CN113056382A

CN113056382A - Fault analysis system and fault analysis device

Info

Publication number: CN113056382A
Application number: CN201980076324.4A
Authority: CN
Inventors: 绿川麿
Original assignee: Denso Corp
Current assignee: Denso Corp
Priority date: 2018-11-21
Filing date: 2019-11-07
Publication date: 2021-06-29
Also published as: JP2020082962A; WO2020105454A1; JP7040420B2

Abstract

A failure analysis device for specifying a failure event occurring in a refrigeration cycle device (6) mounted on a vehicle, comprising: the vehicle-mounted refrigeration cycle apparatus includes a vehicle data acquisition unit (S100, S110) that acquires operation data indicating an operation state of the refrigeration cycle apparatus and current position data indicating a current position of the vehicle, a weather data acquisition unit (S120, S130) that acquires weather data indicating a weather state from a weather server (40) that collects the weather data, and a failure determination unit (S154, S155, S160, S161, S162) that determines the failure event based on the operation data acquired by the vehicle data acquisition unit and the weather data acquired by the weather data acquisition unit.

Description

Fault analysis system and fault analysis device

Cross reference to related applications

The present invention is based on japanese patent application No. 2018-218618 applied for 11/21/2018, the contents of which are incorporated herein by reference.

Technical Field

The present invention relates to a fault analysis system and a fault analysis device.

Background

Conventionally, in an air conditioning service support apparatus, when operation data of an air conditioner is received, a failure determination is performed based on the operation data (for example, see patent document 1). The air conditioning service assisting device obtains a regression prediction value from the actual measurement value data of a part of the operation data, and compares the regression prediction value with the predetermined actual measurement value data of the operation data, thereby performing failure determination and specifying a failure part/failure event. As the measured value data, the room temperature, the outside air temperature, the frequency of the inverter, the indoor fan speed, and the outdoor fan speed are used.

Documents of the prior art

Patent document

Patent document 1 Japanese patent laid-open No. 2006-023051

The air conditioning service support device of patent document 1 can perform failure determination and the like by comparing the regression prediction value with the predetermined measured value data of the operation data.

However, patent document 1 does not describe that the fault event is identified based on weather data acquired from a weather server that collects weather data.

Disclosure of Invention

The present invention has an object to provide a fault analysis system and a fault analysis device for determining a fault event based on weather data at the current position of a vehicle acquired from a weather server.

According to one aspect of the present invention, a failure analysis device for specifying a failure event occurring in a refrigeration cycle device mounted on a vehicle includes:

a vehicle data acquisition portion that acquires operation data indicating an operation state of the refrigeration cycle device, and current position data indicating a current position of the vehicle;

a weather data acquisition unit that acquires weather data of a current position of the vehicle based on the current position data from a weather server that collects weather data indicating a weather state; and

a malfunction determining section that determines the malfunction event based on the operational data acquired by the vehicle data acquiring section and the meteorological data acquired by the meteorological data acquiring section.

Thus, it is possible to provide a failure analysis device that specifies a failure event based on weather data at the current position of the vehicle acquired from the weather server.

In another aspect of the present invention, a fault analysis system includes:

a refrigeration cycle device mounted on a vehicle;

an operation data acquisition unit that acquires operation data indicating an operation state of the refrigeration cycle device;

a current position acquisition unit that acquires current position data indicating a current position of the vehicle;

a failure determination section that determines a failure event of the refrigeration cycle device based on the operation data and the meteorological data.

Thus, a failure analysis system for specifying a failure event based on weather data at the current position of the motor vehicle acquired from the weather server can be provided.

The parenthesized reference numerals given to the respective components and the like indicate an example of the correspondence between the components and the like and the specific components and the like described in the embodiments described later.

Drawings

Fig. 1 is a schematic diagram showing the overall configuration of a fault analysis system according to a first embodiment.

Fig. 2 is a side view of an automobile equipped with a vehicle air conditioner constituting the failure analysis system according to the first embodiment.

Fig. 3 is a plan view of an automobile equipped with a vehicle air conditioner constituting the failure analysis system according to the first embodiment.

Fig. 4 is a partially enlarged view showing a plurality of air flow paths in the outdoor heat exchanger in the vehicle air-conditioning apparatus according to the first embodiment.

Fig. 5 is a schematic diagram showing the arrangement relationship of the outdoor heat exchanger, the outdoor fan, and the outdoor air temperature sensor in the vehicle air-conditioning apparatus according to the first embodiment.

Fig. 6 is a schematic diagram showing a schematic configuration of a refrigeration cycle apparatus of a vehicle air conditioner according to a first embodiment.

Fig. 7 is a schematic diagram showing an electrical configuration of a refrigeration cycle apparatus of a vehicular air conditioning apparatus according to a first embodiment.

Fig. 8 is a flowchart showing a failure analysis notification process in the failure analysis server according to the first embodiment.

Fig. 9 is a flowchart showing a communication control process in the communication ECU of the first embodiment.

Fig. 10 is a flowchart showing weather data notification processing in the weather server according to the first embodiment.

Fig. 11 is a diagram showing changes in the sensor acquisition value, which is the detection value of the outside air temperature sensor, the meteorological data, and the difference C between the sensor acquisition value and the meteorological data in the first embodiment.

Fig. 12 is a graph of curves C1 and C2 showing the difference value C on the vertical axis and the time on the horizontal axis, which change with time in the first embodiment.

Fig. 13 is a diagram showing the overall configuration of a failure analysis system according to the second embodiment.

Detailed Description

Hereinafter, embodiments of the present invention will be described with reference to the drawings. For the sake of simplifying the description, the same or equivalent portions among the following embodiments are given the same reference numerals in the drawings.

(first embodiment)

Fig. 1 shows an overall configuration of a failure analysis system 1 according to the first embodiment. The failure analysis system 1 of the present embodiment is a system for analyzing a failure event of an in-vehicle air conditioner 3 mounted on an automobile 2.

Specifically, the failure analysis system 1 includes the communication ECU10, the acuc 20, the failure analysis server 30, the weather server 40, and the management server 50. The communication ECU10 is mounted on the automobile 2 and performs wireless communication with the base radio station 4 via the antenna 11. As the motor vehicle 2, for example, a bus of a public transportation facility is used.

The communication ECU10, GPS receiver 12, and acucu 20 of the present embodiment are mounted on the automobile 2.

The communication ECU10 acquires air conditioning data such as the inside air temperature, the outside air temperature, and the refrigerant pressure from the acuc 20, and current position data from the GPS receiver 12, and transmits the acquired data to the failure analysis server 30 via the antenna 11 and the base radio station 4.

The GPS receiver 12 calculates the current position of the motor vehicle 2 based on signals transmitted from a plurality of satellites, and transmits the calculated current position data indicating the current position to the communication ECU 10.

The acuc 20 is composed of a microcomputer and a memory, and controls the compressor 74 of the in-vehicle air conditioner. The detailed description of the acucu 20, the in-vehicle air conditioner 3, and the like will be described later. The memory is a storage medium that is a non-transitory entity.

The failure analysis server 30 acquires weather data from the weather server 40, acquires air-conditioning data from the acuc 20, and executes failure determination processing for determining a failure event of the air supply system outside the vehicle based on the acquired weather data, air-conditioning data, and the like.

The air blowing system outside the vehicle according to the present embodiment is a system including an outdoor air blower and an outdoor heat exchanger in the vehicle-mounted air conditioner.

The weather server 40 repeatedly collects weather data for each region to construct a database including the weather data for each region. The weather server 40 searches the weather data for each region in the database in response to a request from the failure analysis server 30, and transmits the searched weather data for each region to the failure analysis server 30.

As the meteorological data of the present embodiment, data indicating the outside air temperature of each region (that is, the outside air temperature of the current position of the automobile 2) is used.

The management server 50 is a server of a management company that performs maintenance, repair, or the like of the motor vehicle 2 (i.e., a bus).

The base radio station 4, the failure analysis server 30, the weather server 40, and the management server 50 of the present embodiment are connected to a communication circuit 5 such as the internet.

The in-vehicle air conditioner 3 according to the present embodiment will be described below with reference to fig. 2, 3, 4, and 5.

The in-vehicle air conditioner 3 of the present embodiment is disposed above the roof 2a of the automobile 2. The in-vehicle air conditioning apparatus 3 includes an outdoor heat exchanger 70, outdoor air-sending

devices

70a, 70b, and 70c,

indoor heat exchangers

71 and 72, indoor air-sending

devices

71a, 71b, 71c, 72a, 72b, and 72c, and a filter 73.

The outdoor heat exchanger 70 exchanges heat between high-pressure refrigerant discharged from a compressor 74 described later and vehicle outdoor air blown by the outdoor air-sending

devices

70a, 70b, and 70c as indicated by an arrow Sa in fig. 5, and cools the high-pressure refrigerant by the vehicle outdoor air.

The

outdoor fans

70a, 70b, and 70c of the present embodiment are disposed above the outdoor heat exchanger 70 in the vertical direction.

Specifically, the outdoor heat exchanger 70 includes a distribution box, a collection box, a plurality of tubes 70d, and heat exchange fins 70 e.

The distribution box distributes the high-pressure refrigerant from the compressor 74 to the plurality of tubes 70 d. The plurality of tubes 70d allow the high-pressure refrigerant to flow to the collection tank. The header tank collects the high-pressure refrigerant flowing through the plurality of tubes 70d, and causes the collected high-pressure refrigerant to flow to a pressure reducing valve 75 described later.

As shown in fig. 4, the plurality of tubes 70d are arranged at intervals. The heat exchange fin 70e is disposed between two adjacent tubes 70d of the plurality of tubes 70 d. The heat exchange fin 70e is formed in a corrugated shape, and a plurality of air flow paths 70f are formed between the two tubes 70 d.

In the outdoor heat exchanger 70 configured as described above, the high-pressure refrigerant is cooled by heat exchange between the high-pressure refrigerant flowing through the plurality of tubes 70d and the vehicle exterior air flowing through the plurality of air flow passages 70 f. The heat exchange fins 70e promote heat exchange between the high-pressure refrigerant and the outside air of the vehicle compartment.

The indoor heat exchanger 71 exchanges heat between the vehicle interior air blown by the

indoor air blowers

71a, 71b, and 71c and the low-pressure refrigerant passing through the pressure reducing valve 75, and cools the vehicle interior air by the low-pressure refrigerant.

The indoor heat exchanger 72 exchanges heat between the vehicle interior air blown by the

indoor air blowers

72a, 72b, and 72c and the low-pressure refrigerant passing through the pressure reducing valve 75, and cools the vehicle interior air by the low-pressure refrigerant.

The indoor heat exchanger 72 of the present embodiment constitutes an indoor air conditioning unit that is housed in an indoor air conditioning casing, and cools and blows the air flow blown by the

indoor air blowers

72a, 72b, and 72c into the vehicle interior.

The

indoor heat exchangers

71 and 72 according to the present embodiment are arranged in parallel (or in series) with respect to the flow of the low-pressure refrigerant. The filter 73 functions to purify the air flow flowing into the

indoor heat exchangers

71, 72.

As shown in fig. 6, the outdoor heat exchanger 70, the

indoor heat exchangers

71 and 72, the compressor 74, and the pressure reducing valve 75 are connected by refrigerant pipes, and constitute the refrigeration cycle apparatus 6 that circulates a refrigerant. The compressor 74 constitutes a compression mechanism that sucks in a refrigerant, compresses the refrigerant, and discharges the compressed refrigerant.

As the compressor 74 of the present embodiment, for example, an engine-driven compressor is used in which a compression mechanism is driven by a driving force of a running engine to suck a refrigerant and compress the refrigerant and discharge the compressed refrigerant. In this case, an electromagnetic clutch is disposed between the engine for running and the engine-driven compressor.

The electromagnetic clutch is connected between the engine for running and the engine-driven compressor, and switches between a connected state in which the driving force of the engine for running is transmitted to the engine-driven compressor and an open state in which the driving force of the engine for running and the engine-driven compressor are open.

Here, the electromagnetic clutch is controlled by the acucu 20 to alternately implement a connected state and a disconnected state. Thereby, the amount of the high-pressure refrigerant discharged from the compressor 74 is adjusted.

The pressure reducing valve 75 is a valve body that adjusts the opening degree (hereinafter, referred to as throttle opening degree) of a refrigerant flow path through which the refrigerant flows between the refrigerant outlet of the outdoor heat exchanger 70 and the refrigerant inlets of the

indoor heat exchangers

71 and 72. As the pressure reducing valve 75 of the present embodiment, a mechanical expansion valve is used in which the throttle opening degree is automatically controlled so that the degree of heating of the refrigerant flowing from the refrigerant outlet of the

indoor heat exchangers

71, 72 becomes a predetermined value.

The refrigeration cycle apparatus 6 is provided with an inside air temperature sensor 76a, an outside air temperature sensor 76b, a high pressure sensor 76c, a low pressure sensor 76d, and a temperature setter (i.e., a temperature setting unit) 76 e.

The inside air temperature sensor 76a is a temperature sensor that detects the temperature of air in the vehicle compartment (i.e., the vehicle compartment temperature). Outside air temperature sensor 76b is a temperature sensor that detects the temperature of the air outside the vehicle cabin. The outside air temperature sensor 76b is disposed near the outdoor heat exchanger 70. More specifically, the outside air temperature sensor 76b is disposed upstream of the outdoor heat exchanger 70 in the air flow direction of the vehicle outside air.

The outside air temperature sensor 76b of the present embodiment is disposed at a position where heat is transferred from the high-pressure refrigerant in the outdoor heat exchanger 70. Therefore, the outside air temperature sensor 76b functions to detect the temperature of the high-pressure refrigerant in the outdoor heat exchanger 70 in addition to the temperature of the outside air flowing into the outdoor heat exchanger 70.

The high-pressure sensor 76c is a pressure sensor that detects the pressure of the high-pressure refrigerant between the refrigerant outlet of the compressor 74 and the refrigerant inlet of the pressure reducing valve 75. The high-pressure sensor 76c of the present embodiment detects the pressure of the high-pressure refrigerant between the refrigerant outlet of the compressor 74 and the refrigerant inlet of the outdoor heat exchanger 70.

The low pressure sensor 76d is a pressure sensor that detects the pressure of the low pressure refrigerant between the refrigerant outlet of the pressure reducing valve 75 and the refrigerant inlet of the compressor 74. The low pressure sensor 76d of the present embodiment detects the pressure of the low pressure refrigerant between the refrigerant outlets of the

indoor heat exchangers

71, 72 and the refrigerant inlet of the compressor 74.

The temperature setter 76e is a device that sets a Set temperature Set, which is a target temperature of the air temperature in the vehicle interior, by an operation of a user (i.e., an operator).

Next, an electrical configuration of the refrigeration cycle apparatus 6 of the present embodiment will be described with reference to fig. 7.

The acucu 20 is an electronic control device including a memory and a microcomputer. The memory is a non-transitory physical storage medium. The acuc 20 calculates the target outlet air temperature TAO based on the detected temperature of the outside air temperature sensor 76b, the detected temperature of the inside air temperature sensor 76a, and the Set temperature Set. The target outlet air temperature TAO is a target outlet air temperature that needs to be extracted from the indoor air conditioning unit in order to bring the temperature in the vehicle interior close to the Set temperature Set.

In order to make the temperature of air blown out of the indoor air conditioning unit into the vehicle interior approach the target outlet air temperature TAO, the acuc 20 performs a known air conditioning control process of connecting or opening the engine for running and the engine-driven compressor, with respect to the electromagnetic clutch.

As the acuc 20 performs the air conditioning control process, the refrigerant from the compressor 74 circulates through the outdoor heat exchanger 70, the pressure reducing valve 75, the

indoor heat exchangers

71 and 72, and the compressor 74 in this order. Accordingly, the indoor temperature approaches the Set temperature Set. That is, the compressor 74, the outdoor heat exchanger 70, the pressure reducing valve 75, and the

indoor heat exchangers

71 and 72 operate so that the indoor temperature approaches the Set temperature Set.

The acucu 20 of the present embodiment functions to collect air conditioning data such as the current position data of the vehicle, the temperature detected by the interior air temperature sensor 76a, and the pressure detected by the high pressure sensor 76c, based on a request from the failure analysis server 30, and to transmit the collected air conditioning data to the failure analysis server 30.

Next, the control process of the failure analysis system 1 according to the present embodiment will be described with reference to fig. 8, 9, and 10.

The failure resolution server 30 executes failure resolution notification processing in accordance with the flowchart of fig. 8. The acuc 20 executes air conditioning data return processing in accordance with the flowchart of fig. 9. The weather server 40 executes the weather data reply process in accordance with the flowchart of fig. 10.

First, the failure analysis server 30 repeatedly executes failure analysis notification processing. The failure analysis server 30 transmits a request signal requesting air conditioning data and current position data to the acucu 20 (step S100).

The transmitted request signal is transmitted to the base radio station 4 via the communication circuit 5. The transmitted request signal is transmitted from the base radio station 4 by radio communication.

In this case, the GPS receiver 12 repeatedly calculates current position data which represents the current position of the motor vehicle. Further, the acuc 20 repeatedly collects the temperature detected by the inside air temperature sensor 76a, the temperature detected by the outside air temperature sensor 76b, the pressure detected by the high pressure sensor 76c, and the Set temperature Set.

On the other hand, when the communication ECU10 receives the request signal via the antenna 11, the communication ECU10 acquires current position data indicating the current position of the motor vehicle from the GPS receiver 12 (step 200 in fig. 9).

Further, the communication ECU10 acquires the temperature detected by the inside air temperature sensor 76a, the temperature detected by the outside air temperature sensor 76b, the pressure detected by the high pressure sensor 76c, and the Set temperature Set via the acuc 20.

Then, the communication ECU10 transmits the detected temperature of the inside air temperature sensor 76a, the detected pressure of the high pressure sensor 76c, the air conditioning data including the Set temperature Set, and the current position data from the antenna 11 to the base radio station 4 (step S210 in fig. 9). The air conditioning data is operation data indicating an operation state of the refrigeration cycle device.

At this time, the temperature detected by the outside air temperature sensor 76b included in the air conditioning data (i.e., the operation data) is detected at a plurality of different times in order to perform the determination processing of step S160 described later.

When the base radio station 4 receives the air conditioning data and the current position data thus transmitted, the base radio station 4 transmits the air conditioning data and the current position data to the failure analysis server 30 via the communication circuit 5.

The failure analysis server 30 determines whether or not the air conditioning data and the current position data are received from the communication ECU10 (step S110 in fig. 8). When the air conditioning data and the current position data are not received from communication ECU10, failure analysis server 30 determines NO in step S110 and repeats the determination in step S110.

When receiving the air conditioning data and the current location data from communication ECU10, failure analysis server 30 determines YES in step S110 as the current location acquisition unit.

Subsequently, the failure analysis server 30 transmits a request signal for requesting weather data of the current position of the vehicle 2 to the weather server 40 based on the current position data from the communication ECU 10.

As the meteorological data of the present embodiment, outside air temperature data indicating the outside air temperature at the current position of the automobile 2 is used. As the meteorological data, data indicating the outside air temperature at the current position detected at a plurality of times is used in order to perform the determination processing of step S160 described later.

Next, the weather server 40 determines whether or not the request signal from the failure analysis server 30 is received (step S300). When the request signal from the failure analysis server 30 is not received, the weather server 40 determines NO in step S300 and repeats the determination in step S300.

When the request signal from the failure analysis server 30 is received and the determination is YES in step S300, the weather server 40 detects weather data of the current position of the vehicle in the database (step S310).

Next, the weather server 40 transmits the weather data, which is the search result in the database, to the failure analysis server 30 (step S320 in fig. 10). The transmitted meteorological data is sent to the failure analysis server 30 via the communication circuit 5.

In this way, the failure analysis server 30 acquires meteorological data, the detected temperature of the inside air temperature sensor 76a, the detected pressures of the outside air temperature sensor 76b and the high pressure sensor 76c, and the Set temperature Set.

Then, the failure analysis server 30 analyzes the failure event of the refrigeration cycle apparatus 6 based on the meteorological data, the detected temperature of the inside air temperature sensor 76a, the detected pressure of the high pressure sensor 76c, and the Set temperature Set.

First, the failure analysis server 30 obtains | (Set temperature Set-indoor temperature) | (temperature difference) that is the absolute value (that is, temperature difference) of the difference obtained by subtracting the detected temperature (hereinafter, also referred to as indoor temperature) of the indoor air temperature sensor 76a from the Set temperature Set.

Further, failure analysis server 30 determines whether or not | (Set temperature Set — indoor temperature) | thus obtained is equal to or greater than threshold a (i.e., first threshold) (step S140).

Here, if | (Set temperature Set — indoor temperature) | is less than threshold a, failure analysis server 30 determines that NO in step S140. In response to this, the failure analysis server 30 determines that the refrigeration cycle device 6 is performing normal operation (step S141).

On the other hand, if | (Set temperature Set-indoor temperature) | is equal to or greater than threshold a, failure analysis server 30 determines YES in step S140. In response to this, the failure analysis server 30 identifies a failure in temperature adjustment of the vehicle interior by the refrigeration cycle device 6 (step S150).

Next, failure analysis server 30 determines whether or not the detection pressure of high-pressure sensor 76c is higher than a threshold value (i.e., second threshold value) B (step S151). At this time, when the detected pressure of high-pressure sensor 76c is less than threshold B, failure analysis server 30 determines that NO in step S151.

At this time, the failure analysis server 30 should examine the cause of failure in the devices other than the outdoor air-sending system in the refrigeration cycle apparatus 6, and returns to step S100.

On the other hand, when the pressure detected by high-pressure sensor 76c is equal to or greater than threshold value B, failure analysis server 30 determines YES at step S151.

At this time, the failure analysis server 30 identifies the failure event as any one of the following (a), (b), and (c) (step S153).

(a) The outdoor fans (illustrated as condenser fans in fig. 8) 70a, 70b, and 70c are stopped due to a failure, and the heat exchange between the high-pressure refrigerant and the air outside the vehicle (i.e., the air outside the vehicle) in the outdoor heat exchanger 70 is inhibited.

(b) The plurality of air flow paths 70f of the outdoor heat exchanger (condenser in fig. 8) 70 are blocked by foreign matter, and heat exchange between the high-pressure refrigerant and the air outside the vehicle is inhibited.

(c) The refrigeration cycle apparatus 6 is charged with the refrigerant having an excessive amount of refrigerant, and becomes an overcharged state.

Next, the failure analysis server 30 determines which of the above-described (a), (b), and (c) the failure event is based on the weather data and the detected temperature of the outside air temperature sensor 76b (steps S154 and S160). Hereinafter, for convenience of explanation, the detected temperature of the outside air temperature sensor 76b is referred to as a sensor acquisition value.

Here, if the failure event is either one of (a) and (b), heat exchange between the high-pressure refrigerant and the outside air of the vehicle is inhibited in the outdoor heat exchanger 70. Therefore, the high-pressure refrigerant in the outdoor heat exchanger 70 is in a high temperature state, and therefore, heat is transferred from the high-pressure refrigerant in the outdoor heat exchanger 70 to the outside air temperature sensor 76 b. This increases the temperature detected by the outside air temperature sensor 76 b.

Then, the failure analysis server 30 obtains "sensor acquisition value-weather data" which is a difference obtained by subtracting the weather data from the sensor acquisition value (see fig. 11). It is determined whether or not the obtained "acquired sensor value — meteorological data" (i.e., outside air temperature difference) is equal to or greater than a threshold value D (step S154). At this time, if the "sensor acquisition value — weather data" is less than the threshold (i.e., the third threshold) D, the failure analysis server 30 determines NO in step S154.

In this case, the failure analysis server 30 specifies "(c) a case where the refrigeration cycle device 6 is in the refrigerant overcharged state" as the failure event (step S155).

In response to this, the failure analysis server 30 transmits the recommended amount of refrigerant to be filled in the refrigeration cycle device 6 to the management server 50 through the communication circuit 5 (step S170).

This makes it possible to notify the management company of a recommended plan in the case of an excessive charge of the refrigerant.

On the other hand, if the "sensor acquisition value — weather data" is equal to or greater than the threshold value D, the failure analysis server 30 determines YES in step S154. In this case, the failure event is any one of the following (a) and (b).

Here, the

outdoor fans

70a, 70b, and 70c are stopped due to a failure, and the temperature of the high-pressure refrigerant in the outdoor heat exchanger 70 rapidly increases with the passage of time. Therefore, as shown by a curve C1 in fig. 12, the "sensor acquisition value — meteorological data" (═ difference value C) rises sharply with the passage of time.

On the other hand, when the outdoor heat exchanger 70 is in the blocked state, heat exchange between some of the high-pressure refrigerant and the outside air of the vehicle occurs in the outdoor heat exchanger 70, and therefore the temperature of the high-pressure refrigerant in the outdoor heat exchanger 70 gradually increases with the passage of time. Therefore, as shown by a curve C1 in fig. 12, the difference C gradually increases with the passage of time.

For convenience of description, among the sensor acquisition values at different times, the sensor acquisition value at time T is referred to as a sensor acquisition value S (T), and among the sensor acquisition values at different times, the sensor acquisition value at time (T + T) is referred to as a sensor acquisition value S (T + T).

The meteorological data at time T among the meteorological data at a plurality of different times is used as meteorological data k (T). Of the meteorological data at a plurality of different times, meteorological data at time (T + T) is defined as meteorological data K (T + T). The time (T + T) is a time after a predetermined period T has elapsed from the time T.

Here, let { sensor acquisition value S (T) -meteorological data K (T) } ═ C (T) }, { sensor acquisition value S (T + T) -meteorological data K (T + T) } ═ C (T + T).

The failure analysis server 30 determines which of the following (a) and (b) is a failure event by using the sensor acquisition value S (T), the sensor acquisition value S (T + T), the meteorological data K (T + T), and the predetermined value cf.

Here, when C (T) < C (T + T) and C (T + T) -C (T) ≦ the predetermined value cf are satisfied, the failure analysis server 30 determines that the difference C (sensor acquisition value — meteorological data) gradually increases with the passage of time, and determines YES in step S160.

At this time, the failure analysis server 30 determines that the outdoor heat exchanger 70 is in the blocked state as a failure event (step S161).

In response to this, the failure analysis server 30 sends the recommended plan of clearing the plurality of air flow paths 70f of the outdoor heat exchanger 70 to eliminate the blockage to the management server 50 via the communication circuit 5 (step S170).

On the other hand, if C (T) < C (T + T) and C (T + T) -C (T) > predetermined value cf are satisfied, failure analysis server 30 determines that difference C increases rapidly with the passage of time, and determines YES in step S160.

This makes it possible to notify the management company of the recommended plan when the outdoor heat exchanger 70 is in the blocked state.

At this time, the failure analysis server 30 determines that the

outdoor fans

70a, 70b, and 70c are stopped due to a failure as a failure event (step S162). Accordingly, the failure analysis server 30 transmits the case where the failure of the

outdoor fans

70a, 70b, and 70c is eliminated (or the

outdoor fans

70a, 70b, and 70c are replaced) as a recommendation to the management server 50 through the communication circuit 5 (step S170).

This makes it possible to notify the management company of the recommended plan in the case where the

outdoor fans

70a, 70b, and 70c have failed.

According to the present embodiment described above, the failure analysis server 30 is a failure analysis device that specifies a failure event occurring in the vehicle refrigeration cycle device 6.

The failure analysis server 30 acquires weather data indicating the outside air temperature at the current position of the motor vehicle based on the current position data from the weather server 40, and specifies a failure event based on the sensor acquisition value and the weather data.

The weather server 40 acquires air conditioning data indicating the detected value of the outside air temperature sensor 76b (i.e., the sensor acquired value), and current position data indicating the current position of the motor vehicle, and acquires weather data for each region.

Here, in the air-conditioning service support device described in patent document 1, in order to perform failure determination or the like, it is necessary to add a sensor to the in-vehicle device side in response to actual measurement value data, that is, sensing data, and it is not possible to avoid a compromise with the original cost of the in-vehicle device.

In addition, in the case of the demand for trouble assistance, an already-sold vehicle already on the market is more demanded than a new vehicle, and in many cases, it is difficult to newly add a sensor itself to an in-vehicle device as a product for which setting is completed by post-addition.

In order to identify a failure event or a location of a failure in an outdoor air supply system, which is important in a bus air conditioner, an abnormality signal from an outdoor air supply device is indispensable, but many types of sold vehicles do not output the abnormality signal.

In addition, although the filter clogging state can be visually diagnosed as a practical matter, the maintenance load is also increased. Although timer-based automatic purge guidance techniques also exist, there is not necessarily a match with respect to the actual situation of a blockage.

For example, in the present embodiment, it is also considered that the failure analysis server 30 determines the failure event by using measured data of the outside air temperature at the current position of the vehicle instead of the weather data acquired from the weather server 40.

However, in this case, in order to acquire measured data of the outside air temperature, a new outside air temperature sensor must be disposed at a position where heat is not transferred from the high-pressure refrigerant in the outdoor heat exchanger 70. Therefore, the addition of a new outside air temperature sensor leads to an increase in cost.

In contrast, in the present embodiment, the failure analysis server 30 specifies the failure event based on the detection value (i.e., the sensor acquisition value) of the outside air temperature sensor 76b and weather data indicating the outside air temperature at the current position of the vehicle.

Specifically, when the "value obtained by the sensor — weather data" is less than the threshold value D, the failure analysis server 30 determines "the case where the refrigeration cycle device 6 is in the overcharged state" as the failure event.

When the variation dC of the "sensor acquisition value — weather data" is less than the predetermined value cf, the difference C gradually increases with the passage of time, and the failure analysis server 30 determines that the outdoor heat exchanger 70 is in the blocked state as a failure event.

When the "sensor acquisition value-weather data" variation dC is equal to or greater than the predetermined value cf, the difference C increases rapidly with the passage of time, and the failure analysis server 30 determines that the

outdoor fans

70a, 70b, and 70C have stopped due to a failure as a failure event.

As described above, it is possible to provide the failure analysis system 1 and the failure analysis server 30 that realize the determination of the failure event based on the weather data at the current position of the motor vehicle.

In the present embodiment, the failure analysis server 30, in response to the determination of the failure event, transmits a measure to be implemented in response to the determined failure event to the management server 50 as a recommended plan via the communication path 5.

This makes it possible to notify the management company of the recommended plan corresponding to the failure event.

In the present embodiment, the failure analysis server 30 performs failure analysis by acquiring the outside air temperature at the current position of the automobile 2 not as measured data but as meteorological data. Therefore, it is not necessary to add an outside air temperature sensor for measuring the outside air temperature at the current position of the vehicle 2 as measured data. This reduces the number of parts and reduces the cost as compared with the case where the outside air temperature sensor is added.

In the present embodiment, the outside air temperature sensor 76b is used to detect the temperature of the high-pressure refrigerant in the outdoor heat exchanger 70. Therefore, the number of components can be reduced to reduce the cost, as compared with the case where a refrigerant temperature sensor for detecting the temperature of the high-pressure refrigerant in the outdoor heat exchanger 70 is added.

(second embodiment)

In the first embodiment described above, an example in which the failure analysis server 30 is provided outside the automobile 2 is described, and instead, the second embodiment in which the failure analysis server 30A instead of the failure analysis server 30 is disposed in the automobile 2 is described with reference to fig. 13.

The failure analysis server 30A is configured by an electronic control unit mounted in the automobile 2. Therefore, the failure analysis server 30A communicates with the weather server 40 and the management server 50 via the communication ECU10 and the communication circuit 5.

The failure analysis notification process in the failure analysis server 30A is the same as the failure analysis notification process in the failure analysis server 30 according to the first embodiment, and therefore, the description thereof is omitted. Based on the above description, it is possible to provide the failure analysis system 1 and the failure analysis server 30A that realize the determination of the failure event based on the weather data at the current position of the vehicle, as in the first embodiment.

(other embodiments)

(1) In the first and second embodiments, the failure analysis system 1 is described as an example in which the vehicle 2 is a bus, but the failure analysis system 1 may be configured by using a vehicle other than a bus as the vehicle 2 instead.

(2) In carrying out the present invention, in the first and second embodiments, the failure analysis system 1 may be configured by a commercially available vehicle.

(3) In the first and second embodiments, the description has been given of an example in which an engine-driven compressor that drives a compression mechanism by a running engine is used as the compressor 74. Alternatively, an electric compressor that drives a compression mechanism by an electric motor may be used as the compressor 74.

In this case, the acuc 20 adjusts the amount of refrigerant discharged from the compressor 74 by controlling the rotational speed of the electric motor.

(4) In the first and second embodiments, an example has been described in which a mechanical expansion valve is used in which the throttle opening degree is automatically controlled so that the degree of heating of the refrigerant flowing from the refrigerant outlet of the

indoor heat exchangers

71 and 72 becomes a predetermined value.

However, instead of this, a valve body that controls the throttle opening degree by an electric actuator may be used as the pressure reducing valve 75. The electric actuator controls the throttle opening by the acuc 20.

(5) In the first and second embodiments, the failure analysis server 30 has been described as an example of analyzing a failure event using the detected temperatures of various sensors such as the inside air temperature sensor 76a, the outside air temperature sensor 76b, the high pressure sensor 76c, and the low pressure sensor 76 d.

However, in addition to this, the failure analysis server 30 may analyze the failure event using the operation mode of the in-vehicle air conditioner 3 and the detected temperatures of the various sensors.

(6) In the first and second embodiments, when the failure analysis server 30 determines that the "sensor acquisition value — weather data" has rapidly or gradually increased with the passage of time, the failure analysis server may perform the determination as described below.

When the "sensor acquisition value-meteorological data" is taken as the difference data, the fault resolution server 30 calculates the difference data in a plurality of times from the air-conditioning data acquired from the communication ECU 10.

The failure analysis server 30 performs statistical calculation on the difference data at different times, and determines that the "sensor acquisition value — weather data" rapidly or gradually rises with the passage of time.

Thus, when analyzing the failure event, it is possible to reduce the influence of variations in weather or the like and other disturbances (for example, the opening degree of the grille that blows out the grille).

(7) In the first and second embodiments, an example in which the current position of the automobile 2 is obtained using the GPS receiver 12 mounted on the automobile 2 is described. Alternatively, the current position of the vehicle 2 may be position information of a base radio station that performs wireless communication with the communication ECU10 mounted on the vehicle 2.

Alternatively, when the communication ECU10 performs wireless communication with a plurality of base radio stations, the current position of the vehicle 2 may be obtained by wireless communication between the communication ECU10 and the plurality of base radio stations.

(8) In the first and second embodiments, the description has been given of an example in which the failure analysis server 30 performs failure analysis of the refrigeration cycle apparatus 6 using the outside air temperature as the meteorological condition. Instead, the failure analysis of the refrigeration cycle apparatus 6 may be performed using a meteorological condition (for example, humidity, atmospheric pressure, and amount of sunshine) other than the outside air temperature.

(9) In the first and second embodiments, the description has been given of an example in which the failure analysis server 30 performs failure analysis in relation to the outdoor air-sending system. Instead, the failure analysis may be performed with respect to a device (for example, the compressor 74) other than the outdoor air-sending system in the refrigeration cycle apparatus 6.

(10) In the first and second embodiments, the description has been given of an example in which the failure analysis server 30 transmits the recommended plan corresponding to the failure event to the management server 50. Alternatively, the failure analysis server 30 may transmit the recommended plan corresponding to the failure event to a device other than the management server 50 (for example, a mobile terminal of a driver of the bus, a server of a company operating the bus, or the like).

(11) In step S110, the failure analysis server 30 determines whether or not the detected temperature of the internal air temperature sensor 76a, the detected pressure of the high pressure sensor 76c, the Set temperature Set, and the current position data have been received.

However, instead, it may be determined for each piece of data whether or not the data is received. Here, the data indicates any data among the detected temperature of the inside air temperature sensor 76a, the detected pressure of the high pressure sensor 76c, the Set temperature Set, and the current position data.

(12) The present invention is not limited to the above embodiment, and can be modified as appropriate. The above embodiments are not independent of each other, and may be combined as appropriate except when it is obvious that the combination is not possible. In the above embodiments, it goes without saying that the elements constituting the embodiments are not essential, except for cases where they are necessary for a specific explanation and where they are obviously considered to be essential in principle. In the above embodiments, when the number, numerical value, amount, range, and other numerical values of the constituent elements of the embodiments are referred to, the number is not limited to a specific number unless it is specifically stated that the number is essential and is obviously limited to a specific number in principle. In the above embodiments, when the shapes, positional relationships, and the like of the constituent elements are concerned, the shapes, positional relationships, and the like are not limited to those unless specifically stated or limited to a specific shape, positional relationship, and the like in principle. In the above embodiments, when it is described that the external environment information of the vehicle (for example, the humidity outside the vehicle) is acquired from the sensor, the sensor may be eliminated and the external environment information may be received from a server or cloud outside the vehicle. Alternatively, the sensor may be eliminated, the related information related to the external environment information may be acquired from a server or cloud outside the vehicle, and the external environment information may be estimated from the acquired related information.

Next, the correspondence relationship between the components and terms of the first and second embodiments will be described.

Step S100 and step S110 constitute a vehicle data acquisition unit and a work data acquisition unit. Step S120 and step S130 constitute a weather data acquisition unit. Step S154, step S155, step S160, step S161, and step S162 constitute a failure determination unit.

Step S170 corresponds to the failure notification unit. The inside air temperature determination unit corresponds to step S140, the high pressure determination unit corresponds to step S151, and the outside air temperature determination unit corresponds to step S154. The difference determination section corresponds to step S160.

(summary)/

According to the first aspect described in the first and second embodiments and a part or all of the other embodiments, the failure analysis device specifies a failure event occurring in the refrigeration cycle device mounted on the vehicle.

The failure analysis device includes a vehicle data acquisition unit that acquires operation data indicating an operation state of the refrigeration cycle device and current position data indicating a current position of the vehicle.

The failure analysis device includes a weather data acquisition unit that acquires weather data of the current position of the vehicle based on the current position data from a weather server that collects weather data indicating a weather state.

The failure analysis device includes a failure determination unit that determines a failure event based on the operation data acquired by the vehicle data acquisition unit and the weather data acquired by the weather data acquisition unit.

According to a second aspect, the failure analysis device includes a failure notification unit that notifies a measure to be implemented based on the failure event specified by the failure specification unit.

This makes it possible to notify a maintenance company of the vehicle of the countermeasure.

According to a third aspect, the refrigeration cycle apparatus includes a compressor that compresses and discharges a refrigerant, and a blower that blows air outside the vehicle.

The refrigeration cycle device is provided with an outdoor heat exchanger which exchanges heat between high-pressure refrigerant discharged from a compressor and outdoor air blown by a blower to cool the high-pressure refrigerant; and a pressure reducing valve that reduces the pressure of the refrigerant from the vehicle exterior heat exchanger.

The refrigeration cycle device includes an indoor heat exchanger that cools the vehicle interior air by exchanging heat between the refrigerant decompressed by the decompression valve and the vehicle interior air.

The failure determination unit determines a failure event relating to an air blowing system outside the vehicle, the air blowing system including an air blower and an outdoor heat exchanger.

According to a fourth aspect, the refrigeration cycle apparatus includes an outside air temperature sensor that detects a temperature of outside air flowing to the outside heat exchanger.

The outside air temperature sensor is disposed at a position where heat is transferred from the refrigerant in the vehicle exterior heat exchanger. The vehicle data acquisition unit acquires the temperature detected by the outside air temperature sensor as operation data indicating the temperature of the refrigerant in the vehicle exterior heat exchanger. The weather data acquisition unit acquires the outside air temperature at the current position of the vehicle as weather data.

According to a fifth aspect, the outside air temperature sensor is disposed upstream of the vehicle exterior heat exchanger in the flow direction of the vehicle exterior air.

This allows the outside air temperature to be accurately detected by the outside air temperature sensor.

According to a sixth aspect, the failure analysis device includes an inside air temperature determination unit, a high pressure determination unit, and an outside air temperature determination unit.

The refrigeration cycle device is provided with an internal air temperature sensor for detecting the temperature in the vehicle interior of the vehicle, a pressure sensor for detecting the pressure of the high-pressure refrigerant discharged from the compressor, and a temperature setting unit for setting a set temperature by an operator.

The compressor, the outdoor heat exchanger, the pressure reducing valve, and the indoor heat exchanger are operated so that the temperature of the air in the vehicle interior approaches the set temperature.

The vehicle data acquisition unit acquires the pressure detected by the pressure sensor, the temperature detected by the interior air temperature sensor, and the temperature set by the operator in the temperature setting unit.

The interior air temperature determination unit determines whether or not an absolute value of a temperature difference obtained by subtracting the temperature of the vehicle interior air from the set temperature is greater than a first threshold value.

The high-pressure determination section determines whether or not the pressure of the high-pressure refrigerant is higher than a second threshold value.

The outside air temperature determination unit determines whether or not the outside air temperature difference is higher than a third threshold value when the outside air temperature difference is determined as the temperature difference obtained by subtracting the meteorological data from the temperature detected by the outside air temperature sensor.

When the inside air temperature determination unit determines that the absolute value of the temperature difference is greater than the first threshold, the high pressure determination unit determines that the pressure of the high-pressure refrigerant is greater than the second threshold, and the outside air temperature determination unit determines that the outside air temperature difference is less than the third threshold, the failure determination unit determines that the amount of refrigerant filled in the refrigeration cycle device is in an overcharged state as the failure event.

This makes it possible to determine, as a failure event, a case where the amount of refrigerant charged in the refrigeration cycle apparatus is in an overcharged state.

According to a seventh aspect, the failure analysis device includes an inside air temperature determination unit, a high pressure determination unit, an outside air temperature determination unit, and a difference determination unit.

The refrigeration cycle device includes an internal air temperature sensor for detecting a temperature in a vehicle interior of the vehicle, a pressure sensor for detecting a pressure of a high-pressure refrigerant discharged from a compressor, and a temperature setting unit for setting a set temperature by an operator.

The compressor, the outdoor heat exchanger, the pressure reducing valve, and the indoor heat exchanger are operated so that the temperature of the air in the vehicle compartment approaches the set temperature.

The interior air temperature determination unit determines whether or not an absolute value of a temperature difference obtained by subtracting the temperature of the vehicle interior air from the set temperature is greater than a first threshold (A).

The difference determination unit determines whether or not the outside air temperature difference gradually increases with time.

The outdoor heat exchanger has a plurality of air flow paths through which outdoor air flows, and exchanges heat between the outdoor air flowing through the plurality of air flow paths and the high-pressure refrigerant.

The inside air temperature determination unit determines that the absolute value of the temperature difference is greater than a first threshold value, the high pressure determination unit determines that the pressure of the high-pressure refrigerant is higher than a second threshold value, the outside air temperature determination unit determines that the outside air temperature difference is higher than a third threshold value, and the difference determination unit determines that the outside air temperature difference gradually increases with the passage of time. At this time, the failure determination unit determines, as a failure event, that heat exchange between the outside air and the high-pressure refrigerant is inhibited in a blocked state in which the plurality of air flow paths of the outside-vehicle heat exchanger are blocked by foreign matter.

In this way, it is possible to determine, as a failure event, a case where heat exchange between the outside air and the high-pressure refrigerant is blocked in a blocked state in which the plurality of air flow paths of the outside heat exchanger are blocked by foreign matter.

According to an eighth aspect, the failure analysis device includes an inside air temperature determination unit, a high pressure determination unit, an outside air temperature determination unit, and a difference determination unit.

The difference determination unit determines whether or not the outside air temperature difference rapidly increases with time.

The failure determination unit determines that the blower is stopped due to a failure as a failure event when the inside air temperature determination unit determines that the absolute value of the temperature difference is greater than a first threshold, the high pressure determination unit determines that the pressure of the high-pressure refrigerant is greater than a second threshold, the outside air temperature determination unit determines that the outside air temperature difference is greater than a third threshold, and the difference determination unit determines that the outside air temperature difference increases sharply with time.

This makes it possible to determine the failure event that the blower is stopped due to a failure.

According to a ninth aspect, the operation data acquiring unit, the weather data acquiring unit, and the failure specifying unit are configured by an electronic control device mounted on the vehicle.

According to a tenth aspect, the failure analysis system includes a refrigeration cycle device mounted on a vehicle, an operation data acquisition unit that acquires operation data indicating an operation state of the refrigeration cycle device, and a current position acquisition unit that acquires current position data indicating a current position of the vehicle.

The failure analysis system includes a weather data acquisition unit that acquires weather data of the current position of the vehicle based on the current position data from a weather server that collects weather data indicating a weather state.

The failure analysis system includes a failure determination unit that determines a failure event of the refrigeration cycle apparatus based on the operational data and the meteorological data.

Claims

1. A failure analysis device for specifying a failure event occurring in a refrigeration cycle device (6) mounted on a vehicle, the failure analysis device comprising:

a vehicle data acquisition unit (S100, S110) that acquires operation data indicating an operation state of the refrigeration cycle device and current position data indicating a current position of the vehicle;

a weather data acquisition unit (S120, S130) that acquires weather data of the current position of the vehicle based on the current position data from a weather server (40) that collects weather data indicating a weather state; and

a failure determination section (S154, S155, S160, S161, S162) that determines the failure event based on the operational data acquired by the vehicle data acquisition section and the meteorological data acquired by the meteorological data acquisition section.

2. The failure analysis device according to claim 1, further comprising a failure notification unit (S170) that notifies a countermeasure to be implemented in accordance with the failure event specified by the failure specification unit.

3. The failure analysis device according to claim 1 or 2, wherein the refrigeration cycle device includes: a compressor (74) that compresses and discharges a refrigerant; blowers (70a, 70b, 70c) for blowing air outside the vehicle; an outdoor heat exchanger (70) that exchanges heat between high-pressure refrigerant discharged from the compressor and outdoor air blown by the blower to cool the high-pressure refrigerant; a pressure reducing valve (75) that reduces the pressure of the refrigerant from the vehicle exterior heat exchanger; and indoor heat exchangers (71, 72) for cooling the vehicle interior air by exchanging heat between the refrigerant decompressed by the decompression valve and the vehicle interior air,

the failure determination unit determines the failure event relating to an air blowing system outside the vehicle including the blower and the outdoor heat exchanger.

4. The failure analysis device according to claim 3, wherein the refrigeration cycle device includes an outside air temperature sensor (76b) that detects a temperature of the outside air flowing toward the outside-vehicle heat exchanger,

the outside air temperature sensor is disposed at a position where heat is transferred from the refrigerant in the vehicle exterior heat exchanger,

the vehicle data acquisition unit acquires a temperature detected by the outside air temperature sensor as the operation data indicating the temperature of the refrigerant in the vehicle exterior heat exchanger,

the weather data acquisition unit acquires an outside air temperature at a current position of the vehicle as the weather data.

5. The failure analysis device according to claim 4, wherein the outside air temperature sensor is disposed upstream of the vehicle exterior heat exchanger in a flow direction of the vehicle exterior air.

6. The failure analysis device according to claim 4 or 5, comprising: an inside air temperature determining part (S140), a high pressure determining part (S151) and an outside air temperature determining part (S154),

the refrigeration cycle device is provided with: an interior air temperature sensor (76a) that detects a vehicle interior temperature of the vehicle; a pressure sensor (76c) that detects a pressure of the high-pressure refrigerant discharged from the compressor; and a temperature setting unit (76e) for setting a set temperature by an operator,

the compressor, the outdoor heat exchanger, the pressure reducing valve, and the indoor heat exchanger are operated so that the temperature of the air in the vehicle interior approaches the set temperature,

the vehicle data acquisition unit acquires the pressure detected by the pressure sensor, the temperature detected by the interior air temperature sensor, and the set temperature set by the operator in the temperature setting unit,

the interior air temperature determination unit determines whether or not an absolute value of a temperature difference obtained by subtracting the temperature of the vehicle interior air from the set temperature is greater than a first threshold value (A),

the high pressure judging section judges whether or not the pressure of the high pressure refrigerant is higher than a second threshold value,

the outside air temperature determination unit determines whether or not the outside air temperature difference is higher than a third threshold value when the temperature difference obtained by subtracting the meteorological data from the detected temperature of the outside air temperature sensor is taken as the outside air temperature difference,

when the inside air temperature determination unit determines that the absolute value of the temperature difference is greater than the first threshold, the high pressure determination unit determines that the pressure of the high-pressure refrigerant is greater than the second threshold, and the outside air temperature determination unit determines that the outside air temperature difference is less than a third threshold, the failure determination unit determines, as the failure event, that the amount of refrigerant charged into the refrigeration cycle apparatus is in an overcharged state.

7. The failure analysis device according to claim 4 or 5, comprising: an inside air temperature determination unit (S140), a high pressure determination unit (S151), an outside air temperature determination unit (S154), and a difference determination unit (S160),

the difference determination unit determines whether or not the outside air temperature difference gradually increases with time,

the outdoor heat exchanger has a plurality of air flow paths (70f) through which outdoor air flows, and exchanges heat between the outdoor air flowing through the plurality of air flow paths and the high-pressure refrigerant,

when the inside air temperature determination unit determines that the absolute value of the temperature difference is greater than the first threshold, the high pressure determination unit determines that the pressure of the high-pressure refrigerant is greater than the second threshold, the outside air temperature determination unit determines that the outside air temperature difference is greater than a third threshold, and the difference determination unit determines that the outside air temperature difference gradually increases as the time elapses, the failure determination unit determines, as the failure event, a case where heat exchange between the outside air and the high-pressure refrigerant is blocked in a blocked state in which the plurality of air flow paths of the outside air heat exchanger are blocked by foreign matter.

8. The failure analysis device according to claim 4 or 5, comprising: an inside air temperature determination unit (S140), a high pressure determination unit (S151), an outside air temperature determination unit (S154), and a difference determination unit (S160),

the outside air temperature determination unit determines whether or not the outside air temperature difference is higher than a third threshold value when the outside air temperature difference is obtained by subtracting the meteorological data from the temperature detected by the outside air temperature sensor,

the difference determination unit determines whether or not the outside air temperature difference increases sharply with time,

the failure determination unit determines that the blower is stopped due to a failure as the failure event when the inside air temperature determination unit determines that the absolute value of the temperature difference is greater than the first threshold, the high pressure determination unit determines that the pressure of the high-pressure refrigerant is greater than the second threshold, the outside air temperature determination unit determines that the outside air temperature difference is greater than a third threshold, and the difference determination unit determines that the outside air temperature difference rapidly increases with the passage of time.

9. The failure analysis device according to any one of claims 1 to 8, wherein the vehicle data acquisition unit, the weather data acquisition unit, and the failure determination unit are constituted by an electronic control device mounted on the vehicle.

10. A fault analysis system is characterized by comprising:

a refrigeration cycle device (6) mounted on a vehicle;

an operation data acquisition unit (S100, S110) that acquires operation data indicating an operation state of the refrigeration cycle device;

a current position acquisition unit (S100, S110) that acquires current position data indicating a current position of the vehicle;

and a failure determination unit (S154, S155, S160, S161, S162) that determines a failure event of the refrigeration cycle device based on the operational data and the meteorological data.