Air conditioning system with coolant pressure management

Abstract

An air conditioning system for a vehicle, having an evaporator configured for a heat exchange between a coolant and air, a fan configured to generate an air flow passing through the evaporator and intended to be fed into a vehicle passenger compartment, at least one pressure sensor configured to measure the pressure of the coolant, and a control unit to adjust the rotation speed of the fan, configured to automatically decrease the rotation speed of the fan when the detected pressure of the coolant rises above a pressure threshold, so as to reduce the air flow on the evaporator and thus reduce the pressure of the coolant is provided.

Claims

1. An air conditioning system for a vehicle, comprising an evaporator configured for heat exchange between a coolant and air, a fan configured to generate an air flow flowing through the evaporator and intended to be fed into a passenger compartment of the vehicle, at least one pressure sensor configured to measure the pressure of the coolant, and provide a measurement signal representative of the measured pressure of the coolant in a plurality of time intervals, said plurality of time intervals comprising a first time interval and a second time interval, wherein said second time interval is after the first time interval, and a controller for adjusting the rotation speed of the fan, wherein said controller is configured to automatically decrease the rotation speed of the fan when the measurement signal rises above a pressure threshold, in such a way as to reduce the air flow on the evaporator and therefore reduce the pressure of the coolant, wherein said controller is further configured to generate a control signal for adjusting the rotation speed of the fan, said control signal having a characteristic proportional to the rotation speed of the fan, and wherein said characteristic of the control signal follows a predetermined adjustment curve as a function of the measured pressure of the coolant, wherein said adjustment curve comprises a first curve and a second curve in which, for the same pressure, the characteristic of the control signal of the first curve has a greater value than the characteristic of the control signal of the second curve, and wherein said controller is configured to calculate a first average value of the measurement signal over the first time interval, calculate a second average value of the measurement signal over the second time interval, compare the second average value with the first average value, and if the second average value is greater than the first average value, generate the control signal according to the first curve to adjust the rotation speed of the fan, and if the second average value is less than the first average value, generate the control signal according to the second curve to adjust the rotation speed of the fan.

2. A system according to claim 1, wherein the pressure sensor is positioned at the output of a compressor of a circuit of the coolant.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

(1) Further features and advantages of the system according to the invention will become more apparent in the following detailed description of an embodiment of the invention, made with reference to the accompanying drawings, provided purely to be illustrative and non-limiting, wherein:

(2) FIG. 1 is a diagram representing an air conditioning system according to the invention;

(3) FIG. 2 is a block diagram representing a control unit of the system of FIG. 1;

(4) FIG. 3 is a graph representing an adjustment curve of the system according to the invention;

(5) FIG. 4 is a time graph illustrating a procedure for controlling the rotation speed of the fan;

(6) FIGS. 5a and 5b are graphs representing the time variation of some state quantities, respectively in a system without control according to the invention and in a system provided with such control.

DETAILED DESCRIPTION OF THE INVENTION

(7) With reference to FIG. 1, an air conditioning system for a vehicle comprises a duct 10 to supply treated air to a vehicle passenger compartment, shown schematically in the figure. Along the duct 10 a fan 11 is arranged, configured to generate in the duct 10 a flow of air F to be fed into the vehicle compartment. The fan 11 (or more precisely the impeller thereof) is driven in rotation by an electric motor 12.

(8) Along the duct 10 is further arranged an evaporator 13 configured for a heat exchange between a coolant and the air flow F passing through the evaporator 13. The evaporator 13 is part of a coolant circuit conventional per se (partially illustrated), typically comprising a compressor C1, a condenser C2 and an expansion valve. In FIG. 1, an inlet is shown at I through which the coolant coming from the coolant circuit is fed into the evaporator 13, while at 0 is represented an outlet through which the coolant returning to the fluid circuit exits from the evaporator 13.

(9) The system further comprises at least one pressure sensor 15 configured to measure the pressure of the coolant in the relevant circuit. In particular, such sensor 15 is positioned at the outlet of the compressor C1, i.e. at the highest pressure point of the coolant circuit.

(10) The system further comprises a control unit 20 configured to adjust the rotation speed of the fan 11, controlling the motor 12.

(11) With reference also to FIG. 2, a control unit 20 in charge of controlling several distinct groups numbered from 1 to K is represented, each group comprising an evaporator with a fan attached thereto. The control unit 20 is configured to receive a control signal PWMin as input indicating a fan rotation speed request, which may derive from a manual adjustment carried out by the driver or by a calculation made by the same control unit 20 on the basis of an air conditioning system control algorithm. For example, the control signal PWMin may have a value between 0 and 100%, where 0 represents the fan at a standstill and 100% represents the fan running at the maximum permitted speed.

(12) The control unit 20 is further configured to receive as input measurement signals p.sub.1, . . . , p.sub.K provided by the pressure sensors respectively associated with each of the coolant circuits K of the system.

(13) With reference also to FIG. 3, the control unit 20 is configured to automatically decrease the rotation speed of the fan 11 (or, in the case of more than one group, the rotation speed of at least one of the fans respectively associated with the evaporators K) when the pressure p measured by the coolant (or, in the case of more than one group, the pressures p.sub.1 . . . p.sub.K measured by the sensors respectively associated with the coolant circuits K) rises above a pressure threshold. In the example shown, this threshold is set to 2.19 Mpa.

(14) The decrease of the rotation speed of the fan generates a lower air flow on the evaporator, which allows the pressure of the coolant circuit to be kept below a predetermined maximum value, depending on the characteristics of the adjustment curve of the system. For example, in the example shown in FIG. 3, the maximum preset pressure value is 2.25 Mpa, while the fan rotation speed may be reduced at most to 45% compared to the required input speed PWMin.

(15) Specifically, the control unit is configured to generate a control signal PWMout (or, in the case of more than one group, control signals PWMout.sub.1 . . . PWMout.sub.N), which is transmitted to the motor 12, in a manner known per se, to adjust the rotation speed of the fan 11. The control signal PWMout has a characteristic (e.g. impulse duration) proportional to the rotation speed of the fan 11. Such characteristic of the control signal PWMout follows a predetermined adjustment curve, in particular a curve with hysteresis, as a function of the pressure p measured by the pressure sensor 15, or a quantity (e.g. voltage) of the electrical signal provided by the sensor 15, proportional to the pressure p.

(16) In the graph in FIG. 3, the adjustment curve is expressed by the ratio between the control signal PWMout output from the control unit 20 and the control signal PWMin received as input by the control unit 20 and indicative of the rotation speed request.

(17) The adjustment curve comprises a first curve, indicated at I, and a second curve II, in which, at the same pressure (or voltage), the characteristic PWMout/PWMin of the control signal of the first curve I has a value greater than the characteristic PWMout/PWMin of the control signal of the second curve II. In the example shown, each curve I and II comprises a section with a constant value of the characteristic PWMout/PWMin, and a section wherein such characteristic varies linearly. The hysteresis cycle is between two end points, at which the curves I and II join each other. In the example shown, the first end point has an abscissa equal to 2.19 Mpa and an ordinate equal to 1 (i.e. no speed reduction with respect to the incoming control signal PWMin), and the second end point has an abscissa of 2.44 Mpa and an ordinate of 0.55 (i.e. 45% speed reduction with respect to the incoming control signal PWMin). Obviously, the values indicated above are subject to calibration as a function of the specific application for which the system is intended according to the invention.

(18) With reference also to FIG. 4, the control unit 20 is configured for calculating the average value of a signal representative of the measured pressure of the coolant in a respective time interval, comparing the average value of the signal calculated for a given time interval with the average value of the signal calculated for a prior time interval, and if the average value of the signal calculated for the given time interval is greater than the average value of the signal calculated for the prior time interval, generating a control signal according to the first curve, and if the average value of the signal calculated for the given time interval is lower than the average value of the signal calculated for the prior time interval, generating a control signal according to the second curve.

(19) In the example shown in FIG. 4, the average value of the signal representative of the pressure corresponding to the average value of the voltage of the signal supplied by the pressure sensor 15, and is indicated at Vs. The subscripts n and n−1 used in FIG. 4 indicate that the average value Vs.sub.n is calculated over a time interval prior to the n-th instant, while the average value Vs.sub.n-1 is calculated over an interval prior to the n−1-th instant, that is the instant 0 of the graph in FIG. 4. Similarly, the control signal PWMout emitted by the control unit 20 to adjust the speed is marked by the subscript n when it is output at the n-th instant, and the subscript n−1 when it is output at the n−1-th instant (instant 0).

(20) The system thus applies a constant control signal PWMout over the entire time interval between the n−1-th instant and the n-th instant, which in the example shown is 5 s. The voltage values measured in a fraction of this time interval ending at the n-th instant (in the example shown, the sub-interval between 3 s and 5 s) are supplied to the control unit 20 for it to calculate the average value Vs.sub.n.

(21) The control unit 20 thus compares such average value Vs.sub.n-1 with the average value previously calculated with respect to the time interval of equal length prior to the instant n−1 (instant 0 in FIG. 4). On the basis of such comparison, the control unit 20 then determines whether the value PWMout.sub.n to be supplied at the n-th instant should be taken from the curve I (if Vs.sub.n>Vs.sub.n-1) or from the curve II (if Vs.sub.n<Vs.sub.n-1).

(22) The arrangements described above prevent fluctuations in the pressure of the coolant in the circuit.

(23) FIGS. 5a and 5b are graphs that represent the time variation of some state quantities in a shutdown test, respectively for a system without pressure control according to the invention and for a system provided with such control. The axis of the abscissa represents time, in arbitrary units, while the ordinate shows temperature and pressure.

(24) From the comparison between the two graphs it may be observed that both systems reach the pressure corresponding to the compressor shutdown point, slightly higher than 2.50 Mpa, but with a temperature equal to about 55° C. in the system with pressure control, higher than the temperature of about 52° C. in the system without such control.