JP5999966B2 - Vehicle air conditioning system - Google Patents

Description

  The present invention relates to a vehicle air conditioning system.

A conventional vehicle air conditioning system controls an indoor blower that integrates both air conditioning and ventilation functions (see, for example, Patent Document 1).
In addition, the conventional vehicle air conditioning system does not control the ventilation volume inside the vehicle by controlling the indoor blower that integrates both the air conditioning and ventilation functions, but supplies and exhausts the interior and exterior of the vehicle. The amount of ventilation in the vehicle is controlled by controlling a damper provided in the flow path (see, for example, Patent Document 2).

JP 2004-155311 A (paragraphs [0040] to [0047]) Japanese Patent No. 4346429 (Claim 1)

As described above, the conventional vehicle air conditioning system (Patent Documents 1 and 2) controls an indoor fan that integrates both air conditioning and ventilation functions.
That is, in the conventional vehicle air conditioning system, the air conditioner and the ventilator are not separately provided with a blower, but an air conditioner indoor blower and a ventilation ventilator for ventilation are integrated. Was provided.
For this reason, if the operation frequency of the ventilation fan is changed by the inverter, the operation frequency of the indoor fan is also changed to be the same as that of the ventilation fan.
As a result, when the operating frequency of the ventilation fan is changed, not only the air volume of the ventilation fan but also the air flow of the indoor fan fluctuates.
Therefore, there is a problem that the air conditioner and the ventilator cannot be controlled cooperatively by controlling the indoor fan and the ventilator separately.

  The present invention has been made to solve the above-described problems, and provides a vehicle air conditioning system capable of separately controlling an indoor blower and a ventilation blower and cooperatively controlling the air conditioning device and the ventilation device. It is intended to provide.

The present invention is mounted on a vehicle, and an air conditioner that harmonizes the air in the vehicle of the vehicle, a ventilation device that is mounted on the vehicle and ventilates the air in the vehicle, and is mounted on the vehicle, the air conditioner. And an air conditioning system for controlling the ventilation device, wherein the air conditioning device communicates with an indoor fan and the air conditioning controller, and is supplied as a command value from the air conditioning controller. And an air conditioning inverter that controls the rotation speed of the indoor blower based on the first operating frequency. The ventilation device communicates with the ventilation blower and the air conditioning controller, and receives a command value from the air conditioning controller. based on the second operation frequency which is supplied as provided with said ventilation inverter for controlling the rotational speed of the ventilation fan unit, the air conditioning control unit is detected by the inside temperature sensor provided in the vehicle The vehicle interior temperature of the vehicle during cooling is acquired as a first vehicle interior temperature, the target temperature during cooling is acquired as a first set temperature, and the vehicle interior temperature during heating detected by the vehicle interior temperature sensor is 2 is acquired as an in-vehicle temperature, the target temperature at the time of heating is acquired as a second set temperature, communicated with the ventilation inverter device, and when the operation mode of the air conditioner is cooling, the second operating frequency is A command to lower the first set value obtained based on the first in-vehicle temperature and the first set temperature is transmitted to the ventilation inverter device, communicates with the ventilation inverter device, and the operation mode of the air conditioner is heating. If so, a command to raise the second operating frequency to a second set value obtained based on the second in-vehicle temperature and the second set temperature is transmitted to the ventilation inverter device.

  In the present invention, the indoor fan and the ventilation fan are provided separately, and the indoor fan and the ventilation fan are controlled separately by controlling the amount of air flowing into the air conditioner by the ventilation fan. Can be controlled in a coordinated manner, so that the vehicle interior temperature can reach the set temperature of the air conditioner in a short time.

It is a figure which shows schematic structure of the vehicle 11 incorporating the air conditioning controller 21, the air conditioner 22, and the ventilation apparatus 23 in Embodiment 1 of this invention. It is a figure which shows the communication structure of the air conditioning controller 21, the air conditioner 22, and the ventilation apparatus 23 in Embodiment 1 of this invention. It is a figure which shows an example of a structure of the refrigerant circuit 16 of the air conditioner 22 in Embodiment 1 of this invention. It is a figure which shows the example of control of the air-conditioning controller 21 in Embodiment 1 of this invention by the correspondence for every item. It is a flowchart explaining the control example of the air-conditioning controller 21 in Embodiment 1 of this invention. It is the figure which compared the change rate with respect to time of the case where there exists coordinate control at the time of the cooling operation in the garage in Embodiment 1 of this invention, and the case where it does not exist. It is the figure which compared the change rate with respect to the time with respect to the time with the case where there exists coordinate control at the time of the air_conditionaing | cooling operation in operation | movement of Embodiment 1 of this invention, and the case where it does not exist.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.

Embodiment 1 FIG.
FIG. 1 is a diagram showing a schematic configuration of a vehicle 11 in which an air conditioning controller 21, an air conditioning device 22, and a ventilation device 23 according to Embodiment 1 of the present invention are incorporated.
As shown in FIG. 1, an air conditioning controller 21, an air conditioner 22, a ventilator 23, a duct 24, and the like are incorporated in the vehicle 11.
Specifically, in the vehicle 11, an air conditioning controller 21 is provided in the vehicle interior 12, an air conditioner 22 and a ventilator 23 are provided under the floor, and the air conditioner 22 and the ventilator 23 are provided between the air conditioner 22 and the ventilator 23. A duct 24 that connects the ventilation device 23 is provided.
The air conditioning controller 21 controls the air conditioner 22 and the ventilator 23, as will be described in detail later.
The air conditioner 22 supplies conditioned air to the interior 12 of the vehicle 11 as will be described in detail later.
As will be described later in detail, the ventilation device 23 ventilates the air inside the vehicle 12 of the vehicle 11.

The duct 24 is a transmission path that sends the air supplied from the ventilation device 23 to the air conditioner 22.
For example, the ventilator 23 collects the exhaust air EA in the vehicle interior 12 along the wind direction 52 from an exhaust port for vehicle interior 12 (not shown), and exhausts the exhaust air EA along the wind direction 53 from the exhaust port for vehicle exterior (not shown) to the outside.
The ventilator 23 collects fresh air FA from outside through a fresh air intake port (not shown) along the wind direction 54, and the fresh air FA compressed by a turbo fan 101 (not shown) is not shown along the wind direction 55. It is supplied to the duct 24 through a fresh air supply port.
Since the fresh air FA supplied to the duct 24 is compressed by a turbo fan 101 described later, the temperature rises by about 6 to 8 ° C.
Therefore, the fresh air FA passing through the duct 24 is always higher in temperature than the fresh air FA of the outside air.
The fresh air FA passing through the duct 24 is supplied to the air conditioner 22 along the wind direction 56 through an air supply port (not shown).
The air conditioner 22 circulates from the duct 24 via the air supply port (not shown) along the wind direction 56 and the circulating air RA in the vehicle 12 of the vehicle 11 taken along the wind direction 51 via the circulation air RA intake port (not shown). As will be described in detail later, the fresh air FA that has been raised to a predetermined temperature is compressed or expanded by the refrigerant circuit 16, and a conditioned air supply port (not shown) is installed along the wind direction 57 and the wind direction 58. The conditioned air is supplied to the interior 12 of the vehicle 11 through the vehicle.

In addition, although the example which the temperature of the fresh air FA compressed with the turbo fan 101 mentioned later rises about 6-8 degreeC was demonstrated, it is not limited to this. For example, if the turbo fan 101, which will be described later, rotates at a higher speed, the fresh air FA is further compressed, and the temperature further increases. For example, when the turbo fan 101 is operated at full rotation, the temperature of the fresh air FA rises by about 10 ° C.
On the other hand, if the rotation of the turbo fan 101, which will be described later, is slower, the fresh air FA is not compressed so much, so the degree of temperature rise is small. For example, the temperature of the fresh air FA rises by about 3 to 5 ° C.
In any case, since the turbo fan 101 described later compresses the fresh air FA, the temperature rises to some extent.

In addition, although the example which provides the air conditioner 22 and the ventilation apparatus 23 under the floor of the vehicle 11 was demonstrated, it is not limited to this. For example, an air conditioner 22 or a ventilator 23 may be provided on the roof side of the vehicle 11.
Moreover, although the example which provides the air-conditioning controller 21 in the vehicle interior 12 of the vehicle 11 was demonstrated, it does not limit to this. For example, the air conditioning controller 21 provided in another vehicle 11 may control the air conditioner 22 and the ventilation device 23 provided in the vehicle 11.
In FIG. 1, the air conditioning controller 21 is provided at the end of the vehicle interior 12 of the vehicle 11, but may be anywhere in the vehicle interior 12. For example, the attic side or the under floor side of the vehicle 11 may be used.
In addition, although FIG. 1 illustrates an example in which one air conditioner 22 and one ventilator 23 are mounted, the present invention is not limited to this. For example, a plurality of air conditioners 22 and a plurality of ventilators 23 may be provided for one vehicle 11.
Moreover, although FIG. 1 demonstrated the example in which the duct 24 is provided between the air conditioner 22 and the ventilation apparatus 23 under the floor of the vehicle 11, it is not limited to this. For example, you may provide in the under floor side of the vehicle interior 12, the side surface side of the vehicle interior 12, the attic side of the vehicle 11, etc.
In any case, as long as the fresh air FA taken in by the ventilator 23 is supplied to the air conditioner 22, the transmission path is not particularly limited.

  In the following description, the case where there is one vehicle 11 described above will be described for convenience. However, the present invention is not limited to this. For example, a train train in which a plurality of vehicles 11 described above are connected may be used.

FIG. 2 is a diagram showing a communication configuration of the air conditioning controller 21, the air conditioning device 22, and the ventilation device 23 according to Embodiment 1 of the present invention.
As shown in FIG. 2, in the vehicle air conditioning system 15, the air conditioner controller 21 controls the air conditioner 22 and the ventilator 23, and the air conditioner controller 21 and the vehicle information terminal 25 are connected to the communication line 41. Can communicate with each other.
Here, the vehicle air conditioning system 15 is mounted on the vehicle 11 as shown in FIG.

The air conditioning controller 21 will be described.
The air conditioning controller 21 can communicate with each other via an air conditioning inverter device 71 (to be described later) of the air conditioning device 22 and a communication line 42 using an auxiliary power device of the vehicle 11 (not shown) as a power source.
The air conditioning controller 21 variably adjusts the operating capacity of the air conditioner 22 by variably adjusting the operating frequency of the air conditioning inverter device 71 described later, thereby adjusting the cooling capacity, the heating capacity, etc., and setting the in-vehicle temperature to the set temperature. It is controlled so as to agree with.
The air conditioning controller 21 can communicate with a ventilation inverter device 91 (described later) of the ventilation device 23 via a communication line 42, an air conditioning inverter device 71 (described later), and a communication line 43.
The air conditioning controller 21 variably adjusts the operating frequency of the ventilation inverter device 91 described later to increase or decrease the rotational speed of the turbo fan 101 that is a ventilation blower, so that the exhaust air EA shown in FIG. The amount of exhaust is adjusted, and the amount of fresh air FA supplied to the air conditioner 22 shown in FIG. 1 is adjusted.

The air conditioning controller 21 acquires outside air temperature data detected by the outside air temperature sensor 31 provided in the vehicle 11 via the communication line 44 at a predetermined interval.
The air conditioning controller 21 acquires in-vehicle temperature data detected by the in-vehicle temperature sensor 32 provided in the in-vehicle 12 via the communication line 45 at a predetermined interval.
The air conditioning controller 21 acquires in-vehicle humidity data detected by an in-vehicle humidity sensor 33 provided in the vehicle 12 via the communication line 46 at predetermined intervals.
The air conditioning controller 21 acquires kilometer data at predetermined intervals.
The air conditioning controller 21 performs mutual communication with the vehicle information terminal 25 provided in the vehicle 11 via the communication line 41.

The outside air temperature sensor 31 is formed of, for example, a thermistor, but is not limited to this.
The outside air temperature sensor 31 detects the outside air temperature at a predetermined interval. The detected outside air temperature data may be transmitted to the air conditioning controller 21 each time, or may be transmitted periodically and collectively.

The vehicle interior temperature sensor 32 is formed of, for example, a thermistor, but is not limited thereto.
The vehicle interior temperature sensor 32 detects the vehicle interior temperature at a predetermined interval. The detected in-vehicle temperature data may be transmitted to the air conditioning controller 21 each time, or may be transmitted periodically and collectively.

The in-vehicle humidity sensor 33 is formed from, for example, an electric resistance sensor or a capacitance sensor having a sensor using a semiconductor or the like as a sensing part, but is not limited thereto.
The in-vehicle humidity sensor 33 detects the in-vehicle humidity at a predetermined interval. The detected in-vehicle humidity data may be transmitted to the air conditioning controller 21 each time, or may be transmitted periodically and collectively.

The vehicle information terminal 25 is a train information management device that is provided in a cab (not shown) of the vehicle 11 and has a monitor.
For example, the vehicle information terminal 25 measures the distance from the departure station based on the number of rotations of the wheels, and determines the current position by referring to the route map provided therein, and the air conditioning controller 21 uses the current position as kilometer data. To supply.
For example, the vehicle information terminal 25 may determine the position by a GPS (Global Positioning System) (not shown) and supply the calculated current position to the air conditioning controller 21 as kilometer data.
For example, the vehicle information terminal 25 may photograph a kilometer sign, obtain a kilometer from the photographed kilometer sign image, and supply the obtained kilometer to the air conditioning controller 21 as kilometer data.
The vehicle information terminal 25 receives an input of the set temperature of the air conditioner 22. For example, when the vehicle information terminal 25 receives an input of the set temperature of the air conditioner 22 from a driver (not shown) of the vehicle 11, the vehicle information terminal 25 stores the received set temperature and supplies the set temperature stored in the air conditioning controller 21.
The vehicle information terminal 25 may accept the set temperature of the air conditioner 22 from another vehicle 11 or the outside via a predetermined communication medium, for example.

In addition, the air-conditioning controller 21 is comprised by a microprocessor unit etc., for example.
Moreover, the air-conditioning controller 21 may be comprised with a programmable logic controller, for example.
Moreover, the air-conditioning controller 21 may be configured by an updatable device such as firmware.
Moreover, the air-conditioning controller 21 is a program module, for example, and may be executed by a command from a CPU or the like (not shown).

The communication lines 41 to 46 will be described.
The communication lines 41 to 46 are, for example, compliant with RS-485, which is a two-wire, half-duplex, and multipoint serial connection, and can send the same command serially to each point. is there.
Note that the communication mode is not limited to this. For example, the communication form may conform to the TCP / IP protocol. In this case, a more flexible network configuration can be constructed.
Further, for example, the communication form may be compliant with IEEE 802.11. In this case, since a multi-hop wireless network can be constructed, the communication lines 42 and 43 are unnecessary.

The air conditioner 22 will be described.
The air conditioner 22 is of an inverter type, and includes an air conditioner inverter 71, an air conditioner compressor (CP1) 81a, an air conditioner compressor (CP2) 81b, an outdoor fan (CF1) 83a, an outdoor fan (CF2) 83b, and an indoor fan. (EF) 85 and the like.
The air conditioning inverter device 71 is an inverter that performs variable frequency variable voltage control of an auxiliary power supply device (not shown), and is an air conditioning compressor (CP1) 81a, an air conditioning compressor (CP2) 81b, an outdoor fan (CF1) 83a, and an outdoor fan (CF2). Power is supplied to 83b and the indoor fan (EF) 85.
The air conditioning inverter device 71 is based on an operating frequency (hereinafter referred to as a first operating frequency) supplied as a command value from the air conditioning controller 21, an outdoor fan (CF1) 83a, an outdoor fan (CF2) 83b, and an indoor fan (EF) Each drive is controlled by controlling the number of revolutions of 85.

The air conditioning compressor (CP1) 81a and the air conditioning compressor (CP2) 81b are collectively referred to as an air conditioning compressor 81.
In addition, when the outdoor blower (CF1) 83a and the outdoor blower (CF2) 83b are collectively referred to, the outdoor blower 83 is referred to.
Moreover, the number of the air-conditioning compressors described above, the number of outdoor fans, and the number of indoor fans are examples, and are not limited thereto.
Details of the air conditioning compressor 81, the outdoor blower 83, and the indoor blower (EF) 85 will be described later with reference to FIG.
Further, when the air conditioner 22 is an air conditioner dedicated to cooling, the air in the vehicle interior 12 may be heated by a heater or the like provided in a seat or the like for the heating operation.

The ventilation device 23 will be described.
The ventilation device 23 is of an inverter type, and includes a ventilation inverter device 91 and a turbo fan 101 that is a ventilation fan.
The ventilation inverter device 91 is an inverter that performs variable frequency variable voltage control of an auxiliary power supply device (not shown), and supplies power to the turbofan 101.
The ventilation inverter device 91 controls the driving of the turbo fan 101 based on the operation frequency (hereinafter referred to as the second operation frequency) supplied as a command value from the air conditioning controller 21.
The ventilation inverter device 91 provides the air conditioning controller 21 with the second operating frequency set by the currently operating turbofan 101 via the communication line 43 and the communication line 42.
The turbo fan 101 is driven by an inverter, and is formed by, for example, a high static pressure centrifugal multiblade fan.
The number of turbo fans 101 described above is merely an example, and the present invention is not limited to this.
The turbo fan 101 corresponds to the ventilation fan in the present invention.

FIG. 3 is a diagram showing an example of the configuration of the refrigerant circuit 16 of the air conditioner 22 according to Embodiment 1 of the present invention.
The refrigerant circuit 16 includes an air conditioning compressor 81, an indoor heat exchanger 86, an expansion means 87, an outdoor heat exchanger 88, and the like, and is formed by being connected via a refrigerant pipe.
The air conditioning compressor 81 has a variable operating capacity, and includes, for example, a positive displacement compressor driven by a DC brushless motor (not shown) whose operating frequency is controlled by an inverter. ing.
The air conditioning compressor 81 is controlled by the air conditioning controller 21 described above. For example, a temperature detected by a sensor (described later) installed in the indoor heat exchanger 86 and a set temperature set by the vehicle information terminal 25 It is controlled by determining the operation amount according to the deviation.

A sensor for detecting the temperature of the discharged refrigerant may be provided on the discharge side of the air conditioning compressor 81.
Further, a sensor that detects the temperature of the sucked refrigerant may be provided on the suction side of the air conditioning compressor 81.
Further, a sensor that detects the pressure of the discharged refrigerant may be provided on the discharge side of the air conditioning compressor 81.
A sensor for detecting the pressure of the sucked refrigerant may be provided on the suction side of the air conditioning compressor 81.
The housing of the air conditioning compressor 81 may be provided with a sensor that detects the surface temperature of the housing.

  The indoor heat exchanger 86 functions as a use side heat exchanger, and an indoor fan 85 is attached in the vicinity of the indoor heat exchanger 86.

The indoor heat exchanger 86 cools the air in the vehicle 12 by functioning as a refrigerant evaporator during cooling operation. The indoor heat exchanger 86 is composed of, for example, a cross fin type fin-and-tube heat exchanger composed of a heat transfer tube and a large number of fins.
Here, a refrigerant circuit without a four-way valve will be described. However, when a four-way valve is provided, the indoor heat exchanger 86 functions as a refrigerant condenser during heating operation, thereby Will be heated.

A sensor that detects the temperature of the refrigerant in the gas-liquid two-phase state may be installed in the vicinity of the indoor heat exchanger 86.
A sensor for detecting the temperature of the refrigerant in the liquid state or the gas-liquid two-phase state may be provided on the liquid side of the indoor heat exchanger 86.

  The indoor blower 85 has a function of supplying air, which is heat-exchanged between the circulating air RA and the refrigerant shown in FIG. The indoor blower 85 is a fan capable of changing the flow rate of air supplied to the indoor heat exchanger 86, for example, a centrifugal fan driven by an indoor blower drive unit (not shown) configured by a DC fan motor, It consists of a multi-blade fan.

  The expansion means 87 depressurizes the high-pressure refrigerant to make it into a low-pressure state, and is composed of, for example, an electronic expansion valve whose opening degree can be variably controlled.

The outdoor heat exchanger 88 functions as a refrigerant condenser during cooling operation, and includes, for example, a cross-fin type fin-and-tube heat exchanger formed by heat transfer tubes and a large number of fins. Has been.
Here, a refrigerant circuit without a four-way valve will be described, but when a four-way valve is provided, the outdoor heat exchanger 88 functions as a refrigerant evaporator during heating operation.

A sensor that detects the temperature of the gas-liquid two-phase refrigerant may be provided in the vicinity of the outdoor heat exchanger 88.
Moreover, the liquid side sensor which detects the temperature of the refrigerant | coolant of a liquid state or a gas-liquid two-phase state may be provided in the liquid side of the outdoor heat exchanger 88. FIG.

  The outdoor blower 83 is attached in the vicinity of the outdoor heat exchanger 88. The outdoor blower 83 has a function of sucking outdoor air outside the vehicle 11 from an outdoor air intake port (not shown) and discharging the air heat-exchanged between the outdoor air and the refrigerant to the outdoor by the outdoor heat exchanger 88. Is. The outdoor blower 83 is configured by a fan capable of changing the flow rate of air supplied to the outdoor blower 83, for example, a centrifugal fan or a multiblade fan driven by an outdoor blower drive unit 84 constituted by a DC fan motor. Has been.

The air conditioning compressor 81, the indoor blower 85, the expansion means 87, and the outdoor blower 83 are controlled by the air conditioning controller 21 in accordance with the detection values of the various sensors described above.
Specifically, the air conditioning controller 21 described above is based on various data detected by the outside air temperature sensor 31, the vehicle interior temperature sensor 32, and the vehicle interior humidity sensor 33 and various data set by the vehicle information terminal 25. The opening degree of the expansion means 87, the rotational speed of the air conditioning compressor 81, the rotational speed of the indoor blower 85, the rotational speed of the outdoor blower 83, etc. are determined, and the air conditioning capacity of the refrigerant circuit 16 is determined based on the determined parameters. Increase or decrease.

Next, on the premise of the configuration of the vehicle air conditioning system 15 described above, control items and the like of the air conditioning controller 21 will be described with reference to FIG.
FIG. 4 is a diagram illustrating a control example of the air-conditioning controller 21 according to the first embodiment of the present invention in correspondence with each item.
As shown in FIG. 4, the air conditioning controller 21 classifies the contents of the processing based on the location of the vehicle 11, that is, the current position of the vehicle 11 determined by kilometer data or the like.
The second operating frequency of the turbo fan 101 is changed according to each case.
Note that, for example, a fixed value set in advance is assigned as the default value for the second operating frequency, and this fixed value is changed in the control of the first embodiment. For example, although details will be described later, a value smaller than this fixed value is set during cooling, and a value larger than this fixed value is set during heating.

For example, when the vehicle 11 exists in the garage, the vehicle 11 is not in operation and is stored in the garage.
The air conditioning controller 21 controls an operation frequency that is a control item based on an operation mode that is an operation change condition, for example, cooling or heating.
Specifically, if the operation mode is cooling, the air conditioning controller 21 transmits a command for setting the second operation frequency of the turbo fan 101 to zero to the ventilation inverter device 91, and sets the second operation frequency of the turbo fan 101. Execute the operation to control to zero. That is, the driving of the turbo fan 101 is stopped.
If the operation mode is heating, the air-conditioning controller 21 transmits a command to increase the second operating frequency of the turbo fan 101 to the ventilation inverter device 91 to execute an operation of increasing the second operating frequency of the turbo fan 101.
In this example, the operation frequency is controlled to zero when the operation mode is cooling. However, instead of immediately setting the operation frequency to zero, the operation frequency is lowered step by step, and finally the operation frequency is reduced to zero. You may make it set to.

Further, for example, when the vehicle 11 does not exist in the garage, that is, when the vehicle 11 exists outside the garage, the vehicle 11 is in operation and travels on a track or a track equivalent thereto with passengers on it. State.
The air-conditioning controller 21 controls the second operation frequency, which is a control item, based on the operation mode and temperature, which are operation change conditions, for example, cooling or heating, and the magnitude relationship between the in-vehicle temperature and the set temperature.
Specifically, the air conditioning controller 21, the operation mode is a cold humor, when inside temperature is equal to or higher than the set temperature + 2 ° C., and sends a command to lower the second operating frequency of the turbo fan 101 in the ventilation inverter 91 Then, the operation of lowering the second operating frequency of the turbo fan 101 is executed.
When the operation mode is heating and the vehicle interior temperature is equal to or lower than the set temperature −2 ° C., the air conditioning controller 21 transmits a command to increase the second operating frequency of the turbo fan 101 to the ventilation inverter device 91. An operation of increasing the second operating frequency is executed.

In addition, although the case where the vehicle interior temperature deviates from the set temperature by + 2 ° C. or −2 ° C. has been described as the separation interval between the vehicle interior temperature and the set temperature, the present invention is not limited to this. For example, a deviation interval of + 5 ° C. or −5 ° C. may be used, and a deviation interval of + 0.5 ° C. or −0.5 ° C. may be used.
Thus, if the deviation interval is increased, the change interval of the second operating frequency can be extended, so that it is not necessary to frequently change the rotation speed of the turbo fan 101. If the deviation interval is reduced, the variation in the vehicle interior temperature is reduced. Will be able to respond immediately.
In short, when the vehicle is outside the garage and is cooled, it is sufficient that the temperature inside the vehicle has a predetermined deviation interval on the + side with respect to the set temperature.
Further, when heating outside the garage and during heating, it is sufficient that the temperature inside the vehicle has a predetermined deviation interval on the minus side with respect to the set temperature.
Note that + 2 ° C. corresponds to the third threshold value in the present invention.
Moreover, -2 degreeC is corresponded to the 4th threshold value in this invention.

Next, on the assumption of the above-described configuration, the operation of the air conditioning controller 21 will be described using FIG.
FIG. 5 is a flowchart for explaining a control example of the air-conditioning controller 21 according to Embodiment 1 of the present invention.

(Step S11)
The air conditioning controller 21 acquires outside air temperature data. Specifically, the air conditioning controller 21 acquires the outside air temperature data of the outside air temperature around the vehicle 11 detected by the outside air temperature sensor 31 shown in FIG.

(Step S12)
The air conditioning controller 21 acquires in-vehicle temperature data. Specifically, the air conditioning controller 21 acquires the in-vehicle temperature data of the in-vehicle temperature of the in-vehicle 12 of the vehicle 11 detected by the in-vehicle temperature sensor 32 shown in FIG.

(Step S13)
The air conditioning controller 21 acquires in-vehicle humidity data. Specifically, the air conditioning controller 21 acquires the in-vehicle humidity data of the in-vehicle humidity of the in-vehicle 12 of the vehicle 11 detected by the in-vehicle humidity sensor 33 shown in FIG.

(Step S14)
The air conditioning controller 21 acquires kilometer data. Specifically, the air conditioning controller 21 acquires kilometer data calculated by the vehicle information terminal shown in FIG.

(Step S15)
The air conditioning controller 21 determines whether or not the vehicle 11 is in the garage. Specifically, the air-conditioning controller 21 determines whether the kilometer data acquired in the process of step S14 matches the distance with the garage. More specifically, for example, it is assumed that measurement of kilometer data is started from the departure station, and the garage is located at a point 20 km from the departure station. At this time, if the acquired kilometer data is 20 km, the air conditioning controller 21 determines that the vehicle 11 is in the garage, and the process proceeds to step S16. On the other hand, if the acquired kilometer data is not 20 km, the air conditioning controller 21 determines that the vehicle 11 is not in the garage, and the process proceeds to step S26.
In addition, the position of the garage mentioned above shows an example, and is not limited to this.

(Step S16)
The air conditioning controller 21 determines the operation mode. Specifically, the air conditioning controller 21 acquires the current operation mode from the air conditioning inverter device 71 of the air conditioner 22 via the communication line 42, and determines whether the operation mode is cooling or heating. More specifically, when it is determined that the operation mode is cooling, the air conditioning controller 21 proceeds to step S17. On the other hand, when the air conditioning controller 21 determines that the operation mode is heating, the process proceeds to step S21.
In addition, although illustration is abbreviate | omitted, when an operation mode is other than cooling or heating, a process is complete | finished as it is.

(Step S17)
The air conditioning controller 21 stops the ventilation device 23 for a certain period of time. Specifically, the air conditioning controller 21 supplies a command for setting the second operating frequency to zero to the ventilation inverter device 91 of the ventilation device 23. The ventilation inverter device 91 is supplied with a command to make the second operating frequency zero, and then controls the turbo fan 101 based on the second operating frequency, stops the operation of the turbo fan 101, and proceeds to step S18.
Note that the zero set value of the second operating frequency here corresponds to the first set value in the present invention.
The certain time here is an arbitrarily determined time. For example, at first, a short time of 5 minutes is set as a default value, and when the process returns to step S17 as a result of the determination process in step S20 described later, the default value may be determined according to the difference between the in-vehicle temperature and the set temperature. Specifically, when the difference between the in-vehicle temperature and the set temperature is as large as 12 ° C., the fixed time may be set to 20 minutes. For example, when the difference between the in-vehicle temperature and the set temperature is 7 ° C., the fixed time may be set to 10 minutes.

(Step S18)
The air conditioning controller 21 acquires in-vehicle temperature data. Specifically, in-vehicle temperature data is acquired by the same process as step S12, and the process proceeds to step S19.
The in-vehicle temperature data here corresponds to the first in-vehicle temperature in the present invention.

(Step S19)
The air conditioning controller 21 acquires set temperature data. Specifically, the air conditioning controller 21 acquires the set temperature of the air conditioner 22 from the vehicle information terminal 25 shown in FIG. 2, and proceeds to step S20.
The set temperature here is a target temperature for air in the vehicle interior 12 of the air conditioner 22 during cooling.
Note that the set temperature data here corresponds to the first set temperature in the present invention.

(Step S20)
The air conditioning controller 21 determines whether or not the in-vehicle temperature has reached the set temperature. Specifically, the air conditioning controller 21 determines whether or not the in-vehicle temperature data acquired in the process of step S18 has reached the set temperature data acquired in the process of step S19. More specifically, when the in-vehicle temperature data reaches the set temperature data, the process proceeds to step S26. On the other hand, when the vehicle interior temperature data does not reach the set temperature data, the process returns to step S17.
That is, the second operating frequency is set based on the vehicle interior temperature and the set temperature.

(Step S21)
The air conditioning controller 21 increases the operating frequency of the ventilation device 23. Specifically, the air conditioning controller 21 sets the second operating frequency to a second set value that is higher than the operating frequency set by the currently operating turbofan 101 for the ventilation inverter device 91 of the ventilation device 23. Supply a command to raise. After supplying the second set value, the ventilation inverter device 91 operates the turbo fan 101 at the operation frequency of the supplied second set value, and proceeds to step S22.

(Step S22)
The air conditioning controller 21 operates the ventilation device 23 at a high speed for a certain time. Specifically, the air conditioning controller 21 operates the turbo fan 101 for a certain period of time while maintaining the second set value determined by the process of step S21, and proceeds to step S23.
The certain time here is an arbitrarily determined time. For example, at first, a short time of 5 minutes is set as a default value, and when returning to step S22 as a result of the determination process in step S25 described later, it may be determined according to the difference between the in-vehicle temperature and the set temperature. Specifically, when the difference between the in-vehicle temperature and the set temperature is as large as 12 ° C., the fixed time may be set to 20 minutes. For example, when the difference between the in-vehicle temperature and the set temperature is 7 ° C., the fixed time may be set to 10 minutes.

(Step S23)
The air conditioning controller 21 acquires in-vehicle temperature data. Specifically, in-vehicle temperature data is acquired by the same process as step S12, and the process proceeds to step S24.
The in-vehicle temperature data here corresponds to the second in-vehicle temperature in the present invention.

(Step S24)
The air conditioning controller 21 acquires set temperature data. Specifically, the air conditioning controller 21 acquires the set temperature of the air conditioner 22 from the vehicle information terminal 25 shown in FIG. 2, and proceeds to step S25.
The set temperature here is a target temperature for the air in the vehicle interior 12 of the air conditioner 22 during heating.
Note that the set temperature data here corresponds to the second set temperature in the present invention.

(Step S25)
The air conditioning controller 21 determines whether or not the in-vehicle temperature has reached the set temperature. Specifically, the air conditioning controller 21 determines whether or not the in-vehicle temperature data acquired in the process of step S23 has reached the set temperature data acquired in the process of step S24. More specifically, when the in-vehicle temperature data reaches the set temperature data, the process proceeds to step S26. On the other hand, when the vehicle interior temperature data does not reach the set temperature data, the process returns to step S22.
That is, the second operating frequency is set based on the vehicle interior temperature and the set temperature.

(Step S26)
The air conditioning controller 21 determines the operation mode. Specifically, the air conditioning controller 21 acquires the current operation mode from the air conditioning inverter device 71 of the air conditioner 22 via the communication line 42, and determines whether the operation mode is cooling or heating. More specifically, when the air conditioning controller 21 determines that the operation mode is cooling, the process proceeds to step S27. On the other hand, when the air conditioning controller 21 determines that the operation mode is heating, the air conditioning controller 21 proceeds to step S33.
In addition, although illustration is abbreviate | omitted, when an operation mode is other than cooling or heating, a process is complete | finished as it is.

(Step S27)
The air conditioning controller 21 determines whether or not the state in which the vehicle interior temperature is higher than the set temperature has continued for a certain period of time.
Specifically, the air-conditioning controller 21 sets a temperature deviation interval between the in-vehicle temperature and the set temperature as a threshold value in advance. The deviation interval is, for example, + 2 ° C. as shown in FIG. Moreover, the air-conditioning controller 21 sets in advance a threshold value for measuring the duration of the state in which the vehicle interior temperature is higher than the set temperature, and the duration is, for example, 5 minutes.
Under such a premise of the divergence interval and duration, the air-conditioning controller 21 determines whether the vehicle interior temperature is equal to or higher than the temperature obtained by adding + 2 ° C., which is the divergence interval, to the set temperature. Determine whether or not.
That is, the air conditioning controller 21 determines whether or not the in-vehicle temperature deviates to the + side with respect to the set temperature for a certain time.
For example, the air conditioning controller 21 proceeds to step S28 when the state in which the vehicle interior temperature is higher than the set temperature continues for a certain period of time. On the other hand, the air conditioning controller 21 proceeds to step S39 when the state in which the vehicle interior temperature is higher than the set temperature does not continue for a certain period of time.
The deviation interval here corresponds to the third threshold value in the present invention.
Further, the duration here corresponds to the first threshold value in the present invention.
In addition, although the case of +2 degreeC was demonstrated as an example of a 3rd threshold value, as above-mentioned in description of FIG. 4, it is not limited to this.
Moreover, although the case of 5 minutes was demonstrated as an example of a 1st threshold value, it is not limited to this. For example, you may determine according to the difference of vehicle interior temperature and preset temperature. Specifically, when the deviation interval between the in-vehicle temperature and the set temperature is as large as 12 ° C., the fixed time may be set to 3 minutes. For example, when the deviation interval between the in-vehicle temperature and the set temperature is 7 ° C., the fixed time may be set to 12 minutes.
Thus, when the deviation interval is large, the duration can be shortened to advance to the processing after step S28 in which the ventilator 23 changes the second operating frequency early.
Further, when the deviation interval is small, it is possible to determine whether or not the deviation interval is stable by increasing the duration.
The in-vehicle temperature here corresponds to the first in-vehicle temperature in the present invention.
That is, the first in-vehicle temperature in the first embodiment is the in-vehicle temperature when the operation mode is cooling.
The set temperature here is a target temperature for air in the vehicle interior 12 of the air conditioner 22 during cooling.
Note that the set temperature data here corresponds to the first set temperature in the present invention.
That is, the 1st preset temperature in this Embodiment 1 is the target temperature with respect to the air of the vehicle interior 12 of the air conditioner 22 at the time of air_conditioning | cooling.

(Step S28)
The air conditioning controller 21 reduces the operating frequency of the ventilation device 23. Specifically, the air conditioning controller 21 supplies a command for lowering the second operating frequency to a value lower than the operating frequency set by the currently operating turbofan 101 to the ventilation inverter device 91 of the ventilation device 23. . The ventilation inverter device 91 is supplied with a command to lower the operating frequency set by the currently operating turbofan 101 to a value lower than the operating frequency, and then operates the turbofan 101 at an operating frequency determined based on the supplied command. Proceed to step S29.
Here, a value lower than the operating frequency set in the currently operating turbofan 101 corresponds to the first set value in the present invention.
That is, the first set value in the first embodiment is zero or a value lower than the operating frequency set by the turbo fan 101 currently in operation.

(Step S29)
The air conditioning controller 21 operates the ventilation device 23 at a low speed. Specifically, the air conditioning controller 21 operates the turbo fan 101 with the first set value determined by the process of step S28, and proceeds to step S30.

(Step S30)
The air conditioning controller 21 acquires in-vehicle temperature data. Specifically, in-vehicle temperature data is acquired by the same process as step S12, and the process proceeds to step S31.
The in-vehicle temperature data here corresponds to the first in-vehicle temperature in the present invention.

(Step S31)
The air conditioning controller 21 acquires set temperature data. Specifically, the air conditioning controller 21 acquires the set temperature of the air conditioner 22 from the vehicle information terminal 25 shown in FIG. 2, and proceeds to step S32.
The set temperature here is a target temperature for air in the vehicle interior 12 of the air conditioner 22 during cooling.
Note that the set temperature data here corresponds to the first set temperature in the present invention.

(Step S32)
The air conditioning controller 21 determines whether or not the in-vehicle temperature has reached the set temperature. Specifically, the air conditioning controller 21 determines whether or not the in-vehicle temperature data acquired in the process of step S30 has reached the set temperature data acquired in the process of step S31. More specifically, when the in-vehicle temperature data reaches the set temperature data, the process proceeds to step S39. On the other hand, when the vehicle interior temperature data does not reach the set temperature data, the process returns to step S29.
That is, the second operating frequency is set based on the vehicle interior temperature and the set temperature.

(Step S33)
The air conditioning controller 21 determines whether or not the state in which the vehicle interior temperature is lower than the set temperature has continued for a certain period of time.
Specifically, the air-conditioning controller 21 sets a temperature deviation interval between the in-vehicle temperature and the set temperature as a threshold value in advance. The deviation interval is, for example, −2 ° C. as shown in FIG. In addition, the air-conditioning controller 21 predetermines a threshold value for measuring the duration time during which the vehicle interior temperature is lower than the set temperature. The duration is, for example, 5 minutes.
Under such a premise, the air-conditioning controller 21 determines whether or not the state in which the vehicle interior temperature is equal to or lower than the temperature obtained by subtracting −2 ° C. as the deviation interval from the set temperature has continued for 5 minutes as the duration time. .
That is, the air conditioning controller 21 determines whether or not the in-vehicle temperature has deviated to the − side with respect to the set temperature for a certain period of time.
For example, the air conditioning controller 21 proceeds to step S34 when the vehicle interior temperature is lower than the set temperature for a predetermined time. On the other hand, the air conditioning controller 21 proceeds to step S39 when the state in which the vehicle interior temperature is lower than the set temperature does not continue for a certain period of time.
Here, the deviation interval corresponds to the fourth threshold value in the present invention.
Further, the duration here corresponds to the second threshold value in the present invention.
In addition, although the case of -2 degreeC was demonstrated as an example of a 4th threshold value, as above-mentioned in description of FIG. 4, it does not limit to this.
Moreover, although the case of 5 minutes was demonstrated as an example of a 1st threshold value, it is not limited to this. For example, you may determine according to the difference of vehicle interior temperature and preset temperature. Specifically, when the deviation interval between the in-vehicle temperature and the set temperature is as large as 12 ° C., the fixed time may be set to 3 minutes. For example, when the deviation interval between the in-vehicle temperature and the set temperature is 7 ° C., the fixed time may be set to 12 minutes.
Thus, when the deviation interval is large, the duration time can be shortened to advance to the processing after step S34 in which the ventilator 23 changes the second operating frequency early.
Further, when the deviation interval is small, it is possible to determine whether or not the deviation interval is stable by increasing the duration.
The in-vehicle temperature here corresponds to the second in-vehicle temperature in the present invention.
That is, the second in-vehicle temperature in the first embodiment is the in-vehicle temperature when the operation mode is heating.
The set temperature here is a target temperature for the air in the vehicle interior 12 of the air conditioner 22 during heating.
Note that the set temperature data here corresponds to the second set temperature in the present invention.
That is, the second set temperature in the first embodiment is a target temperature for the air in the vehicle interior 12 of the air conditioner 22 during heating.

(Step S34)
The air conditioning controller 21 increases the operating frequency of the ventilation device 23. Specifically, the air conditioning controller 21 sets the second operating frequency for the ventilation inverter device 91 of the ventilation device 23 to a second set value that is higher than the operating frequency set by the currently operating turbofan 101. The command to raise is supplied. The ventilation inverter device 91 is supplied with a command for raising the value to a value higher than the operation frequency set by the currently operating turbofan 101, and then operates the turbofan 101 at an operation frequency determined based on the supplied command. Proceed to step S35.
Here, a value higher than the operating frequency set in the currently operating turbofan 101 corresponds to the second set value in the present invention.
That is, the second set value in the first embodiment is a value higher than the operating frequency set by the currently operating turbofan 101.

(Step S35)
The air conditioning controller 21 operates the ventilation device 23 at a high speed. Specifically, the air conditioning controller 21 operates the turbo fan 101 with the second setting value determined by the process of step S34, and proceeds to step S36.

(Step S36)
The air conditioning controller 21 acquires in-vehicle temperature data. Specifically, in-vehicle temperature data is acquired by the same process as step S12, and the process proceeds to step S37.
The in-vehicle temperature data here corresponds to the second in-vehicle temperature in the present invention.

(Step S37)
The air conditioning controller 21 acquires set temperature data. Specifically, the air conditioning controller 21 acquires the set temperature of the air conditioner 22 from the vehicle information terminal 25 shown in FIG. 2, and proceeds to step S38.
The set temperature here is a target temperature for the air in the vehicle interior 12 of the air conditioner 22 during heating.
Note that the set temperature data here corresponds to the second set temperature in the present invention.

(Step S38)
The air conditioning controller 21 determines whether or not the in-vehicle temperature has reached the set temperature. Specifically, the air conditioning controller 21 determines whether or not the in-vehicle temperature data acquired in the process of step S36 has reached the set temperature data acquired in the process of step S37. More specifically, when the in-vehicle temperature data reaches the set temperature data, the process proceeds to step S39. On the other hand, when the vehicle interior temperature data does not reach the set temperature data, the process returns to step S35.
That is, the second operating frequency is set based on the vehicle interior temperature and the set temperature.

(Step S39)
The air conditioning controller 21 controls the temperature. Specifically, the air conditioner controller 21 performs the air conditioning of the air conditioner 22 by, for example, feedback control or the like so as to maintain the state because the in-vehicle temperature has reached the set temperature by the processing of step S26 to step S38. The compressor 81, the outdoor fan 83, and the indoor fan 85 are operated, and at the same time, the turbo fan 101 of the ventilator 23 is operated, and the process proceeds to step S40.

(Step S40)
The air conditioning controller 21 determines whether or not there is a cooperative control end command. Specifically, when the air conditioning controller 21 receives a cooperative control end command from the vehicle information terminal shown in FIG. 2, it determines that there is a cooperative control processing end command, and the processing ends. On the other hand, when the air conditioning controller 21 does not receive the cooperative control end command from the vehicle information terminal shown in FIG. 2, it determines that there is no cooperative control processing end command, and returns to step S11.

Next, the degree of convergence of the in-vehicle temperature to the set temperature when the above-described steps S15 to S25 are performed, and the degree of convergence to the set temperature when the above-described steps S15 to S25 are not performed. Will be described with reference to FIG.
FIG. 6 is a diagram comparing the rate of change of the in-vehicle temperature with respect to time with and without cooperative control during cooling operation in the garage according to Embodiment 1 of the present invention.
FIG. 6 represents a process in which the in-vehicle temperature converges to the set temperature, with the horizontal axis representing time and the vertical axis representing temperature.

As shown in FIG. 6, when there is no cooperative control, that is, when the processes in steps S <b> 15 to S <b> 25 described above are not performed, the ventilator 23 is not stopped, so air having a temperature higher than the outside air temperature is air-conditioned. Flows into the device 22.
Therefore, the time for the in-vehicle temperature to reach the set temperature becomes longer. For example, as shown in FIG. 6, the vehicle interior temperature does not reach the set temperature even at time B.

On the other hand, when there is cooperative control, that is, when the processes of steps S15 to S25 described above are performed, since the ventilator 23 is stopped, air having a temperature higher than the outside air temperature flows into the air conditioner 22. do not do. Therefore, the cooling load is reduced as compared with the case without cooperative control.
Therefore, the time for the vehicle interior temperature to reach the set temperature is shortened. For example, as shown in FIG. 6, at time B, the in-vehicle temperature reaches the set temperature.

  Moreover, although illustration is abbreviate | omitted, it assumes that the air conditioner 22 is drive | operating by the maximum heating capability at the time of heating operation.

At this time, in the case of no cooperative control, the ventilator 23 is operating at a low speed, for example. Thereby, there is little inflow of the air of temperature higher than the outside air temperature into the air conditioner 22.
As a result, the heating load is not reduced.
On the other hand, in the case with heating cooperative control, the ventilator 23 operates at a higher speed than in the case without cooperative control. As a result, more air having a temperature higher than the outside air temperature flows into the air conditioner 22 as compared with the case without cooperative control.
As a result, the heating load is reduced when there is cooperative control compared to when there is no cooperative control.
Therefore, the time for the vehicle interior temperature to reach the set temperature is shortened.

Next, the degree of convergence of the in-vehicle temperature to the set temperature when the above-described processing of step S26 to step S39 is performed, and the in-vehicle temperature to the set temperature when the above-described processing of step S26 to step S39 is not performed. The degree of convergence will be described with reference to FIG.
FIG. 7 is a diagram comparing the rate of change of the in-vehicle temperature with respect to time with and without cooperative control during cooling operation during operation according to Embodiment 1 of the present invention.
FIG. 7 shows a process in which the in-vehicle temperature converges to the set temperature, with the horizontal axis representing time and the vertical axis representing temperature.

As shown in FIG. 7, when there is no coordinated control, that is, when the above-described steps S26 to S39 are not performed, the ventilator 23 is operating normally, and therefore, air having a temperature higher than the outside air temperature. Flows into the air conditioner 22.
At this time, for example, it is assumed that the air conditioner 22 is operating at the maximum cooling capacity. In this case, the cooling capacity cannot be further increased. In this state, as shown in FIG. 7, the in-vehicle temperature deviates from the set temperature to the + side and is stable, and the cooling effect remains poor. For example, as shown in FIG. 7, even when time D is reached, the in-vehicle temperature does not reach the set temperature.
That is, since the cooling capacity cannot be increased any more, the in-vehicle temperature cannot be lowered to the set temperature.

On the other hand, when there is cooperative control, i.e., when the above-described steps S26 to S39 are performed, the ventilator 23 operates at a low speed. Thereby, the inflow of air having a temperature higher than the outside air temperature is reduced in the air conditioner 22.
At this time, for example, it is assumed that the air conditioner 22 is operating at the maximum cooling capacity. In that case, the cooling capacity cannot be further increased.
However, air having a temperature higher than the outside air temperature flowing into the air conditioner 22 decreases. Therefore, the cooling load is reduced as compared with the case without cooperative control.
Therefore, since the cooling load at the time of supplying the maximum cooling capacity is reduced, the in-vehicle temperature can be lowered to the set temperature.
That is, the vehicle interior temperature can reach the set temperature. For example, as shown in FIG. 7, when the air conditioning controller 21 starts cooperative control from time C, the vehicle interior temperature reaches the set temperature at time D.

  Moreover, although illustration is abbreviate | omitted, it assumes that the air conditioner 22 is drive | operating by the maximum heating capability at the time of heating operation.

At this time, in the case of no cooperative control, the in-vehicle temperature deviates from the set temperature to the negative side and is stable, and the heating effect remains poor.
On the other hand, when there is cooperative control, the ventilator 23 operates at a high speed. Thereby, the inflow of air having a temperature higher than the outside air temperature increases into the air conditioner 22. Therefore, the heating load is reduced as compared with the case without cooperative control.
Therefore, since the heating load at the time of supplying the maximum heating capacity is reduced, the in-vehicle temperature can be raised to the set temperature.
That is, the vehicle interior temperature can reach the set temperature.

As described above, in Embodiment 1 of the present invention,
An air conditioner 22 that is mounted on the vehicle 11 and harmonizes the air inside the vehicle 12 of the vehicle 11, a ventilation device 23 that is mounted on the vehicle 11 and ventilates the air inside the vehicle 12 of the vehicle 11, and is mounted on the vehicle 11, The vehicle air-conditioning system 15 includes an air-conditioning controller 21 that controls the air-conditioning device 22 and the ventilating device 23, and the air-conditioning device 22 communicates with the indoor fan 85 and the air-conditioning controller 21, and has a first operating frequency. And the air conditioner inverter device 71 for controlling the rotational speed of the indoor blower 85. The ventilator 23 communicates with the ventilator blower 101 and the air conditioner controller 21, and based on the second operating frequency, the ventilator blower And a ventilation inverter device 91 that controls the number of rotations of the air conditioner. 1 is acquired as the in-vehicle temperature, the target temperature during cooling is acquired as the first set temperature, the in-vehicle temperature of the vehicle 11 during heating detected by the in-vehicle temperature sensor 32 is acquired as the second in-vehicle temperature, and the target during heating is acquired. The temperature is acquired as the second set temperature, communicated with the ventilation inverter device 91, and when the operation mode of the air conditioner 22 is cooling, the second operation frequency is based on the first in-vehicle temperature and the first set temperature. A command to lower the first set value obtained in this way is transmitted to the ventilation inverter device 91, communicated with the ventilation inverter device 91, and when the operation mode of the air conditioner 22 is heating, the second operation frequency is set to the second in-vehicle temperature. The indoor fan 85 and the turbo fan 101 are separately controlled by transmitting to the ventilation inverter device 91 a command to raise the second set value obtained based on the second set temperature, and the air conditioner 22 It is possible to cooperatively control the ventilator 23 can be reached in a short time inside temperature to the set temperature of the air conditioner 22.

  DESCRIPTION OF SYMBOLS 11 Vehicle, 12 Car interior, 15 Vehicle air-conditioning system, 16 Refrigerant circuit, 21 Air-conditioning controller, 22 Air-conditioner, 23 Ventilator, 24 Duct, 25 Vehicle information terminal, 31 Outside temperature sensor, 32 Interior temperature sensor, 33 Interior humidity Sensor, 41, 42, 43, 44, 45, 46 Communication line, 51, 52, 53, 54, 55, 56, 57, 58 Wind direction, 71, Air conditioning inverter device, 81, 81a, 81b Air conditioning compressor, 83, 83a, 83b outdoor blower, 84 outdoor blower drive unit, 85 indoor blower, 86 indoor heat exchanger, 87 expansion means, 88 outdoor heat exchanger, 91 ventilation inverter device, 101 turbo fan.

Claims (5)

An air conditioner that is mounted on a vehicle and harmonizes the air inside the vehicle;
A ventilation device mounted on the vehicle for ventilating the air in the vehicle;
An air conditioning system for a vehicle that is mounted on the vehicle and includes an air conditioning controller that controls the air conditioning device and the ventilation device,
The air conditioner
An indoor blower,
An air conditioning inverter device that communicates with the air conditioning controller and controls the rotational speed of the indoor fan based on a first operating frequency supplied as a command value from the air conditioning controller ;
The ventilator is
A ventilation fan,
A ventilation inverter device that communicates with the air conditioning controller and controls the rotational speed of the ventilation fan based on a second operating frequency supplied as a command value from the air conditioning controller ;
The air conditioning controller
Obtaining the vehicle interior temperature of the vehicle during cooling detected by a vehicle interior temperature sensor provided in the vehicle as a first vehicle interior temperature;
The target temperature during cooling is acquired as the first set temperature,
The vehicle interior temperature of the vehicle during heating detected by the vehicle interior temperature sensor is acquired as a second vehicle interior temperature,
Acquiring the target temperature during heating as a second set temperature;
A first set value obtained by communicating with the ventilation inverter device and when the operation mode of the air conditioner is cooling, the second operation frequency is obtained based on the first in-vehicle temperature and the first set temperature. To the ventilation inverter device,
A second set value obtained by communicating with the ventilation inverter device and obtaining the second operating frequency based on the second in-vehicle temperature and the second set temperature when the operation mode of the air conditioner is heating. The vehicle air conditioning system is characterized by transmitting a command to be raised to the ventilation inverter device. The air conditioning controller
When the operation mode of the air conditioner is cooling, the ventilator is controlled at the second operating frequency determined by the first set value until the first in-vehicle temperature reaches the first set temperature.
When the operation mode of the air conditioner is heating, the ventilator is controlled at the second operating frequency determined by the second set value until the second in-vehicle temperature reaches the second set temperature. The vehicle air conditioning system according to claim 1. The air conditioning controller
Information on whether or not the vehicle is present in a garage where the vehicle is to be stopped is input,
When the vehicle is present in the garage and the operation mode of the air conditioner is cooling, the first set value is set to a value for stopping the ventilation fan.
The second operation frequency is increased to the second set value when the vehicle is in the garage and the operation mode of the air conditioner is heating. The vehicle air conditioning system described in 1. The air conditioning controller
A first threshold is set as a time during which the first in-vehicle temperature continues to be higher than the first set temperature,
A second threshold is set as a time during which the second in-vehicle temperature continues to be lower than the second set temperature,
When the vehicle does not exist in a garage where the vehicle is parked, the first threshold is a state where the first in-vehicle temperature is higher than the first set temperature when the operation mode is cooling. When continuing for a predetermined time, a command to lower the second operating frequency to the first set value is transmitted to the ventilation inverter device,
When the vehicle does not exist in the garage, and when the operation mode is heating, the state where the second in-vehicle temperature is lower than the second set temperature continues for a time determined by a second threshold value,
The vehicle air conditioning system according to claim 1 or 2, wherein a command to increase the second operating frequency to the second set value is transmitted to the ventilation inverter device. The air conditioning controller
A third threshold is set as a temperature divergence interval between the first in-vehicle temperature and the first set temperature,
A fourth threshold value is set as a temperature deviation interval between the second in-vehicle temperature and the second set temperature,
When the first in-vehicle temperature is equal to or higher than a temperature obtained by adding a temperature determined by a third threshold to the first set temperature, a command to lower the second operating frequency to the first set value is transmitted to the ventilation inverter device,
When the second in-vehicle temperature is equal to or lower than a temperature obtained by subtracting a temperature determined by a fourth threshold from the second set temperature, a command to increase the second operation frequency to the second set value is transmitted to the ventilation inverter device. The vehicle air conditioning system according to claim 4.

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