JPH0976735A - Integrated air conditioner for automobile - Google Patents

Abstract

PROBLEM TO BE SOLVED: To appropriately perform air conditioning in a vehicle at desired air blowing temperature without increasing power consumption. SOLUTION: A cooling cycle 12 and a cold air passage 19 circulating inside air are provided in a same case 11. An evaporator 17 provided on the way of the cooling cycle 12 is arranged on the cold air passage 19, and a condenser 15 is arranged on a radiating passage 21 provided for introducing outside air separated from the cold air passage 19. The cold air passage 19 and the radiating passage 21 are communicated to each other through a first communicating passage 22, and an air quantity introduced into the cold air passage 19 of air passing through the radiating passage 21 and heated by the condenser 15 is adjusted by a first air flow adjusting means 23.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an integrated air conditioning system for an automobile, which has a heating and cooling cycle and a ventilation passage in one case.

[0002]

2. Description of the Related Art Conventionally, as an integrated air conditioner for automobiles,
For example, the one shown in FIG. 6 is disclosed (US Pat. No. 4,64).
(See Japanese Patent No. 1,502). In this air conditioner, a cooling cycle 2 is housed and an air passage 3 is formed in one case 1 provided on an outdoor ceiling of an automobile.

A compressor 4, a condenser 5, and an evaporator 6 are provided in the middle of the flow path of the cooling cycle 2. The refrigerant discharged from the compressor 4 is radiated by the condenser 5 and absorbed by the evaporator 6, and then returned to the compressor 4. It circulates.

On the other hand, the ventilation passage 3 comprises a first ventilation passage 3a provided with the condenser 5 and a second ventilation passage 3b provided with the evaporator 6, and each ventilation passage 3a, 3b.
Blowers 8a and 8b, which are driven by the same motor 7, are arranged in each. In the first ventilation passage 3a, the air inlet 9a
And the air outlet 9b communicate with the outside air. Further, in the second ventilation passage 3b, the air inlet 10a and the air outlet (not shown) communicate with the inside of the vehicle.

Therefore, when the blowers 8a and 8b are driven, the outside air is introduced into the first ventilation passage 3a from the air introduction port 9a, and when passing through the condenser 5, heat is taken from the refrigerant flowing inside and the air is exhausted. While being discharged from the outlet 9b to the outside of the case 1, the inside air is introduced into the second ventilation passage 3b from the air introduction port 10a, and when passing through the evaporator 6, heat is taken away by the refrigerant flowing inside and shown in the drawing. Not blown into the car from the air outlet.

[0006]

However, in the above-mentioned conventional automobile integrated air conditioner, the first ventilation passage 3a and the second ventilation passage 3b are independently formed, and the air passing through the evaporator 6 is provided inside the vehicle. Since only air is supplied, the compressor 4 is on / off controlled to adjust the air temperature (inside air temperature) in the vehicle interior to a desired temperature, and the evaporator 6 is controlled.
You have to adjust the cooling capacity in. Generally, the electric power required for starting the compressor 4 is larger than that during normal operation. This becomes remarkable when the differential pressure of the refrigerant in the circulation path is large, and particularly when the compressor 4 is frequently turned on and off, the power consumption becomes too large and the current breaker falls. I have a problem.

In view of the above-mentioned problems, it is therefore an object of the present invention to provide an integrated air conditioning system for an automobile, which can appropriately perform air conditioning inside the vehicle at a desired blast temperature without increasing power consumption. .

[0008]

In order to achieve the above object, an air conditioner according to a first aspect of the present invention includes a compressor, a condenser, a throttle valve and an evaporator, and a refrigerant circulates to radiate heat in the condenser, In an integrated air conditioning system for a vehicle, wherein a cooling cycle for absorbing heat in, and a cool air passage in which the evaporator is disposed and which cools passing air and guides the air to the inside of the vehicle are provided in one case,
The condenser is disposed outside the cold air passage, and the heat radiation passage that radiates heat to the passing air and guides it to the outside of the vehicle compartment is connected to the cold air passage and the heat radiation passage, and the air after passing through the condenser is cooled by the heat radiation passage. A first communication passage that leads to the passage and a first air flow rate adjusting unit that adjusts the amount of air flowing from the heat radiation passage to the cool air passage via the first communication passage are provided.

The air passing through the cold air passage is mixed with the air heated by the condenser, which is cooled by the evaporator and whose flow rate is adjusted by the first air flow rate adjusting means, before being blown into the passenger compartment. The blast temperature is adjusted by.

In the air conditioner according to the second aspect of the present invention, the connection position of the cold air passage and the first communication passage is on the upstream side of the evaporator.

The air passing through the heat radiation path is heated by the condenser, flows into the cold air path through the first communication path, is mixed with the air passing through the cold air path, and is then cooled by the evaporator. The blast temperature is adjusted by adjusting the amount of air supplied from the heat radiation path to the cool air path by the first air flow rate adjusting means.

In the air conditioner according to the third aspect of the invention, the heat radiation path is connected to the downstream side of the connection position of the first communication path, and the cold air path is connected to the downstream side of the connection position of the first communication path. A second communication passage connected downstream of the installed evaporator, and a second air flow rate adjusting means for adjusting the amount of air flowing from the heat radiation passage to the cool air passage via the second communication passage are provided. is there.

The air cooled and dehumidified by the evaporator is heated by the condenser of the heat radiation path, and a predetermined amount of air adjusted by the second air flow rate adjusting means is mixed through the second communication path. , The blast temperature is adjusted.

In the air conditioner according to the fourth aspect of the invention, the connection position of the cold air passage and the first communication passage is on the downstream side of the evaporator, the air is provided on the downstream side of the cold air passage, and is blown to the inside of the vehicle. First temperature detecting means for detecting a temperature, and the first
An air conditioning control means for driving and controlling the first air flow rate adjusting means so that the temperature detected by the temperature detecting means becomes a desired temperature,
Is provided.

The air conditioning control means drives and controls the first air flow rate adjusting means based on the air temperature detected by the first temperature detecting means. As a result, the amount of air flowing into the cold air passage via the communication passage is adjusted, and a desired air blowing temperature is obtained.

In the air conditioner according to the fifth aspect of the invention, there is provided first temperature detecting means arranged downstream of the cold air passage for detecting the temperature of air blown inside the vehicle, and a downstream position of the evaporator in the cold air passage. And a second temperature detecting means arranged at a position upstream of a connection position with the second communication passage, for detecting an air temperature immediately after passing through the evaporator, and a temperature detected by the second temperature detecting means. The air-conditioning control means for driving and controlling the first air flow rate adjusting means so that the temperature becomes a desired temperature, and drivingly controlling the second air flow rate adjusting means so that the temperature detected by the first temperature detecting means becomes the desired temperature. Is provided.

The air conditioning control means adjusts the air temperature passing through the evaporator by drivingly controlling the first air flow rate adjusting means based on the air temperature detected by the second temperature detecting means. Further, the air conditioning control means adjusts the temperature of air blown into the vehicle interior by drivingly controlling the second air flow rate adjusting means based on the air temperature detected by the first temperature detecting means.

[0018]

BEST MODE FOR CARRYING OUT THE INVENTION Embodiments of the present invention will be described below with reference to the accompanying drawings.

(First Embodiment) FIG. 1 is a schematic explanatory view of an automobile integrated air conditioner according to a first embodiment. This air conditioner has a configuration in which a cooling cycle 12 and a ventilation path 13 are housed in one case 11.

In the cooling cycle 12, the compressor 14, the condenser 15 and the throttle valve 1 are provided in the middle of the flow path of the refrigerant.
6 and an evaporator 17 are respectively provided.
The refrigerant discharged from the compressor 14 in a compressed state of high temperature and high pressure is radiated by the condenser 15, and the throttle valve 16
After being made to be easily vaporized by, the evaporator 17 vaporizes and takes heat from the air passing through the outside.

The ventilation passage 13 includes a cold air passage 19 in which a first blower 18 and an evaporator 17 are sequentially arranged from the upstream side,
The second blower 20 and the condenser 15 are composed of a heat radiation path 21 sequentially arranged from the upstream side, and a first communication path 22 communicating the cold air path 19 and the heat radiation path 21. Cold wind path 1
The upstream side and the downstream side of 9 communicate with the inside of the vehicle, and the upstream side and the downstream side of the heat dissipation path 21 communicate with the outside of the vehicle. Further, the first damper 23 is provided at the connection position of the first communication passage 22 with the heat dissipation passage 21.
Is rotatably arranged. A first temperature sensor 24 is arranged on the downstream side of the cold air passage 19, and the detected temperature is input to the air conditioning controller 25. The air-conditioning control device 25 is based on various conditions inside and outside the vehicle such as the temperature detected by the first temperature sensor 24, the set temperature at the vehicle interior operation unit 26, the temperature detected by the outside air sensor 27, and the amount of solar radiation detected by the solar radiation sensor 28. A predetermined calculation is performed and the first damper 23 and the like are drive-controlled based on the calculation result.

The air-conditioning control device 25 performs air-conditioning control (in-vehicle cooling control) according to the flowchart of FIG.
First, in step S1, the blowers 18 and 20 and the compressor 14 are driven to drive the cold air passage 19 and the heat radiation passage 2
The inside air and the outside air are sucked into 1 and the cooling cycle 12
To circulate the refrigerant.

Next, in step S2, the first temperature sensor 24
In addition to the temperature detected in, the outside temperature, the amount of solar radiation, the set temperature inside the vehicle, and other internal and external conditions are read. Then, in step S3, the target air flow rate and the target air flow temperature are calculated based on these detected values by a conventionally known method, and in step S4, the rotation speed of the first blower 18 is obtained as the target air flow rate based on the target air flow rate. To be adjusted.

Then, in step S5, the temperature T1 detected by the first temperature sensor 24 is compared with the target blowing temperature Tm. Then, when the detected temperature T1 is higher than the target blowing temperature Tm, the first damper 23 is rotated by a predetermined angle in the direction of closing the first communication passage 22 (indicated by an arrow a in the figure), and when it is lower, it is opened. When the target air temperature Tm is reached, the position is maintained.

In this case, it is preferable that the target blowing temperature Tm has a certain width so that the first damper 23 does not rotate frequently. That is, even if the temperature T1 detected by the first temperature sensor 24 rises, the first damper 23 is not rotated in the closing direction unless the temperature exceeds the upper limit target temperature, and the lower limit target is lowered even if the detected temperature T1 falls. If the temperature is not exceeded, the first damper 23 will not rotate in the opening direction.

Thereafter, steps S1 to S7 are repeated until a stop signal for cooling the vehicle interior is input in step S8. If a stop signal is input, the blower 1 is operated in step S9.
The drive of 8, 20 and the compressor 14 is stopped.

As described above, according to the automobile integrated air conditioner according to the first embodiment, the first damper 23 is not required to control the compressor 14 on and off as in the conventional case.
The air conditioning can be easily controlled and the power consumption can be suppressed only by rotating.

(Second Embodiment) FIG. 3 is a schematic view of an automobile integrated air conditioner according to a second embodiment. This air conditioner has the same structure as the air conditioner according to the first embodiment except that the positions of the first blower 18 and the evaporator 17 are different. That is, the first blower 18 and the evaporator 17 are connected to the cold air passage 19
Is disposed on the downstream side of the connection position with the first communication passage 22. The air heated by the condenser 15 in the heat radiation path 13 is mixed with the internal air sucked into the cold air path 19 and then cooled by the evaporator 17.

As described above, in the vehicle integrated air conditioner according to the second embodiment, when cooling the inside of the vehicle, the air passing through the evaporator 17 is mixed with the outside air heated by the condenser 15 in the circulating inside air. Since the temperature is raised to the predetermined temperature, the evaporator 17 does not freeze. As a result, the flow of air is not obstructed and the cooling capacity of the evaporator 17 itself is not reduced, and furthermore, the desired air flow rate and air temperature can be obtained without controlling the compressor 14 on / off. .

(Third Embodiment) FIG. 4 is a schematic view of an automobile integrated air conditioner according to a third embodiment. This air conditioner is different from the second embodiment in that the second communication passage is provided with a second damper 29 that can adjust the opening degree of the heat radiation passage 21 and the cold air passage 19 on the downstream side of the first communication passage 22. The first temperature sensor 24 provided on the downstream side of the cold air passage 19
In addition to the second temperature sensor 3 immediately downstream of the evaporator 17,
1 is different, and the other parts have substantially the same configuration.

In the air conditioner according to the third embodiment, air conditioning control is performed according to the flowchart shown in FIG. First, in steps S11 to S14, the blowers 18 and 20 and the compressor 14 are the same as in the first embodiment.
To start the cooling operation, read the input signals from the first temperature sensor 24 and various sensors 26, 27, 28, calculate the target air flow rate and the target air temperature, and start the rotation of the blowers 18, 20. To do.

Next, in step S15, the second temperature sensor 3
The detected temperature T2 at 1 is read, and at step S16, this detected temperature T2 is compared with the set temperature T0, that is, the temperature at which the evaporator 17 starts to freeze. If the detected temperature T2 is higher than the set temperature T0, in step S17 the first damper 2
3 is rotated by a predetermined angle in the direction of closing the first communication passage 19 (indicated by an arrow a in the figure), and if it is low, a predetermined angle is opened in step S18 (indicated by an arrow b in the figure). If they are rotated and coincide with each other, the process proceeds to step S19. In this case, like the first embodiment, it is preferable that the set temperature T0 has a certain width so that the first damper 23 is not frequently switched.

When the antifreezing control by the evaporator 17 is completed, the step S is performed as in the first embodiment.
In 19 to S21, the temperature T1 detected by the first temperature sensor 24 is compared with the target blowing temperature Tm, and the second damper 29 is drive-controlled. Further, steps S12 to S21 are repeated until the stop signal for the vehicle interior cooling is input in step S22, and if the stop signal is input, the blowers 18, 2 are output in step S23.
0 and the compressor 14 are stopped.

As described above, according to the third embodiment, by rotating the first damper 23, the second damper 23 is rotated.
Similar to the embodiment described above, freezing can be prevented by mixing the inside air with the outside air heated by the condenser 15 in the evaporator 17, and it becomes possible to obtain a desired air flow rate and air flow temperature. Further, so-called reheating is possible by rotating the second damper 29 and mixing the air cooled by the evaporator 17 with the outside air heated by the condenser 15. As a result, the air passing through the evaporator 17 can be lowered to the temperature at which the freezing does not occur, and it is possible to sufficiently dehumidify the air.

In each of the above-mentioned embodiments, the first damper 23 is automatically operated based on the temperature detected by the first temperature sensor 24 or the first temperature sensor 24 and the second temperature sensor 31.
Alternatively, the drive of the first damper 23 and the second damper 29 is controlled, but it goes without saying that the drive may be performed manually.

In each of the above-described embodiments, the circulation direction of the refrigerant is constant and the evaporator 17 only cools the air passing through the outside. However, the circulation direction of the refrigerant is reversed by providing a four-way valve or the like. The functions of the evaporator 17 and the condenser 15 may be reversed. According to this, it becomes possible to heat the air passing through the outside by the evaporator 17 and also heat the inside of the vehicle.

[0037]

As is apparent from the above description, according to the automobile integrated air conditioner according to the first aspect of the present invention, the heat radiation path and the cool air path are communicated with each other through the first communication passage, and Since the opening can be adjusted with the first damper, when cooling the passenger compartment, the blower temperature is adjusted by adjusting the opening of the first damper while maintaining a constant drive state without controlling the compressor on / off. can do. Therefore, it is possible to suppress a large amount of power consumption required to control the compressor on / off, smoothly change the blowing temperature to a desired temperature, and easily maintain the desired temperature.

According to the automobile integrated air conditioner of the second aspect of the invention, since the inside air and the warm air heated by the condenser are mixed before passing through the evaporator, the evaporator is overcooled and frozen. Such a problem does not occur. Therefore, the ventilation resistance is not increased and the cooling capacity is not reduced by the evaporator, and the air conditioning in the vehicle can be always performed with a desired air flow rate and air temperature.
Further, it is possible to suppress a large amount of power consumption required to control the compressor on / off.

According to the automobile integrated air conditioner of the third aspect of the present invention, the air cooled by the evaporator can be reheated by the air heated by the condenser through the second communication passage, so that the evaporator is sufficiently used. Dehumidification can be performed. Further, the first air flow rate adjusting means can prevent freezing in the evaporator, as in the second aspect of the invention.

According to the automobile integrated air conditioner of the fourth invention, the first air flow rate adjusting means is driven and controlled based on the temperature detected by the first temperature detecting means disposed on the downstream side of the cold air passage. Since this is done, the desired blowing temperature can be automatically obtained.

According to the vehicle integrated air conditioner of the fifth aspect of the invention, the first air flow rate adjusting means is driven and controlled based on the temperature detected by the second temperature detecting means, and the first temperature detecting means operates. Since the second air flow rate adjusting means is drive-controlled based on the detected temperature, it is possible to obtain a desired blowing temperature while automatically controlling the freezing prevention in the evaporator.

[Brief description of drawings]

FIG. 1 is a schematic diagram of an automobile integrated air conditioner according to a first embodiment.

FIG. 2 is a flow chart showing air conditioning control in the air conditioner of FIG.

FIG. 3 is a schematic diagram of an automobile integrated air conditioner according to a second embodiment.

FIG. 4 is a schematic view of an automobile integrated air conditioner according to a third embodiment.

5 is a flowchart showing air conditioning control in the air conditioner of FIG.

FIG. 6 is a schematic view of an integrated air conditioning system for an automobile according to a conventional example.

[Explanation of symbols]

 11 Case 12 Cooling Cycle 15 Condenser 17 Evaporator 19 Cold Air Path 21 Heat Dissipation Path 22 First Communication Path 23 First Damper (First Air Flow Rate Adjusting Means)

Claims (5)

[Claims] 1. A cooling cycle comprising a compressor, a condenser, a throttle valve and an evaporator, wherein a refrigerant circulates to radiate heat in the condenser and absorb heat in the evaporator,
In an integrated air conditioner for a vehicle, wherein the evaporator is provided, and a cool air passage for cooling the passing air to guide it to the inside of the vehicle is provided in one case, wherein the condenser is provided outside the cool air passage. A heat dissipation path that radiates heat to the passing air and guides it outside the vehicle compartment; a first communication path that connects the cool air path and the heat dissipation path and that guides the air that has passed through the condenser to the cool air path through the heat dissipation path; An integrated air conditioner for an automobile, comprising: a first air flow rate adjusting means for adjusting an amount of air flowing from the heat radiation path to the cool air path via the communication path. 2. The integrated air conditioner for an automobile according to claim 1, wherein a connection position of the cold air passage and the first communication passage is on an upstream side of an evaporator. 3. A second communication path connected to the heat radiation path downstream of the connection position of the first communication path, and a second communication path connected to the cold air path downstream of the evaporator, and the second communication path. The air conditioner according to claim 2, further comprising: second air flow rate adjusting means for adjusting the amount of air flowing from the heat radiation path to the cool air path. 4. A first temperature detector for detecting a temperature of air blown to the inside of the vehicle, wherein a connection position of the cold air passage and the first communication passage is located on a downstream side of an evaporator and is arranged on a downstream side of the cold air passage. The means and the air-conditioning control means for driving and controlling the first air flow rate adjusting means so that the temperature detected by the first temperature detecting means becomes a desired temperature. Integrated air conditioning system for automobiles. 5. A first temperature detection unit, which is arranged on the downstream side of the cold air passage and detects the temperature of air blown into the vehicle, and a position downstream of the evaporator on the cold air passage, and
Second temperature detecting means arranged at a position upstream of the connection position with the second communication passage for detecting the air temperature immediately after passing through the evaporator, and a temperature detected by the second temperature detecting means becomes a desired temperature. And an air conditioning control means for driving and controlling the first air flow rate adjusting means and drivingly controlling the second air flow rate adjusting means so that the temperature detected by the first temperature detecting means becomes a desired temperature. The integrated air conditioner for an automobile according to claim 3.