JP6839064B2 - Vehicle air conditioner and control method of vehicle air conditioner - Google Patents

Description

The present invention relates to a vehicle air conditioner and a method for controlling a vehicle air conditioner.

An air conditioner mounted on a vehicle such as an automobile (hereinafter, also referred to as an "air conditioner") is a liquefied refrigerant obtained by compressing a refrigerant sealed in a circulation system constituting an air conditioning cycle with a compressor and then liquefying it with a condenser. Is pumped to the evaporator, and the cooling function is realized by generating cold air whose temperature is lowered by the heat absorption by the vaporization of the refrigerant in the evaporator. As the refrigerant, Freon-free R134a, HFO-1234yf and the like are used. In the case of a vehicle equipped with an engine such as a gasoline engine or a diesel engine, a part of the shaft output of the engine is used to drive the compressor.

When an engine is used as a drive source for a compressor, the air conditioner cannot generally be operated when the engine is stopped. For this reason, if a commercial vehicle such as a bus, truck, or trailer is parked for a long time for a break in a parking area on a highway or waiting for unloading at a cargo delivery destination, the engine will be stopped for air conditioning. Since the device cannot be operated, there is a problem that it becomes difficult to keep the environment inside the vehicle comfortable. Moreover, since an electric vehicle is not originally equipped with an engine, the compressor cannot be operated by the engine output.

Therefore, an air conditioner of a type in which a motor for driving a compressor is operated by the electric power of a battery mounted on a vehicle has been developed and put into practical use. When a battery is used as a drive source, it is required to reduce the amount of electric power used as much as possible, unlike the case where the engine output is used. In the case of electric vehicles, the power consumption related to air conditioning directly affects the cruising range of the vehicle, and even in the case of batteries of vehicles equipped with an engine, if the voltage drops due to the power consumption related to air conditioning, it will be difficult to start the engine. Because there is a problem.

From the viewpoint of increasing the operating efficiency of the air conditioner and suppressing the increase in power consumption, frost formation that tends to occur in the heat exchanger of the air conditioner becomes a problem. In this regard, for example, Patent Document 1 states that when it is determined that the outdoor heat exchanger has reached a predetermined frosted state during heating of the vehicle interior, the compressor rotation speed is increased while maintaining the amount of air blown into the room. Further, it is disclosed that the opening degree of the heating expansion valve is increased so that the temperature of the outdoor heat exchanger does not decrease.

Japanese Unexamined Patent Publication No. 2014-159266

However, Patent Document 1 does not consider the prevention of frost formation in the evaporator, which is an indoor heat exchanger. In a configuration in which the amount of air blown by the indoor unit that houses the evaporator can be specified and set in stages, if the difference between the air conditioning set temperature and the indoor air temperature is large, the compressor maintains high rotation and evaporates. Increase the flow rate of refrigerant to the vessel. However, since the amount of air blown is specified on the indoor unit side, heat exchange with the refrigerant becomes insufficient, and the temperature of the evaporator drops excessively, causing frost formation. If such a state continues, the heat exchange between the refrigerant and the air around the evaporator is further hindered by frost formation, and there is a problem that excessive power consumption by the air conditioner continues without obtaining a sufficient air conditioning effect. ..

The present invention has been made to solve the above-mentioned problems, and is a heat exchanger provided in the indoor unit even when the air volume of the indoor unit is set to any of the predetermined stages. One object of the present invention is to provide a vehicle air conditioner and a control method for a vehicle air conditioner capable of preventing frost formation in an evaporator.

In order to solve the above and other problems, one aspect of the present invention is:
A compressor driven by electricity from a battery to compress the refrigerant,
A condenser for liquefying the refrigerant compressed by the compressor,
An evaporator for vaporizing the liquefied refrigerant to absorb heat and lowering the temperature of the air supplied to the passenger compartment.
A fan for sending the air around the evaporator into the passenger compartment,
A vehicle air conditioner including a power conversion unit for converting DC power from the battery into power for driving the compressor.
The amount of air blown by the fan can be specified and set stepwise by changing the rotation speed of the motor that drives the fan. The amount of air blown by the fan, the target set temperature in the vehicle interior of the vehicle, and the vehicle It has an air volume control data storage unit that stores the correspondence with the rotation speed of the compressor, which is controlled according to the difference from the measured air temperature in the room, and continuously monitors the rotation speed of the compressor. While referring to the air volume control data storage unit, when it is determined that the set air volume of the fan does not correspond to the rotation speed of the compressor, the air volume of the fan is converted into the air volume control data. It has an air volume control unit that is configured to change according to the settings of the storage unit.
Another aspect of the present invention is the method for controlling the above-mentioned vehicle air conditioner.

According to the above-described aspect of the present invention, even when the air volume of the indoor unit is set to any of the predetermined stages, frost formation in the evaporator, which is a heat exchanger provided in the indoor unit, is prevented. Can be done.

FIG. 1 is a schematic view showing a vehicle to which a vehicle air conditioner according to an embodiment of the present invention is attached. FIG. 2 is a schematic view showing an overall configuration example of an air conditioner for a vehicle. FIG. 3 is an electric system diagram of an air conditioner for a vehicle. FIG. 4 is a schematic diagram showing a configuration example of a compressor motor drive control circuit and an evaporator fan motor drive control circuit. FIG. 5 is a diagram showing an example of control data 435 of the present embodiment. FIG. 6 is a diagram showing an example of an evaporator fan motor control flow.

Hereinafter, embodiments of the present invention will be specifically described with reference to the accompanying drawings. The present invention is not limited to those embodiments.

First, FIG. 1 shows a partial schematic view of a vehicle to which an air conditioner for a vehicle according to an embodiment of the present invention is attached. FIG. 1 shows a left side view of a freight vehicle 100 such as a truck. In order to clearly show the mounting state of the vehicle air conditioner of the present embodiment, FIG. 1 schematically shows a peripheral portion of the driver's cab 110 of the freight vehicle 100. The freight vehicle 100 has a driver's cab 110 and a luggage compartment 140, which are mounted on the chassis 130.

The vehicle air conditioner 1 of the present embodiment supplies electric power to the indoor unit 10 for supplying cold air to the inside of the vehicle, the outdoor unit 20 for exchanging heat between the inside air and the outside air, and the indoor unit 10 and the outdoor unit 20. It has a DC / AC inverter 30 (hereinafter abbreviated as "inverter 30") which is a power conversion unit for supplying power. A battery 40, which is a power source for the freight vehicle 100, is installed on the side surface of the chassis 130. Further, in the driver's cab 110, an inverter 30 for converting DC power from the battery 40 into AC power is installed.

A baffle plate 120 for reducing the air resistance by the driver's cab 110 during traveling is provided on the outer upper surface of the driver's cab 110. Generally, the baffle plate 120 is a member that forms a convex surface that rises smoothly from the front side of the cab 110, and a member for attaching to the upper surface of the cab 110 and a reinforcing member for the baffle plate 120 itself are provided on the back side thereof. A certain space is formed. In the present embodiment, the outdoor unit 20 of the air conditioner is installed in the inner space formed by the baffle plate 120. The outdoor unit 20 may be installed not only on the roof of the driver's cab 110 but also between the outside and the luggage compartment 140 of the driver's cab 110.

In the living space 112 provided in the driver's cab 110 in preparation for long-distance operation of the freight vehicle 100, an indoor unit 10 is provided together with, for example, a nap bed 115. The indoor unit 10 and the outdoor unit 20 are connected by a pipeline (not shown), and form a flow path for a refrigerant for heat exchange between the indoor unit 10 and the outdoor unit 20.

The freight vehicle 100 shown in FIG. 1 is an example, and may be a vehicle such as a trailer in which the driver's cab 110 and the luggage compartment 140 can be separated. Further, the installation location of the inverter 30 and the battery 40 can be appropriately selected according to the configuration of the vehicle to be installed.

Next, an example of the overall configuration of the air conditioner 1 of the present embodiment will be described. FIG. 2 schematically shows an overall configuration example of the air conditioner 1. The air conditioner 1 includes a compressor 21, a condenser 25, and an evaporator 11. In the present embodiment, the evaporator 11 is provided in the indoor unit 10, and the compressor 21 and the condenser 25 are provided in the outdoor unit 20. Each of the compressor 21, the condenser 25, and the evaporator 11 is connected in a liquidtight state by a pipe 50 so that the refrigerant can circulate. The pipe 50 can be appropriately configured by a material having pressure resistance and corrosion resistance (for example, copper or the like) according to the type of the refrigerant and the working pressure.

In the air conditioner 1 illustrated in FIG. 2, the refrigerant compressed by the compressor 21 is cooled by the condenser 25, liquefied, and pumped toward the indoor unit 10. The high-temperature and high-pressure liquid refrigerant forms a low-temperature and low-pressure mist through a minute flow path such as a capillary tube and is ejected into the evaporator 11 to vaporize, and the heat of vaporization at that time absorbs heat from the air around the evaporator 11. The air cooled in this way is discharged from the indoor unit 10 into the living space 112 of the driver's cab 110 to exert an air conditioning effect. As will be described later, the indoor unit 10 is provided with a fan 111 for sending the air cooled around the evaporator 11 into the living space 112. The above air conditioning cycle is the same as that of a normal vehicle air conditioner, but in the present embodiment, the compressor 21 and the fan 111 in the indoor unit 10 are electric.

Next, the configuration of the electric system of the air conditioner 1 of the present embodiment will be described. FIG. 3 shows an example of a control system of the air conditioner 1 of the present embodiment. The power source of the air conditioner 1 is composed of a battery 40 and an inverter 30 that converts the DC power of the battery 40 into AC power. With this configuration, the air conditioner 1 can be operated to supply cold air into the driver's cab 110 even when the engine of the vehicle is stopped. As the battery 40, a general lead storage battery can be used as an automobile battery, but the battery 40 is not particularly limited to a specific type of battery. When a lead-acid battery is used, it is practically preferable to use a lead-acid battery having a 5-hour rate capacity specified in JIS D 5301 and having a capacity of 120 Ah or more.

The inverter 30 is a power conversion unit for supplying electric power to the compressor driving motor 22 (hereinafter, also referred to as “CP motor 22”). In the present embodiment, the power from the battery 40 is supplied as the power source for the EV fan motor 12 and the CD fan motor 26, and the single-phase AC220V is supplied as the power source for the CP motor 22. However, other power specifications are used. There is no problem. As the circuit method of the inverter 30, an appropriate method such as a pulse width modulation (PWM) method can be adopted. Further, the output capacity of the inverter 30 may be determined according to the specifications of each motor or the like as a load. In addition, EV, CD, and CP are abbreviations indicating an evaporator (Evaporator), a condenser (Condenser), and a compressor (Compressor), respectively.

The indoor unit 10 includes an EV fan motor 12, an EV fan motor drive circuit 13, an EV fan motor drive control circuit 14 (hereinafter, also referred to as “EV fan control circuit 14”), and an input / output interface unit 17. .. The EV fan motor 12 is a motor that drives a blower fan for blowing air to the evaporator 11, and for example, a brushless DC motor or the like is used. The EV fan motor drive circuit 13 is a circuit block that receives power from the battery 40 to generate an output voltage for driving the EV fan motor 12, and is, for example, an IGBT gate drive circuit that controls the power supplied to the EV fan motor 12. Can be configured as. As the circuit method of this circuit block, a PWM method or the like can be used.

The output of the EV fan motor drive circuit 13 is controlled by the EV fan control circuit 14. The EV fan control circuit 14 includes a processor such as a CPU as described later, acquires air temperature information sent from the indoor unit 10 from the temperature sensor 16, and motors from the rotation sensor 12A provided in the EV fan motor 12. Information on the number of rotations of 12 is acquired, and the output of the EV fan motor drive circuit 13 is controlled by arithmetic processing executed by the processor based on the information. A power switch 15 is provided between the inverter 30 and the inputs of the EV fan motor drive circuit 13 and the EV fan control circuit 14. By turning off the power switch 15 when the air conditioner 10 is not operated. , The circuits 13 and 14 are configured so that unnecessary power is not consumed.

The rotation sensor 12A is a sensor for detecting the rotor rotation speed of the EV fan motor 12, and is configured by using, for example, a magnetoresistive element and a Hall element. The temperature sensor 16 is realized by using an element such as a thermistor. The temperature sensor 16 is installed on the outer upper surface of the indoor unit 10, for example, and measures the air temperature of the living space 112 in which the indoor unit 10 is installed. The output signal of the temperature sensor 16 is also transmitted to the compressor motor drive control circuit 24 (hereinafter, also referred to as “CP control circuit 24”) of the outdoor unit 20 through the communication line 70 connecting the indoor unit 10 and the outdoor unit 20. Be supplied. As a result, the temperature data in the living space 112 can be used on the outdoor unit 20 side as well.

The input / output interface unit 17 is a block that realizes data input such as setting a target temperature in the living space 112 by the air conditioner 1, and data output functions such as current room temperature and abnormality detection notification by the indoor unit 10 or the outdoor unit 20. For example, it is composed of input / output devices such as a liquid crystal display panel, a touch panel, and a push switch. In the present embodiment, the input / output interface unit 17 allows the air flow rate of the fan 111 to be set stepwise. The setting stage can be, for example, three stages of strong, medium, and weak. The input / output interface unit 17 is communicably connected to the EV fan control circuit 14 to exchange data. Further, the input / output interface unit 17 can exchange data with the CP control circuit 24 of the outdoor unit 20 through the communication line 70 connecting the indoor unit 10 and the outdoor unit 20. In the present embodiment, it is possible to acquire the rotation speed of the compressor 21, which will be described later, via the communication line 70.
The above configuration of the indoor unit 10 is an example, and various other configurations can be adopted in order to realize the function of the air conditioner 1 of the present embodiment described later.

Next, an example of the electrical configuration of the outdoor unit 20 will be described. The outdoor unit 20 is provided with a blower fan for blowing air from the condenser 25 in order to promote heat dissipation from the condenser 25, and is driven by the CD fan motor 26. As the CD fan motor 26, for example, a brushless DC motor or the like can be used. The CD fan motor 26 is driven by the CD fan motor drive circuit 27. Electric power is supplied to the CD fan motor drive circuit 27 from the battery 40, and is converted into a drive current for driving the CD fan motor 26 by the CD fan motor drive circuit 27. Since the CD fan motor 26 only needs to be operated at a constant rotation speed during the operation of the air conditioner 1, the CD fan motor drive circuit 27 may be designed according to the specifications of the CD fan motor 26 so as to realize the function. Alternatively, the power from the battery 40 may be directly supplied to the CD fan motor 26.

The outdoor unit 20 is also provided with a compressor driving motor 22 (hereinafter, also referred to as “CP motor 22”) for driving the compressor 21, and in the present embodiment, an AC three-phase induction motor is adopted. The CP motor 22 is driven by three-phase AC power supplied from the compressor drive motor drive circuit 23 (hereinafter, also referred to as “CP drive circuit 23”). The CP motor drive circuit 23 can be configured by, for example, a PWM method using an IGBT as a switching element, but another appropriate method may be adopted depending on the type and specifications of the CP motor 22.

The output of the CP drive circuit 23 is controlled by the CP control circuit 24. In the present embodiment, the CP control circuit 24 is a gate drive circuit that controls the on / off control of the IGBT of the CP drive circuit 23. As will be described later, the CP control circuit 24 includes a processor such as a CPU, temperature data acquired from the temperature sensor 16 in the indoor unit 10, and the rotation speed of the motor 22 acquired from the rotation sensor 22A provided in the CP motor 22. Based on the data, the output of the CP drive circuit 23 is controlled by arithmetic processing executed by the processor.

The rotation sensor 22A is a sensor for detecting the rotor rotation speed of the CP motor 22, and is configured by using, for example, a magnetoresistive element or a Hall element, like the rotation sensor 12A. As described above, the output signal of the temperature sensor 16 installed on the indoor unit 10 side is also input to the CP control circuit 24 through the communication line 70 connecting the indoor unit 10 and the outdoor unit 20. Further, as described above, the output of the rotation sensor 22A is passed to the EV fan control circuit 14 of the indoor unit 10 through the communication line 70.

Next, a configuration example of the EV fan control circuit 14 and the CP control circuit 24 will be described. FIG. 4 is a schematic diagram illustrating the functional blocks of the EV fan control circuit 14 and the CP control circuit 24 in relation to the hardware configuration. Hereinafter, the EV fan control circuit 14 and the CP control circuit 24 are collectively referred to as a motor control circuit 400 (power control unit). The motor control circuit 400 includes a processor 410, an input / output unit 420, and a memory 430. The processor 410 is an arithmetic unit such as a CPU and an MPU, and realizes the motor control of the present embodiment described later. The input / output unit 420 has a function of executing data input / output processing with an external device, and as hardware, various setting data such as a target room temperature from the input / output interface unit 17 of the indoor unit 10 and a temperature sensor. Output for outputting drive output signals (gate signals) to input data buffer circuit, EV fan drive circuit 13, CP drive circuit 23, such as temperature measurement data from 16 and rotation speed data from rotation sensors 12A and 22A. Includes buffer circuit.

The memory 430 provides a program for controlling the air conditioner 1 of the present embodiment and a storage area for storing data and the like used by the program, and is composed of, for example, a storage device such as a ROM or a RAM. .. In the example of FIG. 4, the temperature data processing unit 431, the load rotation speed processing unit 432, the command output calculation unit 433, the data input / output unit 434, and the control data 435 are stored in the memory 430. The temperature data processing unit 431, the load rotation speed processing unit 432, the command output calculation unit 433, and the data input / output unit 434 are programs executed by the processor 410. The control data 435 is data used by the above program.

The temperature data processing unit 431 has a function of receiving various setting data such as a target room temperature from the input / output interface unit 17 of the indoor unit 10 and temperature measurement data from the temperature sensor 16 and delivering them to the command output calculation unit 433. The load rotation speed processing unit 432 has a function of receiving rotation speed data from the rotation speed sensors 12A and 22A and delivering the rotation speed data to the command output calculation unit 433. In the case of the motor control circuit 400 constituting the EV fan control circuit 14 of the present embodiment, the air volume control unit 436 is provided in the load rotation speed processing unit 432. The air volume control unit 436 receives the air volume setting signal from the input / output interface unit 17 of the indoor unit 10 and passes the rotation speed data fixed value corresponding to the air volume setting to the command output calculation unit 433. As a result, the EV fan motor 12 is operated at a rotation speed corresponding to the air volume set by the input / output interface unit 17. Further, the air volume control unit 436 executes frost formation prevention control of the evaporator based on the CP rotation speed and the setting of the air volume control table, as will be described later.

The command output calculation unit 433 has a function of generating an output signal to the EV fan drive circuit 13 and the CP drive circuit 23 by using each received temperature data, rotation speed data, and control data described later. The data processing executed by the command output calculation unit 433 will be described later with reference to a processing flow example.

The data input / output unit 434 has a function of data input / output processing between the processor 410 and the memory 430. The control data 435 includes control pattern data showing the relationship between the difference between the input target set temperature and the measured room temperature and the rotation speeds of the EV fan motor 12 and the CP motor 22, and the upper limit of the rotation speeds described later. Stores the setting data related to, the setting data related to the difference between the target set temperature and the measured temperature, and the air volume control table that stores the correspondence between the CP rotation speed and the air volume setting of the fan 111 (the rotation speed setting of the EV fan motor 12). To do.

FIG. 5 shows an example of control data 435 as an air volume control table (air volume control data storage unit). The control data 435 of the present embodiment stores the rotation speed range of the compressor 21 and the EV fan air volume setting (rotation speed setting of the EV fan motor 12) in association with each other. In the example of FIG. 5, the rotation speed r of the compressor 21 is divided into three stages of 0 <r ≦ R1, R1 <r ≦ R2, and R2 <r ≦ Rmax, and the EV fan air volume is set to weak and medium in each of the stages. , Strong three stages are supported. By making this correspondence, when the number of revolutions of the compressor 21 is high, that is, when the flow rate of the refrigerant is increased and the amount of heat absorbed by the evaporator 11 is large, the air volume of the fan 111 is increased to increase the evaporator. The heat exchange in 11 is effectively performed to prevent frost formation in the evaporator 11. The number of revolutions of the compressor 21 increases as the difference between the target set value of the vehicle interior temperature and the measured vehicle interior air temperature increases. In that case, the air volume of the fan 111 increases and the temperature inside the vehicle interior drops. Facilitate. When the air temperature in the vehicle interior approaches the set target value and the rotation speed of the compressor 21 decreases, the rotation speed of the fan 111 gradually decreases and the amount of air blown also decreases accordingly. As a result, even when the amount of air blown by the fan 111 is initially specified and set, the amount of air blown by the vehicle interior decreases, and the power consumption by the EV fan motor 12 is reduced. The correspondence set in the air volume control table is not limited to the example of FIG. 5, and may be set to other than the three stages, and the rotation speed classification of the compressor 21 is also determined according to the specifications of the air conditioner. It can be set as appropriate.

Next, the drive control of the EV fan motor 12 in the air conditioner 1 having the above configuration will be described. FIG. 6 shows an example of a drive control processing flow of the EV fan motor 12 executed by the EV fan control circuit 14 included in the indoor unit 10 of the air conditioner 1 of the present embodiment.

As a basic operation, the EV fan control circuit 14 generates a drive output signal to the EV fan drive circuit 13 based on the amount of air blown (rotation speed) set through the input / output interface unit 17 of the indoor unit 10. As described above with respect to FIG. 5, the amount of air blown is set in three stages of strong, medium, and weak, and each rotation speed data is stored in advance in the control data 435 of the memory 430. On the premise of this basic operation, the EV fan control circuit 14 controls to change the rotation speed setting of the EV fan motor 12 according to the rotation speed of the compressor 21.

Referring to FIG. 6, first, when the EV fan control circuit 14 starts control when the power of the air conditioner 1 is turned on (S600), the EV fan control circuit 14 acquires the air volume setting input data set through the input / output interface unit 17 of the indoor unit 10. Then, it is stored in the work area of the memory 430 (S610). Next, the air volume control unit 436 outputs the drive signal of the EV fan motor 12 to the EV fan drive circuit 13 based on the acquired air volume setting input data (S620). As a result, the fan 111 is driven at a rotation speed corresponding to the set air volume.

Next, the air volume control unit 436 acquires the rotation speed data of the compressor 21 from the CP control circuit 24 via the communication line 70 (S630). Then, the air volume control unit 436 refers to the air volume control table of the control data 435 and checks the air volume setting corresponding to the acquired rotation speed data of the compressor 21 (S640).

Next, the air volume control unit 436 determines in the air volume control table whether the current air volume setting corresponds to the rotation speed of the compressor 21, and the current air volume setting corresponds to the rotation speed of the compressor 21. If it is determined that there is (S650, Yes), the process proceeds to S620 as it is. When it is determined in S650 that the current air volume setting does not correspond to the rotation speed of the compressor 21 (S650, No), the air volume control unit 436 changes to the air volume setting corresponding to the rotation speed of the compressor 21. Then (S660), the process proceeds to S620.

As described above, the air volume control unit 436 controls the fan 111 to rotate at the rotation speed associated with the rotation speed of the compressor 21 in advance in the air volume control table, so that the rotation speed of the compressor 21 is high. When the flow rate of the refrigerant is large, the rotation speed of the fan 111 is increased to increase the amount of air blown to prevent frost formation in the evaporator 11. On the other hand, when the rotation speed of the compressor 21 is low and the flow rate of the refrigerant is low, there is little risk of frost formation in the evaporator 11, so control is performed to reduce the rotation speed of the fan 111 to reduce power consumption.

The processing flow of FIG. 6 may be repeatedly executed at appropriate time intervals according to the specifications of the air conditioner to which the present invention is applied. Further, when a new air volume setting is input from the input / output interface unit 17 of the indoor unit 10 during the control by the processing flow of FIG. 6, the processing flow can be restarted from S610 by the new air volume setting by interrupt processing. it can.

As described in detail above, according to the vehicle air conditioner and its control method of the present embodiment, even when the air volume of the indoor unit is set to any of the predetermined stages, the heat provided in the indoor unit is provided. Frost formation in the evaporator, which is an exchanger, can be prevented.

1 Vehicle air conditioner 10 Indoor unit 11 Evaporator 12 EV fan motor 12A, 22A Rotation sensor 13 EV fan motor drive circuit 14 EV fan motor drive control circuit 15 Power switch 16 Temperature sensor 20 Outdoor unit 21 Compressor 22 Compressor motor 23 CP motor drive circuit 24 CP motor drive control circuit 25 Condenser 30 DC / AC inverter 40 Battery 111 EV fan 400 Motor control circuit 410 Processor 420 Input / output unit 430 Memory 431 Temperature data processing unit 432 Load rotation speed processing unit 433 Command output Calculation unit 434 Data input / output unit 435 Control data (air volume control table)
436 Air volume control unit

Claims (2)

A compressor driven by electricity from a battery to compress the refrigerant,
A condenser for liquefying the refrigerant compressed by the compressor,
An evaporator for vaporizing the liquefied refrigerant to absorb heat and lowering the temperature of the air supplied to the passenger compartment.
A fan for sending the air around the evaporator into the passenger compartment,
A vehicle air conditioner including a power conversion unit for converting DC power from the battery into power for driving the compressor.
An input / output interface unit configured so that the amount of air blown by the fan can be specified and set stepwise by changing the rotation speed of the motor that drives the fan.
Air volume control that stores the correspondence between the air volume of the fan and the rotation speed of the compressor controlled according to the difference between the target set temperature in the vehicle interior and the measured air temperature in the vehicle interior. Data storage and
The against the fan being driven by a slave intends blowing amount to the specified from the input and output interface unit, by referring to the air volume control data storage unit continuously while monitoring the rotational speed of the compressor, the compression When it is determined that the set air volume of the fan does not correspond to the rotation speed of the machine, the air volume of the fan is changed according to the setting of the air volume control data storage unit. An air conditioner for vehicles that has an air volume control unit. A compressor driven by electricity from a battery to compress the refrigerant,
A condenser for liquefying the refrigerant compressed by the compressor,
An evaporator for vaporizing the liquefied refrigerant to absorb heat and lowering the temperature of the air supplied to the passenger compartment.
A fan for sending the air around the evaporator into the passenger compartment,
A control method for a vehicle air conditioner including a power conversion unit for converting DC power from the battery into power for driving the compressor.
Air volume control that stores the correspondence between the air volume of the fan and the rotation speed of the compressor controlled according to the difference between the target set temperature in the vehicle interior and the measured air temperature in the vehicle interior. A data storage unit is provided
Accepts stepwise specification of the blowing amount of the fan, against the fan being driven by a slave intends blowing amount to the designation, continuously it monitored while the air volume control data storing the rotational speed of the compressor When it is determined that the set air volume of the fan does not correspond to the rotation speed of the compressor, the air volume of the fan is adjusted to the setting of the air volume control data storage unit. To change
How to control a vehicle air conditioner.