JPH05229332A - Air conditioner for motorbus vehicle - Google Patents

Abstract

PURPOSE:To provide a motorbus air conditioner that can perform a proper airflow distribution according to a heat load distributed state, in the cabin of a motorbus vehicle. CONSTITUTION:The inside of an air-conditioning duct 1 (2) is partitioned into a front middle part passage 12 and a rear part passage 13 feeding a flow of conditioned air to a front zone 51, a central zone 52 and a rear zone 53, by a partition plate 10 (20). In addition, there are provided a first damper 15, regulating an air quantity to the front middle part passage 12 or rear part passage 13, and a second damper 16 regulating the air quantity to the front zone 51 or central zone 52, respectively. In this constitution, the first damper 15 and the second damper 16 are regulated by a control means according to a heat load distributed state in these three zones in the cabin.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an air conditioner having an air conditioning duct provided along the front-rear direction in a bus vehicle, and more specifically to a technique for distributing the amount of air blown into the passenger compartment.

[0002]

2. Description of the Related Art As shown in FIG. 14, a vehicle air conditioner 9 for a bus vehicle includes upper and lower air conditioning ducts 1, 1 and 2, 2 and temperature control air such as cold air or hot air for the air conditioning ducts. And an air conditioner unit 90 for sending. The air conditioning ducts 1 and 2 are provided in the vehicle interior 95 from the front 951 to the center 952 and the rear 953 on both sides of the vehicle up and down. The upper left and right air conditioning ducts 1 are used for cold air, and the lower left and right air conditioning ducts 2 are used for warm air.

Further, the upper and lower right air conditioning ducts 1 and 2 are connected via a right duct 92, and the upper and lower left air conditioning ducts 1 and 2 are connected via a left duct 96, respectively. It is connected to the air outlet 91. Further, the upper left and right air conditioning ducts 1 are connected to the connection ducts 31, 3
1 through the right duct 92 and the left duct 9 respectively.
6 is connected. Further, the connection duct 31 is provided with an up / down switching damper 3 between it and the lower air conditioning duct 2 (see FIG. 1).

Therefore, the air sent out from the air conditioner unit 90 is blown from one air outlet 91 to the right duct 9.
2, divided into the left duct 96. When the air is cold air, it is sent from the connection duct 31 to the air conditioning ducts 1, 1 above. On the other hand, when the air is warm air, it is sent to the lower air conditioning ducts 2 and 2, respectively. These switching is performed by the up / down switching damper 3 adjusted by the cooling / heating controller. by the way,
In the above air conditioner, it is very difficult to make the temperature uniform in the passenger compartment. This is because bus vehicles are long in the front-back direction,
This is because the heat load distribution state in the passenger compartment is different. Therefore, various solutions have been proposed in the past to properly distribute the air volume before and after the passenger compartment.

For example, in the vehicle air conditioner disclosed in Japanese Utility Model Laid-Open No. 63-179219, a motor fan is attached to the rear part of the air conditioning duct, and when the temperature in the rear part of the passenger compartment rises, the air in the air conditioning duct is positively supplied. It is intended to be sent to the rear. Further, the vehicle interior heating device disclosed in Japanese Utility Model Laid-Open No. 63-179215 is provided with a damper in the air conditioning duct and adjusts the air volume to the front and rear portions of the vehicle compartment by opening and closing the damper.

[0006]

However, among the above-mentioned conventional techniques, the in-vehicle air conditioner disclosed in Japanese Utility Model Laid-Open No. 63-179219 forcibly pulls the air in the air conditioning duct by the motor fan, so The static pressure becomes lower than the pressure inside the passenger compartment. Therefore, there is a problem that the air in the passenger compartment is sucked from the air outlet in the front.
Furthermore, although it was effective in cooling the rear part of the passenger compartment, it was not effective in cooling the front part of the passenger compartment. In addition, the actual development 63-17
In the vehicle interior heating device disclosed in Japanese Patent No. 9215, since the damper is a throttle device that only reduces the amount of air flow to the rear of the air conditioning duct, it is possible to increase the amount of air flow to the front of the vehicle interior, but to the rear of the vehicle interior. It was impossible to increase the air volume. As a result, it is not possible to achieve sufficient air volume adjustment before and after the passenger compartment.

Therefore, the load on the front part of the passenger compartment (for example, the portion from the driver's seat to the second row of the passenger seat) and the rear part of the passenger compartment (for example, the portion from the ninth row to the twelfth row of the passenger seats) increases,
There is a problem that the room temperature is not uniform even if the amount of blown air is uniform. Furthermore, there is a problem that it is not possible to cope with changes in the heat load in the passenger compartment, such as the difference between summer and winter, the direction and intensity of solar radiation, and the deviation of passengers. Here, the reason why the heat load on the front portion and the rear portion of the passenger compartment in the bus vehicle is large will be described.

At the front of the passenger compartment, a large amount of solar heat penetrates into the passenger compartment from the large windshield in the summer. In winter, a large amount of heat is dissipated from the large windshield to the outside of the passenger compartment during driving, resulting in large heat loss. Heat from the main engine penetrates into the rear of the passenger compartment during the summer. In addition, the duct heat loss increases the temperature of the blown cold air. In addition, since there is a salon room, passengers are likely to concentrate. Also, in winter, the temperature of blown hot air drops due to duct heat loss.

As described above, in the conventional air conditioner, it is difficult to properly distribute the air volume into the passenger compartment, and it is difficult to keep the temperature in the passenger compartment uniform. In view of the above conventional problems, the present invention is to provide an air conditioning system for a bus vehicle that can perform an appropriate air flow distribution according to a heat load distribution state in a vehicle interior.

[0010]

According to the present invention, there is provided an air conditioning duct for a vehicle in a vehicle, the air conditioning duct being arranged along a front-rear direction of a vehicle, the air conditioning duct being connected to a blower port of an air conditioning unit. The interior of the duct is divided into a front middle passage and a rear passage for sending temperature-controlled air to the front zone, the central zone and the rear zone of the vehicle compartment by a partition plate along the longitudinal direction, and the air conditioning duct. A first damper for adjusting the air volume to the front middle passage or the rear passage is provided therein, while a second damper for adjusting the air volume to the front zone or the central zone is provided in the front middle passage, Further, there is provided an air conditioner for a bus vehicle, which is provided with control means for adjusting the opening degrees of the first damper and the second damper according to the heat load distribution state in the passenger compartment.

What is most noticeable in the present invention is that the inside of the air conditioning duct is partitioned by the partition plate to form a front middle passage and a rear passage, and the air volume to the front middle passage or the rear passage is adjusted. The first damper, the second damper for adjusting the air volume to the front zone or the central zone are provided, and the first damper and the second damper are adjusted by the control means according to the heat load distribution state in the vehicle interior, Zone, central zone,
It is configured to adjust the required air volume for each rear zone.

The partition plate is arranged inside the air conditioning duct along its longitudinal direction to form a front middle passage and a rear passage. The front middle passage is a passage for sending temperature-controlled air to the front zone and the central zone in the vehicle interior, while the rear passage is a passage for sending temperature-controlled air to the rear zone. The front zone is a front area of the vehicle compartment, the rear zone is a rear area of the vehicle compartment, and the central zone is an area between the front zone and the rear zone. The length of each zone is appropriately selected according to the length of the bus vehicle.

Next, the first damper is a damper for adjusting the air volume to the front middle passage or the rear passage. The first damper is usually arranged at the front part of the partition plate (see FIGS. 2 and 6). As the first damper, a cantilever type damper, a butterfly type damper or the like is used. The first damper is of a type in which either the front middle passage or the rear passage is substantially fully closed in the air conditioning duct at the front of the partition plate (FIG. 2), and both of them are substantially fully closed ( 5). Further, the first damper may be provided in the air conditioning duct at the front of the front middle passage or the rear passage, respectively (FIG. 6).

[0014]

In the present invention, the control signal is sent from the control means to the first damper and the second damper according to the heat load distribution state of the above three zones in the vehicle compartment. The heat load distribution state is detected by the temperature sensors provided in the three zones, and the signal is input to the control means.

The first damper and the second damper each receive a control signal from the control means and adjust the opening thereof.
For example, during cooling, when the temperature in the rear zone is high, the first damper closes the front middle passage to send more cool air to the rear passage. Also, when the temperature in the central zone is high, the rear passage is closed from the first damper to allow more cool air to flow in the front middle passage, and the second damper in the front middle passage is opened to send more cool air to the central zone. Adjust. This air volume adjusting method has various modes as shown in the embodiments.

As described above, by adjusting the first damper and the second damper, it is possible to send temperature-controlled air (cold air or warm air) having an appropriate air volume to the front zone, the central zone, and the rear zone, respectively. The temperature inside the passenger compartment can be controlled to a uniform temperature. Therefore, according to the present invention, it is possible to provide an air conditioner for a bus vehicle, which can perform an appropriate air flow distribution according to the heat load distribution state in the vehicle interior.

[0017]

【Example】

Example 1 An air conditioner for a bus vehicle according to an example of the present invention will be described with reference to FIGS. As shown in FIG. 1, the device of the present example has an air conditioning duct 1 for cold air and an air conditioning duct 2 for warm air arranged along the front-rear direction of a bus vehicle.
2 is connected to the air outlet of the air conditioner unit 90 (see FIG. 14). Inside the air conditioning duct 1 (the same applies to the air conditioning duct 2 as will be described later), the partition plate 10 along the longitudinal direction of the air conditioning duct 1 provides temperature control air to the front zone 51, the central zone 52, and the rear zone 53 of the passenger compartment. It is divided into a front middle passage 12 and a rear passage 13 for feeding.

A first damper 15 for adjusting the air volume to the front middle passage 12 or the rear passage 13 is provided inside the air conditioning duct 1, and the front zone 5 is provided inside the front middle passage 12.
A second damper 16 is provided for adjusting the air flow to the one or central zone 52. Then, depending on the heat load distribution state in the passenger compartment, the first damper 15 and the second damper 1 are
A control panel 8 (FIG. 7 described later) is provided as a control means for adjusting the angle of 6.

The partition plate 10 is provided in the air conditioning duct 1 so as to be divided into upper and lower parts along the air conditioning duct 1 from the center of the front zone 51 to the vicinity of the boundary between the central zone 52 and the rear zone 53. The upper part of the partition plate 10 forms a rear passage 13 and the lower part forms a front middle passage 12. The air conditioning duct 1 is provided with a large number of grills 19 for blowing temperature-controlled air toward the lower part of the vehicle compartment. The front of the air conditioning duct 1 is connected to the right duct 92 via the connection duct 31.
(See FIG. 14).

Below the connection duct 31, as shown in FIG. 1, there is provided an up / down switching damper 3 for sending warm air to the lower air conditioning duct 2 and cold air to the upper air conditioning duct 1. In the air conditioning duct 1, a damper motor 150 having the first damper 15 is provided in the front part of the partition plate 10. Further, in the front middle passage 12, a damper motor 160 having the second damper 16 is provided near the boundary between the front zone 51 and the central zone 52.

The air conditioning duct 1 has been described above in the case of being installed on the upper right side of the vehicle compartment, but this is the same for the air conditioning duct 1 provided on the upper left side of the vehicle compartment. Further, in the passenger compartment, temperature sensors 81, 82, 83 for detecting the indoor temperature of each of the front, center and rear zones are arranged. In the lower part of the bus, near the air conditioner unit 90,
A temperature sensor 84 for detecting the outside air temperature is arranged.

Next, the air conditioning duct 2 for warm air provided in the lower right part of the passenger compartment will be described. The air conditioning duct 2 has a partition plate 20 and a front middle passage 22 and a rear passage 23 partitioned by the partition plate 20 in a vertically symmetrical manner with respect to the air conditioning duct 1. A first damper 25 for adjusting the air volume to the front middle passage 22 or the rear passage 23 is provided in front of the partition plate 20. A second damper 26 for adjusting the air volume to the front zone 51 or the central zone 52 is provided in the front middle passage 22.

The first damper 25 and the second damper 26 have damper motors 250 and 260, respectively. The air conditioning duct 2 has a grill 29 for blowing temperature-controlled air toward the upper side or the side of the passenger compartment. These are similar to the air conditioning duct 1. Further, although the above description has been made on the lower right air conditioning duct, the same applies to the left air conditioning duct 2 (see FIG. 14). In FIG. 1, reference numeral 98 is a main engine. Further, in this example, the front zone 51 is from the driver's seat to the second row of passenger seats, the rear zone 53 is from the ninth row to the twelfth row (last part) of the passenger seats, and the central zone 52 is between them.

Next, the function and effect will be described. First, when the temperature inside the passenger compartment is set by the control panel 8 near the driver's seat (FIG. 7 described in detail later), the outside air temperature sensor 84 and the temperature sensor 82 in the central zone 52
An air conditioner mode is determined. At this time, when cooling is required, the up / down switching damper 3 is used as the damper motor 3
It is rotated by 0 to close the inlet of the air conditioning duct 2 (Fig. 1). Therefore, the cool air (temperature-controlled air) is sent to the upper left and right air conditioning ducts 1 and is blown into the vehicle compartment from the grill 19.

On the other hand, the temperature of each zone is detected by the temperature sensors 81, 82 and 83, and the air volume required for each zone is calculated on the control panel in order to make the inside of the vehicle uniform. And, for example, the front zone 51
30% each in the central zone 52 and the rear zone 5
When 40% of the air volume is required for 3, the opening degree of the first damper 15 is set accordingly so that 60% of the air volume is sent to the front central passage 12 and 40% of the air is sent to the rear passage 13.

Next, the second damper 1 in the front middle passage 12
6 is 30% in the front zone 51 and 3 in the central zone 52
The opening is set so that 0% of the air volume is sent. for that reason,
Each zone of the passenger compartment is controlled at a uniform temperature. This is the same when the temperature is adjusted by sending warm air (temperature-controlled air) into the passenger compartment. Next, FIGS. 2 to 4 show a method of adjusting the air volume by the first damper 15 and the second damper 16.

That is, in FIG. 2, the first damper 15 closes the front middle passage 12, a large amount of air enters the rear passage 13, a large amount of temperature-controlled air flows into the rear zone 53, while the front zone 51,
In the central zone 52, a mode of feeding a small amount is shown. FIG. 3 shows a mode in which the first damper 15 closes the rear passage 13 and a large amount of temperature-controlled air is sent to the front zone 51 and the central zone 52, while a small amount is sent to the rear zone 53, contrary to FIG. There is. FIG. 4 is similar to FIG. 3, but shows a mode in which a large amount of temperature-controlled air is sent to the front zone 51 compared to the central zone 52.

In the above, the first damper 15 is
Although the cantilever type is shown, a butterfly type supporting the center as shown in FIG. 5 can also be used. Further, as shown in FIG. 6, in the air conditioning duct 1, the front middle passage 1
2. It is also possible to arrange one first damper 151 and one 152 in front of the rear passage 13. Further, the first dampers 15 and 25 may be of a coaxial rotation type using a damper motor or a link mechanism type. 1st damper 1
It is preferable that the opening 5 has an opening degree of -30 ° to + 30 ° centering on the longitudinal direction of the partition plate 10 in consideration of the pressure loss during the damper operation.

Second Embodiment Next, the control of the heat load state and the damper opening in the air conditioning system for a bus vehicle shown in the first embodiment will be described with reference to FIGS. 7 to 13. First, FIG. 7 shows a control circuit diagram of the control panel 8 as a control means. In the figure, BAT is a battery, SW1 is a main switch, RL
1 is a main relay, SW2 is a forwarding switch, RL2 is a vertical switching damper relay, T81 is a temperature sensor in the front zone,
T82 is a temperature sensor in the central zone, T83 is a temperature sensor in the rear zone, and M1 and M2 are up / down switching damper solenoids.

Further, 150R, L, 160R, L and 250R, L, 260R, L are respectively the air conditioning duct 1
First damper 15, second damper 16, and air conditioning duct 2 of
The servo-type damper motor provided in the first damper 25 and the second damper 26 of FIG. Further, R or L indicates a damper motor on the right side or the left side.

Next, the control circuit diagram shown in FIG. 7 and FIGS.
The temperature control operation in the vehicle interior will be described with reference to the control flowchart shown in FIG. In FIG. 7, by turning on the main switch SW1, power is supplied to the control amplifier and at the same time, the main relay RL1 is turned on.
Then, power is supplied to the air conditioner parts.

In the flowchart of FIG. 8, when the bus vehicle air conditioner is turned on at step (hereinafter omitted) 101, at 102 an air conditioner mode of either cooling or heating is determined. Then, at 103, the damper motors 150, 160, 250, 260 are actuated to temporarily make the first dampers 15, 25, and the second dampers 16, 26 horizontal (angle 0 °). Further, depending on the air conditioner mode, the up / down switching damper 3 is driven by the relay RL2 so that the temperature-controlled air flows into the air conditioning duct 1 for cooling or the air conditioning duct 2 for heating.

Next, at 104, the temperature sensor 81,
82 and 83 read the temperature of each zone, and 105
Check whether it is cooling or heating at. At 105,
When it is determined that the air conditioner is cooling, the process proceeds to 106 for adjusting the air volume in the front zone and the central zone, or to 201 (FIG. 9) for adjusting the air volume in the rear zone and the central zone. On the other hand, when it is determined that the heating is performed, the process similarly proceeds to 301 (FIG. 10) and 401 (FIG. 11).

Then, the first and second dampers are operated according to the respective temperature differences between the front zone and the central zone and between the rear zone and the central zone to adjust the air volume. Each will be described below. In either case, when the temperature difference between the zones to be compared is ± 2 ° C, the first damper or the second damper is operated. The same state is maintained for 3 minutes.

First, in step 106 during cooling, as shown in FIG. 8, the temperature difference DT _F between the front zone and the central zone is measured. If the absolute value of DT _F is judged to be 2 ° C. or higher at 107, proceed to 108
T _F > 0, that is, the temperature of the front zone is 2 than that of the central zone
Judge whether it is higher than ℃. When DT _F > 0 (plus), the routine proceeds to 109, where the second damper 16 is operated by an angle of + 5 ° to increase the amount of cool air to the front zone. And 1
At 10, it is determined whether or not 3 minutes have passed in this state.

That is, the state is maintained for 3 minutes.
After the lapse of 3 minutes, the process returns to 106 and the same steps are repeated. If DT _F ≧ 2 ° C. at 107, the temperature difference between the front zone and the central zone is less than 2 ° C., so the second damper 16 is not operated. Then, after 3 minutes have passed at 112, the process returns to 106 again. That is, the state is maintained for 3 minutes.

On the other hand, when DT _F > 0 (minus) at 108, that is, when the temperature of the front zone is lower than that of the central zone, the second damper 16 is operated in the direction of the angle -5 ° (downward in the figure). As a result, the amount of cold air to the central zone increases compared to the front zone. This condition is then maintained at 110 for 3 minutes. After 3 minutes,
Return to 106 again.

On the other hand, regarding the rear zone and the central zone, the process proceeds to 201 in FIG. 9 and the temperature difference DT _R between the rear zone and the central zone is measured. When the absolute value of DT _R is 202 ° C. or more in 202, the process proceeds to 203, and it is determined whether the rear zone has a higher (plus) temperature than the central zone. If the temperature is high, the routine proceeds to 204, where the first damper 15 is operated at an angle of −5 ° to increase the amount of cold air to the rear zone.

If the temperature is less than 2 ° C. in 202, the process proceeds to 205 and the state is maintained as it is for 3 minutes.
Return to 01. If it is determined in 203 that the rear zone is lower (minus) than the central zone, 20
6, the first damper 15 is operated at an angle of 5 ° (upward in the figure) to increase the cool air volume to the central zone. This state is maintained at 207 for 3 minutes and then returns to 201 again.

Next, in the heating mode, as shown in FIG. 10, the routine proceeds to step 301, where the temperature difference DT _F between the front zone and the central zone is measured, and at 302, the absolute value of DT _F is 2.
Determine if it is above ℃. Next, in the case of a positive result in 303, the process proceeds to 304, and the second damper 26 is operated by + 5 ° to increase the warm air volume to the central zone. And 30
Proceed to step 5, maintain this state for 3 minutes, and return to step 301 again. 30 at 30 when DT _F is less than 2 ° C
Proceed to step 6, maintain this state for 3 minutes, and return to step 301 again. In the case of 303, in the case of a negative value, the flow proceeds to 307, and the second damper 26 is operated by −5 ° to increase the warm air volume to the front zone. At 305, this state is maintained for 3 minutes, and the process returns to 301.

On the other hand, regarding the rear zone and the central zone in the heating mode, the temperature difference DT _R between the rear zone and the central zone is measured at 401 as shown in FIG.
In 2, it is judged whether or not the absolute value of DT _R is 2 ° C. or more. Next, in 403, if positive, 40
4, the first damper 25 is operated by -5 ° to increase the warm air volume to the central zone. This state is maintained at 405 for 3 minutes and the process returns to 401.

If the temperature is less than 2 ° C. at 402, then 4
Proceed to 06, maintain that state for 3 minutes, and return to 401 again. In 403, in the case of a negative value, the flow proceeds to 407, the second damper is operated by + 5 °, and the warm air volume to the rear zone is increased. At 405, this state is maintained for 3 minutes, and the process returns to 401. Note that the above steps 109 and 11
3, 304 and 307, the second dampers 16 and 26
The operating angle θ is 0 ° C. ≦ θ ≦ 90 °, and if 0 ° ≧ θ or 90 ° ≦ θ, the current state is maintained.

Further, the above 204, 206, 404, 40
7, the operating angle θ of the first dampers 15 and 25 is −
30 ° ≦ θ ≦ 30 °, -30 ° ≧ θ or 30 ° ≦ θ
If so, the status quo will be maintained. The first damper and the second damper are adjusted so that the right and left sides change at the same angle at the same time.

Next, the air flow rate of each zone when the first damper and the second damper are horizontal (angle 0 °) becomes the rate shown in FIG. 12 depending on the number of blowing grills of each air conditioning duct. It is preferable to adjust it.
Also, considering the amount of solar radiation, the number of passengers on the bus, the heat of engine exhaust, the entry of outside air into the passenger compartment, etc., the air flow rate in each zone is
By adjusting the first damper and the second damper, as shown in FIG.
It is preferable to change within the range shown in. in this way,
According to this example, the temperature inside the vehicle can be kept uniform by adjusting the air volume of the temperature-controlled air in response to the ever-changing load conditions of the vehicle.

Further, by dividing into three zones, the front and rear parts of the vehicle where the vehicle heat load and heat load fluctuation are large and the central part where the vehicle heat load and heat load fluctuation are small, more accurate vehicle interior temperature control is possible. Become. Further, when transferring to a bus without passengers, the first damper 15 and the second damper 16 are adjusted so that the temperature-controlled air is blown out at the front of the vehicle to reduce heat loss from other parts and save energy. There is a great merit that air conditioning can be done.

[Brief description of drawings]

FIG. 1 is a side view illustrating an air conditioner for a bus vehicle according to a first embodiment.

FIG. 2 is an explanatory diagram when increasing the air volume in the rear zone in the air conditioning duct of the first embodiment.

FIG. 3 is an explanatory diagram for increasing the air flow rates in the front zone and the central zone in the air conditioning duct of the first embodiment.

FIG. 4 is an explanatory diagram for increasing the air volume in the front zone in the air conditioning duct of the first embodiment.

FIG. 5 is an explanatory view showing another aspect of the first damper in the first embodiment.

FIG. 6 is an explanatory diagram showing still another mode of the first damper according to the first embodiment.

FIG. 7 is a control circuit diagram of the air conditioner in the second embodiment.

FIG. 8 is a control flowchart for cooling the air conditioner according to the second embodiment.

FIG. 9 is a control flowchart for cooling the air conditioner according to the second embodiment.

FIG. 10 is a control flowchart for heating the air conditioner according to the second embodiment.

FIG. 11 is a control flowchart for heating the air conditioner according to the second embodiment.

FIG. 12 is an explanatory view of air volume when the first damper and the second damper are horizontal in the second embodiment.

FIG. 13 is an explanatory diagram of an air volume range in the second embodiment.

FIG. 14 is a perspective view of a bus vehicle provided with a conventional bus vehicle air conditioner.

[Explanation of symbols]

 1. ． ． Air conditioning duct for cold air, 10, 20. ． ． Partition plate, 12, 22. ． ． Front central passage, 13, 23. ． ． Rear aisle, 15, 25. ． ． First damper, 16, 26. ． ． Second damper, 19, 29. ． ． Grill, 2. ． ． Air conditioning duct for warm air, 51. ． ． Front zone, 52. ． ． Central zone, 53. ． ． Rear zone, 7. ． ． Air conditioning duct, 8. ． ． Control panel (control means), 81, 82, 83. ． ． Temperature sensor (control means), 90. ． ． Air conditioner unit,

Claims (1)

[Claims] 1. A bus vehicle air conditioner in which an air conditioning duct is arranged in the vehicle interior along the front-rear direction of a vehicle, and the air conditioning duct is connected to a ventilation port of an air conditioning unit. A partition plate along the longitudinal direction divides the front compartment, the central zone, and the rear zone of the vehicle compartment into a front middle passage and a rear passage for sending temperature-controlled air, and the air-conditioning duct has the above-mentioned compartments. A first damper for adjusting the air volume to the front middle passage or the rear passage is provided, while a second damper for adjusting the air volume to the front zone or the central zone is provided in the front middle passage, And, depending on the heat load distribution state in the vehicle compartment, the first damper,
An air conditioner for a bus vehicle, characterized by comprising a control means for adjusting the opening of the second damper.