JPS636362B2 - - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a vehicle air conditioner, and is suitable for use in, for example, an auxiliary engine-driven vehicle air conditioner installed in a bus or the like.

The purpose of the present invention is to automatically and finely control heating capacity and cooling capacity from low temperature in winter to high temperature in summer, and to set the air conditioning operation mode not only by automatic control but also by manual operation. It is an object of the present invention to provide a vehicle air conditioner that can set cooling and heating operations at any time.

The present invention will be described below with reference to embodiments shown in the drawings. The illustrated embodiment is an example in which the present invention is applied to an air conditioner for a bus, and FIG.
00, this air conditioner main body part 100 is integrally constructed on a pedestal (not shown), and is mounted below the floor 102 of a bus vehicle 101 as shown in FIG. In FIGS. 1 and 2, reference numeral 1 denotes an auxiliary engine for driving an air conditioner, which is a diesel engine, and one end of which is directly connected to a compressor 2 of a refrigeration cycle. A cooling fan 3 is directly connected to the other end of the auxiliary engine 1 and cools the radiator 4 of the auxiliary engine 1 and the condenser 5 of the refrigeration cycle. radiator 4
and the capacitor 5 are connected to one side plate 6 of the bus vehicle 101.
It is designed to be cooled by air (outside air) introduced from an air intake port 7 opened to the outside.
An outside air temperature sensor 8 for detecting outside air temperature is attached to the air intake port 7, and this outside air temperature sensor 8 is usually made of a semiconductor temperature sensing element such as a thermistor.

9 is a receiver for storing the liquid refrigerant condensed in the condenser 5; 10 is an expansion valve that decompresses and expands the liquid refrigerant sent from the receiver 9; 11 is the expansion valve 10 for adiabatically expanding the atomized refrigerant; The evaporator evaporates and cools the surrounding air using the latent heat of evaporation, and the evaporated gas refrigerant is sucked into the compressor 1 again and compressed.

12 is an air conditioning casing housing the evaporator 11, and its air inlet 12a communicates with the cabin air intake 13 provided below the seat 104 through an opening 103 in the floor 102 of the bus vehicle 101. ing. In addition, the air conditioning casing 12 includes an evaporator 11.
An air port 12b for introducing outside air for ventilation is provided on the upstream side of the air vent 12b. The vehicle interior air intake port 13 is provided with a room temperature sensor 1 for detecting the vehicle interior air temperature.
4 is attached, and this room temperature sensor 14 is also usually composed of a semiconductor temperature sensing element such as a thermistor. 15
is a heater installed in series on the downstream side of the evaporator 11 in the air conditioning casing 12, and as shown in Figs. Exchange parts 15a and 15b, an upper tank 15c with which both of these two heat exchange parts 15a and 15b communicate, and one heat exchange part 15a.
The lower tank 15d is in communication with only the other heat exchange part 15b, and the lower tank 1 is in communication with only the other heat exchange part 15b.
5e, a hot water inlet 15f provided in the lower tank 15d, a first hot water outlet 15g provided in the upper tank 15c, and a second hot water outlet 15h provided in the lower tank 15e. Reference numeral 16 denotes a scroll-shaped blower casing connected to the downstream side of the heater of the air conditioning casing 12, and a blower fan 17 using a Sirotskov fan or the like is built inside the scroll-shaped blower casing. 18 is a drive motor directly connected to the rotating shaft 17a of this blower fan 17, 19 is a drive shaft, and the rotation of the auxiliary engine 1 is connected to the pulley belt mechanism 2.
An electromagnetic clutch 21 is provided at the end of the electromagnetic clutch 21, and when the electromagnetic clutch 21 is connected, the rotation of the drive shaft 19 is transmitted to the blower fan 17 via a pulley belt mechanism 22. It is becoming more and more common.

23 is a refrigerant bypass pipe that directly returns the gas refrigerant in the receiver 9 to the suction side of the compressor 2, and a solenoid valve 24 is installed in the middle of the pipe.

The heater 15 described above uses the hot water (cooling water) of the auxiliary engine 1 and the hot water (cooling water) of the vehicle main engine 25 as heat sources, and the hot water inlet 15f of the heater 15 is connected to the auxiliary engine 1 and the main engine 25. The first hot water outlet 15g is connected to the hot water inlet of the auxiliary engine 1, and the second hot water outlet 15h is connected to the hot water inlet of the main engine 25.
connected to the hot water intake. The flow of hot water between the heater 15 and the auxiliary engine 1 is controlled by a solenoid valve 26, and the flow of hot water between the heater 15 and the main engine 25 is controlled by a solenoid valve. 27. 28 is the radiator of the main engine 25, 29
is a cooling fan for this radiator 28. 30
is an electric pump for introducing hot water from the main engine 25 into the heater 15.

FIG. 5 shows the ventilation path of the air coming out from the outlet section 16a of the above-mentioned blower casing 16.
It is divided into 16d and 16d, and one of the passages is 1.
6c is branched into a cooling duct 31 and a heating duct 32, and the other passage 16d is similarly branched into a cooling duct 33 and a heating duct 34. The cooling ducts 31 and 33 are arranged along the left and right side panels 6 of the vehicle body up to the vehicle ceiling, and communicate with ceiling ducts 35 and 36 that are provided at the vehicle ceiling over almost the entire length in the longitudinal direction of the vehicle. . The ceiling ducts 35 and 36 are provided with a large number of upper air outlets 37. The heating ducts 32 and 34 are connected to the floor 10
It communicates with underfloor ducts 38 and 39 provided on the lower surface of 2 over almost the entire length in the longitudinal direction of the vehicle.
A number of lower air outlets 40 provided above the floor surface are connected to the underfloor ducts 38, 39. Switching dampers 41 and 42 are provided at the branch points between the cooling duct 31 and the heating duct 32 and between the cooling duct 33 and the heating duct 34, respectively. 32 and between 33 and 34. Both dampers 41 and 42 are configured to be operated in conjunction with each other by a ventilation switching device 43 consisting of an electromagnetic solenoid. When the solenoid is energized, this device 43 generates an electromagnetic attraction force to move the operating rod 43a in the direction of arrow a. The link 43c is rotated in the direction of the arrow b about the fixed fulcrum 43b, and the damper 41 is moved to the solid line position via the links 43d and 43e. Operate the damper 42 to the solid line position. It's becoming like that. The device 43
When the energization is cut off, the actuating rod 43a is returned in the direction opposite to the arrow a by a built-in spring (not shown), and the dampers 41 and 42 are respectively operated to the positions shown by the broken lines.

FIG. 6 shows the intermittent (ON/ON/OFF) power supply to the device 43.
OFF) and switching of the ceiling ducts 35, 36 and underfloor ducts 38, 39.

FIG. 7 shows the electric circuit of the device of the present invention.
Reference numeral 44 designates an electronic arithmetic unit for temperature control, which uses the combined resistance change of the outside temperature sensor 8, room temperature sensor 14, and temperature setting variable resistor 45 as an input signal, and performs one of A to M according to the magnitude of the combined resistance value. The comparator circuit 44a has a comparator circuit 44a that outputs 13 outputs, and an arithmetic circuit 44b that performs predetermined arithmetic processing on the output of the comparator circuit 44a and outputs 11 outputs O to Z. 46 and 47 are first and second electromagnetic solenoids for controlling the rotation speed of the auxiliary engine 1, and these solenoids 46 and 47 adjust the opening degree of a throttle valve (not shown) in the intake pipe of the auxiliary engine 1. to control the rotation speed of the auxiliary engine 1, and when only the first electromagnetic solenoid 46 is energized, the auxiliary engine 1 rotates at a low speed (Lo).
Therefore, when only the second electromagnetic solenoid 47 is energized, the auxiliary engine 1 rotates at high speed (Hi),
When both solenoids 46 and 47 are not energized, they rotate at medium speed (Me), and both solenoids 46 and 47 rotate at a medium speed (Me).
47 are both energized, pull the stop lever of the fuel injection pump (not shown) to stop the auxiliary engine 1.
The structure is such that it stops.

48, 49, 50 are blower fan drive motors 1
8 is a speed control resistor, and these three resistors 4
Resistance values of 8, 49, 50 R48, R49, R50
is determined by the relationship R48>R49>R50.
Therefore, the output of the electronic arithmetic unit 44 is, for example, X,
By setting the speed to W, V, U, and W+V+U, the speed of the motor 18, that is, the amount of air blown, can be switched to five levels.

51 is the vehicle's power battery, 52 is the fuse,
53 is an air conditioning operation switch.

54 is a manually operated cooling switch, 55 is a manually operated heating switch, 56 is a relay coil that is activated when the cooling switch 54 is turned on, and has a normally closed contact 56.
This is for opening a. 57 is a relay coil that is activated when the heating switch 55 is turned on;
This is for opening the normally closed contact 57a. 5
Reference numeral 8 denotes a manually operated cooling stop switch, which is a self-resetting type switch that closes only while it is manually operated.

Next, the operation of the device of the present invention will be explained. Figure 8 shows both temperature sensors 8, 14 and variable resistor 4 for setting.
5 combined resistance value Rs, 13 outputs A to M of the comparator circuit 44a, and 13 operating modes M1 to M13.
This shows the relationship between the air conditioning specifications and the air outlet. When maximum cooling is performed in summer, the resistance values of both thermistor temperature sensors 8 and 14 and the variable resistor 45 become small, their combined resistance value Rs becomes the minimum, and the output of the comparator circuit 44a becomes A, The operating mode of M1 is selected by the arithmetic circuit 44b.
In this operating mode of M1, as shown in the table of FIG. ), and the electromagnetic clutch 21 is energized and connected.
The fan 17 is driven by the auxiliary engine 1 at high speed. Further, the ventilation switching device 43 is also energized to open the ventilation passages on the side of the cooling ceiling ducts 35 and 36. Thereby, the cooling capacity is maximized, and the interior of the vehicle interior 105 is cooled well by blowing cold air from the upper air outlet 37 of the ceiling ducts 35, 36 into the vehicle interior 105 as shown by arrow B.

Then, when cooling progresses in the vehicle compartment 105 and the room temperature decreases, or when the temperature set by the variable resistor 45 increases, or when the outside temperature decreases, the combined resistance value Rs increases, so the operating mode is set to M1.
From there, it is sequentially switched to M2, M3, and so on. In the M2 operating mode, the output becomes Q or Z, the speed of the auxiliary engine 1 becomes medium speed (Me), and the cooling capacity decreases by a predetermined amount (for example, about 3000 Kca1). M3
In the operating mode, the output is O, Q, or Z, the speed of the auxiliary engine 1 is low (Lo), and the cooling capacity is further reduced by a predetermined amount. In the operating mode of M4, the output becomes O, Q, Y, Z, the speed of the auxiliary engine 1 becomes low speed (Lo), and the solenoid valve 26 opens to supply hot water from the auxiliary engine 1 to the heater 1.
Since the cold air passes through the heat exchange section 15a on one side of the air conditioner 5 and is reheated there, the cooling capacity is further reduced by a predetermined amount. In the M5 operating mode,
The output becomes O, Q, R, and Z, the solenoid valve 26 closes, and the solenoid valve 24 opens instead, and the gas refrigerant in the receiver 9 is directly sucked into the compressor 2, so the cooling capacity increases. decreases further. In the M6 operating mode, the outputs are O, Q, R, Y, and Z, and both the electromagnetic valves 24 and 26 are opened simultaneously, further reducing the cooling capacity.

The above operating modes M1 to M6 are for performing a cooling mode by operating the auxiliary engine 1, but the following operating modes M7 and M8 are ventilation modes in which the auxiliary engine 1 is stopped and only air is blown. That is, in the operating mode of M7, the output is U,
V, W, and Z, the ceiling ducts 35 and 36 for cooling are still selected as the air outlet, and the fan motor 18 has three resistors 48, 49,
Since the motor 18 is energized through 50 parallel circuits, the motor 18 rotates at the fifth speed, which is the highest speed, and the fourth speed, which is the second speed, and the interior of the vehicle is heated by the wind blown out from the air outlets 37 of the ceiling ducts 35 and 36. Forced ventilation is applied. In addition, when switching to ventilation mode, the first,
Both second solenoids 46 and 47 are energized at the same time, and the operation of the auxiliary engine 1 is automatically stopped. M
In operation mode 8, the output is U, V, W, and Z
Since the output of the ventilation switching device 43 is cut off, the underfloor ducts 38 and 39 are selected as shown in FIG. Wind blows out as shown by arrow C, and the inside of the vehicle is forced to ventilate.

Next, the operating mode of M9 to M13 is a heating mode by blowing hot air, and in the operating mode of M9, the output is S, U, and the electric pump 3 of the hot water circuit
0 and solenoid valve 27 are energized and actuated. As a result, hot water from the driving engine 25 is transferred to the heater 15.
It comes to flow through the two heat exchange parts 15a and 15b. At the same time, the fan motor 18 is energized through the resistor 48 having the maximum resistance value, and the motor 18 operates at the lowest speed, that is, the first speed, and the heating capacity is set to the minimum. At this time, since the ventilation switching device 43 continues to be in the off state,
The warm air passes through the underfloor ducts 38 and 39 and is blown out from the lower air outlet 40 into the vehicle interior. Next, in the operation mode of M10, the output becomes S, V, and the fan motor 1
8 is energized through a resistor 48 having an intermediate resistance value, the motor 18 operates at the second speed and the heating capacity is increased by a predetermined amount. In the operation mode of M11, the output becomes S and W, and the fan motor 18 is energized through the resistor 50 with the minimum resistance value, and the motor 18
operates in third gear, further improving heating capacity.
In the operating mode of M12, the output is S, U, V, W, and the fan motor 18 has three resistors 48, 4.
The motor 1 is energized through 9,50 parallel circuits.
8 operates in fourth gear, further improving heating capacity. In the operating mode of M13, the outputs are S and X, and the fan motor 18 has resistors 48, 49, and 5.
The motor 18 operates at the highest speed (fifth speed), and the heating capacity is maximized.

As described above, by selecting one of the 13 modes M1 to M13 based on the output of the electronic arithmetic unit 44, the vehicle interior temperature can be effectively automatically controlled. Next, a case where cooling operation and heating operation are set by manual operation will be described. First, when the cooling switch 54 is turned on, the relay coil 56 is energized, the normally closed contact 56a is opened, and the power supply to the electronic processing device 44 is cut off, so that the operation of the device 44 is stopped. At the same time, the electromagnetic clutch 21 and the ventilation switching device 43 are energized via the cooling switch 54, which is the same state as the operation mode M2 described above, and cooling operation is performed in this mode M2. Here, when the cooling switch 54 is turned on, it goes without saying that the auxiliary engine 1 is started by operating an auxiliary engine starting circuit (not shown).

When manually operated cooling operation is to be stopped, the cooling stop switch 58 is turned on to energize the first and second solenoids 46 and 47 at the same time, and the auxiliary engine 1 is turned on.
All you have to do is stop it.

Next, when the heating switch 55 is turned on, the relay coil 57 is energized and the normally closed contact 57a is opened, thereby cutting off the power supply to the electronic computing device 44 and stopping the operation of this device 44. At the same time, the solenoid valve 27 and the electric hot water pump 30 are energized via the heating switch 55, and the fan motor 18 is energized via the resistor 49 and the heating switch 55. This is the same as the operation mode of M10 described above, and heating operation is performed in this mode M10.

Note that the present invention is not limited to the embodiments described above, and can be modified in various ways.
can also be replaced with one three-way solenoid valve.

Further, the heater 15 is not limited to a hot water type heater, and a combustion type heater that heats air by burning fuel such as kerosene may also be used.

Furthermore, the underfloor ducts 38 and 39 may be installed above the floor 102.

Furthermore, the method of controlling the cooling capacity and the heating capacity in the above-mentioned embodiment is only one suitable example, and various changes can be made to other methods. For example, in controlling the cooling capacity, the gas refrigerant of the receiver 9 is directly transferred to the compressor Instead of bypassing to the suction side of compressor 2
Means such as partially bypassing the discharged refrigerant gas (hot gas) and allowing it to flow directly into the evaporator 11 can be used. Furthermore, the cooling capacity may be controlled by a combination of switching the rotation speed of the compressor 2 and intermittent heating operation of the heater 15, and the refrigerant bypass in the refrigeration cycle may be eliminated. Furthermore, in controlling the heating capacity, in addition to adjusting the amount of air blown, the amount of hot water supplied to the heater 15 may be adjusted by adjusting the rotational speed of the electric pump 30, adding a flow control valve, etc. Furthermore, it goes without saying that the electronic arithmetic unit 44 may be configured using a microcomputer that performs logical operations according to a preset program.

As described above, in the present invention, heating capacity and cooling capacity can be finely and automatically controlled from low temperature in winter to high temperature in summer, and a comfortable air conditioning feeling can be obtained. There is an advantage that the operation can be performed in a predetermined mode at any time by operation.

[Brief explanation of the drawing]

Fig. 1 is a system diagram of a refrigeration cycle and hot water circuit showing one embodiment of the device of the present invention, Fig. 2 is a schematic sectional view of a bus equipped with the device of the present invention, and Fig. 3 is a diagram of the heater in the device of the present invention. 4 is a side sectional view of this heater, FIG. 5 is a duct configuration diagram showing the ventilation system of the device of the present invention, FIG. 6 is a control characteristic diagram of the ventilation switching device of the device of the present invention, and FIG. 7 is an electric circuit diagram of the device of the present invention, and FIGS. 8 and 9 are diagrams for explaining the operation of the device of the present invention. 1...Auxiliary engine, 2...Compressor, 8,14
...Temperature sensor serving as temperature detection means, 11... Evaporator, 12... Air conditioning casing, 15... Heater, 37... Upper outlet, 40... Lower outlet,
43... Ventilation switching device, 44... Electronic computing device,
45... A variable resistor for setting which constitutes a temperature setting means,
54... Manually operated cooling switch, 55... Manually operated heating switch.

Claims (1)

[Claims] 1. An evaporator of the refrigeration cycle installed inside the air conditioning casing, a heater installed inside the air conditioning casing, a blowing fan that blows air passing through the evaporator and the heater, and a cooling air blower to the upper part of the vehicle interior. An upper air outlet that blows out hot air, a lower air outlet that blows warm air to the lower part of the vehicle interior, a ventilation switching device that switches the ventilation path to both air outlets, and electrical signals from the temperature detection means and temperature setting means are input. , an electronic calculation device that outputs an output signal according to the electric signals and automatically controls the cooling capacity of the evaporator, the heating capacity of the heater, and the operation of the ventilation switching device;
1. A vehicle air conditioner comprising: a manual operation circuit that stops the operation of the electronic processing unit when a manual switch is turned on, and causes cooling operation and heating operation to be performed in a preset operation mode.