U.S. patent application number 13/636725 was filed with the patent office on 2013-03-14 for method for managing a hybrid compressor of an air-conditioning circuit.
This patent application is currently assigned to VALEO SYSTEMES DE CONTROLE MOTEUR. The applicant listed for this patent is Thierry Cheng, Michel Forissier, Laurent Labaste-Mauhe, Patrick Sega. Invention is credited to Thierry Cheng, Michel Forissier, Laurent Labaste-Mauhe, Patrick Sega.
Application Number | 20130064685 13/636725 |
Document ID | / |
Family ID | 42331999 |
Filed Date | 2013-03-14 |
United States Patent
Application |
20130064685 |
Kind Code |
A1 |
Cheng; Thierry ; et
al. |
March 14, 2013 |
METHOD FOR MANAGING A HYBRID COMPRESSOR OF AN AIR-CONDITIONING
CIRCUIT
Abstract
The invention relates to a method for managing a hybrid
compressor (10) for an air-conditioning circuit of a motor vehicle
having a heat engine, said hybrid compressor being suitable for
being driven, on the one hand, by said heat engine and, on the
other hand, by an electric motor (20) during phases in which the
drive of the compressor (10) by means of the heat engine is
interrupted. According to the invention, during a phase in which
the drive is interrupted, said method comprises starting said
electric motor (20) before said drive interruption begins. The
invention can be used for air-conditioning motor vehicles having a
heat engine and provided with an automatic stopping and restarting
system.
Inventors: |
Cheng; Thierry; (Les
Breviaires, FR) ; Sega; Patrick; (Maison Laffitte,
FR) ; Labaste-Mauhe; Laurent; (Paris, FR) ;
Forissier; Michel; (Croissy Sur Seine, FR) |
|
Applicant: |
Name |
City |
State |
Country |
Type |
Cheng; Thierry
Sega; Patrick
Labaste-Mauhe; Laurent
Forissier; Michel |
Les Breviaires
Maison Laffitte
Paris
Croissy Sur Seine |
|
FR
FR
FR
FR |
|
|
Assignee: |
VALEO SYSTEMES DE CONTROLE
MOTEUR
Cergy Saint Christophe
FR
|
Family ID: |
42331999 |
Appl. No.: |
13/636725 |
Filed: |
March 22, 2011 |
PCT Filed: |
March 22, 2011 |
PCT NO: |
PCT/FR2011/050591 |
371 Date: |
November 19, 2012 |
Current U.S.
Class: |
417/44.1 |
Current CPC
Class: |
B60H 1/3208 20130101;
F04D 27/02 20130101; F04B 35/06 20130101; B60H 2001/3266 20130101;
B60H 2001/3272 20130101; B60H 2001/3294 20130101; F04D 27/00
20130101; B60H 1/3211 20130101; F04B 35/002 20130101; F04B 35/04
20130101 |
Class at
Publication: |
417/44.1 |
International
Class: |
F04D 27/00 20060101
F04D027/00 |
Foreign Application Data
Date |
Code |
Application Number |
Mar 31, 2010 |
FR |
1052377 |
Claims
1. A method for managing a hybrid compressor for an
air-conditioning circuit of an engine motor vehicle, the hybrid
compressor being able to be driven by said engine and by an
electric motor during phases of interruption of driving of the
compressor by the engine, the method comprising: during a driving
interruption phase, starting said electric motor before
commencement of said driving interruption.
2. The method as claimed in claim 1, wherein the hybrid compressor
comprises: a first refrigerant fluid compression chamber comprising
a first compression rod able to be driven by said engine, and a
second refrigerant fluid compression chamber comprising a second
compression rod able to be driven by said electric motor, wherein
the method further comprises: detecting by anticipation a phase of
interruption of driving of the first compression rod by the engine,
switching the refrigerant fluid from the first to the second
compression chamber, and starting the electric motor before
commencement of the interruption of driving of the first
compression rod by the engine.
3. The method as claimed in claim 1, wherein the hybrid compressor
comprises: a variable-capacity refrigerant fluid compression
chamber comprising a single compression rod able to be driven by
the engine in a higher interval of capacities and by the electric
motor in a lower interval of capacities, wherein the method further
comprises: detecting by anticipation a phase of interruption of
driving of the compression rod by the engine, switching the
capacity of the compressing chamber from the higher interval to the
lower interval of capacities, and starting the electric motor
before commencement of the interruption of driving of the
compression rod by the engine.
4. The method as claimed in claim 2, wherein said driving
interruption is a stopping of the engine.
5. The method as claimed in claim 4, wherein said stopping of the
engine is an automatic stopping determined by a function for
automatic stopping and restarting of the engine of the vehicle
("Stop and Start").
6. The method as claimed in claim 2, wherein said driving
interruption is a decoupling of the engine from a compression rod
of the hybrid compressor.
7. The method as claimed in claim 6, wherein the decoupling of the
engine is determined by a function for automatic stopping and
restarting of the engine of the vehicle ("Stop and Start").
8. The method as claimed in claim 6, wherein the decoupling of the
engine is determined by a vehicle acceleration request.
9. The method as claimed in claim 1, wherein the starting of the
electric motor before the commencement of the interruption of
driving of the hybrid compressor by the engine is carried out by
means for detecting stopping of the engine of a function for
automatic stopping and restarting of the engine of the vehicle
("Stop and Start").
10. The method as claimed in claim 8, wherein the starting of the
electric motor before the commencement of the interruption of
driving of the hybrid compressor by the engine is carried out by
means for detecting a vehicle acceleration request.
Description
[0001] The present invention relates to a method for managing a
hybrid compressor for an air-conditioning circuit of an engined
motor vehicle.
[0002] The invention finds a particularly advantageous application
in the field of the air-conditioning of engined motor vehicles
equipped with an automatic stopping and restarting system, such as
the systems able to implement the function known by the term "Stop
and Start".
[0003] The "Stop and Start" function consists, under certain
conditions, in automatically causing the complete stopping of the
engine when the vehicle itself has stopped, and then in
automatically restarting the engine following, for example, an
action of the driver interpreted as a restart request.
[0004] A typical situation for implementing the "Stop and Start"
function is that of stopping at a red light. When the vehicle stops
at the light, the "Stop" mode of the "Stop and Start" function
causes the automatic stopping of the engine, and the vehicle then
enters the "Start" mode which allows the engine to restart
automatically without it being necessary to use the means for
initial starting of the motor, such as a contact key for example.
When the light turns green, the "Start" mode automatically restarts
the motor, especially by means of an alternator-starter, following
the detection by the command system upon the starting of the
vehicle of the depression by the driver of the clutch pedal, of the
accelerator pedal, or else of any other action that can be
interpreted as the driver's desire to restart his vehicle. The
benefit of the "Stop and Start" function is understood in terms of
energy saving and pollution reduction, particularly in urban
surroundings.
[0005] Moreover, it is known that an air-conditioning circuit of an
engined vehicle comprises a refrigerant fluid compressor which is
driven by the shaft of the crankshaft of the engine by way of a
belt and a pulley linked mechanically to the rod of the compressor.
Stated otherwise, the air-conditioning circuit of the vehicle can
only operate if the engine is driving the compressor. Consequently,
during the vehicle stopping phases in the context of the "Stop and
Start" function, the compressor is no longer driven by the engine
and the air-conditioning ceases to operate. It follows from this
that in the course of these stopping phases the setpoint
temperature inside the cabin may not be maintained, and this can
cause a feeling of discomfort for the passengers of the
vehicle.
[0006] To ensure the maintaining of the temperature in the cabin
during the phases of stopping of driving of the compressor by the
engine, it is proposed to replace, for example, the usual
compressor driven by the engine of the vehicle by a hybrid
compressor consisting of two separate compression chambers,
constituting, on the one hand, a so-called mechanical compressor
whose rod is driven by the engine in the same manner as the usual
compressor and, on the other hand, a so-called electric compressor
whose rod is driven by an auxiliary electric motor. The rods of two
compression chambers are independent.
[0007] When the engine is running, outside of the stopping phases
determined by the "Stop and Start" function, the refrigerant fluid
circulates in the air-conditioning circuit through the mechanical
compressor driven by the shaft of the crankshaft of the engine,
while the electric compressor is turned off. Conversely, during the
phases of stopping of the "Stop and Start" function, the
refrigerant fluid is directed toward the electric compressor, which
is then driven by the electric motor. Thus, by virtue of the
electric compressor, the continuity of operation of the
air-conditioning circuit and the maintaining of the comfort
temperature in the cabin are carried out when the engine has
stopped.
[0008] It is necessary, however, to note that during the phases of
stopping of the air-conditioning circuit, especially the engine
stopping phases imposed by the "Stop and Start" function, the cabin
is in general already conditioned in comfort conditions, so that
the refrigerative power to be provided by the electric motor so as
to maintain these conditions for a duration limited to a few tens
of seconds is lower, at least by a factor of 2 to 3, than the power
that must be provided by the engine. It is therefore possible to
use for the electric compressor a compression chamber of reduced
capacity driven by an electric motor of low power.
[0009] However, when the air-conditioning circuit is taken out of
operation following an interruption of the driving of the
mechanical compressor by the engine, rearrangements of pressure of
the refrigerant fluid can occur along the air-conditioning circuit,
which are liable to create a resistive torque which the electric
motor must oppose at the moment at which it is harnessed to
deputize for the stopping of the driving of the mechanical
compressor by the engine. Under these conditions, however, the
power necessary to overcome this resistive torque can become
greater than the sufficient power that the electric motor must
develop in order to maintain cabin comfort.
[0010] Hence, an aim of the invention is to propose a method for
managing a hybrid compressor for an air-conditioning circuit of an
engined motor vehicle, said hybrid compressor being able to be
driven, on the one hand, by said engine, and, on the other hand, by
an electric motor during phases of interruption of driving of the
compressor by the engine, which would make it possible to
circumvent the difficulty represented by the use of an electric
motor of too low power in regard to the resistive torque induced by
the variations in refrigerant fluid pressure during the stoppage of
the air-conditioning circuit.
[0011] This aim is achieved, in accordance with the invention,
because said method consists, during a driving interruption phase,
in starting said electric motor before the commencement of said
driving interruption.
[0012] Thus, the electric motor is set into operation by
anticipation, before the engine stops driving the compressor and
therefore before the air-conditioning circuit ceases to operate.
The electric motor does not therefore have to overcome the diverse
variations in refrigerant fluid pressure which appear in the
air-conditioning circuit following the complete stopping of the
air-conditioning circuit. It is then possible, without any
drawback, to use an electric motor of low power.
[0013] According to a first embodiment of the invention, in which
said hybrid compressor comprising a first refrigerant fluid
compression chamber comprising a first compression rod able to be
driven by said engine and a second refrigerant fluid compression
chamber comprising a second compression rod able to be driven by
said electric motor, said method comprises steps consisting in
detecting by anticipation a phase of interruption of driving of the
first compression rod by the engine, in switching the refrigerant
fluid from the first to the second compression chamber, and in
starting the electric motor before the commencement of the
interruption of driving of the first compression rod by the
engine.
[0014] This first embodiment is implemented especially when said
driving interruption is a stopping of the engine, and, more
specially, when said stopping of the engine is an automatic
stopping determined by a function for automatic stopping and
restarting of the engine of the vehicle, such as the "Stop and
Start" function.
[0015] According to a second embodiment of the invention in which
said hybrid compressor comprising a variable-capacity refrigerant
fluid compression chamber comprising a single compression rod able
to be driven by the engine in a higher interval of capacities and
by the electric motor in a lower interval of capacities, said
method comprises steps consisting in detecting by anticipation a
phase of interruption of driving of the compression rod by the
engine, in switching the capacity of the compression chamber from
the higher interval to the lower interval of capacities, and in
starting the electric motor before the commencement of the
interruption of driving of the compression rod by the engine.
[0016] The invention provides, generally, that said driving
interruption is a decoupling of the engine from a compression rod
of the hybrid compressor, and, more specially, that the decoupling
of the engine is determined by a function for automatic stopping
and restarting of the engine of the vehicle, such as the "Stop and
Start" function, or by a vehicle acceleration request.
[0017] In the case of a hybrid compressor with two separate
compression chambers, the decoupling is performed between the
engine and the first compression rod, while in the case of a hybrid
compressor with a variable-capacity compression chamber, the
decoupling is performed between the engine and the single
compression rod of the chamber.
[0018] In practice, the starting of the electric motor before the
commencement of the interruption of driving of the hybrid
compressor by the engine is carried out by means for detecting
stopping of the engine of a function for automatic stopping and
restarting of the engine of the vehicle, or by means for detecting
a vehicle acceleration request.
[0019] Within the framework of the "Stop and Start" function, these
detection means may be extremely varied and depend generally on the
strategy chosen by constructors. It is possible to cite for example
the detection of an action on the brake pedal when the speed of the
vehicle goes below a given threshold.
[0020] The description which follows with regard to the appended
drawings, which are given by way of nonlimiting examples, will
elucidate the invention and the manner in which it may be
embodied.
[0021] FIG. 1 is a diagram of an air-conditioning circuit
comprising a hybrid compressor of a first type.
[0022] FIG. 2 is a diagram of an air-conditioning circuit
comprising a hybrid compressor of a second type.
[0023] FIG. 3 is a chart illustrating the operation of the hybrid
compressors of FIGS. 1 and 2 for various life situations of a motor
vehicle equipped with the "Stop and Start" function.
[0024] FIG. 4 is a chart illustrating the operating chronology of
the engine and electric motor of the hybrid compressors of FIGS. 1
and 2 during automatic stopping of the engine by the "Stop and
Start" function,
[0025] In FIG. 1 is represented a conventional air-conditioning
circuit of an engined motor vehicle, comprising a compressor 10 of
a refrigerant fluid which may be an organic, inorganic or eutectic
fluid. It is possible to cite as nonlimiting examples supercritical
carbon dioxide CO2, the refrigerants known by the references R134A,
1234yf or else GAR ("Global Alternative Refrigerant"). Downstream
of the compressor 10, the pressurized refrigerant fluid passes
through a heat exchanger 11 called a "gas cooler" for carbon
dioxide or a "condenser" for R134A since, in this case, the
refrigerant initially in the gas phase exits the condenser in
liquid form.
[0026] In the example of FIG. 1, the exchanger 11 may be a
water-type exchanger, or an air-type exchanger cooled directly by
the outside air.
[0027] The refrigerant fluid is thereafter conducted toward a
relief valve 12 so that it is cooled before entering the evaporator
13 where heat exchange then occurs between the cooled refrigerant
and air blown toward the cabin of the vehicle.
[0028] The refrigerant fluid, reheated on output from the
evaporator 13, is then returned to the compressor 10 to perform a
new thermal cycle.
[0029] As may be seen in FIG. 1, the compressor 10 of FIG. 1 is a
hybrid compressor of the type with two separate compression
chambers, namely, on the one hand, a first chamber 101 comprising a
first compression rod 111 able to be driven by the shaft of the
crankshaft of the engine (not represented) of the vehicle via a
belt and a pulley 30 linked mechanically to the rod 111 by way of a
clutch 31, and, on the other hand, a second chamber 102 comprising
a second compression rod 112, independent of the first rod 111,
able to be driven by an electric motor 20.
[0030] During nominal operation of the air-conditioning circuit,
the rod 111 of the first compression chamber 101 is driven by the
engine, the pulley 30 being coupled to the rod 111 by the clutch
31. The refrigerant fluid then circulates through the first chamber
101 whose capacity, of the order of 100 cm.sup.3, is chosen so as
to allow the hybrid compressor 10 to ensure an optimal comfort
level inside the cabin of the vehicle, whatever the outside
temperature, the sunshine and the degree of relative humidity.
[0031] However, it can happen, in certain circumstances, that the
air-conditioning compressor 10 is no longer driven by the engine of
the vehicle and that, consequently, the air-conditioning circuit
ceases to operate and can no longer guarantee the maintaining of
the comfort temperature inside the cabin. Such is the case
especially during the engine stopping phases determined by a system
for automatic stopping and restarting of the engine able to
implement the "Stop and Start" function of the vehicles equipped
with this function.
[0032] In order to ensure continuity of air-conditioning in the
cabin, the circulation of refrigerant fluid is switched from the
first chamber 101 to the second chamber 102 by a valves device
internal to the hybrid compressor 10, and then the electric motor
20 is started so as to drive the second compression rod 112 and
maintain the air-conditioning circuit in operation during these
stopping phases.
[0033] When the electric motor 20 takes over from the then stopped
engine, the cabin of the vehicle is in principle already at the
comfort temperature, so that, having regard to the fact that the
duration of the stopping phases is generally limited to a few tens
of seconds, the refrigerative power to be provided by the electric
motor 20 is relatively low. By way of example, in a conventional
manner, a refrigerative power of 6 kW is necessary in order to
guarantee comfort in the cabin of a vehicle exposed to a high
temperature of 25 to 45.degree. C. under sunshine of 1000 W.m.sup.2
and relative humidity of 50 and 60%. However, when the vehicle is
already conditioned to the comfort temperature, the refrigerative
power to be provided lies between 1 kW and 3 kW depending on the
segment of the vehicle.
[0034] Consequently, the capacity of the second compression chamber
102 can be limited, with respect to the capacity of the first
chamber 101, to values of about 20 cm.sup.3 for example.
[0035] In the chart of FIG. 3 have been represented the operating
states of the engine and of the electric motor 20 for driving the
hybrid compressor 10 of a motor vehicle equipped with the "Stop and
Start" function, the value 0 corresponding to the stopping of the
motor and the value 1 to its operation.
[0036] As may be seen in this figure, when the first compression
rod 111 is no longer driven by the engine because the latter is
stopped automatically in accordance with the "Stop and Start"
function, the electric motor 20 is set into operation so as to
drive the rod 112 of the second compression chamber 102 and thus
ensure maintenance of the comfort in the cabin during the engine
stopping phase.
[0037] However, it is necessary to emphasize that, under these
conditions, the electric motor 20 must provide, on starting,
sufficient torque to overcome the resistive torque induced by the
rearrangements of refrigerant fluid pressure which occur in the
air-conditioning circuit at the moment of the stopping of the
engine. The torque to be provided by the electric motor 20 then
becomes very significant and demands higher powers than those which
are strictly necessary to ensure the maintaining of the
air-conditioning.
[0038] Hence, to avoid a superfluous over-rating of the electric
motor 20, the invention proposes a method for managing the hybrid
compressor 10 comprising the steps consisting in detecting by
anticipation a phase of interruption of driving of the first
compression rod 111 by the engine, in switching the refrigerant
fluid from the first 101 to the second 102 compression chamber, and
in starting the electric motor 20 before the commencement of the
interruption of driving of the first compression rod 111 by the
engine. In this way, the electric motor 20 is set into operation
before the stopping of the air-conditioning circuit and therefore
before the occurrence of any pressure rearrangements in the
air-conditioning circuit. The power of the electric motor 20 can
therefore be rated accordingly.
[0039] To carry out the anticipation of the starting of the
electric motor 20, it is possible to use the means implemented by
the "Stop and Start" function to detect whether the engine stopping
conditions are satisfied and impose a stopping of the engine if
these conditions are satisfied.
[0040] This is what is represented by FIG. 4 in which it is seen
that as soon as conditions of automatic stopping of the engine are
detected by the "Stop and Start" function, a signal of anticipation
of starting of the electric motor 20, generated for example by the
onboard computer, is dispatched before the actual stopping of the
engine toward the control circuit of the electric motor through the
vehicle's CAN ("Car Area Network") network. The conditions of
automatic stopping of the engine depend on the strategy adopted by
the vehicle constructor. It is possible to cite, inter alia, an
action on the brake pedal when the vehicle is traveling at low
speed, less than 5 km/hour for example.
[0041] FIG. 4 shows another circumstance in which the electric
motor 20 may be set into operation so as to guarantee the
continuity of the comfort temperature during a stoppage of the
air-conditioning circuit. This situation is that of an acceleration
of the vehicle when requiring the best response to the acceleration
request by applying a maximum torque to the shaft of the
crankshaft, obtained by recovering the resistive torque due to the
driving of the compressor. In this circumstance, the interruption
of the driving of the first compression chamber 101 is not related
to a stopping of the engine, but to the decoupling of the pulley 30
for driving the compression rod 111 of the chamber.
[0042] In this case, the electric motor 20 is started as soon as
the acceleration request is detected by usual detection means and
before the engine is actually decoupled from the compression rod
111.
[0043] In FIG. 2 is represented a hybrid compressor 10' of the type
comprising a variable-capacity compression chamber 100 whose rod
110 may be driven, either by the electric motor 20, or by the shaft
of the crankshaft of the engine (not represented) of the vehicle
via a belt and the pulley 30 able to be linked mechanically to the
rod 110 by way of the clutch 31.
[0044] It is necessary to emphasize here that this architecture of
hybrid air-conditioning compressor is distinguished from the
compressor of FIG. 1 by the fact that it implements only a single
compression chamber and a single rod that can equally well be
driven by the engine or by the electric motor, instead of two
separate compression chambers of independent rods.
[0045] During nominal operation, the rod 110 of the compression
chamber 100 is driven by the engine, the pulley 30 being coupled to
the rod 110 by the clutch 31. The capacity of the compression
chamber is then chosen in a higher interval of values close to the
maximum capacity, of the order of 100 cm.sup.3 for example. Under
these conditions, the hybrid compressor 10' is capable of ensuring
an optimal comfort level inside the cabin of the vehicle, whatever
the outside temperature, the sunshine and the degree of relative
humidity.
[0046] However, it can happen, just as for the hybrid compressor 10
with two chambers of FIG. 1, that the air-conditioning compressor
10' is no longer driven by the engine of the vehicle and that,
consequently, the air-conditioning circuit ceases to operate and no
longer ensures maintenance of the comfort temperature inside the
cabin. Such is the case, as seen above, during the engine stopping
phases determined by a function for automatic stopping and
restarting of the "Stop and Start" type, or during the vehicle
acceleration request phases.
[0047] In order to ensure continuity of air-conditioning in these
circumstances, the electric motor 20 is set into operation during
the phases of stopping of driving of the compressor 10' by the
engine. Stated otherwise, it may be considered that the electric
motor 20 then substitutes itself for the engine in its function of
driving the compression chamber 100. Of course, the engine is,
preferably, disengaged from the compression rod 110.
[0048] It was already mentioned above that the refrigerative power
to be provided by the electric motor 20 during operation is
relatively low.
[0049] Consequently, the capacity of the compression chamber 100
may be reduced, with respect to the nominal operating conditions,
to values lying in a lower interval of capacities of about the
minimum capacity of 20 cm.sup.3 for example.
[0050] Of course, the higher and lower intervals of capacities may
be reduced simply to the maximum and minimum capacities alone. The
compression chamber 110 then switches in a binary manner between
these two capacities depending on whether the motive drive for the
rod of the chamber is the engine or the electric motor.
[0051] Having regard to the fact that the power requested of the
electric motor 20 is relatively low, it is possible to envisage the
use of an electric motor, with or without brushes, supplied by a
low-voltage direct current provided, in particular, by the 12 V
network of the vehicle, it being possible for the electric current
source to be a battery 40 or an extra unit furnished or not with a
storage capacitor.
[0052] In a practical manner, the variable-capacity compression
chamber 100 may be embodied by a conventional compression chamber
with vanes whose intake volume, corresponding to the capacity, can
be adjusted between the minimum value of 20 cm.sup.3, for example,
and the maximum value of 100 cm.sup.3, for example, by varying the
position of the intake orifice in the chamber.
[0053] Just as for the hybrid compressor 10 of FIG. 1, it is
possible to avoid the electric motor 20 having to provide a torque
increased by the resistive torque resulting from the rearrangements
of refrigerant fluid pressure upon the stopping of the
air-conditioning circuit by the implementation of a method for
managing the hybrid compressor 10' comprising steps consisting in
detecting by anticipation a phase of interruption of driving of the
compression rod 110 by the engine, in switching the capacity of the
compression chamber 100 from the higher interval to the lower
interval of capacities, and in starting the electric motor 20
before the commencement of the interruption of driving of the
compression rod 110 by the engine.
[0054] Whether the interruption of driving of the compressor 10' by
the engine is due to an automatic stopping determined by the "Stop
and Start" function or to an acceleration request, the transition
between the driving of the compression rod 110 by the engine and
driving by the electric motor 20 is performed by decoupling the
pulley 30 from the compression rod 110 by means of the clutch
31.
[0055] The sought-after anticipation for setting the electric motor
20 into operation is obtained, in accordance with FIG. 4, by
starting the electric motor before the actual decoupling of the
engine from the compression rod 110.
[0056] The means for detecting a stopping of the engine or an
acceleration request are the same as those used for the compressor
10 of FIG. 1, as is the control of the electric motor 20 by a
starting anticipation signal.
* * * * *