Device for protecting an air conditioning system of a vehicle

Abstract

An apparatus for protecting an air conditioning system of a vehicle is configured to prevent damage to the air conditioning system due to overrunning of a compressor or a lack of refrigerant by accurately determining whether to operate the compressor even without using a specific sensor that causes an increase in manufacturing costs of the vehicle.

Description

Technical Field

[0001] This disclosure relates to an apparatus for protecting a vehicle's air conditioning system, and more specifically, to an apparatus for protecting a vehicle's air conditioning system from excessive operation of the compressor. Background Technology

[0002] Generally, vehicles are equipped with an air conditioning system to control the temperature and humidity of the air inside the vehicle. The air conditioning system can expel cold or hot air into the vehicle depending on the interior temperature.

[0003] When an air conditioning system operates in cooling mode, it uses a compressor to compress the refrigerant. The compressor can be driven by power sent from the engine via the engine's crankshaft.

[0004] In related technologies, sensors are used to obtain information about the refrigerant discharge pressure of the compressor, and this information is used to prevent damage to the air conditioning system caused by over-operation of the compressor or insufficient refrigerant. When the compressor is over-operated, pressure exceeding its withstand pressure can be generated, potentially damaging the air conditioning system. Furthermore, insufficient refrigerant, caused by refrigerant leakage from the air conditioning system, can lead to damage due to inadequate lubrication.

[0005] The air conditioning system of the relevant technology is designed to prevent compressor burnout and damage to the air conditioning system by stopping the operation of the compressor when the refrigerant discharge pressure of the compressor exceeds a predetermined allowable pressure range.

[0006] However, when using specific sensors to measure the refrigerant discharge pressure of the compressor, there is a problem of increased vehicle manufacturing costs due to the sensors. Summary of the Invention

[0007] This disclosure aims to solve the aforementioned problems. The object of this disclosure is to provide a device for protecting a vehicle's air conditioning system. This device is configured to prevent damage to the air conditioning system due to excessive compressor operation or insufficient refrigerant by accurately determining whether compressor operation is permitted, even without using specific sensors that increase the vehicle's manufacturing costs.

[0008] The objectives of this disclosure are not limited to those described above. Other objectives not set forth herein may be understood from the following description and may be illustrated by embodiments of the invention. Furthermore, the objectives of this disclosure are achieved by the configurations and combinations thereof described in the claims.

[0009] The apparatus for protecting a vehicle's air conditioning system for achieving the above-described objectives of this disclosure is an apparatus for protecting an air conditioning system for controlling the air conditions inside the vehicle, and includes the following configuration.

[0010] The apparatus for protecting an air conditioning system disclosed herein includes a pressure estimator configured to estimate the refrigerant discharge pressure of a compressor for the air conditioning system based on predetermined vehicle information and the air conditioning system, and to determine the estimated refrigerant discharge pressure as the estimated discharge pressure of the compressor. The apparatus also includes a dual pressure switch configured to selectively operate based on the refrigerant discharge pressure of the compressor, and to send a shut-off request signal to cut off the compressor when the refrigerant discharge pressure of the compressor is not within a predetermined allowable pressure range of the dual pressure switch. The apparatus further includes an operation controller configured to determine, and selectively drive, whether the compressor should be driven when it is necessary to drive the compressor, based on the estimated discharge pressure determined by the pressure estimator, whether the dual pressure switch has already sent a shut-off request signal, and the cumulative number of times the shut-off request signal of the dual pressure switch has been sent.

[0011] When both the first and second conditions are met, the operation controller can determine the permissible drive standby time based on the cumulative number of times the dual pressure switch sends a cut-off request signal. The first condition is whether the estimated discharge pressure is within the compressor's predetermined permissible pressure range, and the second condition is whether the dual pressure switch does not send a cut-off request signal. The operation controller can also allow the compressor to be driven and operate when the compressor's actual non-operational hold time exceeds the permissible drive standby time.

[0012] When the actual non-operational hold time of the compressor is less than the allowable standby time for the drive, the operation controller may not allow the compressor to be driven and may keep the compressor in a non-operational state.

[0013] If either the first or the second condition is not met, the operation controller may not allow the compressor to be driven and may keep the compressor in a non-operating state.

[0014] When the compressor is running, if both the first and second conditions are met, the operation controller can keep the compressor running.

[0015] When the compressor is running, if either the first or second condition is not met, the operation controller can shut down the compressor.

[0016] The device for protecting the air conditioning system may further include an estimation map corrector configured to correct the discharge pressure estimation map of the pressure estimator based on a predetermined reference error when the difference between the operating pressure of the dual pressure switch and the estimated discharge pressure of the compressor is above a predetermined reference error. The pressure estimator may have a discharge pressure estimation map configured to determine the estimated discharge pressure of the compressor using predetermined vehicle information and air conditioning system information as input variables.

[0017] The operating pressure of the dual-pressure switch can be determined based on the signal information transmitted by the dual-pressure switch and the operating pressure range information. The operating pressure range information of the dual-pressure switch can be determined as either a high-pressure range or a low-pressure range based on real-time vehicle information and real-time air conditioning system information.

[0018] The estimation map corrector can determine the operating pressure range information of the dual pressure switch based on vehicle information and air conditioning system information that are identified as the same input variables as the discharge pressure estimation map. The transmission signal of the dual pressure switch can be either a cut-off request signal or a cut-off cancellation request signal.

[0019] This disclosure provides the following effects for the purposes described above.

[0020] First, by using the estimated discharge pressure of the compressor and a dual pressure switch to determine whether the compressor can be driven, damage to the air conditioning system caused by over-running of the compressor or insufficient refrigerant can be prevented.

[0021] Secondly, since the estimated discharge pressure information of the compressor is used instead of detecting the refrigerant discharge pressure of the compressor through specific sensors, the manufacturing cost of the vehicle can be reduced by eliminating the need for sensors. Attached Figure Description

[0022] The above and other objects, features and advantages of this disclosure should be more clearly understood from the following detailed description in conjunction with the accompanying drawings, wherein:

[0023] Figure 1 This is a configuration diagram showing an apparatus for protecting an air conditioning system according to an embodiment of the present disclosure;

[0024] Figure 2 This is a diagram illustrating information for determining the estimated discharge pressure of the compressor by a pressure estimator configured according to the present disclosure for a device for protecting an air conditioning system;

[0025] Figure 3 This is an illustration of a method for determining whether to allow the compressor to be driven by an operation controller configured according to the present disclosure for an air conditioning system; and

[0026] Figure 4 This is an illustration of a method for correcting a discharge pressure estimation map using an estimation map corrector configured according to the present disclosure for an air conditioning system. Detailed Implementation

[0027] In the following, embodiments of the present disclosure will be described in detail with reference to the accompanying drawings. The configurations shown in the drawings are provided to facilitate the description of embodiments of the present disclosure and may differ from actual configurations.

[0028] Throughout this specification, unless otherwise expressly stated, “include” any component should be understood as implying the inclusion of other components, rather than excluding any other components.

[0029] Furthermore, in this specification, components are distinguished by the terms "first," "second," etc., to differentiate components with the same name without limiting the order. When components, devices, elements, etc., of this disclosure are described as having a purpose or performing an operation or function, the component, device, or element shall be regarded herein as "configured to" satisfy that purpose or perform that operation or function.

[0030] This disclosure relates to a device for protecting a vehicle's air conditioning system. The device is configured to prevent damage to the compressor or the air conditioning system due to overuse of the compressor or insufficient refrigerant. The device determines whether it is permissible to restart the air conditioning system's compressor without using sensors for detecting pressure (which would otherwise increase vehicle manufacturing costs).

[0031] refer to Figure 1 The device for protecting a vehicle's air conditioning system according to this disclosure may include a dual pressure switch (DPS) 20, which can selectively stop the operation of the compressor 10 for the air conditioning system. The device may also include an air conditioning system controller 30 for overall control of the air conditioning system.

[0032] Compressor 10 is a compressor installed in the air conditioning system to control the air conditions inside the vehicle. The air conditioning system is configured to supply air to the vehicle interior after controlling the temperature, humidity, etc. of the intake air. For example, the air conditioning system can exhaust cold or hot air into the vehicle interior. When the air conditioning system is activated, compressor 10 is selectively required to be activated.

[0033] The air conditioning system uses refrigerant to control the air conditions inside the vehicle, and the compressor 10 is configured to compress the refrigerant in the air conditioning system. When the air conditioning system is activated, the compressor is selectively activated to compress and discharge the refrigerant. Specifically, the compressor 10 can compress the low-temperature, low-pressure gaseous refrigerant discharged from the evaporator of the air conditioning system into a high-temperature, high-pressure gaseous refrigerant, and can discharge the compressed high-temperature, high-pressure gaseous refrigerant to the condenser of the air conditioning system.

[0034] Compressor 10 can be a mechanical compressor that is mechanically connected to the crankshaft of the engine and receives torque from the engine, and can be driven by power from the engine. Compressor 10 can also be an electric compressor driven by power from a power source in the vehicle.

[0035] DPS 20 is a switch configured to operate selectively based on the actual refrigerant discharge pressure of compressor 10. DPS 20 can be configured to operate based on the refrigerant suction pressure of compressor 10 (instead of the refrigerant discharge pressure of compressor 10).

[0036] DPS 20 is configured to shut off compressor 10 when the actual refrigerant discharge pressure of compressor 10 is not within the predetermined allowable pressure range of DPS 20.

[0037] When the actual refrigerant discharge pressure of compressor 10 is not within the predetermined allowable pressure range, DPS 20 is activated and sends a request to shut down compressor 10. When DPS 20 is activated, it can send a signal to the air conditioning system controller 30 requesting to shut down compressor 10 (i.e., a shutdown request signal).

[0038] The permissible pressure range of DPS 20 includes pressure values ​​greater than a predetermined first critical pressure and less than a predetermined second critical pressure. The first critical pressure is the low-pressure critical value of DPS 20, and the second critical pressure is the high-pressure critical value of DPS 20. The first critical pressure is a pressure value lower than the second critical pressure.

[0039] When the actual refrigerant discharge pressure of compressor 10 is below the first critical pressure or above the second critical pressure, DPS 20 can cut off compressor 10 by sending a cut-off request signal to air conditioning system controller 30.

[0040] For example, when a cut-off request signal is received from DPS 20, the air conditioning system controller 30 determines the target speed (RPM) of the compressor 10 to be 0 (zero) and controls the operation of the compressor 10 so that the compressor 10 follows the target speed, thereby being able to cut off (i.e. shut down) the compressor 10.

[0041] DPS 20 can be a high-low voltage disconnect switch composed of a high-voltage disconnect switch (HPS) and a low-voltage disconnect switch (LPS).

[0042] refer to Figure 1 In this disclosure, the air conditioning system controller 30 may include a pressure estimator 31, an operation controller 32, and an estimation diagram corrector 33.

[0043] Pressure estimator 31 is configured to estimate and determine the refrigerant discharge pressure of compressor 10. Pressure estimator 31 estimates the refrigerant discharge pressure of compressor 10 and determines the estimated refrigerant discharge pressure as the estimated discharge pressure.

[0044] Pressure estimator 31 can be configured to use a discharge pressure estimation map to determine the estimated discharge pressure of compressor 10. Pressure estimator 31 may have a discharge pressure estimation map configured to determine the estimated discharge pressure of compressor 10.

[0045] The discharge pressure estimation map can be configured to determine the estimated discharge pressure of compressor 10 based on predetermined input variables and store it in pressure estimator 31. (Reference) Figure 2 The reserved vehicle information and reserved air conditioning system information are included in the input variables of the discharge pressure estimation graph.

[0046] The reserved vehicle information includes vehicle speed, outside air temperature, engine coolant temperature, radiator fan speed (RPM), and the time the engine remains running after starting. The reserved air conditioning system information includes the evaporator temperature, blower motor RPM, the time the compressor 10 remains running after starting, and the time the compressor 10 remains stopped after being turned off.

[0047] When compressor 10 is an electric compressor, the discharge pressure estimation diagram may additionally include the RPM and power consumption of the electric compressor. The RPM and power consumption of the electric compressor can also be included in the air conditioning system information.

[0048] The operation controller 32 is configured to determine whether to allow the compressor 10 to be driven after the engine has been started. The operation controller 32 determines whether to allow the compressor 10 to be driven based on the estimated discharge pressure of the compressor 10 determined by the pressure estimator 31, whether the DPS 20 has sent a cut-off request signal, and the cumulative number of runs of the DPS 20.

[0049] The operation controller 32 determines whether to allow the compressor 10 to run based on information such as the estimated discharge pressure of the compressor 10, whether the DPS 20 has sent a cut-off request signal, and the cumulative number of runs of the DPS 20. Therefore, accuracy and reliability at a level corresponding to determining whether to allow the compressor 10 to run based on a sensed value can be obtained. The sensed value is obtained by detecting the refrigerant discharge pressure of the compressor 10 using a sensor or similar device for detecting pressure.

[0050] The permissible pressure range of compressor 10 can be determined as the pressure value between the low-pressure critical value and the high-pressure critical value for stable operation of compressor 10. Specifically, the permissible pressure range of compressor 10 can be determined as a pressure value greater than a third critical pressure and less than a fourth critical pressure. The third critical pressure is a pressure value lower than the fourth critical pressure.

[0051] The third critical pressure is the pressure value higher than the first critical value of DPS 20, and the fourth critical pressure is the pressure value lower than the second critical value of DPS 20. In other words, the magnitude of the critical pressures satisfies the condition "first critical pressure < third critical pressure < fourth critical pressure < second critical pressure".

[0052] Therefore, the permissible pressure range of DPS 20 is wider than that of compressor 10. Thus, when determining whether to allow compressor 10 to run solely based on whether DPS 20 has sent a cut-off request signal, the operation controller 32 may allow compressor 10 to run, even if the actual refrigerant discharge pressure of compressor 10 is not within its permissible pressure range. If compressor 10 is allowed to run when its actual refrigerant discharge pressure is not within its permissible pressure range, compressor 10 may be damaged.

[0053] Furthermore, since the estimated discharge pressure of compressor 10 is based on a pressure value estimated from predetermined information, its accuracy is slightly lower than that of the sensed value. Therefore, even if the estimated discharge pressure is within the allowable pressure range of compressor 10, the actual refrigerant discharge pressure of compressor 10 may not be within the allowable pressure range of compressor 10.

[0054] Therefore, in order to ensure the same level of accuracy as when determining whether to allow the compressor 10 to be driven based on the sensed value, the operation controller 32 determines whether to allow the compressor 10 to be driven based on information about the cumulative number of runs of the DPS 20 after the engine is started, information about the estimated discharge pressure of the compressor 10, and information about whether the DPS 20 has sent a cut-off request signal.

[0055] The cumulative number of runs of DPS 20 is counted after the engine is started. The operation controller 32 may include a counter for counting the cumulative number of runs of DPS 20.

[0056] When the cumulative number of runs of DPS 20 is large, it means that when compressor 10 is driven, the actual refrigerant discharge pressure of compressor 10 is likely to be close to the first critical pressure or the second critical pressure of DPS 20.

[0057] In other words, the greater the cumulative number of operations of DPS 20, the higher the likelihood that the actual refrigerant discharge pressure of compressor 10 is not within the allowable pressure range of compressor 10. Specifically, the greater the cumulative number of operations of DPS 20, the higher the likelihood that the actual refrigerant discharge pressure of compressor 10 is a pressure value between the first and third critical values, or between the fourth and second critical values.

[0058] Frequent operation of compressor 10 may damage it if the actual refrigerant discharge pressure of compressor 10 is not within its allowable pressure range. Therefore, it is necessary to selectively shut down compressor 10 or delay the timing of compressor 10 operation based on the cumulative number of runs of DPS 20 to reduce the likelihood of damage to compressor 10 and prevent damage to compressor 10.

[0059] The following will refer to Figure 3 The process of the operation controller 32 determining whether to allow the compressor 10 to be driven and selectively driving the compressor 10 is described in detail.

[0060] like Figure 3 As shown, the operation controller 32 can determine whether the compressor 10 is in a non-operating state (i.e., in a stopped state) after the engine is started (S100).

[0061] When compressor 10 is not in operation, operation controller 32 determines whether there is a request to drive compressor 10 (S110). For example, when a user makes a request to drive the air conditioning system, the compressor 10 can be driven.

[0062] When a request to drive compressor 10 is detected, the operation controller 32 first determines whether to allow the compressor 10 to be driven based on the estimated discharge pressure of compressor 10 and whether DPS 20 has sent a cut-off request signal (S120).

[0063] The operation controller 32 can receive the estimated discharge pressure of the compressor 10 from the pressure estimator 31, and can receive the cut-off request signal from the DPS 20.

[0064] When the first condition that the estimated discharge pressure is within the allowable pressure range of compressor 10 and the second condition that DPS 20 does not send a cut-off request signal are both met, the operation controller 32 initially allows the compressor 10 to be driven.

[0065] If either the first condition or the second condition is not met, the operation controller 32 does not allow the compressor 10 to be driven. In other words, if either the first condition or the second condition is not met, the operation controller 32 keeps the compressor 10 in a non-operating state (S130).

[0066] When the operation controller 32 initially allows the compressor 10 to be driven, the operation controller 32 additionally determines whether to allow the compressor 10 to be driven based on the cumulative number of runs of the DPS 20. When the engine starts, the operation controller 32 counts and stores the cumulative number of runs of the DPS 20 in real time.

[0067] Even if initially allowing the compressor 10 to run, the greater the cumulative number of runs of the DPS 20, the higher the likelihood that the actual refrigerant discharge pressure of the compressor 10 falls within the allowable pressure range of the DPS 20 but not within the allowable pressure range of the compressor 10. Therefore, it is necessary to selectively reduce the number of times the compressor 10 is driven or delay the timing of driving the compressor 10 based on the cumulative number of runs of the DPS 20.

[0068] Whenever the actual refrigerant discharge pressure of compressor 10 exceeds the allowable pressure range of DPS 20, DPS 20 opens and sends a shut-off request signal. Therefore, the cumulative number of times DPS 20 operates is the same as the cumulative number of times DPS 20 sends a shut-off request signal.

[0069] When the actual refrigerant discharge pressure of compressor 10 enters the allowable pressure range of DPS 20, DPS 20 shuts down and sends a cut-off cancellation request signal. The cut-off cancellation request signal is a signal sent by DPS 20 to cancel the cut-off of compressor 10.

[0070] After initially allowing the compressor 10 to be driven, the operation controller 32 compares the drive-allowed standby time determined based on the cumulative number of times the cut-off request signal of DPS 20 is sent with the actual time when the compressor 10 is not driven (S125).

[0071] The allowable standby time is the time during which the controller 32 must remain in standby mode to restart the compressor 10 after the most recent shutdown of the compressor 10. The allowable standby time should elapse after the most recent shutdown of the compressor 10 before restarting the compressor 10 can begin.

[0072] Since even if the compressor 10 is initially allowed to drive, it may be damaged due to the re-driving of the compressor 10, which depends on the cumulative number of times the cut-off request signal of DPS 20 is sent, the allowable standby time for the compressor 10 to drive is determined based on the cumulative number of times the cut-off request signal of DPS 20 is sent.

[0073] In detail, the operation controller determines the allowable standby time for the compressor 10 based on the cumulative number of times the DPS cut-off request signal is sent after the engine starts and the real-time temperature of the outside air.

[0074] The actual non-operational hold time of compressor 10 is the time during which compressor 10 is actually held in a non-operational state. In other words, the actual non-operational hold time of compressor 10 is the time elapsed from the most recent shutdown of compressor 10 until compressor 10 is restarted. When compressor 10 is shut down, the operation controller 32 counts the actual non-operational hold time.

[0075] The operation controller 32 selectively drives the compressor 10 based on a comparison of the allowed drive standby time and the actual non-operation hold time. Specifically, when the actual non-operation hold time exceeds the allowed drive standby time, the operation controller 32 ultimately allows the compressor 10 to be driven, and the compressor 10 is driven (S140). In this case, the operation controller 32 can drive the compressor 10 to follow a target speed determined based on a request from the user.

[0076] When the actual non-operation hold time is less than the drive-allowed standby time, the operation controller 32 does not allow the compressor 10 to be driven. In other words, when the actual non-operation hold time is less than the drive-allowed standby time, the operation controller 32 keeps the compressor 10 in a non-operation state.

[0077] Although Figure 3 Not shown, but when the actual non-operational hold time is less than the drive-allowed standby time, the operation controller 32 may remain in standby mode until the actual non-operational hold time exceeds the drive-allowed standby time. When the actual non-operational hold time of the compressor 10 increases to exceed (i.e., longer than) the drive-allowed standby time, the operation controller 32 may allow the compressor 10 to be driven and drive the compressor 10.

[0078] When the compressor 10 is running, the operation controller 32 determines whether to keep the compressor 10 running based on the estimated discharge pressure of the compressor 10 and whether the DPS 20 has sent a cut-off request signal (S150).

[0079] When the compressor 10 is running, the operation controller 32 allows the compressor 10 to be driven and keeps the compressor 10 running when the first condition that the estimated discharge pressure of the compressor 10 is within the allowable pressure range of the compressor 10 and the second condition that the DPS 20 does not send a cut-off request signal are both met (S160).

[0080] When compressor 10 is running, if either the first condition or the second condition is not met, the operation controller 32 shuts off compressor 10 (S170).

[0081] When the operating state of DPS 20 changes, the operation controller 32 sends the transmission signal information of DPS 20 to the estimation map corrector 33. In other words, when DPS 20 sends a cut-off request signal or a cut-off cancellation request signal, the operation controller 32 sends the transmission signal information of DPS 20 to the estimation map corrector 33.

[0082] refer to Figure 4 The estimation diagram corrector 33 first determines whether the operation controller 32 has received the transmission signal information from the DPS 20.

[0083] When the operation controller 32 receives the transmission signal information from the DPS 20, the estimation map corrector 33 uses real-time vehicle information and real-time air conditioning system information to determine the operating pressure range of the DPS 20 (S210).

[0084] In other words, the estimation map corrector 33 determines the operating pressure range when the DPS 20 sends a cut-off request signal and the operating pressure range when the DPS 20 sends a cut-off cancellation request signal, based on real-time vehicle information and real-time air conditioning system information.

[0085] Specifically, the operating pressure range when DPS 20 sends a cut-off request signal can be a first critical pressure, serving as a low-pressure threshold for DPS 20, or a second critical pressure, serving as a high-pressure threshold for DPS 20. The operating pressure range when DPS 20 sends a cut-off cancellation request signal can be determined as a pressure value that is a predetermined level higher than the first critical pressure (i.e., the first cut-off critical pressure), or it can be determined as a pressure value that is a predetermined level lower than the second critical pressure (i.e., the second cut-off critical pressure). The operating pressure of DPS 20 is determined based on the operating characteristics of DPS 20.

[0086] For example, suppose the estimation map corrector 33 determines the operating pressure range of the DPS based on information about the outside air temperature. When the outside air temperature is above 20°C, the operating pressure range of the DPS 20 can be determined to be the high-pressure range, and when the outside air temperature is below 20°C, the operating pressure range of the DPS 20 can be determined to be the low-pressure range. Essentially, the estimation map corrector 33 determines the operating pressure range based on the same information as the input variables of the discharge pressure estimation map used by the pressure estimator 31 when determining the estimated discharge pressure of the compressor 10.

[0087] The estimation diagram corrector 33 determines the operating mode of the DPS 20 based on the transmission signal information of the DPS 20 (S220). In other words, the estimation diagram corrector 33 can determine, based on the transmission signal information of the DPS 20, whether the operation type of the DPS 20 is a cut-off mode for requesting to cut off the compressor 10 or a cut-off cancellation mode for requesting to cancel the cutting off of the compressor 10.

[0088] Therefore, the estimation diagram corrector 33 determines the operating pressure of the DPS 20 based on the operating pressure range of the DPS 20 and the transmitted signal information (S230).

[0089] Specifically, when DPS 20 operates in cutoff mode within the high-voltage range and sends a cutoff request signal, the operating pressure of DPS 20 can be the second critical pressure. When DPS 20 operates in cutoff cancellation mode within the high-voltage range and sends a cutoff cancellation request signal, the operating pressure of DPS 20 can be the second cutoff cancellation critical pressure.

[0090] When DPS 20 operates in cutoff mode within the low-pressure range and sends a cutoff request signal, the operating pressure of DPS 20 can be the first critical pressure. When DPS 20 operates in cutoff cancellation mode within the low-pressure range and sends a cutoff cancellation request signal, the operating pressure of DPS 20 can be the first cutoff cancellation critical pressure.

[0091] Since DPS 20 is configured to operate selectively based on the actual refrigerant discharge pressure of compressor 10, it can be seen that the operating pressure of DPS 20 is close to the actual refrigerant discharge pressure of compressor 10.

[0092] Therefore, the estimation map corrector 33 compares the operating pressure value of DPS 20 with the estimated discharge pressure value of compressor 10 (S240). Furthermore, when the difference between the operating pressure of DPS 20 and the estimated discharge pressure of compressor 10 (i.e., the first pressure difference) is greater than a predetermined reference error, the estimation map corrector 33 corrects the discharge pressure estimation map of pressure estimator 31 based on the first pressure difference. When the first pressure difference is less than the reference error, the estimation map corrector 33 does not correct the discharge pressure estimation map.

[0093] For example, when the operating pressure of DPS 20 is higher than the estimated discharge pressure of compressor 10, the estimation map corrector 33 can increase the estimated discharge pressure of the discharge pressure estimation map based on the first pressure difference. When the operating pressure of DPS 20 is lower than the estimated discharge pressure of compressor 10, the estimation map corrector 33 can also decrease the estimated discharge pressure of the discharge pressure estimation map based on the first pressure difference. The corrected estimated discharge pressure of the discharge pressure estimation map is determined by selecting real-time vehicle information and real-time air conditioning system information, which were originally used to determine the operating pressure range of DPS 20, as input variables.

[0094] Since the discharge pressure estimation map of pressure estimator 31 is based on the first pressure difference correction, when pressure estimator 31 needs to determine the estimated discharge pressure of compressor 10 based on the same vehicle information and air conditioning system information, pressure estimator 31 can estimate the estimated discharge pressure of compressor 10 more accurately. Therefore, operation controller 32 can more accurately determine whether to allow compressor 10 to be driven.

[0095] According to this disclosure, damage to the air conditioning system caused by overuse of the compressor 10 or insufficient refrigerant can be prevented by accurately determining whether to allow the compressor 10 to be driven.

[0096] Furthermore, by estimating the drive torque of the compressor 10 based on the estimated discharge pressure determined in the manner described above, the engine idle speed can be optimally controlled and fuel efficiency improved, just as when the discharge pressure sensing value of the compressor 10 is used.

[0097] Although embodiments of this disclosure have been described above, the terms and words used in this specification and claims should not be construed as limited to their ordinary or dictionary meanings. Furthermore, the scope of this disclosure is not limited to the embodiments described above. Various changes and modifications based on the basic spirit of this disclosure as defined in the claims by those skilled in the art are also included within the scope of this disclosure.

Claims

1. A device for protecting a vehicle's air conditioning system used to control the air conditions inside the vehicle, the device comprising: The pressure estimator is configured to: estimate the refrigerant discharge pressure of the compressor for the air conditioning system based on predetermined vehicle information and air conditioning system information, and determine the estimated refrigerant discharge pressure as the estimated discharge pressure of the compressor; A dual pressure switch has a predetermined allowable pressure range including pressure values ​​greater than a low-pressure threshold and less than a high-pressure threshold, and is configured to: selectively operate according to the refrigerant discharge pressure of the compressor, and send a cut-off request signal to cut off the drive of the compressor when the refrigerant discharge pressure of the compressor is below the low-pressure threshold or above the high-pressure threshold of the dual pressure switch; and The operation controller is configured to: when the compressor needs to be driven, determine whether to allow the compressor to be driven and selectively drive the compressor based on the estimated discharge pressure determined by the pressure estimator, whether the dual pressure switch has sent a cut-off request signal, and the cumulative number of times the dual pressure switch has sent a cut-off request signal.

2. The apparatus according to claim 1, wherein, The operation controller: When both the first condition that the estimated discharge pressure is within the predetermined allowable pressure range of the compressor and the second condition that the dual pressure switch does not send a cut-off request signal are met, the drive allowable standby time is determined based on the cumulative number of times the dual pressure switch sends a cut-off request signal. as well as When the actual non-operational hold time of the compressor exceeds the allowable standby time of the drive, the compressor is allowed to be driven and the compressor is operated.

3. The apparatus according to claim 2, wherein, When the actual non-operational hold time of the compressor is less than the allowable standby time of the drive, the operation controller does not allow the compressor to be driven and keeps the compressor in a non-operational state.

4. The apparatus according to claim 2, wherein, If either the first condition or the second condition is not met, the operation controller will not allow the compressor to be driven and will keep the compressor in a non-operating state.

5. The apparatus according to claim 2, wherein, When the compressor is running, if both the first and second conditions are met, the operation controller will keep the compressor running.

6. The apparatus according to claim 2, wherein, When the compressor is running, if either the first condition or the second condition is not met, the operation controller shuts off the compressor.

7. The apparatus according to claim 2, wherein, The operation controller determines the allowable standby time of the drive based on the cumulative number of times the dual pressure switch cut-off request signal is sent after the engine is started and the outside air temperature.

8. The apparatus of claim 1, further comprising an estimation map corrector configured to: correct the discharge pressure estimation map of the pressure estimator based on the difference between the operating pressure of the dual pressure switch and the estimated discharge pressure of the compressor when the difference is greater than or equal to a predetermined reference error. in, The pressure estimator has a discharge pressure estimation map, which is configured to determine the estimated discharge pressure of the compressor using the predetermined vehicle information and air conditioning system information as input variables.

9. The apparatus according to claim 8, wherein, The operating pressure of the dual pressure switch is determined based on the transmitted signal information and operating pressure range information of the dual pressure switch, and The operating pressure range information of the dual pressure switch is determined to be either a high-pressure range or a low-pressure range based on real-time vehicle information and real-time air conditioning system information.

10. The apparatus according to claim 9, wherein, The estimation map corrector determines the operating pressure range information of the dual pressure switch based on vehicle information and air conditioning system information, which are determined to be the same as the input variables of the discharge pressure estimation map. The signal sent by the dual pressure switch is either a cut-off request signal or a cut-off cancellation request signal.

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