JP7213759B2 - vehicle air conditioner - Google Patents

Description

The present invention relates to a vehicle air conditioner.

A vehicle air conditioner for air-conditioning a passenger compartment of a vehicle has a configuration in which an indoor heat exchanger and an indoor fan are housed in an indoor equipment housing portion of a casing. An air intake port and an air exhaust port leading to the passenger compartment are formed in the indoor equipment housing section. The indoor fan forms an airflow from the intake port to the exhaust port in the indoor equipment housing space defined by the indoor equipment housing portion. An indoor heat exchanger is arranged at a position through which the airflow passes.

As disclosed in Patent Document 1, in a conventional vehicle air conditioner, an indoor fan is attached to an exhaust port. The indoor fan pressure-feeds the air that has passed through the indoor heat exchanger to the passenger compartment through the exhaust port. As a result of this pumping, the air pressure in the indoor equipment housing space becomes lower than the air pressure in the passenger compartment, and as a result, air flows into the indoor equipment housing space from the passenger cabin through the air intake. As a result, the airflow is formed in the indoor equipment housing space.

JP 2015-51680 A

In the above configuration in which the indoor fan is attached to the exhaust port, the internal pressure of the indoor equipment housing portion tends to be in a negative pressure state that is lower than the atmospheric pressure of the outside air. Furthermore, in a vehicle air conditioner, unlike a building air conditioner, the indoor equipment housing section is installed at a location exposed to the outside air or at a location communicating with the outside air.

Therefore, when the interior of the indoor equipment housing portion is in a negative pressure state, water such as rain water, melted snow water, and dew condensation water easily enter the indoor equipment housing portion from the outside. Moisture that has entered the indoor equipment housing causes foul odors, stains, corrosion of members, and the like. Therefore, there is a demand for a vehicle air conditioner in which moisture does not easily enter the indoor equipment housing.

SUMMARY OF THE INVENTION An object of the present invention is to provide a vehicle air conditioner in which moisture is less likely to enter an indoor equipment housing portion of a casing.

In order to achieve the above object, a vehicle air conditioner according to the present invention includes:
An indoor equipment housing portion defining an indoor equipment housing space is provided inside the indoor equipment housing portion, and each of the indoor equipment housing portions includes an air intake for communicating the indoor equipment housing space with a vehicle compartment defined inside the vehicle. a casing having an opening and an exhaust opening;
an indoor fan that forms an airflow flowing from the intake port toward the exhaust port in the indoor equipment housing space;
an indoor heat exchanger arranged at a position through which the airflow passes in the indoor equipment housing space;
with
The indoor fan is attached to the air inlet, sucks inside air, which is the air in the vehicle compartment, from the passenger compartment, and pumps the sucked inside air from the air intake to the indoor equipment housing space, thereby form an air current,
In the vehicle, an intake duct space for guiding the inside air to the intake port is defined between the vehicle interior and the indoor equipment housing space,
The indoor equipment housing portion has a partition plate that separates the indoor equipment housing space and the air intake duct space, and the air intake port is formed in the partition plate,
The indoor fan is housed in the indoor equipment housing space by being attached to the inner surface of the partition plate facing the indoor equipment housing space .

According to the above configuration, the indoor fan attached to the air inlet pumps the inside air sucked from the passenger compartment through the air inlet into the indoor equipment accommodating space, so that the indoor equipment accommodating space is less likely to be in a negative pressure state. For this reason, it is difficult for moisture to enter the indoor equipment accommodating portion of the casing.

1 is a conceptual diagram showing an installation mode of a vehicle air conditioner according to Embodiment 1. FIG. 1 is a conceptual diagram showing the configuration of a vehicle air conditioner according to Embodiment 1. FIG. 1 is a cross-sectional view showing a main part of a vehicle air conditioner according to Embodiment 1. FIG. Cross-sectional view at the position of IV-IV line in FIG. Cross-sectional view at the position of the VV line in FIG. FIG. 7 is a conceptual diagram showing an installation mode of the vehicle air conditioner according to the second embodiment. Sectional drawing which shows the principal part of the vehicle air conditioner which concerns on Embodiment 2 Conceptual diagram showing a total heat exchanger according to Embodiment 3 FIG. 11 is a conceptual diagram for explaining the operation of the control device according to the fourth embodiment; Flowchart showing part of ventilation control according to Embodiment 4 Flowchart showing the continuation of FIG. 10A Flowchart showing continuation of FIG. 10B Sectional drawing which shows the principal part of the vehicle air conditioner which concerns on Embodiment 5 Flowchart of cooling mitigation control according to the fifth embodiment

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

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

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

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

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

The air conditioner 100 also has an outdoor fan 170 that forms an airflow that hits the outdoor heat exchanger 120 . The airflow generated by outdoor fan 170 promotes heat exchange between outdoor heat exchanger 120 and air outside casing 200 and railcar 700 shown in FIG. 1 (hereinafter referred to as outside air).

The air conditioner 100 also has an indoor fan 180 that forms an airflow that hits the indoor heat exchanger 140 . The airflow generated by the indoor fan 180 promotes heat exchange between the air in the passenger compartment PR shown in FIG.

The casing 200 includes a compressor housing portion 200a defining a compressor housing space Sa therein, an outdoor device housing portion 200b defining an outdoor device housing space Sb therein, and an indoor device housing space Sc therein. and an indoor equipment housing portion 200c.

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

The casing 200 also has a first partition 211 that separates the compressor housing space Sa and the outdoor equipment housing space Sb, and a second partition 212 that separates the outdoor equipment housing portion 200b and the indoor equipment housing space Sc. The compressor accommodating portion 200a and the outdoor device accommodating portion 200b share the first partition wall 211. As shown in FIG. The outdoor device housing portion 200b and the indoor device housing portion 200c share the second partition wall 212. As shown in FIG.

The casing 200 also has a ventilation section 200d defining a ventilation space Sd for ventilating part of the inside air with the outside air. The ventilation space Sd is adjacent to the indoor equipment housing space Sc. Specifically, the casing 200 has a third partition wall 213 that partitions the ventilation space Sd and the indoor equipment housing space Sc. The indoor equipment housing portion 200c and the ventilation portion 200d share the third partition wall 213. As shown in FIG.

The vehicle air conditioner 600 according to the present embodiment is most characterized by the internal configurations of the indoor equipment housing portion 200c and the ventilation portion 200d. Therefore, they will be specifically described below.

Referring to FIG. 3, first, the interior of the indoor equipment housing portion 200c will be described. A first exhaust port HB1, a second exhaust port HB2, and an air intake port HA disposed between the first exhaust port HB1 and the second exhaust port HB2 are formed in the indoor equipment housing portion 200c. The intake port HA, the first exhaust port HB1, and the second exhaust port HB2 communicate the indoor equipment housing space Sc with the passenger cabin PR shown in FIG.

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

The indoor heat exchanger 140 has a first indoor heat exchanger 141 and a second indoor heat exchanger 142 facing each other. The first indoor heat exchanger 141 is arranged at a position through which the air flow from the intake port HA to the first exhaust port HB1 passes, that is, between the indoor fan 180 and the first exhaust port HB1. The second indoor heat exchanger 142 is arranged at a position through which the airflow from the intake port HA to the second exhaust port HB2 passes, that is, between the indoor fan 180 and the second exhaust port HB2.

As shown in FIG. 4, in the railcar 700, an air intake duct space 710 is defined between the passenger compartment PR and the indoor equipment storage space Sc to guide the inside air, which is the air in the passenger compartment PR, to the air inlet HA. Air intake duct space 710 and passenger compartment PR communicate with each other via return port 720 . A return filter 730 is attached to the position of the return port 720 to remove dust contained in the inside air flowing into the air intake duct space 710 from the cabin PR.

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

A structure is also designed in which the indoor fan 180 is arranged via a support member (not shown) in the middle of the air passage from the air intake HA to the first air outlet HB1 and the second air outlet HB2 in the indoor equipment housing space Sc. sell. However, in that case, the support member (not shown) that supports the indoor fan 180 needs to separate the space on the upstream side from the space on the downstream side with respect to the air flow direction. Otherwise, a short circuit occurs in which the exhaust air from the indoor fan 180 is sucked into the indoor fan 180 as it is.

In contrast, in this embodiment, the indoor fan 180 is attached to the bottom plate 220 that forms the outer shell of the indoor equipment housing space Sc. In this case, the bottom plate 220 serves not only to support the indoor fan 180, but also to separate the air intake duct space 710, which is the space on the upstream side, from the indoor equipment storage space Sc, which is the space on the downstream side. Also plays a role. Therefore, compared with the structure using the support member, the weight can be reduced by reducing the number of parts.

Further, in this embodiment, by adopting a turbo fan as the indoor fan 180, the indoor fan 180 can be attached to the inner surface of the bottom plate 220 facing the indoor equipment housing space Sc.

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

On the other hand, the turbo fan used as the indoor fan 180 in this embodiment blows air in a radial direction and sucks air in a unidirectional direction. can. That is, the indoor fan 180 can be housed in the indoor equipment housing space Sc.

For this reason, compared to the case where the indoor fan 180 protrudes from the outer surface of the bottom plate 220, the production of the vehicle air conditioner 600, the transportation of the manufactured vehicle air conditioner 600, and the railcar 700 of the transported vehicle air conditioner 600 This facilitates the handling of the vehicle air conditioner 600 at each stage such as attachment to the vehicle.

Specifically, the indoor fan 180, which is a turbo fan, is applied to the intake port HA in a posture in which an imaginary straight line obtained by extending the rotating shaft of the impeller passes through the intake port HA. The indoor fan 180 sucks inside air from the passenger room PR via the intake duct space 710 . Then, as shown in FIG. 3, the indoor fan 180 pumps the sucked inside air radially outward in all circumferential directions around the rotating shaft of the impeller.

Returning to FIG. 4, the description continues. According to the present embodiment, the indoor fan 180 pumps the inside air from the intake port HA to the indoor equipment housing space Sc, so that the indoor equipment housing space Sc is less likely to have a negative pressure lower than the atmospheric pressure of the outside air.

For this reason, even though the indoor equipment housing portion 200c is installed in a location exposed to the outside air, it is difficult for moisture to enter the indoor equipment housing portion 200c. In addition, since it is not necessary to apply a heavy structure to the indoor equipment housing portion 200c to improve watertightness, the indoor equipment housing portion 200c can be made lighter.

Although the air intake duct space 710 may be in a negative pressure state due to the operation of the indoor fan 180, the air intake duct space 710 is not exposed to the outside air. Therefore, there is no concern that moisture will enter the air intake duct space 710 .

As the indoor fan 180 pumps the inside air into the indoor equipment housing space Sc, the air pressure in the indoor equipment housing space Sc becomes higher than the air pressure in the cabin PR. As a result, in the indoor equipment housing space Sc, the conditioned air, which is the inside air that has passed through the first indoor heat exchanger 141, flows out from the first exhaust port HB1. Also, the conditioned air, which is the inside air that has passed through the second indoor heat exchanger 142, flows out from the second exhaust port HB2. In this way, an internal airflow is formed in the indoor equipment housing space Sc.

The conditioned air flowing out from the first exhaust port HB1 passes through the first exhaust communication path 741 and the first exhaust duct space 751 defined outside the air intake duct space 710 in the railway vehicle 700, and is discharged from the first air outlet 761 into the cabin. Blow out to PR.

Similarly, the conditioned air flowing out from the second exhaust port HB2 passes through the second exhaust communication path 742 and the second exhaust duct space 752 defined outside the air intake duct space 710 in the railway vehicle 700, and flows through the second outlet 762. It blows out from to the guest room PR. In this manner, the guest room PR is air-conditioned.

The first exhaust communication path 741 and the second exhaust communication path 742 extend in the height direction of the railway vehicle 700, and the first exhaust duct space 751 and the second exhaust duct space 752 extend the length of the railway vehicle 700. extending in the direction The positions of the first outlet 761 and the second outlet 762 and the return outlet 720 in the longitudinal direction of the railcar 700 are different.

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

Each of the outside air introduction space Sd1 and the inside air discharge space Sd2 is defined between the outside (hereinafter simply referred to as “outside”) EX of the railcar 700 and the casing 200 shown in FIG. 1 and the intake duct space 710 shown in FIG. It serves as a space for intervening buffers.

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

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

Each of the outside air introduction fan 310 and the outside air introduction damper 320 is an example of an outside air introduction device capable of introducing outside air into the outside air introduction space Sd1, which is a portion communicating with the indoor equipment housing space Sc, and controlling the introduction amount of the outside air. is.

In the inside air discharge space Sd2, an inside air discharge fan 350 for discharging the inside air in the inside air discharge space Sd2 to the outside EX and an inside air discharge damper 360 for adjusting the amount of inside air discharged by the inside air discharge fan 350 are arranged. Inside air exhaust fan 350 is attached to a wall surface opposite to the wall surface to which outside air introduction fan 310 is attached with respect to the width direction of railcar 700 shown in FIG.

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

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

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

The operation of the vehicle air conditioner 600 when the passenger compartment PR is ventilated will be described below.

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

As shown in FIG. 5, the outside air that has flowed into the air intake duct space 710 from the outside air introduction port HC joins with the inside air sucked up from the passenger compartment PR into the air intake duct space 710. is pumped to the indoor equipment housing space Sc.

As shown in FIG. 4, the outside air and inside air pressure-fed into the indoor equipment housing space Sc pass through the first indoor heat exchanger 141 and the second indoor heat exchanger 142 to adjust the temperature, and then flow into the guest room PR. blow out to In this way, outside air is taken into the passenger compartment PR.

On the other hand, when the air pressure in the inside air discharge space Sd2 decreases due to the operation of the inside air discharge fan 350 shown in FIG. 3, as shown in FIG. Shyness flows into Sd2.

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

As described above, the room PR is ventilated while the indoor fan 180 is in operation. In the above, the case where the outside air is temperature-controlled by the first indoor heat exchanger 141 and the second indoor heat exchanger 142 was exemplified, but the ventilation of the cabin PR was performed by operating the compressor 110 shown in FIG. It can be performed not only in this state, but also in a state in which the compressor 110 shown in FIG. 2 is stopped.

Also, if it is desired to keep the temperature of the passenger compartment PR higher than the temperature of the outside air, the outside air is warmed by the outside air heater 330 shown in FIG. This makes it difficult for passengers accommodated in the cabin PR to feel drafty due to ventilation. Further, if it is desired to keep the temperature of the passenger compartment PR at or below the temperature of the outside air, the outside air heater 330 is stopped.

The positional relationship among the outside air introduction port HC, the inside air discharge port HD, and the air intake port HA will be described below.

FIG. 4 shows that the position of the air intake HA and the position of the return port 720 are aligned with respect to the width direction of the railcar 700 . However, as shown in FIG. 5, the position of the intake port HA and the position of the return port 720 are shifted in the longitudinal direction of the railcar 700 .

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

Therefore, the outside air flowing into the air intake duct space 710 from the outside air introduction port HC joins the flow of inside air from the return port 720 toward the air intake port HA, and is sucked into the indoor equipment accommodation space Sc. In other words, outside air can be drawn into the indoor equipment housing space Sc by utilizing the inside air flow from the return port 720 to the intake port HA, which is formed by the indoor fan 180 .

Therefore, compared to the case where the intake port HA is arranged at a position closer to the return port 720 than the outside air introduction port HC, outside air can be supplied to the indoor equipment without placing an excessive load on the outside air introduction fan 310 shown in FIG. It can be taken into the accommodation space Sc.

As the indoor fan 180 operates, the air intake duct space 710 enters a negative pressure state with a pressure lower than that of the external EX. If the outside air introduction fan 310 is taken in, the outside air introduction fan 310 can be omitted. In this case, the amount of outside air introduced can be adjusted by the outside air introduction damper 320 shown in FIG.

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

Therefore, the flow of inside air from the intake duct space 710 toward the inside air discharge space Sd2 does not interfere with the flow of outside air from the outside air introduction space Sd1 to the indoor equipment housing space Sc. In addition, although the outside air introduction port HC and the inside air discharge port HD are adjacent to each other, the outside air flowing from the outside air introduction port HC into the intake duct space 710 immediately flows from the intake duct space 710 to the inside air discharge port HD. A short circuit that is sucked is less likely to occur.

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

As shown in FIG. 6, in this embodiment, a vehicle air conditioner 600 is installed in an underfloor portion UF of a railway vehicle 700 facing the railroad tracks.

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

Also in this embodiment, the indoor fan 180 pressure-feeds the inside air from the intake port HA to the indoor equipment housing space Sc. Therefore, the indoor equipment housing space Sc is unlikely to be in a negative pressure state that is lower than the atmospheric pressure of the external EX. Therefore, even though the indoor equipment housing portion 200c is exposed to the outside air in the underfloor portion UF, it is difficult for water such as rain water, melted snow water, and dew condensation water to enter the indoor equipment housing portion 200c from the outside EX.

In addition, since it is not necessary to apply a heavy structure to the indoor equipment housing portion 200c to improve watertightness, the indoor equipment housing portion 200c can be made lighter. Other portions of the present embodiment can also be configured in the same manner as in the first embodiment.

[Embodiment 3]
FIG. 3 illustrates a configuration in which the interior of the ventilation section 200d is partitioned into the outside air introduction space Sd1 and the inside air discharge space Sd2 by the fourth partition wall 214. A total heat exchanger may be provided to exchange heat with the incoming outside air. A specific example thereof will be described below.

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

Also, the total heat exchanger 370 performs heat exchange between the inside air flowing out from the inside air outlet HD and the outside air flowing into the outside air inlet HC. Therefore, when the passenger compartment PR shown in FIG. 1 is being cooled and the temperature of the passenger compartment PR is lower than the temperature of the outside EX, the outside air flowing into the outside air inlet HC can be cooled by the inside air flowing out from the inside air outlet HD. can. For this reason, the load on the compressor 110 shown in FIG. 2 for cooling the outside air is reduced, and as a result, the power consumption of the compressor 110 can be reduced.

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

In addition, the direction of the refrigerant flow in the air conditioner 100 shown in FIG. You can also In that case, the provision of the total heat exchanger 370 reduces the load on the compressor 110 shown in FIG. can.

In this embodiment, the ventilation section 200d is attached to the indoor equipment housing section 200c independently of the indoor equipment housing section 200c. For this reason, compared to the configuration in which the outside air inlet HC and the inside air outlet HD are formed in the indoor equipment accommodating portion 200c, the members are less likely to come into contact with each other, and it is easier to design the position where the total heat exchanger 370 is installed. .

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

[Embodiment 4]
According to the configuration according to the first embodiment, by controlling the outside air introduction fan 310 and the outside air introduction damper 320 as the outside air introduction devices and the inside air discharge fan 350 and the inside air discharge damper 360 as the inside air discharge devices, the cabin PR of ventilation can be controlled. A specific example will be described below.

As shown in FIG. 9, the vehicle air conditioner 600 according to the present embodiment includes a carbon dioxide concentration sensor 410 that detects the concentration of carbon dioxide gas in the cabin PR, and a railway vehicle 700 that accommodates passengers in the cabin PR. and a vehicle weight sensor 420 for detecting weight.

Vehicle air conditioner 600 also includes an outside air temperature sensor 430 that detects the temperature of outside air, and an inside air temperature sensor 440 that detects the temperature of inside air. The vehicle air conditioner 600 also includes a vehicle interior pressure sensor 450 that detects the air pressure in the passenger compartment PR, and an exterior pressure sensor 460 that detects the air pressure in the exterior EX.

The vehicle air conditioner 600 also includes a control device 500 that controls the compressor 110 , the indoor fan 180 , the outside air introduction fan 310 , the outside air introduction damper 320 , the inside air discharge fan 350 , and the inside air discharge damper 360 .

The control device 500 stores a ventilation rate regulation table 510 that defines the optimum ventilation rate for the cabin PR. The ventilation volume regulation table 510 defines the optimum ventilation volume of the guest room PR in multiple stages according to the concentration of carbon dioxide gas in the guest room PR and the degree of congestion of the guest room PR.

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

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

Further, the control device 500 acquires vehicle weight data, which is the result of detection of the weight of the railway vehicle 700 with passengers accommodated, from the vehicle weight sensor 420 (step S2). Subtracting the weight of the railway vehicle 700 itself with no passengers in the cabin PR from the weight represented by the vehicle weight data gives the total weight of the passengers, and the total weight of the passengers represents the degree of congestion of the cabin PR. . Since the weight of the railway vehicle 700 itself is a known constant, the vehicle weight data represents the degree of congestion of the cabins PR. Therefore, the vehicle weight data is also an example of environmental data representing the environment of the cabin PR.

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

If the current ventilation volume is too low (step S3; too low), i.e., if the current ventilation volume is less than the optimum ventilation volume, the controller 500 controls the outside air introduction fan 310, the outside air introduction damper 320, and the inside air discharge fan. 350 and the inside air discharge damper 360, at least the outside air introduction fan 310 or the outside air introduction damper 320 is controlled to increase the current ventilation volume (step S4) and bring the current ventilation volume closer to the optimum ventilation volume.

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

On the other hand, if the current ventilation volume is too large (step S3; Out of the exhaust fan 350 and the inside air exhaust damper 360, at least the outside air introduction fan 310 or the outside air introduction damper 320 is controlled to reduce the current ventilation volume (step S5) and bring the current ventilation volume closer to the optimum ventilation volume. .

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

Steps S1 to S5 described above are an example of outside air introduction amount primary control for controlling the amount of outside air introduction based on environmental data representing the environment of the cabin PR. On the other hand, if the current ventilation volume is appropriate in step S3 (step S3; YES), the flow proceeds to FIG. 10B without controlling the intake volume of outside air.

As shown in FIG. 10B, if the current ventilation rate is appropriate (step S3; YES), the control device 500 determines whether or not the cabin PR is currently being cooled (step S6). Here, “cooling” means lowering the temperature of the cabin PR by operating the compressor 110 . It is assumed that control of starting and stopping cooling is performed in parallel with the main ventilation process, separately from the main ventilation control.

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

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

If the temperature of the outside air is lower than the temperature of the inside air (step S8; YES), the air temperature in the cabin PR is lowered by increasing the amount of ventilation between the inside air and the outside air in the cabin PR without operating the compressor 110. be able to. Lowering the temperature in the passenger compartment PR in this way without consuming power in the compressor 110 is called "free cooling".

Therefore, if the outside air temperature is lower than the inside air temperature (step S8; YES), the control device 500 determines whether or not free cooling is currently being performed (step S9). Step S9; NO), while the indoor fan 180 is kept operating, the compressor 110 is stopped and the ventilation rate of the passenger compartment PR is increased, thereby lowering the temperature of the passenger compartment PR (step S10). That is, in step S10, cooling is stopped and free cooling is started.

In step S10, the ventilation amount is increased by controlling at least the outside air introduction fan 310 or the outside air introduction damper 320 out of the outside air introduction fan 310, the outside air introduction damper 320, the inside air discharge fan 350, and the inside air discharge damper 360. conduct. Specifically, at least the rotational speed of the outside air introduction fan 310 is increased, or the degree of opening of the outside air introduction damper 320 is increased. Furthermore, the number of revolutions of the inside air discharge fan 350 may be increased, or the degree of opening of the inside air discharge damper 360 may be increased.

Steps S7 to S10 described above are an example of outside air introduction amount secondary control for increasing the amount of outside air introduced when the temperature in the passenger compartment PR is higher than the temperature in the outside EX.

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

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

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

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

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

When the air pressure in the cabin PR is too low (step S14; too low), that is, when {air pressure in the cabin PR}<{air pressure in the external EX+P1}, the air pressure in the cabin PR falls outside the appropriate range. If it falls below, the amount of inside air discharged to the outside EX is reduced while maintaining the amount of outside air introduced (step S15).

In step S15, the amount of inside air discharged is reduced by reducing the number of rotations of the inside air discharge fan 350 while maintaining the number of rotations of the outside air introduction fan 310 and the degree of opening of the outside air introduction damper 320. This is achieved by at least one of reducing the opening degree of 360 .

In step S15, the air pressure in the cabin PR is increased by reducing the amount of inside air discharged to the outside EX while maintaining the amount of outside air introduced. As a result, the air pressure in the passenger compartment PR approaches a value within an appropriate range that is higher than the air pressure in the exterior EX by the pressurization amount. By keeping the air pressure in the cabin PR higher than the air pressure in the outside EX, outside air is prevented from entering the cabin PR directly from the outside EX without going through the outside air introduction space Sd1 shown in FIG.

When the air pressure in the cabin PR is too high (step S14; too high), that is, {air pressure in the cabin PR}>{air pressure in the external EX+P2}, the control device 500 determines that the air pressure in the cabin PR is out of the proper range. If it exceeds, the amount of inside air discharged to the outside EX is increased while maintaining the amount of outside air introduced (step S16).

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

In step S16, the air pressure in the cabin PR is lowered by increasing the amount of inside air discharged to the outside EX while maintaining the amount of outside air introduced. As a result, the air pressure in the passenger compartment PR can be prevented from becoming too high, and the air pressure in the passenger compartment PR approaches a value within an appropriate range that is higher than the air pressure in the external EX by the amount of pressurization.

Steps S13 to S16 described above adjust the amount of inside air discharged while maintaining the amount of outside air introduced based on the vehicle interior pressure data, thereby bringing the air pressure in the cabin PR closer to a value within the appropriate range. This is an example of emission control.

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

As described above, according to the present embodiment, in addition to the effects of the first embodiment, it is possible to bring the air pressure in the passenger compartment PR close to a value within the appropriate range while performing ventilation at an optimum ventilation rate. . In addition, since free cooling is also performed, it contributes to energy saving.

Further, in the present embodiment, the ventilation volume is primarily adjusted in step S4 or step S5, and if necessary, the ventilation volume is secondarily readjusted in step S10. to adjust the air pressure. Therefore, compared to the case where the air pressure in the passenger compartment PR is adjusted every time the amount of ventilation is adjusted, the adjustment of the air pressure in the passenger compartment PR is less complicated, and the air pressure in the passenger compartment PR can be adjusted rationally.

[Embodiment 5]
According to the configuration of Embodiment 1, the air pressure in the indoor equipment accommodation space Sc is in a positive pressure state higher than the air pressure in the outside EX. of air can flow out to the external EX, a specific example of which will be described below.

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

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

The second conditioned air outflow damper 382 is attached to an opening formed in the indoor equipment housing section 200c at a position where the airflow that has passed through the second indoor heat exchanger 142 hits. The second conditioned air outflow damper 382 uses the internal pressure of the indoor equipment housing space Sc to move the conditioned air, which is the inside air that flows toward the second exhaust port HB2 after passing through the second indoor heat exchanger 142, into the indoor equipment housing space. It has a mechanism for letting it flow out from Sc to the external EX and for adjusting the flow rate of the conditioned air.

In this embodiment, the control device 500 shown in FIG. 9 performs cooling mitigation control accompanied by control of the first conditioned air outflow damper 381 and the second conditioned air outflow damper 382 described above. Cooling mitigation control will be specifically described below with reference to FIG. 12 .

It is assumed that the control of starting and stopping cooling is performed in parallel with the cooling relaxation control, separately from the cooling relaxation control described below.

As shown in FIG. 12, first, the control device 500 determines whether or not the temperature in the cabin PR is too low (step S21). Specifically, the control device 500 acquires the inside air temperature data representing the air temperature of the cabin PR from the inside air temperature sensor 440 shown in FIG. It is determined whether or not the value falls below a first threshold value that is predetermined as the lower limit value of .

When the temperature in the cabin PR is too low (step S21; YES), that is, when the temperature in the cabin PR is below the first threshold value, the control device 500 controls the first conditioned air outflow damper 381 and the second conditioned air outflow damper 382. or, if the first conditioned air outflow damper 381 and the second conditioned air outflow damper 382 are already open, they are increased in degree of opening (step S22).

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

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

If the temperature in the cabin PR is too high (step S23; YES), that is, if the temperature in the cabin PR exceeds the second threshold, the control device 500 causes the first conditioned air outflow damper 381 and the second conditioned air outflow damper 382 to operate. It is determined whether or not it is currently open (step S24).

If the first conditioned air outflow damper 381 and the second conditioned air outflow damper 382 are currently open (step S24; YES), the controller 500 controls the first conditioned air outflow damper 381 and the second conditioned air outflow damper 382 or reduce their opening (step S25).

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

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

The in-vehicle pressure adjustment control of step S26 refers to the control configured by the processing of steps S13 to S16 in FIG. 10C. That is, in step S26, the control device 500 reduces the amount of inside air discharged when the air pressure in the cabin PR is too low, and increases the amount of inside air discharged when the air pressure in the cabin PR is too high. bring the atmospheric pressure closer to a value within the appropriate range.

Next, control device 500 determines whether or not cooling is currently stopped (step S27). If cooling is being performed (step S27; NO), the process returns to step S21. (Step S27; YES), this cooling mitigation control is terminated.

As described above, according to the present embodiment, in addition to the effects of the first embodiment, the internal pressure of the indoor equipment housing space Sc can be used to control the temperature of the passenger room PR. By adjusting the discharge amount of conditioned air with the first conditioned air outflow damper 381 and the second conditioned air outflow damper 382, the air temperature in the passenger compartment PR can be controlled while the rotation speed of the compressor 110 is kept constant.

Therefore, it is not necessary to frequently repeat starting and stopping of the compressor 110 or to frequently change the rotation speed of the compressor 110 when controlling the air temperature in the cabin PR. Since the rotation speed of the compressor 110 can be kept constant without frequently repeating starting and stopping of the compressor 110, the failure rate of the compressor 110 can be reduced.

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

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

Although the carbon dioxide concentration data and the vehicle weight data are illustrated in FIG. 10A as environmental data representing the environment of the cabin PR, the environmental data are not limited to these. Humidity data representing the humidity of the guest room PR or odor data representing the strength of the odor of the guest room PR may be used as the environmental data.

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

It is possible to combine the above embodiments 1-5 with each other. Specifically, Embodiment 4 can be combined with Embodiment 3, or can be combined with Embodiment 1 or 2 alone. Embodiment 5 can be combined with Embodiment 4, or can be combined with Embodiment 1 or 2 alone.

In this specification, the concept of railway vehicles includes not only electric trains but also bullet trains, monorails, and other vehicles that travel along tracks. Moreover, the vehicle on which the casing 200 is installed is not limited to a railroad vehicle, and may be a bus or other vehicle.

DESCRIPTION OF SYMBOLS 100... Air conditioner, 110... Compressor, 120... Outdoor heat exchanger, 130... Expander, 140... Indoor heat exchanger, 141... First indoor heat exchanger, 142... Second indoor heat exchanger, 150... Air Liquid separator 160 Refrigerant pipe 170 Outdoor fan 180 Indoor fan 200 Casing 200a Compressor housing portion 200b Outdoor equipment housing portion 200c Indoor equipment housing portion 200d Ventilation portion 200e Outside air introduction part 200f Inside air discharge part 211 First partition 212 Second partition 213 Third partition 214 Fourth partition 220 Bottom plate (partition plate) 230 Top plate (partition plate ), 310 outside air introduction fan (outside air introduction device), 320 outside air introduction damper (outside air introduction device), 330 outside air heater 340 outside air filter, 350 inside air discharge fan (inside air discharge device), 360 inside air discharge Damper (internal air discharging device) 370 Total heat exchanger 381 First conditioned air outflow damper (conditioned air outflow damper) 382 Second conditioned air outflow damper (conditioned air outflow damper) 410 Carbon dioxide concentration sensor 420 Vehicle weight sensor 430 Outside air temperature sensor 440 Inside air temperature sensor 450 Vehicle interior pressure sensor 460 Vehicle exterior pressure sensor 500 Control device 510 Ventilation rate regulation table 600 Vehicle air conditioner DESCRIPTION OF SYMBOLS 700...Railway vehicle (vehicle) 710...Air intake duct space 720...Return port 730...Return filter 741...First exhaust communication path 742...Second exhaust communication path 751...First exhaust duct space 752... Second exhaust duct space 761 First outlet 762 Second outlet EX Outside HA Inlet HB1 First outlet HB2 Second outlet HC External air inlet HD Inside air outlet, PR... Guest room (vehicle), RF... Roof portion, Sa... Compressor accommodation space, Sb... Outdoor equipment accommodation space, Sc... Indoor equipment accommodation space, Sd... Ventilation space, Sd1... Outside air introduction space , Sd2... Internal air discharge space, UF... Underfloor portion.

Claims (6)

An indoor equipment housing portion defining an indoor equipment housing space is provided inside the indoor equipment housing portion, and each of the indoor equipment housing portions includes an air intake for communicating the indoor equipment housing space with a vehicle compartment defined inside the vehicle. a casing having an opening and an exhaust opening;
an indoor fan that forms an airflow flowing from the intake port toward the exhaust port in the indoor equipment housing space;
an indoor heat exchanger arranged at a position through which the airflow passes in the indoor equipment housing space;
with
The indoor fan is attached to the air inlet, sucks inside air, which is the air in the vehicle compartment, from the passenger compartment, and pumps the sucked inside air from the air intake to the indoor equipment housing space, thereby form an air current,
In the vehicle, an intake duct space for guiding the inside air to the intake port is defined between the vehicle interior and the indoor equipment housing space,
The indoor equipment housing portion has a partition plate that separates the indoor equipment housing space and the air intake duct space, and the air intake port is formed in the partition plate,
The indoor fan is housed in the indoor equipment housing space by being attached to the inner surface of the partition plate facing the indoor equipment housing space,
Vehicle air conditioner. The casing further includes an outside air introduction section defining an outside air introduction space for guiding outside air, which is air outside the vehicle, to the air intake duct space, and the outside air introduction section includes the outside air introduction space. An outside air introduction port communicating with the air intake duct space is formed,
The intake port is arranged at a position farther from a return port that communicates the intake duct space and the vehicle interior than the outside air introduction port, and the outside air introduction port extends from the return port to the intake port. is open at a position facing the flow path of said shy air towards
The vehicle air conditioner according to claim 1 . An indoor equipment housing portion defining an indoor equipment housing space is provided inside the indoor equipment housing portion, and each of the indoor equipment housing portions includes an air intake for communicating the indoor equipment housing space with a vehicle compartment defined inside the vehicle. a casing having an opening and an exhaust opening;
an indoor fan that forms an airflow flowing from the intake port toward the exhaust port in the indoor equipment housing space;
an indoor heat exchanger arranged at a position through which the airflow passes in the indoor equipment housing space;
with
The indoor fan is attached to the air inlet, sucks inside air, which is the air in the vehicle compartment, from the passenger compartment, and pumps the sucked inside air from the air intake to the indoor equipment housing space, thereby form an air current,
an outside air introduction device that introduces outside air, which is the air outside the vehicle, into the indoor equipment housing space or a portion communicating with the indoor equipment housing space;
an inside air discharge device for discharging the inside air to the outside of the vehicle from the indoor equipment housing space or a portion communicating with the indoor equipment housing space;
A vehicle air conditioner , further comprising: outside air introduction amount primary control for acquiring environment data representing the environment of the vehicle interior, and controlling the amount of outside air introduced by the outside air introduction device based on the acquired environment data;
Obtaining inside air temperature data representing the air temperature of the vehicle interior and outside air temperature data representing the air temperature outside the vehicle, and obtaining the outside air introduction device when the air temperature outside the vehicle is lower than the air temperature inside the vehicle interior. Outside air introduction amount secondary control for increasing the amount of outside air introduced by
Acquiring vehicle interior pressure data representing the air pressure of the vehicle interior, and based on the acquired vehicle interior pressure data, while maintaining the amount of the outside air introduced by the outside air introduction device, the amount of the inside air discharged by the inside air discharge device Inside air discharge amount control that adjusts the air pressure of the vehicle interior to a value within a predetermined appropriate range;
a controller that performs
4. The vehicle air conditioner of claim 3 , further comprising: The conditioned air, which is the inside air that flows toward the exhaust port after passing through the indoor heat exchanger, is caused to flow out of the indoor equipment housing space to the outside by using the internal pressure of the indoor equipment housing space, and the conditioned air is discharged. a conditioned air outflow damper having a mechanism for adjusting the outflow;
The vehicle air conditioner according to any one of claims 1 to 4 , further comprising: An indoor equipment housing portion defining an indoor equipment housing space is provided inside the indoor equipment housing portion, and each of the indoor equipment housing portions includes an air intake for communicating the indoor equipment housing space with a vehicle compartment defined inside the vehicle. a casing having an opening and an exhaust opening;
an indoor fan that forms an airflow flowing from the intake port toward the exhaust port in the indoor equipment housing space;
an indoor heat exchanger arranged at a position through which the airflow passes in the indoor equipment housing space;
with
The indoor fan is attached to the air inlet, sucks inside air, which is the air in the vehicle compartment, from the passenger compartment, and pumps the sucked inside air from the air intake to the indoor equipment housing space, thereby form an air current,
The conditioned air, which is the inside air that flows toward the exhaust port after passing through the indoor heat exchanger, is caused to flow out of the indoor equipment housing space to the outside by using the internal pressure of the indoor equipment housing space, and the conditioned air is discharged. a conditioned air outflow damper having a mechanism for adjusting the outflow;
A vehicle air conditioner , further comprising:

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