JP5553262B2 - Air conditioner control device - Google Patents

Description

  The present invention relates to an air conditioner control device including an evaporator to which a refrigerant compressed and liquefied by a compressor is supplied, and a thermistor disposed on the downstream side of the evaporator.

  Conventionally, a vehicle is provided with an air conditioner in order to provide a comfortable space for the vehicle occupant. In such an air conditioner, a compressor is generally used. When the compressor is driven, fuel consumption increases. As a technique for improving such a problem, there are those described in Patent Document 1 and Patent Document 2 which are cited below. In the vehicle air conditioners described in Patent Document 1 and Patent Document 2, control for switching between the operating state and the stopped state of the compressor is performed using a plurality of sensors for the purpose of improving the fuel efficiency of the vehicle. However, providing a plurality of sensors increases the cost, and the assembly process for assembling each sensor is required, resulting in poor productivity.

  The air conditioner apparatus is provided with an evaporator. Such an evaporator is provided with a thermistor for detecting the temperature of the evaporator in order to prevent the occurrence of frost. As a method of controlling the air conditioner without providing a plurality of sensors as described above, it is conceivable to control using the temperature detected by the thermistor. In such a case, switching between the operating state and the stopped state of the compressor is performed with a fixed value set to prevent frost. For example, when the cooling load becomes light, the evaporator cools down quickly, and the cycle for switching between the operating state and the stopped state of the compressor is shortened. Therefore, since the compressor is frequently started and stopped, the amount of fuel consumption increases. In addition, since the radiator fan is also frequently started and stopped in accordance with the operation of the compressor, fuel consumption increases. Furthermore, since the operation of the clutch (magnet clutch) for switching between the operation state and the stop state of the compressor is also frequently performed, the operation sound becomes annoying for the vehicle occupant.

JP-A-5-345512 JP-A-8-192621

  In view of the above problems, an object of the present invention is to provide an air conditioner control device that can reduce fuel consumption without providing a plurality of sensors.

The feature of the air conditioner control device according to the present invention for achieving the above object includes an evaporator to which a refrigerant compressed and liquefied by a compressor is supplied, and a thermistor disposed on the downstream side of the evaporator, When the temperature detected by the thermistor reaches a preset first threshold temperature, the operation of the compressor is stopped, and the second threshold temperature higher than the first threshold temperature is reached from the first threshold temperature. A compressor operation control unit for restarting the operation of the compressor, a switching cycle calculation unit for calculating a switching cycle between a stop state for stopping the operation of the compressor and an operation state after the operation of the compressor is resumed, and the switching A switching cycle determination unit that determines whether or not the cycle is shorter than a preset determination cycle; and the switching cycle is shorter than the determination cycle If have, in that and a threshold temperature changing unit to increase by a predetermined amount temporarily to said first threshold temperature and time that is previously set the second threshold temperature has elapsed.

With such a configuration, it is possible to effectively control the operation and stop of the compressor with only the thermistor for detecting the temperature of the evaporator, which is provided for preventing the evaporator from being frosted. For this reason, since a plurality of sensors are not used, it is effective in terms of cost and productivity.
Further, when the switching period between the stopped state and the operating state of the compressor is shortened, the first threshold temperature and the second threshold temperature are temporarily increased by a predetermined amount, so that the cooling load that has become too light is increased. be able to. For this reason, the time until the evaporator cools in the stop state of the compressor and the time until the evaporator warms in the operation state of the compressor can be lengthened. Accordingly, since the switching cycle between the stopped state and the operating state of the compressor becomes longer, the number of times the compressor and the radiator fan are started can be reduced. This makes it possible to keep fuel consumption low when using the air conditioner (particularly in a state where the cooling load is light).
For example, when the power source of the compressor is connected / disconnected by a clutch (electromagnetic clutch), the operation sound of the clutch can be reduced. The first threshold temperature and the second threshold temperature are increased by a predetermined amount only during a preset time, and after the time has elapsed, the first threshold temperature and the second threshold temperature are set to the original temperatures. Since it returns, the cooling performance does not deteriorate greatly. Therefore, a comfortable space can be continuously provided to the user. The air conditioner control by the air conditioner control device realized with such a configuration is particularly effective in an inexpensive air conditioner (for example, a manual air conditioner).

It is the figure which showed typically schematic structure of the air-conditioner control apparatus. It is the figure shown about operation | movement of an air-conditioner control apparatus.

  Hereinafter, embodiments of the present invention will be described in detail. This embodiment demonstrates the example in case the air-conditioner control apparatus 100 which concerns on this invention is mounted in a vehicle. FIG. 1 is a block diagram schematically showing the schematic configuration of such an air conditioner control device 100.

1. Air Conditioner Control Device The air conditioner control device 100 is mounted on a vehicle and has a function of controlling the indoor temperature of the vehicle (hereinafter referred to as “indoor temperature”). Such an air conditioner control device 100 is composed of three blocks of a control system 1, a cooling system 2, and a drive system 3. The control system 1 controls the operation of the cooling system 2. The cooling system 2 generates cold air using the refrigerant and sends the cold air to the passenger compartment. The drive system 3 generates a driving force that drives the cooling system 2. Hereinafter, each block will be described.

1-1. Drive system The drive system 3 includes an engine 31 and a belt 32. The engine 31 is an internal combustion engine that is driven by the combustion of fuel. For example, various known engines such as a gasoline engine and a diesel engine can be used. The engine 31 outputs a rotational force when driven. This rotational force is used as a power source for moving the vehicle. The belt 32 is drivingly connected to the rotation shaft of the engine 31 and transmits the rotational force output from the engine 31 to the cooling system 2 described later.

1-2. Cooling system The cooling system 2 includes a compressor 21, a condenser 22, a condenser fan 23, a receiver 24, an expansion valve 25, an evaporator 26, a blower fan 27, and a thermistor 28.

  The compressor 21 sucks and compresses the low-temperature and low-pressure refrigerant gas that is vaporized by taking the heat of the vehicle interior by an evaporator 26 described later, and generates high-temperature and high-pressure gas. The gas generated by the compressor 21 is sent to the condenser 22. The compressor 21 receives driving force (rotational force) from the engine 31 via the belt 32 and the clutch 21A. The clutch 21A connects and disconnects the rotational force from the engine 31 as necessary to drive or stop the compressor 21. Such control of the clutch 21A is performed by the control system 1 described later.

  The condenser 22 functions as a heat exchanger that cools the high-temperature and high-pressure refrigerant gas sent from the compressor 21 to condense and liquefy it. The condenser 22 is composed of tubes and fins, and is cooled by a condenser fan 23. Although the refrigerant gas discharged from the compressor 21 is in a high temperature and high pressure state as described above, such refrigerant is cooled and liquefied by the outside air while passing through the inside of the condenser 22. Here, the condenser 22 can be shared with a radiator provided in the vehicle. In such a case, the condenser fan 23 is shared with the radiator fan. In the following description, it is assumed that the condenser 22 is shared with the radiator and the condenser fan 23 is shared with the radiator fan. Therefore, the radiator is also described with reference numeral 22, and the radiator fan is also described with reference numeral 23.

  The receiver 24 is provided between the condenser 22 and the expansion valve 25, and temporarily stores the refrigerant so that the refrigerant liquefied by the condenser 22 can be supplied to the evaporator 26 according to the cooling load. The receiver 24 also separates the gas and liquid in the refrigerant. The refrigerant cooled by the condenser 22 may not be all liquefied depending on the outside air conditions. When such a gas is sent to the expansion valve 25, the cooling capacity decreases. In the receiver 24, since the liquid refrigerant is accumulated on the lower side and the gas refrigerant is accumulated on the upper side, the outlet pipe of the receiver 24 is configured to take out only the liquid refrigerant from the bottom, and the gas and the liquid are separated. The receiver 24 also has a filter function for removing “dust” and “water” mixed in the refrigerant when circulating in the cooling system 2.

  The expansion valve 25 generates a low-temperature and low-pressure mist-like refrigerant and adjusts the amount of refrigerant supplied to the evaporator 26. As described above, the high-temperature and high-pressure liquid refrigerant is supplied from the receiver 24 to the expansion valve 25. The expansion valve 25 abruptly expands by injecting such liquid refrigerant from a small hole to generate a low-temperature and low-pressure mist-like refrigerant. Here, in order to increase the efficiency of the evaporator 26, it is necessary to keep the liquid refrigerant at a state where evaporation is completed at the outlet of the evaporator 26 by taking away the ambient heat. For this reason, the refrigerant quantity is automatically adjusted according to the fluctuation of the room temperature (cooling load) and the fluctuation of the rotation speed of the compressor 21.

  The evaporator 26 is composed of a tube and a fin, like the condenser 22. The evaporator 26 is supplied with a refrigerant compressed and liquefied by the compressor 21. A large amount of the mist refrigerant, which has been made low-temperature and low-pressure by the expansion valve 25, is vaporized in the evaporator 26, so that the evaporator 26 is in a low-temperature state. On the other hand, warm air in the passenger compartment is cooled by passing through the evaporator 26 by the blower fan 27. As a result, the passenger compartment can be cooled. When warm air hits the fins of the evaporator 26 and is cooled below the dew point temperature, moisture in the air is condensed and water droplets adhere to the fins of the evaporator 26. Such water droplets are discharged outside the vehicle by a drain hose (not shown).

  The thermistor 28 is disposed downstream of the evaporator 26 and detects the temperature of the evaporator 26 (hereinafter referred to as “evaporator temperature”). Warm air hits the fins of the evaporator 26, and when the warm air is cooled, moisture in the air is condensed, and water droplets adhere to the fins of the evaporator 26. At this time, if the temperature of the fin is cooled to 0 ° C. or lower, the attached water droplets freeze or become frost. Such a phenomenon is called frost. When frost is generated, the heat exchange efficiency in the evaporator 26 is lowered, and sufficient cooling capacity cannot be obtained. The thermistor 28 includes, for example, an NTC thermistor that has a negative temperature coefficient and a resistance value that decreases as the temperature increases, and a PTC thermistor that has a positive temperature coefficient and the resistance value increases as the temperature increases. For example, a constant voltage is applied to one of such thermistors 28 and a resistor (not shown) having a small temperature coefficient connected in series or in series and parallel, and a medium between the thermistor 28 and the resistor is applied. By measuring the voltage at the point, it is possible to detect the temperature acting on the thermistor 28, that is, the change in the environmental temperature where the thermistor 28 is disposed. In the present embodiment, the resistor other than the thermistor 28 is described as being provided in the control system 1 (the compressor operation control unit 11 to which the detection result of the thermistor 28 is input). With such a configuration, the thermistor 28 can detect the evaporator temperature. The refrigerant is circulated through the cooling system 2 configured as described above, and the passenger compartment can be cooled.

1-3. Control System The control system 1 includes a compressor operation control unit 11, a threshold temperature storage unit 12, a threshold temperature change unit 13, a switching cycle determination unit 14, and a switching cycle calculation unit 15. In such a control system 1, a functional unit for performing various operations related to the control of the cooling system 2 using a CPU as a core member is constructed by hardware and / or software.

  The compressor operation control unit 11 stops the operation of the compressor 21 when the temperature detected by the thermistor 28 reaches a preset first threshold temperature, and is higher than the first threshold temperature from the first threshold temperature. When the second threshold temperature is reached, the operation of the compressor 21 is resumed. As described above, the thermistor 28 is provided on the downstream side of the evaporator 26 and detects the evaporator temperature. The compressor operation control unit 11 controls the operation and stop of the compressor 21 based on the temperature of the evaporator 26. The first threshold temperature corresponds to a temperature that serves as a trigger when stopping the compressor 21 that is being driven. The second threshold temperature corresponds to a temperature that serves as a trigger when driving the stopped compressor 21. Therefore, the second threshold temperature is set at a temperature higher than the first threshold temperature. When considering the process in which the evaporator 26 cools in accordance with the drive of the compressor 21, it has hysteresis. Since it is configured with such hysteresis, the compressor 21 can be reliably stopped when the temperature of the evaporator 26 decreases from the second threshold temperature side to the first threshold temperature side. When the temperature of the evaporator 26 rises from the temperature side to the second threshold temperature side, the compressor 21 can be reliably operated.

  The first threshold temperature can be a temperature set so that frost does not occur in the evaporator 26. As described above, frost is a phenomenon in which freezing and frost occur when the temperature of the fins of the evaporator 26 is cooled to 0 ° C. or lower. Therefore, the first threshold temperature is preferably set to 2 to 3 ° C., for example, so that frost does not occur. Such a first threshold temperature is stored in the threshold temperature storage unit 12. The second threshold temperature is preferably set to be several degrees (for example, 1 to 3 ° C.) higher than the first threshold temperature. Similarly to the first threshold temperature, the second threshold temperature may be stored in the threshold temperature storage unit 12 in advance, or may be calculated and calculated from the first threshold temperature each time.

  The switching cycle calculation unit 15 calculates a switching cycle between a stop state in which the operation of the compressor 21 is stopped and an operation state after the operation of the compressor 21 is resumed. Here, as described above, the compressor 21 is stopped when the temperature detected by the thermistor 28 reaches the first threshold temperature, and when the temperature detected by the thermistor 28 reaches the second threshold temperature. The operation resumes. The stopped state corresponds to a state in which the compressor 21 stops operating, and the operating state corresponds to the state in which the compressor 21 restarts and operates. The switching cycle calculation unit 15 calculates a switching cycle between such a stopped state and an operating state. That is, the switching cycle calculation unit 15 calculates a switching cycle between starting and stopping of the compressor 21. The switching cycle may be calculated based on a control signal for controlling the clutch 21A by the compressor operation control unit 11, or may be calculated by detecting the state of the clutch 21A. In FIG. 1, the control signal which controls the clutch 21A from the compressor operation control part 11 is shown in the form transmitted. The switching cycle calculated by the switching cycle calculation unit 15 is transmitted to the switching cycle determination unit 14 described later.

  The switching cycle determination unit 14 determines whether or not the switching cycle is shorter than a preset determination cycle. The predetermined determination period is set in advance as a specific value of the vehicle based on the volume of the passenger compartment, the capacity of the compressor 21, and the like. The switching cycle determination unit 14 determines whether or not the switching cycle calculated by the switching cycle calculation unit 15 is shorter than the determination cycle, and transmits the determination result to the threshold temperature changing unit 13 described later.

  When the switching period is shorter than the determination period, the threshold temperature changing unit 13 temporarily increases the second threshold temperature until a preset time has elapsed. A determination result as to whether or not the switching period is shorter than the determination period is transmitted from the switching period determination unit 14. The threshold temperature changing unit 13 temporarily changes the second threshold temperature higher when a determination result indicating that the switching period is shorter than the determination period is transmitted from the switching period determining unit 14. The change amount at this time may be set in advance as a constant value. As such an amount of change, for example, it can be set to about 10 ° C. Also, such a change amount may be set based on the set temperature and air volume of the air conditioner.

  The threshold temperature changing unit 13 temporarily changes the second threshold temperature until the preset time elapses. For example, about 2 to 3 minutes is preferable. Such a time is counted by a timer function of the threshold temperature changing unit 13. When the counting result reaches a preset time, the threshold temperature changing unit 13 changes the second threshold temperature changed higher to the original temperature again (returns to the second threshold temperature before the change). The time temporarily changed as described above (in the above case, “about 2 to 3 minutes”) is an example, and it is preferable to determine the time according to the vehicle type, for example.

  In the present embodiment, the threshold temperature changing unit 13 temporarily increases the first threshold temperature together with the second threshold temperature. The change amount for changing the first threshold temperature higher can be the same as the change amount of the second threshold temperature described above, or can be determined separately. In such a case, the first threshold temperature is also temporarily changed in the same manner as the second threshold temperature. Therefore, the threshold temperature changing unit 13 counts with the timer function of the threshold temperature changing unit 13, and when the count result reaches a preset time, the threshold temperature changing unit 13 sets the increased second threshold temperature to the original value. Change to temperature again. The air conditioner control device 100 is configured to have such a functional unit.

2. Operation of Air Conditioner Control Device FIG. 2 shows a time chart showing an outline of the operation of the air conditioner control device 100. (A) shows a change in the first threshold temperature. (B) shows the change in the passenger compartment temperature. (C) shows a change in cooling load. (D) shows changes in the evaporator temperature. (E) shows the operating status of the radiator fan 23. It is assumed that the horizontal axis of (a)-(e) is a time axis, and control of the air conditioner by the air conditioner control device 100 is started at time t0.

  The first threshold temperature shown in (a) is stored in the threshold temperature storage unit 12. The first threshold temperature in the present embodiment is defined as a constant value as shown at time t0-time t9. The compressor operation control unit 11 refers to the first threshold temperature stored in the threshold temperature storage unit 12 and controls the clutch 21A of the compressor 21 until the detection result of the thermistor 28 reaches the first threshold temperature. To the drive state. Since the compressor 21 is driven at time t0 by the compressor operation control unit 11, the cabin temperature decreases between time t0 and time t3 as shown in (b). Here, the driving of the compressor 21 and the operation (ON) of the radiator fan 23 are linked, and the stop of the compressor 21 and the operation (OFF) of the radiator fan 23 are linked. For this reason, although the time chart concerning the drive and stop of the compressor 21 is not illustrated, it is the same as the operation state of the radiator fan 23 shown in (e).

  Here, (c) shows the cooling load. The cooling load is proportional to the difference between the passenger compartment temperature and the set temperature of the air conditioner. That is, the larger the difference between the cabin temperature and the set temperature of the air conditioner, the heavier the cooling load, and the smaller the difference between the cabin temperature and the set temperature of the air conditioner, the lighter the cooling load. For this reason, the cooling load is reduced as shown in the time t0 to the time t3 in (c) in accordance with the decrease in the passenger compartment temperature shown in (b).

  As shown in (d), as the compressor 21 is driven, the evaporator temperature, that is, the detection result of the thermistor 28 also decreases. Here, in (d), in order to facilitate understanding, the first threshold temperature is indicated by a one-dot chain line, and the second threshold temperature higher than the first threshold temperature by a predetermined temperature is indicated by a two-dot chain line. When the evaporator temperature reaches the first threshold temperature, the compressor operation control unit 11 controls the clutch 21A to stop the compressor 21 (time t1). When the compressor 21 is stopped, the temperature of the evaporator 26 increases (time t1-time t2).

  When the evaporator temperature reaches the second threshold temperature, the compressor operation control unit 11 resumes driving of the compressor 21 (time t2−time t3). Here, in such a state, as shown in (c), since the cooling load is gradually reduced, the evaporator 26 is easily cooled, and the evaporator temperature quickly reaches the first threshold temperature. For this reason, the state which repeats operation | movement and a stop of the compressor 21 continues (time t3-time t9). Here, the amount of fuel consumed by the compressor 21 increases at the time of startup than in the steady state. For this reason, the state of repeating such operation and stop is not preferable for reducing fuel consumption because the amount of fuel consumed by the compressor 21 increases. Further, the operation sound of the clutch 21A is also annoying for the passenger.

  Further, since the radiator fan 23 shown in (e) operates while the compressor 21 is driven, the radiator fan 23 is repeatedly operated and stopped (time t1 to time t9). For this reason, as with the compressor 21, the amount of fuel consumption increases.

  When the operating state, the stopped state, and the switching cycle of the compressor 21 are shorter than the preset determination cycle, as shown in time t9 to time t14 in (a), the second threshold temperature is high. Changed to This change is returned to the original second threshold temperature after a predetermined time has elapsed (after reaching time t14). In addition to the second temperature threshold, the first threshold temperature is also changed to a high value between time t9 and time t14.

  Thereby, as shown in (d), between the time t9 and the time t14, the compressor 21 has the first threshold temperature and the second threshold temperature after the change, which are higher than the initial first threshold temperature and the second threshold temperature. Is controlled. As a result, the cabin temperature rises as shown in (b), and the cooling load is reduced as shown in (e). For this reason, the evaporator 26 is difficult to cool while the compressor 21 is being driven, and is easily warmed while the compressor 21 is stopped, so that the switching cycle between the operating state and the stopped state of the compressor 21 becomes longer. Accordingly, since the number of times of starting the compressor 21 is reduced, it is possible to reduce the fuel consumption. In addition, since the number of times of control of the clutch 21A is reduced, it is possible to reduce the feeling that the occupant feels harsh. Furthermore, since the number of times the radiator fan 23 is started is reduced, the amount of fuel consumption can be reduced.

  As described above, according to the air conditioner control device 100, the operation and stop of the compressor 21 can be effectively controlled only by the thermistor 28 for detecting the evaporator temperature provided for preventing the evaporator 26 from being frosted. For this reason, since a plurality of sensors are not used, it is effective in terms of cost and productivity. Further, when the switching cycle between the stopped state and the operating state of the compressor 21 is shortened, the second threshold temperature is temporarily increased, so that the cooling load that has become too light can be increased. For this reason, it is possible to lengthen the time until the evaporator 26 cools in the stopped state of the compressor 21 and the time until the evaporator 26 warms in the operating state of the compressor 21. Therefore, since the switching cycle between the stopped state and the operating state of the compressor 21 becomes long, the number of times the compressor 21 and the radiator fan 23 are activated can be reduced. This makes it possible to keep fuel consumption low when using the air conditioner (particularly in a state where the cooling load is light). For example, when the power source of the compressor 21 is connected and disconnected by the clutch 21A, the operation sound of the clutch 21A can also be reduced. Also, the second threshold temperature is raised only for a preset time, and after the time has elapsed, the second threshold temperature is returned to the original temperature, so that the cooling performance does not deteriorate significantly. Therefore, a comfortable space can be continuously provided to the user. Such air conditioner control by the air conditioner control device 100 is particularly effective in an inexpensive air conditioner (for example, a manual air conditioner).

[Other Embodiments]
In the above embodiment, the drive system 3 is configured to include the engine 31 and the compressor 21 is driven by the engine 31. However, the scope of application of the present invention is not limited to this. When the drive system 3 includes a motor, it is naturally possible to drive the compressor 21 with the motor. Therefore, the present invention can be applied to a hybrid vehicle, an electric vehicle, and the like.

  In the above embodiment, the first threshold temperature is described as a temperature set so that frost does not occur in the evaporator 26. However, the scope of application of the present invention is not limited to this. For example, the first threshold temperature may be set based on the outside air temperature or the room temperature, or may be set based on the detection result of the thermistor 28 before the compressor 21 is first driven. Furthermore, it is naturally possible to set the air conditioner based on the set temperature and air volume of the air conditioner set by the passenger.

  In the above embodiment, the threshold temperature changing unit 13 has been described as temporarily increasing the first threshold temperature and the second threshold temperature until a preset time elapses when the switching period is shorter than the determination threshold. . For example, when the switching period is shorter than the determination threshold, the threshold temperature changing unit 13 can temporarily increase only the second threshold temperature until a preset time elapses. In such a case, the temperature difference between the first threshold temperature and the second threshold temperature can be made larger than before the change, so that the time from when the operation of the compressor 21 is stopped until it is driven, and the compressor 21 is driven. The time from stopping to stopping can be lengthened. Therefore, since the switching cycle between the operating state and the stopped state of the compressor 21 can be lengthened, it is possible to reduce the fuel consumption. Moreover, since the frequency | count of control of the clutch 21A can also be reduced, a passenger | crew is rarely disturbed. Furthermore, since the number of activations of the radiator fan 23 can be reduced, it is possible to contribute to a reduction in fuel consumption.

  In the above embodiment, it has been described that the condenser 22 is shared with the radiator, and the condenser fan 23 is shared with the radiator fan. However, the scope of application of the present invention is not limited to this. Of course, the condenser 22 and the radiator may be configured separately, and the condenser fan 23 and the radiator fan may be configured separately.

  In the above embodiment, an example in which the air conditioner control device 100 is provided in a vehicle has been described. However, the scope of application of the present invention is not limited to this. Of course, it can be applied to control of an air conditioner provided in a building or the like.

  In the said embodiment, the schematic structure of the control system 1 which the air-conditioner control apparatus 100 has in FIG. 1 was shown with the block diagram. Naturally, the control system 1 can be configured by a computer, for example. Naturally, the control system 1 can be a program used in a computer. In such a case, the control system 1 stops the operation of the compressor 21 when the temperature detected by the thermistor 28 reaches a preset first threshold temperature, and the first threshold temperature is changed from the first threshold temperature. The compressor operation control function for resuming the operation of the compressor 21 when the second threshold temperature higher than the second threshold temperature is reached, and the switching cycle between the stop state for stopping the operation of the compressor 21 and the operation state after the operation of the compressor 21 is resumed are calculated. A switching cycle calculation function, a switching cycle determination function that determines whether the switching cycle is shorter than a preset determination cycle, and a second threshold temperature that is preset when the switching cycle is shorter than the determination cycle It is possible to provide a program for an air conditioner control device having a threshold temperature changing function for temporarily increasing until a predetermined time has elapsed.

  In the above embodiment, the temperature, time, and the like have been described with numerical values. However, the scope of application of the present invention is not limited to this. For example, it is naturally possible to set other temperatures and times.

  INDUSTRIAL APPLICABILITY The present invention can be used for an air conditioner control device that includes an evaporator that is supplied with a refrigerant that has been compressed and liquefied by a compressor, and a thermistor that is disposed on the downstream side of the evaporator.

11: Compressor operation control unit 13: Threshold temperature changing unit 14: Switching cycle determining unit 15: Switching cycle calculating unit 21: Compressor 26: Evaporator 28: Thermistor 100: Air conditioner control device

Claims (1)

An air conditioner control apparatus comprising: an evaporator to which a refrigerant compressed and liquefied by a compressor is supplied; and a thermistor disposed downstream of the evaporator,
When the temperature detected by the thermistor reaches a preset first threshold temperature, the operation of the compressor is stopped, and the second threshold temperature higher than the first threshold temperature is reached from the first threshold temperature. A compressor operation control unit that resumes the operation of the compressor when
A switching period calculation unit that calculates a switching period between a stop state in which the operation of the compressor is stopped and an operation state after the operation of the compressor is resumed;
A switching cycle determination unit that determines whether or not the switching cycle is shorter than a predetermined determination cycle;
A threshold temperature changing unit that temporarily increases the first threshold temperature and the second threshold temperature by a predetermined amount until a preset time elapses when the switching period is shorter than the determination period;
An air conditioner control device comprising:

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