JP2020199805A - Air conditioner for vehicle - Google Patents

Abstract

To provide an air conditioner for a vehicle which prevents moisture from entering an indoor equipment storage part in a casing.SOLUTION: A casing 200 has an indoor equipment storage part 200c with an indoor equipment storage space Sc partitioned inside. In the indoor equipment storage part 200c, an intake port HA and exhaust ports HB1, HB2 are formed which make the indoor equipment storage space Sc communicate respectively with a passenger room PR that an inner space of a railway vehicle 700 is partitioned into. An indoor fan 180 forms an air current in the indoor equipment storage space Sc which flows from the intake port HA to exhaust ports HB1, HB2. A first indoor heat exchanger 141 and a second indoor heat exchanger 142 are arranged on positions where the air current passes in the indoor equipment storage space Sc. The indoor fan 180 installed at the intake port HA draws in inside air which is air in the passenger room PR, pressure-feeds the drawn inside air from the intake port HA to the indoor equipment storage space Sc and forms the air current.SELECTED DRAWING: Figure 4

Description

The present invention relates to a vehicle air conditioner.

The vehicle air conditioner for air-conditioning the passenger compartment of a vehicle has a configuration in which an indoor heat exchanger and an indoor fan are housed in an indoor equipment accommodating portion of a casing. The indoor equipment accommodating section is formed with an intake port and an exhaust port leading to the guest room, respectively. The indoor fan forms an air flow from the intake port to the exhaust port in the indoor equipment storage space defined by the indoor equipment storage unit. An indoor heat exchanger is arranged at a position where the air flow passes.

As disclosed in Patent Document 1, in the conventional air conditioner for vehicles, an indoor fan is attached to an exhaust port. The indoor fan pumps the air that has passed through the indoor heat exchanger to the guest room through the exhaust port. As a result of this pumping, the air pressure in the indoor equipment storage space becomes lower than the air pressure in the guest room, and as a result, air flows from the guest room into the indoor equipment storage space through the intake port. As a result, the above airflow is formed in the indoor equipment accommodation space.

JP-A-2015-51680

In the above configuration in which the indoor fan is attached to the exhaust port, the internal pressure of the indoor equipment accommodating portion tends to be in a negative pressure state smaller than the atmospheric pressure of the outside air. Further, in the air conditioner for vehicles, unlike the air conditioner for buildings, the indoor equipment accommodating portion is installed at a place exposed to the outside air or a place communicating with the outside air.

Therefore, when the inside of the indoor equipment accommodating portion becomes a negative pressure state, moisture such as rainwater, thawed snow water, and condensed water easily enters the indoor equipment accommodating portion from the outside. Moisture that has entered the indoor equipment storage unit causes offensive odors, dirt, corrosion of members, and the like. Therefore, a vehicle air conditioner that prevents moisture from entering the indoor equipment storage unit is desired.

An object of the present invention is to provide an air conditioner for a vehicle in which moisture does not easily enter the indoor equipment accommodating portion of the casing.

In order to achieve the above object, the vehicle air conditioner according to the present invention
It has an indoor equipment accommodating portion that defines an indoor equipment accommodating space inside, and each of the indoor equipment accommodating portions is an intake air that communicates the indoor equipment accommodating space with a vehicle interior defined inside the vehicle. The casing in which the port and exhaust port are formed, and
An indoor fan that forms an air flow flowing from the intake port to the exhaust port in the indoor equipment accommodation space,
An indoor heat exchanger arranged at a position where the air flow passes in the indoor equipment accommodation space,
With
The indoor fan is attached to the intake port, sucks the inside air which is the air in the passenger compartment from the passenger compartment, and pumps the sucked inside air from the intake port to the indoor equipment accommodating space. Form an air flow.

According to the above configuration, since the indoor fan attached to the intake port pumps the inside air sucked from the passenger compartment from the intake port to the indoor equipment accommodation space, the indoor equipment accommodation space is unlikely to be in a negative pressure state. Therefore, it is difficult for moisture to enter the indoor equipment accommodating portion of the casing.

Conceptual diagram which shows the mode of installation of the vehicle air conditioner which concerns on Embodiment 1. Conceptual diagram showing the configuration of the vehicle air conditioner according to the first embodiment Sectional drawing which shows the main part of the vehicle air conditioner which concerns on Embodiment 1. Sectional drawing at position of line IV-IV of FIG. Cross-sectional view at the position of the VV line in FIG. Conceptual diagram which shows the mode of installation of the vehicle air conditioner which concerns on Embodiment 2. Sectional drawing which shows the main part of the vehicle air conditioner which concerns on Embodiment 2. Conceptual diagram showing the total heat exchanger according to the third embodiment A conceptual diagram for explaining the operation of the control device according to the fourth embodiment. Flow chart showing a part of ventilation control according to the fourth embodiment Flow chart showing the continuation of FIG. 10A Flow chart showing the continuation of FIG. 10B Sectional drawing which shows the main part of the vehicle air conditioner which concerns on Embodiment 5. Flow chart of cooling relaxation control according to the fifth embodiment

Hereinafter, the vehicle air conditioner according to the embodiment will be described with reference to the drawings, taking as an example the case where the vehicle is a railroad vehicle. In the figure, the same or corresponding parts are designated by the same reference numerals.

[Embodiment 1]
As shown in FIG. 1, the vehicle air conditioner 600 according to the present embodiment is mounted on the roof portion RF of the railway vehicle 700 as a vehicle. The vehicle air conditioner 600 air-conditions the passenger compartment PR that accommodates passengers in the railway vehicle 700. The guest room PR is an example of a passenger compartment defined inside the railway vehicle 700.

As shown in FIG. 2, the vehicle air conditioner 600 includes an air conditioner 100 that constitutes a refrigeration cycle and a casing 200 that houses the air conditioner 100.

The air conditioner 100 expands the compressor 110 that compresses the refrigerant, the outdoor heat exchanger 120 that functions as a condenser that condenses the refrigerant compressed by the compressor 110, and the refrigerant condensed by the outdoor heat exchanger 120. It has an expander 130, an indoor heat exchanger 140 that functions as an evaporator that evaporates the refrigerant expanded by the expander 130, and a gas-liquid separator 150 that separates liquid from the refrigerant that has passed through the indoor heat exchanger 140.

The air conditioner 100 also includes a refrigerant pipe 160 that constitutes a flow path through which the refrigerant flows. The refrigerant pipe 160 constitutes a flow path that connects the compressor 110, the outdoor heat exchanger 120, the expander 130, the indoor heat exchanger 140, and the gas-liquid separator 150 in this order.

Further, the air conditioner 100 has an outdoor fan 170 that forms an air flow that hits the outdoor heat exchanger 120. The airflow formed by the outdoor fan 170 promotes heat exchange between the casing 200 and the outside air (hereinafter referred to as outside air) of the railway vehicle 700 shown in FIG. 1 and the outdoor heat exchanger 120.

Further, the air conditioner 100 has an indoor fan 180 that forms an air flow that hits the indoor heat exchanger 140. The air flow formed by the indoor fan 180 promotes heat exchange between the air in the guest room PR shown in FIG. 1 (hereinafter referred to as “inside air”) and the indoor heat exchanger 140.

The casing 200 includes a compressor accommodating portion 200a that defines the compressor accommodating space Sa inside, an outdoor equipment accommodating portion 200b that defines the outdoor equipment accommodating space Sb inside, and an indoor equipment accommodating space Sc inside. It has a defined indoor equipment accommodating portion 200c.

The compressor 110 and the gas-liquid separator 150 are housed in the compressor storage space Sa. The outdoor equipment accommodation space Sb accommodates the outdoor heat exchanger 120, the expander 130, and the outdoor fan 170. The indoor heat exchanger 140 and the indoor fan 180 are housed in the indoor equipment storage space Sc.

Further, the casing 200 has a first partition wall 211 that separates the compressor accommodating space Sa and the outdoor equipment accommodating space Sb, and a second partition wall 212 that partitions the outdoor equipment accommodating portion 200b and the indoor equipment accommodating space Sc. The compressor accommodating unit 200a and the outdoor equipment accommodating unit 200b share the first partition wall 211. The outdoor equipment accommodating unit 200b and the indoor equipment accommodating unit 200c share the second partition wall 212.

The casing 200 also has a ventilation unit 200d that internally defines a ventilation space Sd for ventilating a part of the inside air with the outside air. The ventilation space Sd is adjacent to the indoor equipment storage space Sc. Specifically, the casing 200 has a third partition wall 213 that separates the ventilation space Sd and the indoor equipment storage space Sc. The indoor equipment accommodating unit 200c and the ventilation unit 200d share the third partition wall 213.

The vehicle air conditioner 600 according to the present embodiment has the greatest feature in the internal configuration of the indoor equipment accommodating portion 200c and the ventilation portion 200d. Therefore, they will be specifically described below.

With reference to FIG. 3, first, the inside of the indoor equipment accommodating portion 200c will be described. The indoor equipment accommodating portion 200c is formed with a first exhaust port HB1 and a second exhaust port HB2, and an intake port HA arranged between the first exhaust port HB1 and the second exhaust port HB2. The intake port HA, the first exhaust port HB1, and the second exhaust port HB2 each communicate the indoor equipment accommodating space Sc with the guest room PR shown in FIG.

The indoor fan 180 is attached to the intake port HA. The indoor fan 180 forms an air flow flowing from the intake port HA toward the first exhaust port HB1 and an air flow flowing from the intake port HA toward the second exhaust port HB2 in the indoor equipment accommodation space Sc.

The indoor heat exchanger 140 has a first indoor heat exchanger 141 and a second indoor heat exchanger 142 arranged so as to face each other. The first indoor heat exchanger 141 is arranged at a position where the airflow from the intake port HA to the first exhaust port HB1 passes, that is, between the indoor fan 180 and the first exhaust port HB1. The second indoor heat exchanger 142 is arranged at a position where the airflow from the intake port HA to the second exhaust port HB2 passes, that is, between the indoor fan 180 and the second exhaust port HB2.

As shown in FIG. 4, in the railroad vehicle 700, an intake duct space 710 that guides the inside air, which is the air of the passenger compartment PR, to the intake port HA is defined between the passenger compartment PR and the indoor equipment accommodation space Sc. The intake duct space 710 and the guest room PR communicate with each other through the return port 720. At the position of the return port 720, a return filter 730 that removes dust contained in the inside air flowing from the guest room PR into the intake duct space 710 is attached.

The indoor equipment accommodating portion 200c has a bottom plate 220 as a partition plate for partitioning the indoor equipment accommodating space Sc and the intake duct space 710. An intake port HA is formed on the bottom plate 220, and an indoor fan 180 is attached to the intake port HA.

It should be noted that a configuration is also designed in which the indoor fan 180 is arranged in the middle part of the air passage from the intake port HA to the first exhaust port HB1 and the second exhaust port HB2 in the indoor equipment accommodation space Sc via a support member (not shown). sell. However, in that case, the support member (not shown) that supports the indoor fan 180 needs to partition the space upstream of itself and the space downstream of itself in the direction of the air flow. Otherwise, a short circuit will occur in which the exhaust gas from the indoor fan 180 is sucked into the indoor fan 180 as it is.

On the other hand, in the present embodiment, the indoor fan 180 is attached to the bottom plate 220 forming the outer shell of the indoor equipment accommodating space Sc. In this case, the bottom plate 220 not only supports the indoor fan 180, but also partitions the intake duct space 710, which is a space upstream of the self, and the indoor equipment storage space Sc, which is a space downstream of the self. Also serves as a role. Therefore, compared to the configuration using the support member, the weight can be reduced by reducing the number of parts.

Further, in the present embodiment, by adopting a turbo fan as the indoor fan 180, it is realized that the indoor fan 180 is attached to the inner surface of the bottom plate 220 facing the indoor equipment accommodating space Sc.

This point will be specifically described. Conventionally, the sirocco fan, which has been used to push air from the indoor equipment storage space Sc to the intake duct space 710, has a unidirectional air blowing direction regardless of the rotation direction of the impeller. On the other hand, the direction of air intake is bidirectional. Therefore, if the sirocco fan is to be attached to the intake port HA of the bottom plate 220, it must be attached to the outer surface of the bottom plate 220 facing the intake duct space 710.

On the other hand, the turbofan used as the indoor fan 180 in the present embodiment can be attached to the inner surface of the bottom plate 220 because the direction of air blowing is radiant and the direction of air suction is unidirectional. it can. That is, the indoor fan 180 can be housed in the indoor equipment accommodating space Sc.

Therefore, as compared with the case where the indoor fan 180 protrudes from the outer surface of the bottom plate 220, the vehicle air conditioner 600 is manufactured, the manufactured vehicle air conditioner 600 is transported, and the rail vehicle 700 of the transported vehicle air conditioner 600 is transported. The handling of the vehicle air conditioner 600 is facilitated at each stage such as attachment to the vehicle.

Specifically, the indoor fan 180, which is a turbofan, is applied to the intake port HA in a posture in which a virtual straight line extending the rotation axis of the impeller penetrates the intake port HA. The indoor fan 180 sucks in the inside air from the guest room PR via the intake duct space 710. Then, as shown in FIG. 3, the indoor fan 180 radially pumps the sucked inside air outward in the entire circumferential direction around the rotation axis of the impeller.

The explanation will be continued by returning to FIG. According to the present embodiment, since the indoor fan 180 pumps the inside air from the intake port HA to the indoor equipment accommodating space Sc, the indoor equipment accommodating space Sc is unlikely to be in a negative pressure state smaller than the atmospheric pressure of the outside air.

Therefore, even though the indoor equipment accommodating portion 200c is installed in a place exposed to the outside air, it is difficult for moisture to enter the indoor equipment accommodating portion 200c. Further, since it is not necessary to apply a heavy structure for enhancing watertightness to the indoor equipment accommodating portion 200c, the weight of the indoor equipment accommodating portion 200c can be reduced.

The intake duct space 710 may be in a negative pressure state with the operation of the indoor fan 180, but the intake duct space 710 is not exposed to the outside air. Therefore, there is no concern about the ingress of moisture into the intake duct space 710.

As the inside air is pumped to the indoor equipment accommodating space Sc by the indoor fan 180, the air pressure in the indoor equipment accommodating space Sc becomes higher than the air pressure in the guest room PR. As a result, the conditioned air, which is the inside air that has passed through the first indoor heat exchanger 141, flows out from the first exhaust port HB1 in the indoor equipment accommodation space Sc. Further, the conditioned air, which is the inside air that has passed through the second indoor heat exchanger 142, flows out from the second exhaust port HB2. In this way, an air flow of inside air is formed in the indoor equipment accommodation space Sc.

The conditioned air flowing out from the first exhaust port HB1 passes through the first exhaust connecting path 741 and the first exhaust duct space 751 defined outside the intake duct space 710 in the railroad vehicle 700, and passes through the first outlet 761 to the guest room. Blow out to PR.

Similarly, the conditioned air flowing out from the second exhaust port HB2 also passes through the second exhaust connecting path 742 and the second exhaust duct space 752 defined outside the intake duct space 710 in the railroad vehicle 700, and the second outlet 762. Blows out to the guest room PR. In this way, the guest room PR is air-conditioned.

The first exhaust connecting path 741 and the second exhaust connecting path 742 extend in the height direction of the railroad vehicle 700, and the first exhaust duct space 751 and the second exhaust duct space 752 are the lengths of the railroad vehicle 700. It extends in the direction. The positions of the first outlet 761 and the second outlet 762 and the return port 720 in the length direction of the railroad vehicle 700 are different.

Returning to FIG. 3, the inside of the ventilation unit 200d will be described next. The ventilation unit 200d has an outside air introduction unit 200e that defines an outside air introduction space Sd1 for introducing outside air, and an inside air discharge unit 200f that defines an inside air discharge space Sd2 for discharging the inside air.

Each of the outside air introduction space Sd1 and the inside air discharge space Sd2 includes the outside (hereinafter, simply referred to as “outside”) EX of the railway vehicle 700 and the casing 200 shown in FIG. 1 and the intake duct space 710 shown in FIG. It has significance as a space for an intervening buffer.

Further, the ventilation unit 200d has a fourth partition wall 214 that separates the outside air introduction space Sd1 and the inside air discharge space Sd2. The outside air introduction unit 200e and the inside air discharge unit 200f share the fourth partition wall 214. That is, the ventilation space Sd shown in FIG. 2 is divided into an outside air introduction space Sd1 and an inside air discharge space Sd2 by the fourth partition wall 214.

The outside air introduction space Sd1 passes through an outside air introduction fan 310 that introduces outside air from the outside EX to the outside air introduction space Sd1, an outside air introduction damper 320 that adjusts the amount of outside air introduced by the outside air introduction fan 310, and an outside air introduction damper 320. An outside air heater 330 that warms the outside air is arranged.

Each of the outside air introduction fan 310 and the outside air introduction damper 320 is an example of an outside air introduction device capable of introducing the outside air into the outside air introduction space Sd1 which is a place where the outside air is communicated with the indoor equipment accommodation space Sc, and controlling the introduction amount of the outside air. Is.

In the inside air discharge space Sd2, an inside air discharge fan 350 that discharges the inside air of the inside air discharge space Sd2 to the outside EX and an inside air discharge damper 360 that adjusts the amount of the inside air discharged by the inside air discharge fan 350 are arranged. The inside air exhaust fan 350 is attached to the wall surface opposite to the wall surface to which the outside air introduction fan 310 is attached in the width direction of the railway vehicle 700 shown in FIG.

Each of the inside air discharge fan 350 and the inside air discharge damper 360 is an inside air discharge device capable of discharging the inside air to the outside EX from the inside air discharge space Sd2, which is a location communicating with the indoor equipment storage space Sc, and controlling the discharge amount of the inside air. This is an example.

Further, the outside air introduction portion 200e is formed with an outside air introduction port HC through which the outside air that has passed through the outside air heater 330 flows. On the other hand, the inside air discharge port HD through which the inside air flows out is formed in the inside air discharge unit 200f.

As shown in FIG. 5, the outside air introduction port HC communicates the outside air introduction space Sd1 with the intake duct space 710. The inside air discharge port HD communicates the inside air discharge space Sd2 with the intake duct space 710. Further, an outside air filter 340 that removes dust from the outside air passing through the outside air introduction port HC is attached to the outside air introduction port HC.

Hereinafter, the operation of the vehicle air conditioner 600 when ventilating the guest room PR will be described.

In FIG. 3, the outside air introduction fan 310 introduces the outside air from the outside EX into the outside air introduction space Sd1. The introduced outside air passes through the outside air introduction damper 320 and the outside air heater 330, and flows from the outside air introduction port HC into the intake duct space 710 shown in FIG.

As shown in FIG. 5, the outside air that has flowed into the intake duct space 710 from the outside air introduction port HC merges with the inside air that has been sucked up from the guest room PR into the intake duct space 710, and the merged outside air and inside air are combined with the indoor fan 180. Is pumped to the indoor equipment storage space Sc.

As shown in FIG. 4, the outside air and the inside air pumped into the indoor equipment accommodating space Sc pass through the first indoor heat exchanger 141 and the second indoor heat exchanger 142 to adjust the temperature, and then the guest room PR. Blow out to. In this way, the outside air is taken into the guest room PR.

On the other hand, when the air pressure in the inside air discharge space Sd2 drops due to the operation of the inside air discharge fan 350 shown in FIG. 3, as shown in FIG. 5, the inside air discharge space from the guest room PR via the intake duct space 710 and the inside air discharge port HD. Inside air flows into Sd2.

As shown in FIG. 3, the inside air flowing out from the inside air discharge port HD to the inside air discharge space Sd2 passes through the inside air discharge damper 360 and is discharged to the external EX by the inside air discharge fan 350. In this way, the inside air is discharged from the guest room PR.

As described above, the ventilation of the guest room PR is performed with the indoor fan 180 operated. In the above, the case where the outside air is temperature-controlled by the first room heat exchanger 141 and the second room heat exchanger 142 has been illustrated, but the ventilation of the guest room PR operated the compressor 110 shown in FIG. Not only in the state, it can also be performed in the state where the compressor 110 shown in FIG. 2 is stopped.

Further, when it is desired to keep the temperature of the guest room PR higher than the temperature of the outside air, the outside air is warmed by the outside air heater 330 shown in FIG. As a result, it is difficult to give a draft feeling due to ventilation to the passengers housed in the passenger compartment PR. If it is desired to keep the temperature of the guest room PR below the temperature of the outside air, the outside air heater 330 is stopped.

Hereinafter, the positional relationship between the outside air inlet HC, the inside air outlet HD, and the intake port HA will be described.

FIG. 4 shows how the positions of the intake port HA and the positions of the return port 720 are aligned with respect to the width direction of the railroad vehicle 700. However, as shown in FIG. 5, the position of the intake port HA and the position of the return port 720 are deviated from each other in the length direction of the railway vehicle 700.

As shown in FIG. 5, the intake port HA is arranged at a position farther from the return port 720 than the outside air introduction port HC. Then, the outside air introduction port HC is opened at a position facing the path of the inside air flow from the return port 720 to the intake port HA. Specifically, the outside air introduction port HC is opened at a position facing the return port 720.

Therefore, the outside air flowing out from the outside air introduction port HC to the intake duct space 710 joins the flow of the inside air from the return port 720 to the intake port HA, and is sucked into the indoor equipment accommodation space Sc. That is, the outside air can be taken into the indoor equipment accommodating space Sc by utilizing the flow of the inside air formed by the indoor fan 180 from the return port 720 to the intake port HA.

Therefore, as compared with the case where the intake port HA is located closer to the return port 720 than the outside air introduction port HC, the outside air can be used as an indoor device without imposing an excessive load on the outside air introduction fan 310 shown in FIG. It can be incorporated into the accommodation space Sc.

In addition, with the operation of the indoor fan 180, the intake duct space 710 becomes a negative pressure state in which the air pressure is lower than that of the external EX, and the outside air is transferred from the outside air introduction space Sd1 to the intake duct space 710 by using the negative pressure state. If it is taken in, the outside air introduction fan 310 can be omitted. In this case, the amount of outside air introduced can be adjusted by the outside air introduction damper 320 shown in FIG.

Further, as shown in FIG. 5, the inside air discharge port HD is arranged at a position farther from the intake port HA than the outside air introduction port HC. Specifically, the intake port HA, the outside air introduction port HC, and the inside air discharge port HD are arranged in this order in the length direction of the railroad vehicle 700, and the inside air discharge port HD faces the return port 720. ..

Therefore, the flow of the inside air from the intake duct space 710 to the inside air discharge space Sd2 does not obstruct the flow of the outside air from the outside air introduction space Sd1 to the indoor equipment accommodating space Sc. Further, although the outside air introduction port HC and the inside air discharge port HD are adjacent to each other, the outside air flowing out from the outside air introduction port HC to the intake duct space 710 immediately flows from the intake duct space 710 to the inside air discharge port HD. It is unlikely that a short circuit will be sucked in.

[Embodiment 2]
FIG. 1 illustrates a configuration in which the vehicle air conditioner 600 is installed on the roof portion RF of the railway vehicle 700, but the location where the vehicle air conditioner 600 is installed is not limited to the roof portion RF. In the railway vehicle 700, the vehicle air conditioner 600 is installed at a location where the indoor equipment accommodating portion 200c is exposed to the outside air. Hereinafter, a specific example in which the vehicle air conditioner 600 is installed in a portion other than the roof portion RF among the locations where the indoor equipment accommodating portion 200c is exposed to the outside air will be described.

As shown in FIG. 6, in the present embodiment, the vehicle air conditioner 600 is installed in the underfloor portion UF of the railway vehicle 700 facing the railroad track.

As shown in FIG. 7, in the present embodiment, the indoor equipment accommodating portion 200c has an upper plate 230 as a partition plate for partitioning the indoor equipment accommodating space Sc and the intake duct space 710. An intake port HA is formed on the upper plate 230, and an indoor fan 180 is attached to the intake port HA. The indoor fan 180 is housed in the indoor equipment accommodating space Sc by being attached to the inner surface of the upper plate 230 facing the indoor equipment accommodating space Sc.

Also in this embodiment, the indoor fan 180 pumps the inside air from the intake port HA to the indoor equipment accommodating space Sc. Therefore, the indoor equipment accommodating space Sc is unlikely to be in a negative pressure state smaller than the atmospheric pressure of the external EX. Therefore, although the indoor equipment accommodating portion 200c is exposed to the outside air in the underfloor portion UF, it is difficult for moisture such as rainwater, thaw water, and condensed water to enter the indoor equipment accommodating portion 200c from the external EX.

Further, since it is not necessary to apply a heavy structure for enhancing watertightness to the indoor equipment accommodating portion 200c, the weight of the indoor equipment accommodating portion 200c can be reduced. The other parts of the present embodiment can be configured in the same manner as in the first embodiment.

[Embodiment 3]
FIG. 3 illustrates a configuration in which the inside of the ventilation unit 200d is divided into an outside air introduction space Sd1 and an inside air discharge space Sd2 by a fourth partition wall 214, but the inside air flowing out from the inside air discharge port HD and the outside air introduction port HC A total heat exchanger may be provided to exchange heat with the flowing outside air. Specific examples thereof will be described below.

As shown in FIG. 8, in the present embodiment, the total heat exchanger 370 is arranged inside the ventilation unit 200d. The total heat exchanger 370 plays a role of airtightly partitioning the outside air introduction space Sd1 communicating with the outside air introduction port HC and the inside air discharge space Sd2 communicating with the inside air discharge port HD.

Further, the total heat exchanger 370 plays a role of causing heat exchange between the inside air flowing out from the inside air discharge port HD and the outside air flowing into the outside air introduction port HC. Therefore, when the guest room PR shown in FIG. 1 is cooled and the temperature of the guest room PR is lower than the temperature of the external EX, the outside air flowing into the outside air introduction port HC can be cooled by the inside air flowing out from the inside air discharge port HD. it can. Therefore, as a result of reducing the load on the compressor 110 shown in FIG. 2 for cooling the outside air, the power consumption of the compressor 110 can be reduced.

Further, when the guest room PR shown in FIG. 1 is heated and the temperature of the guest room PR is higher than the temperature of the external EX, the outside air flowing into the outside air introduction port HC is heated by the inside air flowing out from the inside air discharge port HD. Can be done. Therefore, as a result of reducing the load on the outside air heater 330 for heating the outside air, the power consumption of the outside air heater 330 can be reduced. Further, the outside air heater 330 may be omitted.

The outdoor heat exchanger 120 functions as an evaporator by reversing the direction of the refrigerant flow in the air conditioner 100 shown in FIG. 2, while the indoor heat exchanger 140 functions as a condenser to heat the guest room PR. You can also do it. In that case, by providing the total heat exchanger 370, the load on the compressor 110 shown in FIG. 2 for heating the outside air is reduced, and as a result, the power consumption in the compressor 110 can be reduced. it can.

In the present embodiment, the ventilation unit 200d is provided separately from the indoor equipment accommodating unit 200c and attached to the indoor equipment accommodating unit 200c. Therefore, as compared with the configuration in which the outside air introduction port HC and the inside air discharge port HD are formed in the indoor equipment accommodating portion 200c, contact between the members is less likely to occur, and it is easy to design the position where the total heat exchanger 370 is installed. ..

Further, in the present embodiment, the outside air introduction port HC and the inside air discharge port HD are arranged in the in-plane direction parallel to the width direction and the length direction of the railway vehicle 700. Therefore, compared to the case where the outside air introduction port HC and the inside air discharge port HD are lined up in the height direction of the railroad vehicle 700, the total height of the ventilation unit 200d is less likely to increase when the total heat exchanger 370 is installed. ..

[Embodiment 4]
According to the configuration according to the first embodiment, the guest room PR is performed by controlling the outside air introduction fan 310 and the outside air introduction damper 320 as the outside air introduction device and the inside air discharge fan 350 and the inside air discharge damper 360 as the inside air discharge device. Ventilation volume can be controlled. A specific example will be described below.

As shown in FIG. 9, the vehicle air conditioner 600 according to the present embodiment includes a carbon dioxide concentration sensor 410 that detects the concentration of carbon dioxide gas in the passenger compartment PR, and a railroad vehicle 700 in which passengers are accommodated in the passenger compartment PR. It is equipped with a vehicle weight sensor 420 that detects the weight.

Further, the vehicle air conditioner 600 includes an outside air temperature sensor 430 that detects the temperature of the outside air and an inside air temperature sensor 440 that detects the temperature of the inside air. Further, the vehicle air conditioner 600 includes an in-vehicle pressure sensor 450 that detects the atmospheric pressure of the passenger compartment PR and an external pressure sensor 460 that detects the atmospheric pressure of the external EX.

Further, the vehicle air conditioner 600 includes a compressor 110, an indoor fan 180, an outside air introduction fan 310, an outside air introduction damper 320, an inside air exhaust fan 350, and a control device 500 for controlling the inside air exhaust damper 360.

The control device 500 stores a ventilation volume regulation table 510 in which the optimum ventilation volume of the guest room PR is regulated. The ventilation volume regulation table 510 defines the optimum ventilation volume of the guest room PR in a plurality of stages according to the concentration of carbon dioxide gas in the guest room PR and the degree of congestion of the guest room PR.

The control device 500 performs ventilation control to increase the ventilation volume of the guest room PR as the concentration of carbon dioxide gas in the guest room PR increases and the degree of congestion of the guest room PR increases according to the provisions of the ventilation volume regulation table 510. Hereinafter, ventilation control will be specifically described.

As shown in FIG. 10A, the control device 500 acquires carbon dioxide concentration data, which is a detection result of the concentration of carbon dioxide gas in the guest room PR, from the carbon dioxide concentration sensor 410 (step S1). The carbon dioxide concentration data is an example of environmental data representing the environment of the guest room PR.

Further, the control device 500 acquires vehicle weight data, which is a detection result of the weight of the railway vehicle 700 in a state of accommodating passengers, from the vehicle weight sensor 420 (step S2). By subtracting the weight of the railcar 700 itself with no passengers in the passenger compartment PR from the weight represented by the vehicle weight data, the total weight of the passengers is obtained, and the total weight of the passengers represents the degree of congestion of the passenger compartment PR. .. Since the weight of the railroad vehicle 700 itself is a known constant, the vehicle weight data represents the degree of congestion of the passenger compartment PR. Therefore, the vehicle weight data is also an example of the environmental data representing the environment of the guest room PR.

Next, the control device 500 uses the ventilation volume regulation table 510 to determine whether or not the current ventilation volume of the guest room PR is appropriate (step S3). Specifically, the control device 500 specifies the optimum ventilation volume corresponding to the concentration of carbon dioxide gas represented by the carbon dioxide concentration data and the degree of congestion represented by the vehicle weight data in the ventilation volume regulation table 510. Then, the control device 500 determines whether or not the current ventilation volume is appropriate by comparing the specified optimum ventilation volume with the current ventilation volume.

When the current ventilation volume is too low (step S3; too low), that is, when the current ventilation volume is less than the optimum ventilation volume, the control device 500 sets the outside air introduction fan 310, the outside air introduction damper 320, and the inside air exhaust fan. Of the 350 and the inside air exhaust damper 360, at least the outside air introduction fan 310 or the outside air introduction damper 320 is controlled to increase the current ventilation volume (step S4) and bring the current ventilation volume closer to the optimum ventilation volume.

Specifically, in step S4, the control device 500 increases at least the rotation speed of the outside air introduction fan 310 or increases the degree of opening of the outside air introduction damper 320. Further, in step S4, the control device 500 may increase the rotation speed of the inside air exhaust fan 350 or increase the degree of opening of the inside air exhaust damper 360. After step S4, the process returns to step S1.

On the other hand, when the current ventilation volume is too large (step S3; too much), that is, when the current ventilation volume is larger than the optimum ventilation volume, the control device 500 sets the outside air introduction fan 310, the outside air introduction damper 320, and the inside air. Of the exhaust fan 350 and the inside air exhaust damper 360, at least the outside air introduction fan 310 or the outside air introduction damper 320 is controlled to reduce the current ventilation volume (step S5) and bring the current ventilation volume closer to the optimum ventilation volume. ..

Specifically, in step S5, the control device 500 reduces at least the rotation speed of the outside air introduction fan 310, or reduces the degree of opening of the outside air introduction damper 320. Further, in step S5, the control device 500 may reduce the rotation speed of the inside air discharge fan 350 or reduce the degree of opening of the inside air discharge damper 360. After step S5, the process returns to step S1.

Steps S1 to S5 described above are examples of primary control of the amount of outside air introduced, which controls the amount of outside air introduced based on the environmental data representing the environment of the guest room PR. On the other hand, if the current ventilation volume is appropriate in step S3 (step S3; YES), the process proceeds to FIG. 10B without controlling the amount of outside air introduced.

As shown in FIG. 10B, when the current ventilation volume is appropriate (step S3; YES), the control device 500 determines whether or not the guest room PR is currently being cooled (step S6). Here, "cooling" means that the temperature of the guest room PR is lowered by the operation of the compressor 110. It is assumed that the control of the start and stop of cooling is performed in parallel with the main ventilation process separately from the main ventilation control.

When the control device 500 is currently cooling (step S6; YES), the control device 500 acquires the outside air temperature data representing the air temperature of the outside EX from the outside air temperature sensor 430, and obtains the inside air temperature data representing the air temperature of the guest room PR from the inside air temperature sensor. Obtained from 440 (step S7).

Next, the control device 500 determines whether or not the temperature of the outside air represented by the outside air temperature data is lower than the temperature of the inside air represented by the inside air temperature data (step S8).

When the temperature of the outside air is lower than the temperature of the inside air (step S8; YES), the temperature of the guest room PR is lowered by increasing the ventilation volume between the inside air and the outside air of the guest room PR without operating the compressor 110. be able to. In this way, lowering the temperature of the guest room PR without consuming electric power to the compressor 110 is called "free cooling".

Therefore, when the temperature of the outside air is lower than the temperature of the inside air (step S8; YES), the control device 500 determines whether or not it is currently in free cooling (step S9), and if it is not currently in free cooling (step S9). Step S9; NO), the temperature of the guest room PR is lowered by stopping the compressor 110 and increasing the ventilation volume of the guest room PR while operating the indoor fan 180 (step S10). That is, in step S10, the cooling is stopped and the free cooling is started.

In step S10, the ventilation volume is increased by controlling at least the outside air introduction fan 310 or the outside air introduction damper 320 among the outside air introduction fan 310, the outside air introduction damper 320, the inside air exhaust fan 350, and the inside air exhaust damper 360. Do. Specifically, at least the rotation speed of the outside air introduction fan 310 is increased, or the degree of opening of the outside air introduction damper 320 is increased. Further, the rotation speed of the inside air discharge fan 350 may be increased, or the degree of opening of the inside air discharge damper 360 may be increased.

Steps S7 to S10 described above are examples of secondary control of the amount of outside air introduced to increase the amount of outside air introduced when the temperature of the guest room PR is higher than the temperature of the outside EX.

On the other hand, in step S8, when the temperature of the outside air is equal to or higher than the temperature of the inside air (step S8; NO), free cooling cannot be appropriately performed. Therefore, in that case (step S8; NO), the control device 500 determines whether or not it is currently in free cooling (step S11), and if it is currently in free cooling (step S11; YES), performs free cooling. Cooling is restarted by stopping, returning to the normal ventilation volume, and activating the compressor 110 (step S12).

Here, the "normal ventilation volume" is the ventilation volume immediately before the start of free cooling, that is, the original ventilation volume obtained by subtracting the ventilation volume increased to realize the free cooling from the ventilation volume during the free cooling. Refers to the quantity.

On the other hand, if it is not cooling in step S6 (step S6; NO), if it is in free cooling in step S9 (step S9; YES), or if it is not in free cooling in step S11 (step S11; NO), or step. When S10 is executed or step S12 is executed, the process proceeds to FIG. 10C.

As shown in FIG. 10C, in those cases, the control device 500 acquires the in-vehicle pressure data which is the detection result of the atmospheric pressure in the cabin PR from the in-vehicle pressure sensor 450, and the outside pressure data which is the detection result of the atmospheric pressure in the external EX. Is obtained from the external pressure sensor 460 (step S13).

Next, the control device 500 determines whether or not the atmospheric pressure of the passenger compartment PR represented by the vehicle interior pressure data is appropriate (step S14). Specifically, the control device 500 determines whether or not the atmospheric pressure of the passenger compartment PR represented by the vehicle internal pressure data is within an appropriate range higher than the atmospheric pressure of the external EX represented by the vehicle external pressure data by a predetermined pressurization amount. judge. More specifically, the control device 500 determines whether or not {external EX atmospheric pressure + P1} ≤ {guest room PR atmospheric pressure} ≤ {external EX atmospheric pressure + P2} is satisfied. Here, P1 means the lower limit of pressurization, and P2 means the upper limit of pressurization.

In the control device 500, when the air pressure of the guest room PR is too low (step S14; too low), that is, {the air pressure of the guest room PR} << {the air pressure of the external EX + P1}, the air pressure of the guest room PR is within an appropriate range. If it is lower than that, the amount of inside air discharged to the external EX is reduced while maintaining the amount of outside air introduced (step S15).

In step S15, the decrease in the amount of the inside air discharged is to reduce the number of rotations of the inside air exhaust fan 350 while maintaining the rotation speed of the outside air introduction fan 310 and the degree of opening of the outside air introduction damper 320, and the inside air discharge damper. It is achieved by at least one of reducing the degree of opening of 360.

In step S15, the air pressure in the guest room PR is increased by reducing the amount of inside air discharged to the outside EX while maintaining the amount of outside air introduced. As a result, the air pressure in the guest room PR approaches a value within an appropriate range that is higher than the air pressure in the external EX by the amount of pressurization. By keeping the atmospheric pressure of the guest room PR higher than the atmospheric pressure of the external EX, it is possible to prevent the outside air from directly entering the guest room PR from the external EX without passing through the outside air introduction space Sd1 shown in FIG.

In the control device 500, when the air pressure of the guest room PR is too high (step S14; too high), that is, {the air pressure of the guest room PR}> {the air pressure of the external EX + P2}, the air pressure of the guest room PR is within the appropriate range. If it exceeds, the amount of inside air discharged to the external EX is increased while maintaining the amount of outside air introduced (step S16).

In step S16, the increase in the amount of the inside air discharged is increased by increasing the number of rotations of the inside air exhaust fan 350 while maintaining the rotation speed of the outside air introduction fan 310 and the degree of opening of the outside air introduction damper 320, and the inside air discharge damper 360. It is achieved by at least one of increasing the degree of opening.

In step S16, the air pressure in the guest room PR is lowered by increasing the amount of the inside air discharged to the outside EX while maintaining the amount of the outside air introduced. As a result, it is possible to prevent the air pressure of the guest room PR from becoming too high, and the air pressure of the guest room PR approaches a value within an appropriate range that is higher than the air pressure of the external EX by the pressurized amount.

In steps S13 to S16 described above, the inside air that brings the air pressure of the cabin PR closer to a value within an appropriate range by adjusting the amount of inside air discharged while maintaining the amount of outside air introduced based on the inside pressure data of the vehicle. This is an example of emission control.

On the other hand, if the air pressure in the guest room PR is appropriate in step S14 (step S14; YES), the control device 500 determines whether or not it is currently in free cooling (step S17), and if it is in free cooling. (Step S17; YES), the process returns to step S7 in FIG. 10B, and if free cooling is not in progress (step S17; NO), the process returns to step S1 in FIG. 10A.

As described above, according to the present embodiment, in addition to the effect of the first embodiment, the effect of being able to ventilate at the optimum ventilation volume while bringing the air pressure of the guest room PR close to a value within an appropriate range is obtained. .. In addition, free cooling is also performed, which contributes to energy saving.

Further, in the present embodiment, the ventilation volume is primarily adjusted in step S4 or step S5, and the ventilation volume is secondarily adjusted in step S10 as necessary, and then the guest room PR is performed in step S15 or step S16. Adjust the air pressure. Therefore, as compared with the case where the air pressure of the guest room PR is adjusted every time the ventilation volume is adjusted, the adjustment of the air pressure of the guest room PR is less complicated, and the air pressure of the guest room PR can be rationally adjusted.

[Embodiment 5]
According to the configuration according to the first embodiment, the atmospheric pressure of the indoor equipment accommodating space Sc is in a positive pressure state higher than the atmospheric pressure of the external EX. Therefore, the internal pressure of the indoor equipment accommodating space Sc is used to obtain the indoor equipment accommodating space Sc. The air can be discharged to the external EX. Specific examples thereof will be described below.

As shown in FIG. 11, in the present embodiment, the first air-conditioned air outflow damper 381 and the second air-conditioned air outflow damper 382 are installed in the indoor equipment accommodating portion 200c.

The first air-conditioned air outflow damper 381 is attached to an opening of the indoor equipment accommodating portion 200c formed at a position where the airflow passing through the first indoor heat exchanger 141 hits. The first air-conditioned air outflow damper 381 uses the internal pressure of the indoor equipment accommodating space Sc to heat the air-conditioned air, which is the inside air toward the first exhaust port HB1 after passing through the first indoor heat exchanger 141, into the indoor equipment accommodating space. It has a mechanism for flowing out from Sc to the external EX and adjusting the outflow amount of the conditioned air.

The second air-conditioned air outflow damper 382 is attached to an opening of the indoor equipment accommodating portion 200c formed at a position where the airflow passing through the second indoor heat exchanger 142 hits. The second air-conditioned air outflow damper 382 uses the internal pressure of the indoor equipment accommodating space Sc to heat the conditioned air, which is the inside air toward the second exhaust port HB2 after passing through the second indoor heat exchanger 142, into the indoor equipment accommodating space. It has a mechanism for flowing out from Sc to the external EX and adjusting the outflow amount of the conditioned air.

In the present embodiment, the control device 500 shown in FIG. 9 performs cooling relaxation control accompanied by control of the first air-conditioned air outflow damper 381 and the second air-conditioned air outflow damper 382 described above. Hereinafter, the cooling relaxation control will be specifically described with reference to FIG.

It is assumed that the control of the start and stop of cooling is performed in parallel with the cooling relaxation control, in addition to the cooling relaxation control described below.

As shown in FIG. 12, first, the control device 500 determines whether or not the temperature of the guest room PR is too low (step S21). Specifically, the control device 500 acquires the inside air temperature data representing the temperature of the guest room PR from the inside air temperature sensor 440 shown in FIG. 9, and the inside air temperature represented by the inside air temperature data is a comfortable temperature at the time of cooling. It is determined whether or not the temperature falls below a predetermined first threshold value as the lower limit value of.

When the air temperature of the guest room PR is too low (step S21; YES), that is, when the air temperature of the guest room PR is less than the first threshold value, the control device 500 includes the first air-conditioned air outflow damper 381 and the second air-conditioned air outflow damper 382. Or, if the first air-conditioned air outflow damper 381 and the second air-conditioned air outflow damper 382 are already open, the degree of opening thereof is increased (step S22).

As a result, a part of the conditioned air that has passed through the first indoor heat exchanger 141 and a part of the conditioned air that has passed through the second indoor heat exchanger 142 flow out from the indoor equipment accommodating space Sc to the external EX, respectively. Or the amount of its outflow increases. Therefore, since the amount of conditioned air sent to the guest room PR is reduced, the low temperature of the guest room PR is alleviated and the comfort of the guest room PR is enhanced.

On the other hand, the control device 500 determines whether or not the temperature of the guest room PR is too high when the temperature of the guest room PR is not too low (step S21; NO), that is, when the temperature of the guest room PR is equal to or higher than the first threshold value. (Step S23). Specifically, the control device 500 determines whether or not the temperature of the inside air represented by the inside air temperature data exceeds a second threshold value set in advance as an upper limit value of a comfortable temperature during cooling.

In the control device 500, when the air temperature of the guest room PR is too high (step S23; YES), that is, when the air temperature of the guest room PR exceeds the second threshold value, the first air-conditioned air outflow damper 381 and the second air-conditioned air outflow damper 382 It is determined whether or not it is currently open (step S24).

Then, in the control device 500, when the first air-conditioned air outflow damper 381 and the second air-conditioned air outflow damper 382 are currently open (step S24; YES), the first air-conditioned air outflow damper 381 and the second air-conditioned air outflow damper 381 are used. Close the 382 or reduce the degree of opening thereof (step S25).

As a result, the outflow of the conditioned air that has passed through the first indoor heat exchanger 141 and the conditioned air that has passed through the second indoor heat exchanger 142 to the outside EX is stopped or the amount of the outflow is reduced. Therefore, the amount of conditioned air sent to the guest room PR increases, and the temperature of the guest room PR decreases. As a result, the temperature of the guest room PR is brought closer to a value less than the second threshold value, and the comfort of the guest room PR is enhanced.

On the other hand, when the temperature of the guest room PR is not too high in step S23 (step S23; NO), or when the first air-conditioned air outflow damper 381 and the second air-conditioned air outflow damper 382 are closed in step S24 (step S24; NO), or when step S22 is executed, or when step S25 is executed, the process shifts to the in-vehicle pressure adjustment control of step S26.

The vehicle pressure adjustment control in step S26 refers to the control configured by the processes of steps S13 to S16 in FIG. 10C. That is, in step S26, the control device 500 reduces the amount of inside air discharged when the air pressure in the guest room PR is too low, while increasing the amount of inside air discharged when the air pressure in the guest room PR is too high. Bring the air pressure close to a value within the proper range.

Next, the control device 500 determines whether or not the cooling is currently stopped (step S27), and if the cooling is in progress (step S27; NO), returns to the step S21 and if the cooling is stopped. (Step S27; YES), the main cooling relaxation control is terminated.

As described above, according to the present embodiment, in addition to the effect of the first embodiment, the effect that the temperature of the guest room PR can be controlled by using the internal pressure of the indoor equipment accommodating space Sc is obtained. By adjusting the amount of air-conditioned air discharged by the first air-conditioned air outflow damper 381 and the second air-conditioned air outflow damper 382, the temperature of the guest room PR can be controlled while keeping the rotation speed of the compressor 110 constant.

Therefore, in controlling the temperature of the guest room PR, it is not necessary to frequently start and stop the compressor 110 or to change the rotation speed of the compressor 110 frequently. Since the rotation speed of the compressor 110 can be kept constant without diligently repeating the start and stop of the compressor 110, the failure rate of the compressor 110 can be reduced.

The embodiment has been described above. The present invention is not limited to this, and the modifications described below are also possible.

FIG. 3 shows an outside air introduction fan 310 and an outside air introduction damper 320 as outside air introduction devices, and an inside air exhaust fan 350 and an inside air exhaust damper 360 as inside air exhaust devices. When the intake duct space 710 shown in FIG. 5 is in a negative pressure state lower than the atmospheric pressure of the external EX due to the operation of the indoor fan 180, the outside air can be taken in by using the negative pressure state, so that the outside air as an outside air introduction device is used. The introduction fan 310 can be omitted, and the outside air introduction device can be configured by the outside air introduction damper 320. Further, when the outside air is directly introduced into the indoor equipment accommodating space Sc in a positive pressure state higher than the atmospheric pressure of the external EX without passing through the intake duct space 710, the positive pressure state is used to introduce the inside air to the outside. Since it can be discharged to the EX, the inside air discharge fan 350 as the inside air discharge device can be omitted, and the inside air discharge device can be configured by the inside air discharge damper 360.

FIG. 10A exemplifies carbon dioxide concentration data and vehicle weight data as environmental data representing the environment of the guest room PR, but the environmental data is not limited to these. As the environmental data, humidity data representing the humidity of the guest room PR may be used, or odor data representing the intensity of the odor of the guest room PR may be used.

FIG. 2 shows a configuration in which the outdoor heat exchanger 120 functions as a condenser and the indoor heat exchanger 140 functions as an evaporator. The vehicle air conditioner 600 may include a valve capable of switching to a state in which the indoor heat exchanger 140 functions as a condenser and the outdoor heat exchanger 120 functions as an evaporator.

It is possible to combine the above embodiments 1-5 with each other. Specifically, the fourth embodiment may be combined with the third embodiment, or may be combined with only the first or second embodiment. The fifth embodiment can be combined with the fourth embodiment, or can be combined with only the first or second embodiment.

In the present specification, the concept of a railroad vehicle is not limited to a train, but includes a Shinkansen, a monorail, and other vehicles traveling along a track. Further, the vehicle in which the casing 200 is installed is not limited to a railroad vehicle, but may be a bus or other automobile.

100 ... Air conditioner, 110 ... Compressor, 120 ... Outdoor heat exchanger, 130 ... Expander, 140 ... Indoor heat exchanger, 141 ... First indoor heat exchanger, 142 ... Second indoor heat exchanger, 150 ... Qi Liquid separator, 160 ... refrigerant piping, 170 ... outdoor fan, 180 ... indoor fan, 200 ... casing, 200a ... compressor housing, 200b ... outdoor equipment storage, 200c ... indoor equipment storage, 200d ... ventilation, 200e ... Outside air introduction part, 200f ... Inside air discharge part, 211 ... 1st partition, 212 ... 2nd partition, 213 ... 3rd partition, 214 ... 4th partition, 220 ... Bottom plate (partition plate), 230 ... Top plate (partition plate) ), 310 ... Outside air introduction fan (outside air introduction equipment), 320 ... Outside air introduction damper (outside air introduction equipment), 330 ... Outside air heater, 340 ... Outside air filter, 350 ... Inside air exhaust fan (inside air exhaust equipment), 360 ... Inside air exhaust Damper (inside air exhaust device), 370 ... Total heat exchanger, 381 ... 1st air conditioning air outflow damper (air conditioning air outflow damper), 382 ... 2nd air conditioning air outflow damper (air conditioning air outflow damper), 410 ... Carbon dioxide concentration sensor , 420 ... Vehicle weight sensor, 430 ... Outside air temperature sensor, 440 ... Inside air temperature sensor, 450 ... Inside pressure sensor, 460 ... Outside pressure sensor, 500 ... Control device, 510 ... Ventilation volume regulation table, 600 ... Vehicle air conditioner, 700 ... Railway vehicle (vehicle), 710 ... Intake duct space, 720 ... Return port, 730 ... Return filter, 741 ... First exhaust connection path, 742 ... Second exhaust connection path, 751 ... First exhaust duct space, 752 ... 2nd exhaust duct space, 761 ... 1st outlet, 762 ... 2nd outlet, EX ... outside, HA ... intake port, HB1 ... 1st exhaust port, HB2 ... 2nd exhaust port, HC ... outside air introduction port, HD ... Inside air outlet, PR ... Guest room (vehicle compartment), RF ... Roof part, Sa ... Compressor storage space, Sb ... Outdoor equipment storage space, Sc ... Indoor equipment storage space, Sd ... Ventilation space, Sd1 ... Outside air introduction space , Sd2 ... Inside air exhaust space, UF ... Underfloor part.

Claims (6)

It has an indoor equipment accommodating portion that defines an indoor equipment accommodating space inside, and each of the indoor equipment accommodating portions is an intake air that communicates the indoor equipment accommodating space with a vehicle interior defined inside the vehicle. The casing in which the port and exhaust port are formed, and
An indoor fan that forms an air flow flowing from the intake port to the exhaust port in the indoor equipment accommodation space,
An indoor heat exchanger arranged at a position where the air flow passes in the indoor equipment accommodation space,
With
The indoor fan is attached to the intake port, sucks the inside air which is the air in the passenger compartment from the passenger compartment, and pumps the sucked inside air from the intake port to the indoor equipment accommodating space. Form an air flow,
Air conditioner for vehicles. In the vehicle, an intake duct space for guiding the inside air to the intake port is defined between the vehicle interior and the indoor equipment accommodation space.
The indoor equipment accommodating portion has a partition plate that separates the indoor equipment accommodating space and the intake duct space, and the intake port is formed in the partition plate.
The indoor fan is housed in the indoor equipment accommodating space by being attached to the inner surface of the partition plate facing the indoor equipment accommodating space.
The vehicle air conditioner according to claim 1. In the vehicle, an intake duct space for guiding the inside air to the intake port is defined between the vehicle interior and the indoor equipment accommodation space.
The casing further has an outside air introduction space that defines an outside air introduction space that guides the outside air, which is the outside air of the vehicle, to the intake duct space, and the outside air introduction space is provided with the outside air introduction space. An outside air inlet that communicates with the intake duct space is formed.
The intake port is arranged at a position farther from the return port that communicates the intake duct space and the passenger compartment than the outside air introduction port, and the outside air introduction port is from the return port to the intake port. It is open at a position facing the path of the flow of the inside air toward
The vehicle air conditioner according to claim 1. An outside air introduction device that introduces outside air, which is the outside air of the vehicle, into the indoor equipment accommodation space or a location communicating with the indoor equipment accommodation space.
An inside air discharging device that discharges the inside air to the outside of the vehicle from the indoor equipment accommodating space or a location communicating with the indoor equipment accommodating space.
The vehicle air conditioner according to claim 1, further comprising. Environmental data representing the environment of the vehicle interior is acquired, and based on the acquired environmental data, the outside air introduction amount primary control that controls the introduction amount of the outside air by the outside air introduction device, and
The outside air introduction device acquires the inside air temperature data representing the air temperature in the passenger compartment and the outside air temperature data representing the outside air temperature of the vehicle, and when the outside air temperature of the vehicle is lower than the air temperature in the passenger compartment. Secondary control of the amount of outside air introduced to increase the amount of outside air introduced by
The in-vehicle pressure data representing the air pressure in the passenger compartment is acquired, and based on the acquired in-vehicle pressure data, the amount of the inside air discharged by the inside air discharging device is measured while maintaining the amount of the outside air introduced by the outside air introducing device. By adjusting, the air pressure in the passenger compartment is controlled to bring the air pressure closer to a value within a predetermined appropriate range, and the inside air discharge amount is controlled.
Control device,
The vehicle air conditioner according to claim 4, further comprising. The conditioned air, which is the inside air that passes through the indoor heat exchanger and then heads toward the exhaust port, is discharged from the indoor equipment accommodating space to the outside by utilizing the internal pressure of the indoor equipment accommodating space, and the conditioned air is discharged. Air-conditioned air outflow damper with a mechanism to adjust the outflow amount,
The vehicle air conditioner according to any one of claims 1 to 5, further comprising.