the electric components is also
efficiently transferred to the leg via the ground wiring. This
further increases the reliability of preventing the overheating of
the electric components mounted on the circuit board.
[0011] Desirably, the electric compressor further comprises a
temperature sensor fixed to one or each of the first and second
circuit boards and a control means for driving the electric motor
basing on a result of detection by the temperature sensor. In this
desirable configuration of the electric compressor, the temperature
of an electric component is detected by the temperature sensor, and
the control means drives the electric motor basing on a result of
detection by the temperature sensor. The electric motor drives the
compression unit, so that a low-pressure working fluid is drawn to
the compression unit across the housing. In this process, the
division wall is cooled by the flowing working fluid, so that the
electric components are prevented from overheating.
[0012] Desirably, it is arranged such that when, in a waiting state
of the electric compressor, temperature detected by the temperature
sensor rises above an activation temperature, the control means
temporarily drives the electric motor. In this desirable
configuration of the electric compressor, when in a waiting state
of the electric compressor, temperature detected by the temperature
sensor rises above an activation temperature, the electric motor is
temporarily driven. The electric motor drives the compression unit,
so that a low-pressure working fluid is drawn to the compression
unit across the housing. Thus, also in the waiting state of the
electric motor, the division wall is cooled by the flowing working
fluid, so that the electric components are prevented from
overheating.
[0013] Here, the waiting state means a state in which an electric
compressor, incorporated in a system to allow the system to perform
a specific function, does not need to operate since the system is
not performing that function. For example, for an electric
compressor used in an automotive air conditioning system, the
waiting state is a state in which cooling or dehumidifying the
vehicle interior is not required.
[0014] Desirably, it is arranged such that when, in the waiting
state of the electric compressor, the temperature detected by the
temperature sensor drops to or below a stop temperature, the
control means stops the temporarily-driven electric motor. In this
desirable configuration of the electric compressor, when in the
waiting state of the electric compressor, the temperature detected
by the temperature sensor drops to or below a stop temperature, the
temporarily-driven electric motor is stopped. This allows the
compressor to prevent the overheating of the electric components,
keeping energy consumption at a low level.
[0015] In order to achieve the above-mentioned object, an
automotive air conditioning system according to the present
invention has an electric compressor in any of the above-described
configurations, disposed in an engine room.
[0016] In the automotive air conditioning system according to the
present invention, the electric compressor has an increased
durability, which results in an increase in durability of the whole
system.
[0017] Let us consider the case in which the automotive air
conditioning system is arranged such that when, in the waiting
state of the electric compressor, the temperature detected by the
temperature sensor rises above the activation temperature, the
control means of the electric compressor temporarily drives the
electric motor. In this particular configuration, for example, even
if the automotive air conditioning system is not performing a
cooling or a dehumidification function while the engine is
operating, when the engine room becomes hot so that the temperature
detected by the temperature sensor exceeds the activation
temperature, the electric motor is driven. Thus, the automotive air
conditioning system arranged this way is increased in reliability
of preventing the overheating of the electric components of the
electric compressor, which leads to a further increase in
durability of the whole system.
BRIEF DESCRIPTION OF THE DRAWINGS
[0018] FIG. 1 is a diagram showing a schematic configuration of an
embodiment of an automotive air conditioning system;
[0019] FIG. 2 is a diagram showing a vertical cross section of an
electric compressor applied to the system shown in FIG. 1;
[0020] FIG. 3 is a diagram showing a part near the distal end of a
leg in the cross section shown in FIG. 2, on an enlarged scale;
[0021] FIG. 4 is a diagram schematically showing wire connections
between an electric compressor, a battery and an air conditioning
control device of the system shown in FIG. 1;
[0022] FIG. 5 is a flow chart schematically showing a protective
operation program, which is executed by a control circuit shown in
FIG. 4;
[0023] FIG. 6 is a diagram showing a part near a circuit chamber of
a variant of the compressor; and
[0024] FIG. 7 is a flow chart schematically showing a variant of
the protective operation program, which is executed by the air
conditioning control device shown in FIG. 4 as an interruption
routine.
BEST MODE OF CARRYING OUT THE INVENTION
[0025] FIG. 1 shows a schematic configuration of an embodiment of
an automotive air conditioning system.
[0026] The system includes a refrigeration circuit 10, and a
refrigerant circulation passage 11 of the refrigeration circuit 10
extends from a vehicle engine room 12 into a vehicle interior 14
through a partition wall 13. Within the engine room 12, an electric
compressor 20, a condenser 21, a receiver 22 and an expansion valve
23 are disposed in the refrigerant circulation passage 11 in this
order as viewed in the direction of the refrigerant circulation.
The electric compressor 20 is arranged near the engine 24, and the
condenser 21 is arranged near a vehicle radiator grill, together
with a fan (not shown).
[0027] Within the vehicle interior 14, an evaporator 25 is disposed
in the refrigerant circulation passage 11. The evaporator 25 is
located downstream of the expansion valve 23. A front part of the
vehicle interior 14 is defined as an instrument room 27 by an
instrument panel 26, and the evaporator 25, enclosed in an
air-conditioning unit housing 28 together with a blower (not
shown), is arranged within the instrument room 27.
[0028] FIG. 2 shows an electric scroll compressor used as the
compressor 20. The compressor 20 has an approximately cylindrical
housing 30, and the housing 30 has a unit casing 31, a support wall
32 and a motor casing 33 which are made of metal and arranged in
this order, from the right to the left in FIG. 2.
[0029] The unit casing 31 is in the shape of a cup, and a scroll
unit 40 is enclosed in the unit casing 31. The scroll unit 40 has a
fixed scroll 41 and a movable scroll 42, and the fixed scroll 41 is
fixed to an end wall of the unit casing 31 by a plurality of fixing
bolts 43.
[0030] The interior of the unit casing 31 is axially divided in two
by a base plate of the fixed scroll 41, and a discharge chamber 44
is defined between the base plate of the fixed scroll 41 and the
end wall of the unit casing 31. A discharge port 45 communicating
with the discharge chamber 44 is formed in the cylindrical wall of
the unit casing 31, at a position near the end wall of the unit
casing 31. The discharge port 45 is connected to the condenser 21
by a segment of refrigerant circulation passage 11.
[0031] The movable scroll 42 is arranged to the motor casing 33
side, and the fixed and movable scrolls 42, 42 are engaged such
that a plurality of compression chambers 46 are formed between
their spiral walls. As the movable scroll 42 moves circularly
relative to the fixed scroll 41, the chambers 46 shift toward the
center of the fixed and movable scrolls 41, 42, reducing their
volumes. The compression chamber 46 that has arrived at the center
communicates with the discharge chamber 44 via a discharge hole 47
formed approximately at the center of the base plate of the fixed
scroll 41. The discharge hole 47 is opened and closed by a
discharge valve (not shown). The discharge valve is a reed valve
attached to the end face of the fixed scroll 41 which faces the
discharge chamber 44. Reference sign 48 indicates a valve holddown
member which regulates the opening of the reed valve.
[0032] Within the unit casing 31, there is defined an intake
chamber 49 surrounding the movable scroll 42. The compression
chamber 46 that is at the radially outermost position communicates
with the intake chamber 49.
[0033] A support wall 32 is fitted to the open end of the unit
casing 31. The support wall 32 has a shaft hole in the center, and
a communication hole 34 outside the shaft hole. A rotary shaft 50
is passed through the shaft hole, and a ball bearing 51 is fitted
between the shaft hole and the rotary shaft 50. The rotary shaft 50
has a large-diameter end portion 52 positioned within the unit
housing 31. On a crank pin 53 projecting from the large-diameter
end portion 52, an eccentric bush 54 is fitted. The eccentric bush
54 is enclosed in a boss 55 formed on the rear side of the movable
scroll 42, and a needle bearing 56 is fitted between the eccentric
bush 54 and the boss 55. By these crank pin 53, eccentric bush 54
and needle bearing 56, rotation of the rotary shaft 50 is
translated into circular motion of the movable scroll 42.
[0034] Between the base plate of the movable scroll 42 and the
support wall 32, a ball coupling 57 is provided. The ball coupling
57 not only prevents the movable scroll 42 from rotating on its
axis while moving circularly relative to the fixed scroll 41, but
also functions as a thrust bearing to receive reaction force
against compression from the movable scroll 42.
[0035] A motor casing 33 is in the shape of a cylinder open at
either end. The motor casing 33 and the unit casing 31 are
connected by a plurality of connecting bolts 58, with the support
wall 32 interposed between their open ends.
[0036] The interior of the motor casing 31 is axially divided in
two by a division wall 60. A stator chamber 61 is defined between
the division wall 60 and the support wall 32. An intake port 62
communicating with the stator chamber 61 is formed in the
cylindrical wall of the motor casing 33, at a position near the
division wall 60. The intake port 62 is connected to the evaporator
25 by a segment of refrigerant circulation passage 11.
[0037] The above-mentioned rotary shaft 50 extends across the
stator chamber 61, and the end of the rotary shaft 50 opposite the
large-diameter end is located near the division wall 60. A
cylindrical bearing support projects from the center of the
division wall 60, and a ball bearing 63 is fitted between the inner
surface of the bearing support and the rotary shaft 50. Thus, the
rotary shaft 50 is rotatably supported by the ball bearings 51, 63
in a pair.
[0038] The rotary shaft 50 constitutes a part of a rotor 71 of, for
example a brushless three-phase induction motor 70. A laminated
member 72 constituted by annular magnetic steel sheets, serving as
an approximately cylindrical iron core, is fitted on the rotary
shaft 50. The laminated member 72 is held between end plates 73 in
a pair at the opposite ends. The end plates 73 are connected by a
plurality of rivets 74.
[0039] The laminated member 72 of the rotor 71 is surrounded by a
stator 80, and the stator 80 includes an approximately cylindrical
core 81. The core 81 is fitted into the inner cylindrical surface
of the motor casing 33 and fixed to the division wall 60 by fixing
bolts 82. A plurality of slots are formed in the inner cylindrical
surface of the core 81, circumferentially apart from each other, so
that stator teeth are provided between the adjacent slots. Wire is
wound around each stator tooth to form coils 83. By supplying a
current to the coils 83, each stator tooth is magnetized.
[0040] The laminated member 72 of the rotor 71 and the stator 70
are located approximately in the middle in the axial direction of
the stator chamber 61, and the division wall 60 side and the
support wall 32 side of the stator chamber 61 communicate with each
other, for example through a gap (not shown) provided between the
laminated member 72 and the stator 80. Thus, the intake port 62
communicates with the intake chamber 49 via the stator chamber
61.
[0041] From the coils 83 of the stator 80, three input lines (not
shown) extend, and the ends of the three input lines are connected
to ends of three pins 90 extending through the division wall 60 in
an air-tight and insulated manner, respectively. Only one of the
three pins 90 is shown in FIG. 1.
[0042] The other ends of the three pins 90 located within a circuit
chamber 91 function as an input of the electric motor 70, namely,
U-, V- and W-terminals. The circuit chamber 91 is defined between
the division wall 60 and an end plate 92 fixed at the end of the
motor casing 33 opposite the support wall.
[0043] An output of an inverter circuit 100 disposed in the circuit
chamber 91 is electrically connected to the above-mentioned ends of
the pin 90, namely, the U-, V-, and W-terminals. The inverter
circuit 100 is a three-phase bridge circuit, and includes a printed
circuit board 101 (hereinafter referred to as an "inverter board")
and an IGBT module 102 mounted on the inverter board 101.
[0044] The inverter board 101 is arranged near and parallel to the
division wall 60 and screwed to the division wall 60. The IGBT
module 102 is located between the inverter board 101 and the
division wall 60, and the upper surface of the IGBT module 102 is
in direct plane contact with the division wall 60. When viewed in
the circumferential direction of the motor casing 33, the IGBT
module 102 is in contact with the division wall 60 at the position
approximately corresponding to the intake port 62.
[0045] An input of the inverter circuit 100 is electrically
connected to a battery 109 (DC power source) disposed in the engine
room 12, via an input/output plug 108 attached to the cylindrical
wall of the motor casing 33. The input of the inverter circuit 100
is also electrically connected to an output of a control circuit
110, which is also disposed in the circuit chamber 91.
[0046] The control circuit 110 is provided to perform VVVF control
(variable-voltage variable-frequency control) on the inverter
circuit 100, and includes a printed circuit board 111 (hereinafter
referred to as a "control board") and electric components, such as
a microcomputer 112 and a capacitor 113, mounted on the control
board 111.
[0047] The control board 111 is larger than the inverter board 101,
and located further from the division wall 60 than the inverter
board 101 is. The control board 111 is supported by a plurality of
columnar legs 120. Each leg 120 integrally projects from the
division wall 60, and when viewed in the axial direction of the
motor casing 33, the distal ends of all the legs 120 are on the
same imaginary plane. Since the circuit chamber 91 side surface of
the division wall 60 is not flat, the legs 120 are different in
length.
[0048] As shown in FIG. 3, bottomed threaded holes 121 open at the
centers of the distal ends of the legs 120, respectively. The
control board 111 has through holes 122 at the positions
corresponding to the threaded holes 121. Each of the through holes
122 has its open ends in metal lands 123, 124 formed on each side
of the control board 111. The inner surface of the through hole 122
is covered with a metal coating 125, and the metal coating 125
connects the lands 123, 124.
[0049] Each through hole 122 extends through a metal layer 126
provided within the control board 111 for grounding, and the metal
coating 125 and the metal layer 126 are joined. When the control
board 111 is fixed to the legs 120 by fastening screws 127 into the
threaded holes 121 via the through holes 122, the distal ends of
the legs 120 and the heads of the screws 127 come in direct plane
contact with the corresponding lands 123, 124, respectively.
[0050] Referring back to FIG. 2, an input of the control circuit
110 is connected to an air conditioning control device 130 via the
above-mentioned input/output plug 108. The air conditioning control
device 130 is placed in the above-mentioned instrument room 27.
[0051] This electric compressor 20 further includes temperature
protection circuits for the inverter circuit 100 and the control
circuit 110, respectively, and the temperature protection circuits
include a temperature sensor 150 mounted on the inverter board 101
and a temperature sensor 151 mounted on the control board 111,
respectively. The temperature sensor 150 on the inverter board 101
is arranged near the IGBT module 102 to detect the temperature of
the IGBT module 102, and the temperature sensor 151 on the control
board 111 is arranged near the microcomputer 112 to detect the
temperature of the microcomputer 112. The temperature sensors 150,
151 are electrically connected to the input of the control circuit
110.
[0052] The circuit chamber 91 is filled with a resin material to
protect the inverter circuit 100, the control circuit 110 and the
temperature protection circuits against vibration, although
hatching for indicating the resin material is omitted in FIG.
2.
[0053] FIG. 4 schematically shows wire connections between the
above-described electric motor 70, inverter circuit 100, control
circuit 110, air conditioning control device 130, temperature
protection circuits and battery 109.
[0054] As seen from FIG. 4, the IGBT module 102 includes six IGBTs
(insulated-gate bipolar transistors) 160, which are power
transistors, six feedback diodes 161 and a smoothing capacitor 162.
The control circuit 110 switches a gate voltage to the gate
terminal of each IGBT 160 on and off.
[0055] Next, the operation of the above-described automotive air
conditioning system will be described.
[0056] The air conditioning control device 130 performs main
control over the automotive air conditioning system. When the
vehicle interior 14 needs to be cooled or dehumidified according to
an instruction given by a passenger, the air conditioning control
device sends a control signal to the control circuit 110 of the
electric compressor 20. Receiving the control signal, the control
circuit 110 applies a gate voltage to the IGBTs 160 of the inverter
circuit 100, thereby driving the electric motor 70. As the electric
motor 70 operates, the rotary shaft 50 rotates, which causes the
movable scroll 42 to move circularly. The circular movement of the
movable scroll 42 results in shift of the compression chambers
46.
[0057] As the compression chambers 46 shift, an intake step, namely
a step of taking a refrigerant, or a working fluid from the intake
chamber 49 into the compression chambers 46, a compression step,
namely a step of compressing the taken-in refrigerant in the
compression chambers 46, and a discharge step, namely a step of
discharging the compressed refrigerant from the compression
chambers 46 into the discharge chamber 44 are performed. In other
words, the refrigerant in gas form in the evaporator 25 is drawn to
the intake port 62 via the refrigerant circulation passage 11, and
the refrigerant in high-temperature liquid form is sent from the
discharge port 45 to the condenser 21 via the refrigerant
circulation passage 11.
[0058] Here, the gaseous refrigerant in the evaporator 25 results
from almost complete vaporization of the refrigerant exiting the
expansion valve 23 in a wet state. An air current created by a
blower to flow across the exterior of the evaporator 25 is cooled
by the refrigerant taking heat to vaporize. The resulting cold air
is heated as necessary, and then caused to flow into the vehicle
interior 14, so that the vehicle interior 14 is cooled or
dehumidified.
[0059] In addition to the above-described main control performed by
the air conditioning control device 130, the microcomputer 112 of
the control circuit 110 constantly executes a temperature
protection program shown in FIG. 5. It is to be noted that the
microcomputer 112 executes two temperature protection programs
provided for the IGBT module 102 and the microcomputer 112, in
parallel. Since these two temperature protection programs are
almost the same in structure, the temperature protection program
for the microcomputer 112 will be described as an example.
[0060] According to the temperature protection program, first
whether or not the control circuit 110 is requested by the air
conditioning control device 130 to activate the compressor 20,
namely whether or not the control circuit 110 has received from the
air conditioning control device 130 a control signal indicating
that the compressor 20 should be activated (S10). As long as the
air conditioning control device 130 requests activation of the
compressor 20, step S10 of the program is repeated. If the air
conditioning control device 130 does not request activation of the
compressor 20, the control circuit 110 determines whether or not
the compressor 110 is in operation (S20).
[0061] If at step S20, it is determined that the compressor 20 is
at rest, whether or not the temperature Tm of the microcomputer 112
detected by the temperature sensor 150 is higher than a
predetermined activation temperature T2 is determined (S30). The
activation temperature T2 is 85.degree. C., for example. If the
temperature Tm is not higher than the activation temperature T2,
the flow of control returns to step S10. If the temperature Tm is
higher than the activation temperature T2, the control circuit 110
applies a gate voltage to each of the IGBTs 160 at predetermined
timings, thereby driving the electric motor 70, thereby activating
the compressor 20 (S40).
[0062] After the compressor 20 is activated, the control circuit
110 determines whether or not the temperature Tm is lower than a
predetermined stop temperature T1 (S50). The stop temperature T1 is
lower than the activation temperature T2, and 80.degree. C., for
example. If the temperature Tm is lower than the stop temperature
T1, the control circuit 110 ceases to apply the gate voltage to
each of the IGBTs 160, thereby stopping the electric motor 70,
thereby stopping the compressor 20 (S60). If the temperature Tm is
not lower than the stop temperature T1, the flow of control returns
to step S10. If the air conditioning control device 130 does not
request the activation of the compressor 20 when the flow of
control has returned to step S10, it means that the compressors 20
has been activated at step S40 in a preceding cycle. Thus, the flow
of control jumps to step S50 from step S20.
[0063] The schematic structure of the temperature protection
program for the microcomputer 112 is as described above. In the
temperature protection program for the IGBT module 102, the
temperature Tm in the temperature protection program for the
microcomputer 112 is replaced with the temperature Ti of the IGBT
module 102 measured by the temperature sensor 150.
[0064] In the above-described embodiment of the automotive air
conditioning system, the electric compressor 20 has an increased
durability compared with the compressor in the conventional system,
which results in an increased durability of the whole system. The
reasons for the increase in durability of the electric compressor
20 are as follows:
[0065] In the electric compressor 20, the control board 111,
disposed farther from the division wall 60 than the inverter board
101, is fixed to the distal ends of the legs 120 integrally formed
on the division wall 60. Since heat is efficiently transferred
between the control board 111 and the division wall 60 via the legs
120, the control board 111 has an increased heat radiation
performance. Consequently, the electric components mounted on the
control board 111 to constitute the control circuit 110, such as
the microcomputer 112 and the capacitor 113, are reliably prevented
from overheating, which results in an increase in durability of the
electric components constituting the control circuit 110, and
therefore of the compressor 20.
[0066] Further, in the electric compressor 20, the IGBT module 102
mounted on the inverter board 101 is in direct contact with the
circuit chamber 91 side surface of the division wall 60, so that
the IGBT module 102 has an increased heat radiation performance.
Thus, the IGBT module 102, or in other words, the electric
components constituting the inverter circuit 100, such as the IGBTs
160, the feedback diodes 161 and the smoothing capacitor 162, are
prevented from overheating and therefore have an increased
durability, which results in an increase in durability of the
compressor 20.
[0067] Further, in the electric compressor 20, the distal end of
each leg 120 is in contact with the metal land 123 on the control
board 111, which allows efficient heat transfer between the legs
120 and the control board 111, so that the control board 111 has a
further increased heat radiation performance. This increases the
reliability of preventing the overheating of the electric
components constituting the control circuit 110.
[0068] Further, in the electric compressor 20, each land 123 is
joined to the metal layer 126 provided for grounding the control
circuit 110 and functions as a ground terminal. The contact between
the distal ends of the legs 120 and the lands 123 allows heat
produced in the control board 111 to be efficiently transferred to
the legs 120 via the metal layer 126 provided to extend across the
entire control board 111 in a predetermined pattern. Particularly,
since the metal layer 126 is connected to the respective electric
components constituting the control circuit 110, heat produced in
the electric components is also efficiently transferred to the legs
120 via the metal layer 126. This further increases the reliability
of preventing the overheating of the electric components
constituting the control circuit 110.
[0069] Further, the temperatures Ti, Tm of the IGBT module 102 and
the microcomputer 102 are detected by the temperature sensors 150,
151, respectively, and the electric compressor 20 is activated by
the microcomputer 112 of the control circuit 110 on the basis of
the detection results. Specifically, even in a waiting state in
which the electric compressor 20 is not requested to operate by the
air conditioning control device 130, if at least one of the
temperatures Ti, Tm detected by the temperature sensors 150, 151
rises above the activation temperature T2, the electric compressor
20 is temporarily activated by the microcomputer 112 of the control
circuit 110. When the electric compressor 20 is activated, the
electric motor 70 drives the scroll unit 40, i.e., the compression
unit, so that a low-pressure refrigerant is drawn to the
compression unit across the stator chamber 61. Thus, also in the
waiting state, the division wall 60 is cooled by the flowing
refrigerant, so that the electric components, including the IGBT
module 102 and the microcomputer 112, are prevented from
overheating.
[0070] Further, if, in the waiting state, the temperatures Ti, Tm
detected by the temperature sensors 150, 151 drop to or below the
stop temperature T1, the electric compressor 20 is stopped by the
microcomputer 112 of the control circuit 110. This allows the
electric compressor 20 to prevent the overheating of the electric
components, keeping power consumption at a low level.
[0071] Specifically, in the automotive air conditioning system
using this electric compressor 20, for example when the operation
of the engine 24 makes the engine room 12 hot so that the
temperatures Ti, Tm detected by the temperature sensors 150, 151
exceed the activation temperature T2, the electric compressor 20 in
the waiting state is temporarily activated. Thus, in this system,
the electric components used in the electric compressor 20 are
prevented from overheating with an increased reliability, which
results in a further increase in durability of the whole
system.
[0072] The present invention is not limited to the above-described
embodiment but can be modified in various ways. For example,
although in the described embodiment, the inverter circuit 100, the
control circuit 110 and the temperature protection circuits are
disposed in the circuit chamber 91, another circuit can be disposed
therein.
[0073] Further, the number of circuit boards disposed therein is
not limited to two, namely the inverter board 101 and the control
board 111. For example, as shown in FIG. 6, the inverter circuit,
the control circuit and the protection circuits can be constructed
on a single circuit board 155.
[0074] Although in the described embodiment, the control board 111
is fixed to the distal ends of the legs 120, the number of legs 120
can be reduced up to one. The shape as well as the size of the leg
is not limited to a particular one. The leg can be in the shape of
a circular column, an elliptic column, a rectangular column, a
circular truncated cone or the like. In an example where a single
circuit board is fixed to four legs in the shape of a circular
column, the legs measure no less than 5 mm but no greater than 30
mm in length and no less than 10 mm but no greater than 14 mm in
diameter, for example.
[0075] Although in the described embodiment, the inverter circuit
is constructed using an IGBT module, the inverter circuit can use
power transistors other than IGBTs as switching devices.
[0076] Although in the described embodiment, two temperature
sensors 150, 151 are arranged to measure the temperatures Ti, Tm of
the IGBT module 102 and the microcomputer 112, the temperature
sensors can be arranged to measure the temperatures of other
electric components. Further, the number of temperature sensors
provided is not limited to two.
[0077] Although in the described embodiment, the electric motor 70
of the electric compressor 20 is a brushless induction motor, the
structure of the electric motor provided is not limited to a
particular one. Further, although in the described embodiment, the
electric compressor 20 is an electric scroll compressor having a
compression unit constituted by a scroll unit 40, the electric
compressor can be an electric reciprocating compressor having a
compression unit constituted by a cylinder block and a piston.
[0078] Although in the described embodiment, the microcomputer 112
of the control circuit executes a protective operation program, it
can be arranged such that the air conditioning control device 130
provided outside the compressor 20 executes a protective operation
program, for example as an interrupt routine, in addition to
programs for main control. In this case, the temperature sensors
150, 151 are connected to the air conditioning control device 130
as indicated in broken lines in FIG. 4. As seen from FIG. 7, the
protective operation program executed by the air conditioning
control device 130 is slightly different from the flow chart shown
in FIG. 5. Specifically, it differs in that the air conditioning
control device 130 determines whether or not it is requested, in
the main control, that the control circuit 110 should activate the
compressor 20 (S10'), requests the control circuit 110 to activate
the compressor 20 (S40'), and requests the control circuit 110 to
stop the compressor 20 (S60').
[0079] Last, it goes without saying that the electric compressor
according to the present invention is applicable to systems other
than the automotive air conditioning system.
* * * * *