US20040001760A1 - Air conditioning systems for vehicles comprising such air conditioning systems, and methods for driving hybrid compressors of such air conditioning systems - Google Patents

Air conditioning systems for vehicles comprising such air conditioning systems, and methods for driving hybrid compressors of such air conditioning systems Download PDF

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Publication number
US20040001760A1
US20040001760A1 US10/461,513 US46151303A US2004001760A1 US 20040001760 A1 US20040001760 A1 US 20040001760A1 US 46151303 A US46151303 A US 46151303A US 2004001760 A1 US2004001760 A1 US 2004001760A1
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United States
Prior art keywords
drive source
hybrid compressor
driving force
drive
drive shaft
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US10/461,513
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Yuji Yoshii
Hiromitsu Adachi
Masamichi Kubota
Hiroshi Ikura
Hideki Watanabe
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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
    • B60H1/32—Cooling devices
    • B60H1/3204—Cooling devices using compression
    • B60H1/3222—Cooling devices using compression characterised by the compressor driving arrangements, e.g. clutches, transmissions or multiple drives
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating [HVAC] devices
    • B60H1/32—Cooling devices
    • B60H2001/3286—Constructional features
    • B60H2001/3294—Compressor drive is hybrid

Definitions

  • the present invention relates generally to an air conditioning system for use in a vehicle, vehicles comprising such air conditioning system, and methods for driving a hybrid compressor of the air conditioning system.
  • the present invention is directed towards vehicles, air conditioning systems, and methods for driving the hybrid compressor, in which an engine of the vehicle drives the hybrid compressor when a load demanded by the hybrid compressor is greater than a maximum driving force of an electric driving motor of the hybrid compressor, such that the drive force delivered by the engine transitions the hybrid compressor from inactive to active.
  • Known hybrid vehicles include a first drive source, e.g., an engine, and an air conditioning system.
  • the air conditioning system includes a hybrid compressor, and the hybrid compressor includes a second drive source, e.g., an electric motor.
  • the hybrid compressor may be driven by the first drive source or the second drive source, or both.
  • a known hybrid, variable displacement-type compressor such as the hybrid, variable displacement-type compressor described in U.S. Pat. No. 6,247,890, includes a drive shaft, a compression mechanism, an electromagnetic clutch for engaging or disengaging the first drive source, and the second drive source.
  • the compression mechanism includes an inclined plate, e.g., a wobble plate or a swash plate.
  • the electromagnetic clutch is coupled operationally to the first drive source, and the drive shaft is coupled operationally to the electromagnetic clutch and the second drive source.
  • the drive shaft also is coupled operationally to the compression mechanism.
  • a driving force is selectively transmitted from the first drive source to the drive shaft via the electromagnetic clutch, and from the second drive source to the drive shaft.
  • a known hybrid, rotary-type compressor such as the hybrid, rotary-type compressor described in U.S. Pat. No. 6,375,436, includes a drive shaft, a compression mechanism, an electromagnetic clutch for engaging or disengaging the first drive source, and the second drive source.
  • the electromagnetic clutch is coupled operationally to the first drive source
  • the drive shaft is coupled operationally to the electromagnetic clutch and the second drive source.
  • the drive shaft also is coupled operationally to the compression mechanism.
  • a driving force is transmitted selectively from the first drive source to the drive shaft via the electromagnetic clutch, and from the second drive source to the drive shaft.
  • hybrid compressors such as the hybrid compressor described in U.S. patent application Ser. No. 10/235,802
  • first drive shaft a second drive shaft
  • first compression mechanism a first compression mechanism
  • second compression mechanism a second compression mechanism
  • electromagnetic clutch for engaging or disengaging the first drive source
  • the electromagnetic clutch is coupled operationally to the first drive source
  • the first drive shaft is coupled operationally to the electromagnetic clutch.
  • the first drive shaft also is coupled operationally to the first compression mechanism.
  • the second drive shaft is coupled operationally to the second driving source.
  • the second drive shaft also is coupled operationally to the second compression mechanism.
  • a driving force is transmitted from the first drive source to the first drive shaft via the electromagnetic clutch, or a driving force is transmitted from the second drive source to the second drive shaft, or both.
  • the first drive shaft and the second drive shaft may be driven selectively or simultaneously.
  • the driving force delivered by the first drive source generally is greater than the driving force delivered by the second drive source.
  • the driving force of the second drive source generally is insufficient to transition the compressor from inactive to active.
  • a technical advantage of the present invention is that the amount of time which is takes for the hybrid compressor to transition from inactive to active is less than the particular amount of time in the known hybrid compressors. Consequently, the amount of energy consumed by the hybrid compressor of the present invention is less than the amount of energy consumed by the known hybrid compressors.
  • an air conditioning system for a vehicle comprises at least one hybrid compressor.
  • the vehicle comprises a first drive source
  • the at least one hybrid compressor comprises a second drive source.
  • the at least one hybrid compressor is driven by the first drive source or the second drive source, or a combination thereof
  • the first drive source delivers a first driving force to the at least one hybrid compressor when a load demanded by the at least one hybrid compressor is greater than a maximum driving force of the second drive source, such that the first driving force transitions the at least one hybrid compressor from inactive to active.
  • the second drive source delivers a second driving force to the at least one hybrid compressor when the load demanded by the at least one hybrid compressor is less than or equal to the maximum driving force of the second drive source.
  • the second drive source and the first drive source deliver the second driving force to the at least one hybrid compressor when the load demanded by the at least one hybrid compressor is less than or equal to the maximum driving force of the second drive source.
  • a vehicle comprises a first drive source and an air conditioning system.
  • the air conditioning system comprises at least one hybrid compressor, and the at least one hybrid compressor comprises a second drive source.
  • the at least one hybrid compressor is driven by the first drive source or the second drive source, or a combination thereof Specifically, the first drive source delivers a first driving force to the at least one hybrid compressor when a load demanded by the at least one hybrid compressor is greater than a maximum driving force of the second drive source, such that the first driving force transitions the at least one hybrid compressor from inactive to active.
  • the second drive source delivers a second driving force to the at least one hybrid compressor when the load demanded by the at least one hybrid compressor is less than or equal to the maximum driving force of the second drive source.
  • the second drive source and the first drive source deliver the second driving force to the at least one hybrid compressor when the load demanded by the at least one hybrid compressor is less than or equal to the maximum driving force of the second drive source.
  • a method for driving at least one hybrid compressor of an air conditioning system of a vehicle comprises a first drive source, the at least one hybrid compressor comprises a second drive source, and the at least one hybrid compressor is driven by the first drive source or the second drive source, or a combination thereof
  • the method comprises the step of transmitting a first driving force to the at least one hybrid compressor when a load demanded by the at least one hybrid compressor is greater than a maximum driving force of the second drive source.
  • the first drive source delivers the first driving force to the at least one hybrid compressor, and the first driving force transitions the at least one hybrid compressor from inactive to active.
  • the method also comprises the step of subsequently transmitting a second driving force to the at least one hybrid compressor when the load demanded by the at least one hybrid compressor is less than or equal to the maximum driving force of the second drive source.
  • the second drive source delivers the second driving force to the at least one hybrid compressor when the load demanded by the at least one hybrid compressor is less than or equal to the maximum driving force of the second drive source.
  • the second drive source and the first drive source deliver the second driving force to the at least one hybrid compressor when the load demanded by the at least one hybrid compressor is less than or equal to the maximum driving force of the second drive source.
  • FIG. 1 is a schematic diagram of an air conditioning system for a vehicle, applicable with a method according to an embodiment of the present invention.
  • FIG. 1 Preferred embodiments of the present invention and their features and advantages may be understood by referring to FIG. 1.
  • Air conditioning system 100 may comprise a hybrid compressor 4 and a refrigeration system 1 .
  • Hybrid compressor 4 may be a variable displacement-type compressor, a swash plate-type compressor, a rotary-type compressor, a scroll-type compressor, or the like.
  • the vehicle may comprise a first drive source 2 , e.g., an engine
  • hybrid compressor 4 may comprise a second drive source 5 , e.g., an electric motor.
  • hybrid compressor 4 may be driven by first drive source 2 , second drive source 5 , or both. The driving force of drive source 2 may transmitted to hybrid compressor 4 via an electromagnetic clutch 3 attached to hybrid compressor 4 .
  • hybrid compressor 4 may be similar to a hybrid compressor described in U.S. Pat. No. 6,247,899 or U.S. Pat. No. 6,375,436.
  • hybrid compressor 4 may comprise a first compression mechanism (not shown) and a second compression mechanism (not shown).
  • first drive source 2 may drive the first compression mechanism
  • second drive source 5 may drive the second compression mechanism.
  • air conditioning system 100 may comprise means for selecting whether first drive source 2 or second drive source 5 , or both, drives compressor 4 .
  • the means for selecting may comprise a controller 15 , and first drive source 2 and second drive source 5 may operate selectively or simultaneously in response to electrical, mechanical, or electro-mechanical control signals from controller 15 .
  • the vehicle also may comprise an electromagnetic clutch 3 for transmitting a rotational force from first drive source 2 to a drive shaft (not shown) of compressor 4 .
  • the drive shaft may comprise a first portion and a second portion.
  • first drive source 2 may drive the first portion of the drive shaft via electromagnetic clutch 3
  • second drive source 5 may drive the second portion of the drive shaft in response to the control signals from controller 15 .
  • hybrid compressor 4 may be similar to a hybrid compressor described in U.S. patent application Ser. No. 10/235,802.
  • hybrid compressors 4 may comprise a first drive shaft and a second drive shaft.
  • first drive source 2 may drive the first drive shaft via electromagnetic clutch 3
  • second drive source 5 may drive the second drive shaft via controller 15 .
  • air conditioning system 100 may comprise a pair of hybrid compressors 4 .
  • a first of the pair of hybrid compressors 4 may comprise the first drive shaft
  • a second of the pair of hybrid compressors 4 may comprise the second drive shaft.
  • first drive source 2 may drive the first drive shaft via electromagnetic clutch 3
  • second drive source 5 may drive the second drive shaft via controller 15 .
  • refrigeration circuit 1 may comprise a plurality of refrigeration tubes, and a refrigerant may be circulated within refrigeration circuit 1 via the refrigeration tubes.
  • Refrigerant circuit 1 may comprise compressor 4 , a condenser 6 ; a receiver 7 ; an expansion valve 8 ; and an evaporator 9 .
  • Compressor 4 may be connected operationally to condenser 6
  • condenser 6 may be connected operationally to receiver 7 .
  • Receiver 7 may be connected operationally to expansion valve 8
  • expansion valve 8 may be connected operationally to evaporator 9 .
  • evaporator 9 may be connected operationally to compressor 4 ; such that compressor 4 , condenser 6 , receiver 7 , expansion valve 8 , and evaporator 9 form a closed, refrigeration circuit.
  • compressor 4 may receive refrigerant gas from evaporator 9 and also may compress that refrigerant gas. Compressing the refrigerant gas may increase a temperature of the refrigerant gas and also may increase a pressure of the refrigerant gas. Compressor 4 may pass the compressed refrigerant gas to condenser 6 . When the compressed refrigerant gas flows through condenser 6 , at least a portion of the refrigerant gas may condense into a liquid refrigerant.
  • condenser 6 may pass the condensed refrigerant to receiver 7 , and receiver 7 may divide the condensed refrigerant into a liquid refrigerant portion and a refrigerant gas portion.
  • Receiver 7 may pass the liquid refrigerant portion of the refrigerant to expansion valve 8 , which may decrease the pressure of the liquid refrigerant.
  • expansion valve 8 When expansion valve 8 reduces the pressure of the liquid refrigerant, expansion valve 8 may pass the refrigerant to evaporator 9 , and mix the refrigerant with air dispensed by blower 12 , which may evaporate the liquid refrigerant into a refrigerant gas.
  • the refrigerant gas then may be passed to compressor 4 .
  • Air conditioning system 100 also may comprise a heater core 11 positioned at a downstream side of evaporator 9 , and an air mix damper 10 formed between the downstream side of evaporator 9 and an upstream side of heater core 11 .
  • Air mix damper 10 may be driven by a servo motor (not shown). The movement of air mix damper 10 may control a volume of air capable passing through heater core 11 via evaporator 9 , which may control the air temperature within the interior of the vehicle.
  • blower 12 , evaporator 9 , air mix damper 10 , and heater core 11 may be positioned within an air duct 13 .
  • Air conditioning system 100 also may comprise a first discharge port 21 , a second discharge port 22 , and a third discharge port 23 , and discharge ports 21 - 23 may be positioned at a downstream side of air duct 13 .
  • first discharge port 21 may be formed above third discharge port 23
  • second discharge port 22 may be formed between first discharge port 21 and third discharge port 23 .
  • first discharge port 21 may be used during a DEFROST mode
  • second discharge port 22 may be used in a VENT mode
  • third discharge port 23 may be a FOOT mode.
  • Such modes may determine the source from which the air entering the interior of the vehicle is drawn, or the direction in which the entering air blows, or both.
  • temperature sensor 14 for measuring a temperature T e of air dispensed from evaporator 9 may be positioned between evaporator 9 and heater core 11 . Temperature sensor 14 also may be connected operationally to controller 15 , and temperature sensor 14 transmits a signal indicating a value of temperature T e to controller 15 . In an embodiment of the present invention, the vehicle also may comprise an electrical power supply (not shown), e.g., a battery, for second drive source 5 .
  • Controller 15 also may receive a plurality of signals 16 , such as a plurality of signals indicating an outside air temperature T am , a vehicle interior temperature T r , a heater water temperature T w , an amount of ambient light T sun , a voltage B t of the electrical power supply, a vehicle speed S p , an engine rotational speed N e , and an accelerator opening degree A cc , or the like. Based on signals 16 and temperature T e of air dispensed from evaporator 9 , controller 15 may generate a first control signal 17 for controlling a rotational speed of second drive source 5 , and a second control signal 18 for controlling the engagement and disengagement of electromagnetic clutch 3 .
  • signals 16 such as a plurality of signals indicating an outside air temperature T am , a vehicle interior temperature T r , a heater water temperature T w , an amount of ambient light T sun , a voltage B t of the electrical power supply, a vehicle speed S p , an engine rotational speed N e
  • first drive source 2 drives compressor 4
  • electromagnetic clutch 3 may be disengaged, and first control signal 17 may be transmitted to second drive source 5 to control the rotational speed of second drive source 5 .
  • first control signal 17 may be deactivated, and electromagnetic clutch 3 may be engaged.
  • first drive source 2 and second drive source 5 may operate simultaneously.
  • controller 15 may select the rotational speed of second drive source 5 , or determine whether to engage or disengage electromagnetic clutch 3 , or both.
  • electromagnetic clutch 3 may be engaged, such that the driving force from first drive source 2 is delivered to hybrid compressor 4 to transition hybrid compressor 4 from inactive to active. Because the driving force delivered by first drive source 2 is greater than the driving force delivered by second drive source 5 , the amount of time which it takes to transition hybrid compressor 4 from inactive to active is less than the amount of time which it takes to active known hybrid compressors.
  • hybrid compressor 4 transitions from inactive to active via the driving force from first drive source 2 , refrigerant flows in refrigerant circuit 1 , and the load demanded by hybrid compressor 4 decreases.
  • electromagnetic clutch 3 is disengaged, such that second drive source 5 drives hybrid compressor 4 .
  • first control signal 17 is activated, such that first drive source 2 and second drive source 5 both drive hybrid compressor 4 .

Abstract

An air conditioning system for a vehicle includes a hybrid compressor. The vehicle includes a first drive source, and the hybrid compressor includes a second drive source. The hybrid compressor is driven by the first drive source or the second drive source, or both. Specifically, the first drive source delivers a first driving force to the hybrid compressor when a load demanded by the hybrid compressor is greater than a maximum driving force of the second drive source, such that the first driving force transitions the hybrid compressor from inactive to active. In an embodiment, the second drive source delivers a second driving force to the hybrid compressor when the load demanded by the hybrid compressor is less than or equal to the maximum driving force of the second drive source. In another embodiment, the second drive source and the first drive source deliver the second driving force to the hybrid compressor when the load demanded by the hybrid compressor is less than or equal to the maximum driving force of the second drive source.

Description

    BACKGROUND OF THE INVENTION
  • 1. Field of the Invention [0001]
  • The present invention relates generally to an air conditioning system for use in a vehicle, vehicles comprising such air conditioning system, and methods for driving a hybrid compressor of the air conditioning system. In particular, the present invention is directed towards vehicles, air conditioning systems, and methods for driving the hybrid compressor, in which an engine of the vehicle drives the hybrid compressor when a load demanded by the hybrid compressor is greater than a maximum driving force of an electric driving motor of the hybrid compressor, such that the drive force delivered by the engine transitions the hybrid compressor from inactive to active. [0002]
  • 2. Description of Related Art [0003]
  • Known hybrid vehicles include a first drive source, e.g., an engine, and an air conditioning system. The air conditioning system includes a hybrid compressor, and the hybrid compressor includes a second drive source, e.g., an electric motor. The hybrid compressor may be driven by the first drive source or the second drive source, or both. [0004]
  • A known hybrid, variable displacement-type compressor, such as the hybrid, variable displacement-type compressor described in U.S. Pat. No. 6,247,890, includes a drive shaft, a compression mechanism, an electromagnetic clutch for engaging or disengaging the first drive source, and the second drive source. The compression mechanism includes an inclined plate, e.g., a wobble plate or a swash plate. The electromagnetic clutch is coupled operationally to the first drive source, and the drive shaft is coupled operationally to the electromagnetic clutch and the second drive source. The drive shaft also is coupled operationally to the compression mechanism. Moreover, a driving force is selectively transmitted from the first drive source to the drive shaft via the electromagnetic clutch, and from the second drive source to the drive shaft. [0005]
  • A known hybrid, rotary-type compressor, such as the hybrid, rotary-type compressor described in U.S. Pat. No. 6,375,436, includes a drive shaft, a compression mechanism, an electromagnetic clutch for engaging or disengaging the first drive source, and the second drive source. The electromagnetic clutch is coupled operationally to the first drive source, and the drive shaft is coupled operationally to the electromagnetic clutch and the second drive source. The drive shaft also is coupled operationally to the compression mechanism. Moreover, a driving force is transmitted selectively from the first drive source to the drive shaft via the electromagnetic clutch, and from the second drive source to the drive shaft. [0006]
  • Other known hybrid compressors, such as the hybrid compressor described in U.S. patent application Ser. No. 10/235,802, include a first drive shaft, a second drive shaft, a first compression mechanism, a second compression mechanism, an electromagnetic clutch for engaging or disengaging the first drive source, and the second drive source. The electromagnetic clutch is coupled operationally to the first drive source, and the first drive shaft is coupled operationally to the electromagnetic clutch. The first drive shaft also is coupled operationally to the first compression mechanism. Similarly, the second drive shaft is coupled operationally to the second driving source. The second drive shaft also is coupled operationally to the second compression mechanism. Moreover, a driving force is transmitted from the first drive source to the first drive shaft via the electromagnetic clutch, or a driving force is transmitted from the second drive source to the second drive shaft, or both. As such, the first drive shaft and the second drive shaft may be driven selectively or simultaneously. [0007]
  • In such known hybrid compressors, the driving force delivered by the first drive source generally is greater than the driving force delivered by the second drive source. When a load demanded by such known hybrid compressors is greater than the driving force of the second drive source, the driving force of the second drive source generally is insufficient to transition the compressor from inactive to active. [0008]
  • In such known hybrid compressors, when the load demanded by the compressor is greater than the driving force of the second drive source, the load of the compressor is reduced, such that the load of the compressor becomes less than the driving force of the second drive source. Specifically, a suction pressure and a discharge pressure of the compressor are reduced in order to reduce the load of the compressor. Nevertheless, a particular amount of time expires before the load of the compressor becomes less than the driving force of the second drive source. [0009]
    • SUMMARY OF THE INVENTION
  • Therefore, a need has arisen for methods for driving hybrid compressors which overcome these and other shortcomings of the related art. A technical advantage of the present invention is that the amount of time which is takes for the hybrid compressor to transition from inactive to active is less than the particular amount of time in the known hybrid compressors. Consequently, the amount of energy consumed by the hybrid compressor of the present invention is less than the amount of energy consumed by the known hybrid compressors. [0010]
  • According to an embodiment of the present invention, an air conditioning system for a vehicle comprises at least one hybrid compressor. The vehicle comprises a first drive source, and the at least one hybrid compressor comprises a second drive source. The at least one hybrid compressor is driven by the first drive source or the second drive source, or a combination thereof Specifically, the first drive source delivers a first driving force to the at least one hybrid compressor when a load demanded by the at least one hybrid compressor is greater than a maximum driving force of the second drive source, such that the first driving force transitions the at least one hybrid compressor from inactive to active. In an embodiment, the second drive source delivers a second driving force to the at least one hybrid compressor when the load demanded by the at least one hybrid compressor is less than or equal to the maximum driving force of the second drive source. In another embodiment, the second drive source and the first drive source deliver the second driving force to the at least one hybrid compressor when the load demanded by the at least one hybrid compressor is less than or equal to the maximum driving force of the second drive source. [0011]
  • According to another embodiment of the present invention, a vehicle comprises a first drive source and an air conditioning system. The air conditioning system comprises at least one hybrid compressor, and the at least one hybrid compressor comprises a second drive source. The at least one hybrid compressor is driven by the first drive source or the second drive source, or a combination thereof Specifically, the first drive source delivers a first driving force to the at least one hybrid compressor when a load demanded by the at least one hybrid compressor is greater than a maximum driving force of the second drive source, such that the first driving force transitions the at least one hybrid compressor from inactive to active. In an embodiment, the second drive source delivers a second driving force to the at least one hybrid compressor when the load demanded by the at least one hybrid compressor is less than or equal to the maximum driving force of the second drive source. In another embodiment, the second drive source and the first drive source deliver the second driving force to the at least one hybrid compressor when the load demanded by the at least one hybrid compressor is less than or equal to the maximum driving force of the second drive source. [0012]
  • According to yet another embodiment of the present invention, a method for driving at least one hybrid compressor of an air conditioning system of a vehicle is provided. The vehicle comprises a first drive source, the at least one hybrid compressor comprises a second drive source, and the at least one hybrid compressor is driven by the first drive source or the second drive source, or a combination thereof The method comprises the step of transmitting a first driving force to the at least one hybrid compressor when a load demanded by the at least one hybrid compressor is greater than a maximum driving force of the second drive source. Specifically, the first drive source delivers the first driving force to the at least one hybrid compressor, and the first driving force transitions the at least one hybrid compressor from inactive to active. The method also comprises the step of subsequently transmitting a second driving force to the at least one hybrid compressor when the load demanded by the at least one hybrid compressor is less than or equal to the maximum driving force of the second drive source. In an embodiment, the second drive source delivers the second driving force to the at least one hybrid compressor when the load demanded by the at least one hybrid compressor is less than or equal to the maximum driving force of the second drive source. In another embodiment, the second drive source and the first drive source deliver the second driving force to the at least one hybrid compressor when the load demanded by the at least one hybrid compressor is less than or equal to the maximum driving force of the second drive source. [0013]
  • Other objects, features, and advantage will be apparent to persons of ordinary skill in the art from the following detailed description of the invention and the accompanying drawings.[0014]
    • BRIEF DESCRIPTION OF THE DRAWINGS
  • For a more complete understanding of the present invention, the needs satisfied thereby, and the objects, features, and advantages thereof, reference now is made to the following description taken in connection with the accompanying drawing. [0015]
  • FIG. 1 is a schematic diagram of an air conditioning system for a vehicle, applicable with a method according to an embodiment of the present invention.[0016]
    • DETAILED DESCRIPTION OF PREFERRED EMBODIMENTS
  • Preferred embodiments of the present invention and their features and advantages may be understood by referring to FIG. 1. [0017]
  • Referring to FIG. 1, an [0018] air conditioning system 100 for a vehicle (not shown) according to an embodiment of the present invention is depicted. Air conditioning system 100 may comprise a hybrid compressor 4 and a refrigeration system 1. Hybrid compressor 4 may be a variable displacement-type compressor, a swash plate-type compressor, a rotary-type compressor, a scroll-type compressor, or the like. In an embodiment, the vehicle may comprise a first drive source 2, e.g., an engine, hybrid compressor 4 may comprise a second drive source 5, e.g., an electric motor. In this embodiment, hybrid compressor 4 may be driven by first drive source 2, second drive source 5, or both. The driving force of drive source 2 may transmitted to hybrid compressor 4 via an electromagnetic clutch 3 attached to hybrid compressor 4.
  • In another embodiment, [0019] hybrid compressor 4 may be similar to a hybrid compressor described in U.S. Pat. No. 6,247,899 or U.S. Pat. No. 6,375,436. For example, hybrid compressor 4 may comprise a first compression mechanism (not shown) and a second compression mechanism (not shown). Specifically, first drive source 2 may drive the first compression mechanism, and second drive source 5 may drive the second compression mechanism. Moreover, air conditioning system 100 may comprise means for selecting whether first drive source 2 or second drive source 5, or both, drives compressor 4. For example, the means for selecting may comprise a controller 15, and first drive source 2 and second drive source 5 may operate selectively or simultaneously in response to electrical, mechanical, or electro-mechanical control signals from controller 15. The vehicle also may comprise an electromagnetic clutch 3 for transmitting a rotational force from first drive source 2 to a drive shaft (not shown) of compressor 4. In this embodiment, the drive shaft may comprise a first portion and a second portion. Specifically, first drive source 2 may drive the first portion of the drive shaft via electromagnetic clutch 3, and second drive source 5 may drive the second portion of the drive shaft in response to the control signals from controller 15.
  • In still another embodiment, [0020] hybrid compressor 4 may be similar to a hybrid compressor described in U.S. patent application Ser. No. 10/235,802. For example, hybrid compressors 4 may comprise a first drive shaft and a second drive shaft. Moreover, first drive source 2 may drive the first drive shaft via electromagnetic clutch 3, and second drive source 5 may drive the second drive shaft via controller 15. In another example, air conditioning system 100 may comprise a pair of hybrid compressors 4. Specifically, a first of the pair of hybrid compressors 4 may comprise the first drive shaft, and a second of the pair of hybrid compressors 4 may comprise the second drive shaft. Moreover, first drive source 2 may drive the first drive shaft via electromagnetic clutch 3, and second drive source 5 may drive the second drive shaft via controller 15.
  • In any of the above-described embodiments of the present invention, refrigeration circuit [0021] 1 may comprise a plurality of refrigeration tubes, and a refrigerant may be circulated within refrigeration circuit 1 via the refrigeration tubes. Refrigerant circuit 1 may comprise compressor 4, a condenser 6; a receiver 7; an expansion valve 8; and an evaporator 9. Compressor 4 may be connected operationally to condenser 6, and condenser 6 may be connected operationally to receiver 7. Receiver 7 may be connected operationally to expansion valve 8, and expansion valve 8 may be connected operationally to evaporator 9. Moreover, evaporator 9 may be connected operationally to compressor 4; such that compressor 4, condenser 6, receiver 7, expansion valve 8, and evaporator 9 form a closed, refrigeration circuit. In operation, compressor 4 may receive refrigerant gas from evaporator 9 and also may compress that refrigerant gas. Compressing the refrigerant gas may increase a temperature of the refrigerant gas and also may increase a pressure of the refrigerant gas. Compressor 4 may pass the compressed refrigerant gas to condenser 6. When the compressed refrigerant gas flows through condenser 6, at least a portion of the refrigerant gas may condense into a liquid refrigerant. Moreover, condenser 6 may pass the condensed refrigerant to receiver 7, and receiver 7 may divide the condensed refrigerant into a liquid refrigerant portion and a refrigerant gas portion. Receiver 7 may pass the liquid refrigerant portion of the refrigerant to expansion valve 8, which may decrease the pressure of the liquid refrigerant. When expansion valve 8 reduces the pressure of the liquid refrigerant, expansion valve 8 may pass the refrigerant to evaporator 9, and mix the refrigerant with air dispensed by blower 12, which may evaporate the liquid refrigerant into a refrigerant gas. The refrigerant gas then may be passed to compressor 4.
  • [0022] Air conditioning system 100 also may comprise a heater core 11 positioned at a downstream side of evaporator 9, and an air mix damper 10 formed between the downstream side of evaporator 9 and an upstream side of heater core 11. Air mix damper 10 may be driven by a servo motor (not shown). The movement of air mix damper 10 may control a volume of air capable passing through heater core 11 via evaporator 9, which may control the air temperature within the interior of the vehicle. Moreover, blower 12, evaporator 9, air mix damper 10, and heater core 11 may be positioned within an air duct 13. Air conditioning system 100 also may comprise a first discharge port 21, a second discharge port 22, and a third discharge port 23, and discharge ports 21-23 may be positioned at a downstream side of air duct 13. For example, first discharge port 21 may be formed above third discharge port 23, and second discharge port 22 may be formed between first discharge port 21 and third discharge port 23. Moreover, first discharge port 21 may be used during a DEFROST mode, second discharge port 22 may be used in a VENT mode, and third discharge port 23 may be a FOOT mode. Such modes may determine the source from which the air entering the interior of the vehicle is drawn, or the direction in which the entering air blows, or both.
  • [0023] temperature sensor 14 for measuring a temperature Te of air dispensed from evaporator 9 may be positioned between evaporator 9 and heater core 11. Temperature sensor 14 also may be connected operationally to controller 15, and temperature sensor 14 transmits a signal indicating a value of temperature Te to controller 15. In an embodiment of the present invention, the vehicle also may comprise an electrical power supply (not shown), e.g., a battery, for second drive source 5. Controller 15 also may receive a plurality of signals 16, such as a plurality of signals indicating an outside air temperature Tam, a vehicle interior temperature Tr, a heater water temperature Tw, an amount of ambient light Tsun, a voltage Bt of the electrical power supply, a vehicle speed Sp, an engine rotational speed Ne, and an accelerator opening degree Acc, or the like. Based on signals 16 and temperature Te of air dispensed from evaporator 9, controller 15 may generate a first control signal 17 for controlling a rotational speed of second drive source 5, and a second control signal 18 for controlling the engagement and disengagement of electromagnetic clutch 3.
  • Specifically, when [0024] second drive source 5 drives compressor 4, electromagnetic clutch 3 may be disengaged, and first control signal 17 may be transmitted to second drive source 5 to control the rotational speed of second drive source 5. Nevertheless, when first drive source 2 drives compressor 4, first control signal 17 may be deactivated, and electromagnetic clutch 3 may be engaged. In another embodiment of the present invention, first drive source 2 and second drive source 5 may operate simultaneously. Moreover, based on temperature Te of air dispensed from evaporator 9, controller 15 may select the rotational speed of second drive source 5, or determine whether to engage or disengage electromagnetic clutch 3, or both.
  • Moreover, when a load demanded by [0025] hybrid compressor 4 is greater than the driving force delivered by second drive source 5, such that the driving force delivered by second drive source 5 is insufficient to drive hybrid compressor 4, electromagnetic clutch 3 may be engaged, such that the driving force from first drive source 2 is delivered to hybrid compressor 4 to transition hybrid compressor 4 from inactive to active. Because the driving force delivered by first drive source 2 is greater than the driving force delivered by second drive source 5, the amount of time which it takes to transition hybrid compressor 4 from inactive to active is less than the amount of time which it takes to active known hybrid compressors.
  • When [0026] hybrid compressor 4 transitions from inactive to active via the driving force from first drive source 2, refrigerant flows in refrigerant circuit 1, and the load demanded by hybrid compressor 4 decreases. In an embodiment, when the load demanded by hybrid compressor 4 becomes less than or equal to the drive force delivered by second drive source 5, electromagnetic clutch 3 is disengaged, such that second drive source 5 drives hybrid compressor 4. In another embodiment, when the load demanded by hybrid compressor 4 becomes less than or equal to the drive force delivered by second drive source 5, first control signal 17 is activated, such that first drive source 2 and second drive source 5 both drive hybrid compressor 4.
  • While the invention has been described in connection with preferred embodiments, it will be understood by those skilled in the art that variations and modifications of the preferred embodiments described above may be made without departing from the scope of the invention. Other embodiments will be apparent to those skilled in the art from a consideration of the specification or from a practice of the invention disclosed herein. It is intended that the specification and the described examples are consider exemplary only, with the true scope of the invention indicated by the following claims. [0027]

Claims (18)

What is claimed is:
1. A method for driving at least one hybrid compressor of an air conditioning system of a vehicle, wherein the vehicle comprises a first drive source, the at least one hybrid compressor comprises a second drive source, and the at least one hybrid compressor is driven by the first drive source or the second drive source, or a combination thereof, wherein the method comprises the steps of:
transmitting a first driving force to the at least one hybrid compressor when a load demanded by the at least one hybrid compressor is greater than a maximum driving force of the second drive source, wherein the first drive source delivers the first driving force to the at least one hybrid compressor, and the first driving force transitions the at least one hybrid compressor from inactive to active, and
subsequently transmitting a second driving force to the at least one hybrid compressor when the load demanded by the at least one hybrid compressor is less than or equal to the maximum driving force of the second drive source, wherein at least the second drive source delivers the second driving force to the at least one hybrid compressor.
2. The method of claim 1, wherein the first drive source and the second drive source deliver the second driving force to the at least one hybrid compressor.
3. The method of claim 1, wherein the first drive source comprises an engine of the vehicle, and the second drive source comprises an electric motor.
4. The method of claim 1, wherein the at least one hybrid compressor further comprises a drive shaft, wherein the step of transmitting the first driving force comprises the step of driving the drive shaft via the first drive source, wherein the step of transmitting the second driving force comprises the step of driving the drive shaft at least via the second drive source.
5. The method of claim 1, wherein the at least one hybrid compressor further comprises:
a first drive shaft, wherein the step of transmitting the first driving force comprises the step of driving the first drive shaft via the first drive source; and
a second drive shaft, wherein the step of transmitting the second driving force comprises a step selected from the group consisting of
driving the second drive shaft via the second drive source; and
driving the first drive shaft via the first drive source and driving the second drive shaft via the second drive source.
6. The method of claim 1, wherein the at least one hybrid compressor comprises:
a first hybrid compressor comprising a first drive shaft, wherein the step of transmitting the first driving force comprises the step of driving the first drive shaft via the first drive source; and
a second hybrid compressor comprising a second drive shaft, wherein the step of transmitting the second driving force comprises a step selected from the group consisting of
driving the second drive shaft via the second drive source; and
driving the first drive shaft via the first drive source and driving the second drive shaft via the second drive source.
7. An air conditioning system for a vehicle, wherein the vehicle comprises a first drive source, the air conditioning system comprises at least one hybrid compressor, and the at least one hybrid compressor comprises a second drive source, wherein the at least one hybrid compressor is driven by the first drive source or the second drive source, or a combination thereof, wherein the first drive source delivers a first driving force to the at least one hybrid compressor when a load demanded by the at least one hybrid compressor is greater than a maximum driving force of the second drive source, such that the first driving force transitions the at least one hybrid compressor from inactive to active, wherein at least the second drive source delivers a second driving force to the at least one hybrid compressor when the load demanded by the at least one hybrid compressor is less than or equal to the maximum driving force of the second drive source.
8. The air conditioning system of claim 7, wherein the first drive source and the second drive source deliver the second driving force to the at least one hybrid compressor.
9. The air conditioning system of claim 7, wherein the first drive source comprises an engine of the vehicle, and the second drive source comprises an electric motor.
10. The air conditioning system of claim 7, wherein the at least one hybrid compressor further comprises a drive shaft driven by the first drive source or the second drive source, or a combination thereof
11. The air conditioning system of claim 7, wherein the at least one hybrid compressor further comprises:
a first drive shaft driven by the first drive source; and
a second drive shaft driven by the second drive source, wherein the first drive shaft and the second drive shaft are driven selectively or simultaneously.
12. The air conditioning system of claim 7, wherein the at least one hybrid compressor comprises:
a first hybrid compressor comprising a first drive shaft driven by the first drive source; and
a second hybrid compressor comprising a second drive shaft driven by the second drive source, wherein the first drive shaft and the second drive shaft are driven selectively or simultaneously.
13. A vehicle comprising:
a first drive source; and
an air conditioning system comprising at least one hybrid compressor, wherein the at least one hybrid compressor comprises a second drive source, and the at least one hybrid compressor is driven by the first drive source or the second drive source, or a combination thereof, wherein the first drive source delivers a first driving force to the at least one hybrid compressor when a load demanded by the at least one hybrid compressor is greater than a maximum driving force of the second drive source, such that the first driving force transitions the at least one hybrid compressor from inactive to active, wherein at least the second drive source delivers a second driving force to the at least one hybrid compressor when the load demanded by the at least one hybrid compressor is less than or equal to the maximum driving force of the second drive source.
14. The vehicle of claim 13, wherein the first drive source and the second drive source deliver the second driving force to the at least one hybrid compressor.
15. The vehicle of claim 13, wherein the first drive source comprises an engine of the vehicle, and the second drive source comprises an electric motor.
16. The vehicle of claim 13, wherein the at least one hybrid compressor further comprises a drive shaft driven by the first drive source or the second drive source, or a combination thereof
17. The vehicle of claim 13, wherein the at least one hybrid compressor further comprises:
a first drive shaft driven by the first drive source; and
a second drive shaft driven by the second drive source, wherein the first drive shaft and the second drive shaft are driven selectively or simultaneously.
18. The vehicle of claim 13, wherein the at least one hybrid compressor comprises:
a first hybrid compressor comprising a first drive shaft driven by the first drive source; and
a second hybrid compressor comprising a second drive shaft driven by the second drive source, wherein the first drive shaft and the second drive shaft are driven selectively or simultaneously.
US10/461,513 2002-06-27 2003-06-16 Air conditioning systems for vehicles comprising such air conditioning systems, and methods for driving hybrid compressors of such air conditioning systems Abandoned US20040001760A1 (en)

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