JPS6249208B2 - - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION [Technical Field of the Invention] The present invention relates to a heating and cooling system for a vehicle such as a bus.

[Background technology and its problems]

A sub-engine for operating the compressor of a refrigerator equipped with a cooling air cooler, a heating air heater that uses cooling hot water from the main engine, and a conditioned air system that sends air through an air cooler or air heater. a transmission mechanism that connects the subengine and the conditioned air blower via a clutch in a disconnectable manner so as to drive the blower, and the conditioned air blower and the subengine;
2. Description of the Related Art A vehicle cooling/heating system including an electric motor connected to a conditioned air blower for driving the conditioned air blower is known, for example, as shown in Japanese Utility Model Publication No. 58-55056.

In this known vehicle air conditioning system, as will be described in detail later, during cooling operation, the conditioned air blower is driven only by the sub-engine, and therefore the amount of air blown is large. For this reason, for example, in the middle of spring and autumn, the air conditioning may be too strong, but the cooling capacity cannot be lowered below that level. However, during this interim period, there is a problem in that the air conditioner cannot be turned off in vehicles without windows or in cases where a weak air conditioner is desired.

On the other hand, known vehicle air conditioning systems have problems in that during heating operation when the outside temperature is low, it takes time for heating to start up, and a large amount of fuel is consumed due to the long warm-up operation of the large main engine.

[Purpose of the invention]

The present invention was made in view of the above-mentioned problems.
The purpose is to provide a vehicle air-conditioning system that can perform more fine-grained and wider air volume adjustment during heating and cooling than conventional vehicle air-conditioning systems, and that can perform both weak cooling and strong warm-up operations. It is in.

[Summary of the invention]

The vehicle air conditioning/heating system of the present invention has the above-mentioned known configuration, and is provided with a clutch that can cut off the transmission of power from the sub-engine to the compressor, and which engages this clutch during cooling operation and closes this clutch during heating operation. Install a heating/cooling switching device that shuts off the air.
Further, an air volume changing device is provided to switch the operation of the sub-engine and the electric motor, and the clutch of the transmission mechanism from the sub-engine to the conditioned air blower is engaged only when the air volume changing device is switched to the sub-engine side. It is characterized by being equipped with a device.

In addition, according to the combined invention, a temperature sensor for cooling hot water of the main engine during heating operation and a sub-engine operation contact point closed when the cooling hot water is below a predetermined temperature to operate the sub-engine, A device for operating the blower is provided.

Further, in another combined invention, a device is provided that operates the sub-engine by keeping the sub-engine operating contact closed until a certain period of time has elapsed after the start of the heating operation, and operates the conditioned air blower by the sub-engine.

[Embodiments of the invention]

As shown in Fig. 2, the bus 1 has an air conditioner body 2 mounted under the floor 3, and the air taken in from the return air intake port 4 from the passenger compartment is processed within the air conditioner body 2. conditioned air supply duct 5
Cold air in the summer is blown into the vehicle interior through an air outlet 6 provided on the ceiling, and warm air in the winter is blown into the vehicle interior through an air outlet 7 provided in the floor.

FIG. 1 is a partially sectional plan view of the air conditioner, in which the air conditioner main body 2 includes an air conditioning heat exchanger housing 10, and an air heater 11 inside.
A heat exchanger consisting of an air cooler 12 and an air cooler 12 is provided. Cooling water from, for example, the main engine ME of the bus (FIG. 2) is passed through the air heater 11.
Further, the air cooler 12 is constituted by an evaporator of a refrigeration cycle.

As shown in FIG. 1, the housing 10 has the return air inlet 4 that opens upward on an example of its upper surface, and the return air that enters the housing from the return air inlet 4 is used during heating. is heated by the air heater 11, and is heated by the air cooler 1 during cooling.
2 is cooled by the conditioned air blower 13, and is sent into the conditioned air supply duct 5 and returned to the passenger compartment.

The air conditioner main body 2 includes a refrigerant compressor CM of the refrigeration cycle, a refrigerant condenser CN, and a cooling fan 14.
is installed, compressor CM and fan 14
is connected to the rotating shaft of sub-engine SE, and is driven by sub-engine SE. Above the condenser CN is the engine radiator R.
The condenser CN and the radiator R are cooled by the same fan 14.

A belt 17 driven by an electric motor M is wrapped around a pulley 16 on the input shaft of the conditioned air blower 13, and a pulley 18 on the same input shaft is wrapped around the pulley 16.
A belt 21 is stretched around a pulley 20. Pulley 20 is connected to pulley 23 via an electromagnetic clutch 22 and a shaft 24. On the other hand, a belt 26 is stretched between a pulley 25 and a pulley 23 on a shaft connecting the sub-engine SE and the compressor CM. Therefore, when the electromagnetic clutch 22 is released, the blower 13 is driven only by the motor M.
When the electromagnetic clutch 22 is engaged, the blower 13 is driven by the sub-engine SE. Note that 28 is a hot water heater.

The configuration described above is a conventional configuration, and during cooling, the sub-engine SE drives the refrigerant compressor CM to operate the refrigeration cycle, and the electromagnetic clutch 22
is turned on, and the conditioned air blower 13 is driven by the sub-engine SE. Blower 1 in this case
The air volume of No. 3 is 2000m ³ /h or more.

On the other hand, during heating, the sub engine SE is not operated, the electromagnetic clutch 22 is disconnected, the blower 13 is operated by the motor M, and the main engine is connected to the air heater 11.
Pass the ME cooling water through. In this case, the maximum air volume of the blower 13 is about 1500 m ³ /h.

In this way, in the conventional configuration, although the air volume range of the blower 13 during sub-engine operation and the air volume range of the fan 13 due to the electric motor M are provided separately,
Since only the former is used for cooling and only the latter is used for heating, one of the drive sources becomes a dead weight.

Furthermore, in the conventional configuration, when the outside temperature is low, heating takes too long to start up, and the long warm-up operation causes the high-output main engine to consume a lot of fuel, wasting energy and increasing costs.

According to the present invention, the above-mentioned problems of the prior art are solved. In the present invention, detailed air conditioning control is performed using both the air volume ranges during cooling and heating for both air conditioning and heating, and the details thereof will be described below.

According to the present invention, in the configuration shown in FIG. 1, an electromagnetic or hydraulic clutch 30 is interposed between the pulley 25 of the sub-engine SE and the compressor CM. In addition, both clutches 22, 23, electric motor M
etc. are incorporated into a control electrical circuit as shown in FIG.

In Fig. 3, RL1 to RL8 are relay coils, E is a power supply, MSW is a main switch, r1,
r2 is an electric resistance, 32 is an air volume changing clutch having three contacts H, M, and L (strong, medium, and weak), 33 is a cooling selector switch, S is a starter for the sub-engine SE, and 34 is a sub-engine starter controller. ,
35 is a main engine hot water temperature sensor, and 36 is a controller.

Next, the action will be explained.

When the main switch MSW is turned on and the air conditioning/heating selector switch 33 is switched to the cold side to perform cooling, the relay coil RL1 is energized and its contacts are closed, so the clutch 30 is turned on via circuits 40 and 41, and the sub-engine is switched on. SE and compressor CM are connected.

Assuming that the air volume change switch 32 is now switched to the strong contact H, the relay coil RL2 is energized via the contact H and the contact closes.
The clutch 22 is connected, and power can be transmitted to the conditioned air blower 13 via the pulley 25, pulleys 23, 20, and 18 on the output shaft of the sub-engine SE.

On the other hand, relay coil RL is connected via circuits 42 and 43.
3 is energized, its contacts are closed, energizing the sub-engine starter controller 34, and relay coil RL is energized.
4 is energized, its contacts close, and the sub-engine starter S rotates, starting the sub-engine SE.

When the sub-engine SE starts, the sub-engine starter controller 34 is activated by a starting sensor (not shown).
stops starter S rotation, and sub engine SE
continues to rotate at a preset rotation speed. Then, the sub-engine SE drives the compressor CM to start operating the refrigeration cycle, and at the same time operates the conditioned air blower 13. As a result, indoor air is sent through the air cooler 12 to be cooled, and then sent into the room again for cooling. Needless to say, at the same time, the cooling fan 14 is driven by the sub-engine SE to cool the condenser CN and the radiator R. In addition, at this time, relay coil RL
Contact point 8 interrupts the circuit of electric motor M.

When the air volume change switch 32 is switched to the middle contact M or the weak contact L, the power to the clutch 22 is cut off, and the circuit of the electric motor M is switched to the relay coil instead.
Closed by contact RL8. When contact M is closed,
Relay coil RL5 is energized and its contacts are closed, and the current from power supply E flows to motor M only through circuits 45, 46 and resistor r2, so that motor M is operated at medium speed. On the other hand, when the contact L is closed, the relay coil RL6 is energized and the contact is closed, and current flows to the motor M via the resistors r1 and r2, so the motor M is operated at low speed. Therefore, by switching the air volume change switch 32 to the contacts M and L, the blower 13 is rotationally driven by the motor M at medium and low speeds. At medium speed, the air volume of the blower 13 is approximately 1200 m ³ /h, and at low speed, the air volume is approximately
500m ³ /h, and at high speeds driven by the sub-engine SE, the air volume depends on the sub-engine rotation speed.
Approximately 3000m ³ /h at 1200rpm.

As described above, in the present invention, the sub-engine SE
The cooling capacity of the refrigerator operated at a constant rotation speed can be controlled in three stages by changing the air volume of H, M, and L.

In contrast, in the conventional case, the sub-engine
Since the conditioned air blower 13 is operated only by the SE, the minimum air volume cannot be lowered below, for example, around 1800 m ³ /h, and even if the air conditioner is too strong in the middle of spring and autumn, the cooling capacity cannot be lowered. It was very inconvenient.

To perform heating, the air conditioning/heating changeover switch 33 is switched to warm. If the air volume change switch 32 is now in the L position, the motor M is driven at low speed via the resistors r1 and r2. The air volume at this time is approximately 500 m ³ /h as described above. On the other hand, at position M, motor M is driven at medium speed, and as described above, about
An air volume of 1200m ³ /h can be obtained. In addition, at the H position, the relay coil RL2 is energized, its contacts close, and the clutch 22 is engaged, and the relay coil RL2 is
RL7 is energized and its contacts are closed, the sub-engine starter controller 34 is activated, and the relay coil RL4 is energized and the sub-engine starter S is activated.
rotates, the sub-engine SE is operated, and the above-mentioned clutch 22 is engaged, causing the blower 13 to operate at high speed with an air volume of approximately 3000 m ³ /h (sub-engine rotation speed 1200 rpm).
) to be driven. By switching the air conditioning/heating selector switch 33 to warm, the valve controller 50 opens a valve (not shown) that connects the cooling water pipe of the main engine ME to the air heater 11, allowing hot water to flow through the air heater 11. This makes heating possible.

Note that when the air volume change switch 32 is in the M and H positions, the hot water heater 28 (FIG. 1) and the hot water feed pump (not shown) are also operated at the same time.

As mentioned above, three air volume changes of H, M, and L can be obtained also in the case of heating. The large air volume heating operation at the H position has not been possible in the past. This large air volume heating operation is effective in shortening the warm-up operation time in cold weather.

Note that in the above explanation, the sub-engine SE is rotated at a constant speed, but by performing speed conversion in two or more stages, it is possible to obtain even more changes in air volume.

The main engine temperature sensor 35 is the main engine ME temperature sensor.
control when the cooling water temperature is lower than a certain temperature, for example 50℃ (the main engine hot water temperature is about 70℃ under steady operating conditions, and 50℃ is the temperature obtained when the main engine is warmed up after starting). The relay coils RL2 and RL7 are energized through the switch 36 to operate the sub-engine SE, and the clutch 22 is further engaged to cause the blower 13 to be operated at high speed by the sub-engine SE. Thereby, the warm-up operation time is shortened.

When the main engine ME warms up and its cooling water rises in temperature and reaches a predetermined temperature (for example, 50°C), the main engine temperature sensor 35 causes the controller 36 to cut off the excitation of the relay coils RL2 and RL7, and
The SE stops and the clutch 22 is released.

As described above, instead of performing warm-up override operation using the main engine temperature sensor 35 during warm-up when starting the main engine ME, a timer and a warm-up switch (not shown) are provided, and when the warm-up switch is turned on, the timer activates the warm-up. Even if time counting is started, the sub-engine SE is operated at the same time and the clutch 22 is engaged, and the timer counts up, the sub-engine SE is stopped and the clutch 22 is briefly disengaged. can be shortened.

As described above, according to the present invention, cooling capacity can be controlled more precisely than in the conventional case. In conventional vehicle air conditioning systems, the conditioned air blower is driven only by the sub-engine, so it is necessary to maximize the capacity of the sub-engine at maximum rotation, so we focused on increasing the rotation as much as possible and increasing the air volume as much as possible. , which naturally allows a relatively large amount of airflow even when the sub-engine is running at low speeds. However, in the middle of spring and autumn, this relatively large air volume makes the air conditioner too effective. However, if you put it in unload mode, which has less capacity, the cooling capacity is insufficient and the inside of the car becomes too hot.

On the other hand, according to the present invention, it is possible to switch the conditioned air blower to be driven by an electric motor that is conventionally used for heating, separately from the sub-engine, so that the conditioned air blower can be driven at a lower speed. This makes it possible to keep the temperature inside the vehicle at an appropriate temperature even during the intermediate periods described above.

Figure 4 shows the relationship between the air volume and cooling capacity of the conditioned air blower. In the figure, the solid line OB represents the characteristics when the conditioned air blower 13 is rotated by the sub engine SE, and the dashed line represents the characteristic when the conditioned air blower 13 is rotated by the sub engine SE. The broken line shows the characteristics when the engine is unloaded, and the sub-engine rotation is maintained at 1000 rpm, and the conditioned air blower 13 is driven by an electric motor. Points L, M, and H in the same figure are
Contact points L, M, and H of the air volume change switch shown in Figure 3
These points correspond to weak, medium, and strong air volumes, respectively. If the L point is further moved to the smaller amount side, frost will form on the air cooler (evaporator) 12 and the ventilation path will be cut off, making it impossible to use an air volume below the L point.

In conventional vehicle air conditioning and heating systems, operation was forced at either point H or point A during the intermediate period, but in the present invention, points M and L exist between point H and point A. Provides comfortable cooling. Note that instead of providing two points, M point and L point, it is also possible to switch one point or three or more points.

FIG. 5 shows the relationship between the air volume and heating capacity of the conditioned air blower. In the figure, L, M, and H are points corresponding to weak, medium, and strong air flow rates when the contacts L, M, and H shown in FIG. 3 are closed. Conventionally, the maximum value of the heating capacity was M, but according to the present invention, the maximum value is H, making it possible to improve the capacity by about 1.67 times compared to the conventional case.

FIG. 6 shows the room temperature rise characteristics during warm-up operation.
Curve a represents the outlet water temperature of the air heater 11, b represents the temperature of the main engine cooling hot water, and c represents the vehicle interior temperature.
d indicates the vehicle interior temperature in the case of warm-up operation according to the present invention. In winter, the cooling water temperature is low when the main engine is started, and the difference in air-water temperature in the air heater 11 is extremely small. is obtained.

〔Effect of the invention〕

With the present invention, it is possible to obtain a weaker air volume than in the conventional case, and to perform comfortable cooling even in the middle of spring and autumn.
Furthermore, since it is not necessary to operate a large-displacement main engine for a long time to start up heating, it is possible to start up heating in winter better than before, thereby saving fuel.

[Brief explanation of the drawing]

FIG. 1 is a partially sectional plan view of a main part of a vehicle cooling system according to the present invention, FIG. 2 is a side view of a bus equipped with a heating and cooling system, and FIG. 3 is a control of the vehicle cooling and heating system according to the present invention. A diagram showing the circuit, FIG. 4 is a diagram showing the relationship between air volume and cooling capacity, comparing the conventional case and the case of the present invention, and FIG. 5 is a diagram showing the increase in heating capacity in the present invention. FIG. 6 is a diagram showing the improvement in heating start-up characteristics according to the present invention. ME...Main engine, SE...Sub engine,
CM... Refrigerant compressor, CN... Refrigerant condenser, M... Electric motor, S... Sub-engine starter, 2... Air conditioner body, 4... Return air inlet, 5... Conditioned air supply duct, 11... Air heater, 12... Air cooler (refrigerant evaporator), 13... Conditioned air blower, 1
4...Cooling fan, 22...Electromagnetic clutch, 30...
Clutch, RL1 to RL8...Relay coil, MSW
...Main switch, 32...Air volume change switch, 3
3...Air conditioning/heating selector switch, 34...Sub engine starter controller, 35...Main engine hot water temperature sensor.

Claims (1)

[Claims] 1. A sub-engine for operating a compressor of a refrigerator equipped with a cooling air cooler, a heating air heater using cooling hot water from the main engine, and an air cooler or air heater. a transmission mechanism that connects the subengine and the conditioned air blower via a clutch in a separable manner so that the conditioned air blower is driven by the subengine; and a drive mechanism for the conditioned air blower. In a vehicle cooling/heating system equipped with an electric motor connected to the blower, a clutch is provided that can cut off the transmission of power from the sub-engine to the compressor, and the clutch is engaged during cooling operation. An air conditioning/heating switching device is provided that disengages this clutch during heating operation, and an air volume changing device that switches between the operation of the sub-engine and the electric motor is installed. 1. An air-conditioning and heating system characterized by comprising a device for closing a clutch of the transmission mechanism from the engine to the conditioned air blower. 2. The air conditioning/heating device for a vehicle according to claim 1, wherein the air conditioning/heating switching device comprises a changeover switch having a cooling contact and a heating contact, and a clutch closing relay coil connected to the cooling contact. 3. The air volume changing device includes an air volume changing switch having an electric motor operating contact and a sub-engine operating contact, a sub-engine operating relay coil connected to the sub-engine operating contact, and a clutch engagement relay of a transmission mechanism connected to the sub-engine operating contact. A vehicle cooling/heating device according to claim 1 or 2, comprising a coil. 4. A sub-engine for operating the compressor of a refrigerator equipped with a cooling air cooler, a heating air heater that uses cooling hot water from the main engine, and a conditioned air system that sends air through an air cooler or an air heater. a transmission mechanism that connects the subengine and the conditioned air blower via a clutch in a disconnectable manner so that the conditioned air blower is driven by the subengine; In a vehicle air conditioning/heating system equipped with a connected electric motor, a clutch is provided that can cut off the transmission of power from the sub-engine to the compressor, and the clutch is engaged during cooling operation and is closed during heating operation. A cooling/heating switching device is installed to switch between heating and cooling, and an air volume changing device is installed to switch between the operation of the sub-engine and the electric motor.Only when the air volume changing device is switched to the sub-engine side, the conditioned air blower is activated from the sub-engine. a device for engaging the clutch of the transmission mechanism, and
A temperature sensor for cooling hot water of the main engine during heating operation, and a device that closes the sub-engine operating contact to operate the sub-engine when the hot cooling water is below a predetermined temperature, and operates a conditioned air blower by the sub-engine. A heating and cooling system characterized by the following: 5 A sub-engine for operating the compressor of a refrigerator equipped with a cooling air cooler, a heating air heater that uses cooling hot water from the main engine, and a conditioned air system that sends air through an air cooler or an air heater. a transmission mechanism that connects the subengine and the conditioned air blower via a clutch in a disconnectable manner so that the conditioned air blower is driven by the subengine; In a vehicle air conditioning/heating system equipped with a connected electric motor, a clutch is provided that can cut off the transmission of power from the sub-engine to the compressor, and the clutch is engaged during cooling operation and is closed during heating operation. A cooling/heating switching device is installed to switch between heating and cooling, and an air volume changing device is installed to switch between the operation of the sub-engine and the electric motor.Only when the air volume changing device is switched to the sub-engine side, the conditioned air blower is activated from the sub-engine. a device for engaging the clutch of the transmission mechanism, and
A heating and cooling system characterized by being provided with a device that drives a sub-engine by keeping a sub-engine operating contact closed until a certain period of time has elapsed after the start of heating operation, and operates a conditioned air blower by the sub-engine.