JPH0332403Y2 - - Google Patents

Description

[Detailed Description of the Invention] [Industrial Application Field] The present invention relates to an air conditioning control device applied to vehicles such as bus air conditioners, car air conditioners, and truck air conditioners.

[Conventional technology]

FIG. 7 is a system configuration diagram of a conventional vehicle air conditioning control device, and FIG. 8 is a circuit configuration diagram thereof.

In addition, the same device was published in May 1981 as "Mitsubishi Fuso Large Bus Auto Air Conditioner Dayoner BS711D".
"Maintenance Manual" published by Mitsubishi Motors Sales Co., Ltd. and Mitsubishi Heavy Industries, Ltd.

This device is divided into four parts according to function. Namely, there is a hot water system mainly based on the vehicle engine (hereinafter referred to as the main engine) 1, a cooling system mainly based on the cooler engine (hereinafter referred to as the sub-engine) 2, a wind system mainly consisting of the fan 3, and the like. It consists of a control system not shown. Now, when the battery switch 4 is turned on, the controller (temperature control device) 6 is energized from the battery 5. Here, when the operation key switch 7 is switched to the cooling mode "cold", the cooling relay 8 is activated, and its contacts 8a and 8b are activated. Note that this contact 8a is a contact input to the controller 6. When the contact 8b is closed and the starter switch 9 is turned on, the starter relay 10 is activated, the contact 10a is closed, the starter motor 11 is activated, and the sub-engine 2 for driving the compressor 12 is started. Also, set the engine speed changeover switch 13 to any position (L, M, H). here,
When set to the "M" position, the control solenoid 14 operates the control lever (not shown) of the sub-engine 2 to the engine M rotation position.
Furthermore, when the fan clutch coil 15 is excited, the power of the sub-engine 2 is transmitted to the propeller shaft 19 via the pulley 16, V-belt 17, and pulley 18. A pulley 20 is attached to this propeller shaft 19, so the V-belt 2
1. The fan 3 rotates via the pulley 22.
When the driving key switch 7 is set to the cooling mode "Cool", the outside air temperature is usually high in summer, and the temperature inside the car detected by the indoor sensor 23 is higher than the temperature set by the set temperature volume 24, so the controller 6 is set to the clutch relay. Output 25 causes its contact 2
5a actuates the compressor clutch 26. The power of the sub-engine 2 is provided by a pulley 27, a V-belt 27a, a pulley 28, and a compressor clutch 2.
6 to the compressor 12.

Thereafter, the refrigeration cycle starts as follows.
When the compressor 12 operates, the refrigerant is discharged from its discharge port, passes through the receiver 29, is condensed in the condenser 30, is adiabatically expanded by the expansion valve 31, and then evaporates in the evaporator 32, so that the refrigerant is transferred to the fan 3. The outside air inlet 33a
When the air sucked through the evaporator 32 (or the inside air inlet 33b) passes through the evaporator 32, it undergoes heat exchange (cooling) to cool the air. 33c is a motor for an inside/outside air switching damper. The refrigerant heat exchanged with the wind that passed through the evaporator 32 is the evaporator 3
2, is sucked in through the suction port of the compressor 12, is compressed again, and is discharged from the discharge port. Further, when the engine rotation selector switch 13 is set to the "H" position, the control solenoid 34 is energized, the rotation speed of the sub-engine 2 increases, and therefore the rotation speed of the compressor 12 increases. Therefore, the cooling capacity of the evaporator 32 (ability to cool the air passing through the evaporator 32) increases. Also, the rotation of sub-engine 2 increases,
As the rotation of the fan 3 increases, the ability to cool the interior of the vehicle (cooling ability) increases as a result. In addition,
35 is a radiator that cools the cooling water of the sub-engine 2. The stop solenoid 36 is activated when the sub-engine stop switch 37 is turned on, and stops the sub-engine 2.

On the other hand, the case of winter when the outside air temperature is extremely low will be explained. Set the operation key switch 7 to heating mode "Warm". When the heating relay 38 is activated, its contact 38a is activated, and the other contact 38b is activated to switch the fan motor changeover switch 3.
9 to the fan motor 4 via resistors 40 and 41.
2, energization is performed. Further, by inputting the contact point 38a to the controller 6, the controller 6 drives the hot water valve motor 43 and opens the hot water valve 44. A potentiometer 45 detects the opening degree of the hot water valve in conjunction with the hot water valve 44 and the hot water valve motor 43.
is installed.

The heating action of the heater 46 will be explained below. The hot water for cooling the main engine 1 is supplied by the water pump 47.
The water is pumped by the engine, warmed by the preheater 48, passes through the hot water valve 44, flows to the heater 46, and returns to the main engine 1 again. In addition, 47
A is a radiator that cools the cooling water of the main engine 1. Now, turn on the fan motor changeover switch 39.
When is in the "H" position, the fan motor 48 rotates at high speed without passing through the resistors 40 and 41, and its power is transmitted to the fan 3 via the propeller shaft 19, and the heat of the heater core 46 is transferred from the duct 49 to the fan 3. Transmitted to inside the car. The fan changeover switch 39 is set to “L”,
In the case of "M", the resistors are 40 and 41, respectively, and
Since the fan motor 42 is energized via the resistor 41, its capacity is smaller than that of the fan "H". At this time, the fan clutch 15 is in the OFF state and is therefore separated from the sub-engine 2.

Next, a description will be given of the intermediate period when the outside air temperature is relatively warm. Set the operation key switch 7 to the dehumidification mode "removal" position. Then diode 5
Relays 8 and 38 are energized via terminals 0 and 51.
The operation at this time is a combination of the above-mentioned "cooling" and "heating"; the air cooled by the evaporator 32 is reheated by the heater 46, and is discharged into the vehicle via the duct 49 by the fan 3. In addition, 52 is a blowout temperature sensor that detects the temperature of the air flowing out from the duct 49, and rotates the vertical switching motors 53a, 53b in relation to the indoor sensor 23, thereby causing the damper 54 to rotate.
a, 54b, and the ceiling air outlets 55a, 55b or the floor air outlets 56a, 56b are switched. In addition,
During dehumidification, the relay 57 operates, and its contact 57b prevents the fan motor 42 from rotating and the sub-engine 2
The fan 3 is controlled by driving.

By the way, the protection device for the sub-engine 2 and the compressor 12 is as follows.
The protective devices include a frost thermostat 58, a low pressure switch 59, a blowout thermostat 60, and an outside temperature guarantee thermostat 6.
1. A hydraulic switch 62 and a water temperature switch 63 are connected, and there are those that stop the compressor 12 when activated, and those that have the function of stopping both the compressor 12 and the sub-engine 2. The frost thermometer 58 detects the temperature of the fins of the evaporator 32, and if the temperature of the fins is abnormally low, the frost thermometer 58 contacts are opened, the clutch relay 25 is turned OFF, and the contact 2 is turned off.
5a and releases the clutch 26. The low pressure switch 59 is activated when the suction pressure is abnormally low, and opens the clutch 26 in the same way as the frost thermometer 58. This low pressure switch 5
9 is an example, the setting value is OFF point 1.8Kg/
cm ² G, there is hysteresis at the ON point of 3.4 Kg/cm ² G, and when converted to temperature when refrigerant R12 is used, it turns OFF at -3°C and turns ON at +11°C. This actually occurs when the outside temperature changes suddenly, causing the low pressure to drop due to the temperature.
This results in the compressor 12 being turned off.
The blowout thermometer 60 operates when the blowout temperature is abnormally low, for example, at 6.5°C OFF and 10°C ON. The frost thermostat 58, low pressure switch 59, and blowout thermostat 60 all function to prevent the evaporator 32 from frosting. The external temperature guarantee thermometer 61 is a pressure switch that operates when ^the pressure of the refrigerant liquid is abnormally low.
If the refrigerant is R12, the compressor 12 will be turned off when the outside temperature is 10°C.

On the other hand, the protection devices for the sub-engine 2 are a hydraulic switch 62 and a water temperature switch 63. The hydraulic switch 62 operates when the hydraulic pressure is, for example, 0.5 kg/cm ² or less, energizes the stop solenoid 36 and the stop relay 64, and turns off the clutch 26 and the compressor 12 through its contact 64a. Sub engine 2 has stop solenoid 36
Stops due to The water temperature switch 63 is used to stop the sub-engine 2 and the compressor 12 to prevent burnout of the sub-engine 2 when the engine water temperature is abnormally high, for example, 110° C., and its operation is the same as that of the oil pressure switch 62.

Other protective devices for the sub-engine 2 and compressor 12 include a low-pressure switch and a high-pressure switch (not shown). This low pressure switch operates at a pressure of 0.5 kg/cm ² G (equivalent to -20°C with refrigerant R12) and returns at 1.4 kg/cm ² G (-7°C with refrigerant R12), and is designed to prevent refrigerant gas leakage. It is used for purposes. Also, the high pressure switch may cause abnormally high pressure (for example, 22.8
Kg/cm ² G and returns to 18.8 Kg/cm ² G), the sub-engine 2 and compressor 12 are stopped.

[Problem to be solved by the invention] However, in the above device, when the dehumidification mode is selected and the outside air temperature changes from, for example, about -5°C to +20°C, the protection device of the compressor 12 is activated due to the outside air temperature. It works, and sub engine 2
ON, the compressor 12 becomes OFF, and even though the compressor 12 is OFF, the sub-engine 2 turns ON and the air volume is large (the air volume is larger in the sub-engine Lo operation than in the fan motor Hi operation). This makes it impossible to control the blowout temperature. As a result, optimal temperature control cannot be achieved, resulting in discomfort for the occupants.

SUMMARY OF THE INVENTION Therefore, an object of the present invention is to provide an air conditioning control device that can stop the operation of the sub-engine when the compressor does not operate, and can also switch to fan motor operation to easily control the air outlet temperature.

[Means for solving problems]

The present invention is characterized by taking the following measures in order to solve the above problems and achieve the objectives. That is, a cooler engine control means is provided with an outside air sensor that detects the outside air temperature, and performs operation stop control of the cooler engine according to the temperature detected by the outside air sensor when the cooler engine is driven;
The present invention is characterized by comprising an air volume adjusting means for operating a fan motor to adjust the air volume when the cooler engine is stopped by the cooler engine control means.

[Effect]

By taking such measures, the outside air temperature is detected by the outside air sensor, and when the compressor is stopped, the sub-engine is also stopped, thereby controlling the air volume of the fan motor.

〔Example〕

An embodiment of the present invention will be described below with reference to the drawings.

FIG. 1 is a configuration diagram of an air conditioning control device, and FIG. 2 is a circuit configuration diagram thereof. Note that the same parts as in FIG. 7 are given the same reference numerals. That is, a water pump 47 and a preheater 48 are connected to the main engine 1, and a heater 46 is further connected to the main engine 1 via a hot water valve 44.
is connected to supply hot water for cooling. 47a is a radiator that cools the cooling water of the main engine 1. Further, the structure is such that the power of the sub-engine (cooler engine) 2 is transmitted to the propeller shaft 19 via the pulley 16, V-belt 17, and pulley 18, and further,
A fan 3 is connected to the propeller shaft 19 via a pulley 20, a V-belt 21, and a pulley 22. Furthermore, the power of the sub-engine 2 is transmitted to the compressor 12 via a pulley 27, a V-belt 27a, a pulley 28, and a compressor clutch. Further, an evaporator 32 is provided adjacent to the heater 46, to which a condenser 30 is connected via an expansion valve 31, and further connected to the compressor 12 via a receiver 29. 35 is a radiator that cools the cooling water of the sub-engine 1.

The inlet side of the duct 49 has an outside air inlet 33a and an inside air inlet 33b, which can be switched by an inside/outside air switching damper motor 33c. On the other hand, the exit side has ceiling air outlets 55a, 55b, floor air outlets 56a, 56b, and a vertical switching motor 53a,
The dampers 54a and 54b can be rotated and switched by the damper 53b.

Next, the circuit configuration will be explained with reference to FIG. Reference numeral 100 denotes a controller, and power is supplied to the controller 100 from a battery 102 via a battery switch 101. The controller 100 includes each relay 1
03 to 111 are connected, and these relays 103 to
111 are commonly connected to the battery 102 via the battery switch 101. In addition, the battery 102 includes each relay 103, 104, 107, 1
Contact points 103a of 08, 109, 110, 111,
104a, 107a, 108a, 109a, 11
Clutch 11 via 0a and 111a, respectively.
2, fan motor 48, fan clutch 113,
Starter relay 114, control solenoids 115 and 116, stop solenoid 117
is connected to the starter motor 1 via the starter relay 114 and its contacts 114a.
18 are connected. 119 is a hot water valve motor, and 120 is an inside/outside air switching damper motor.

The controller 100 also includes a dehumidifying switch 1.
21, an operation key switch 122 is connected, and an indoor sensor 123, a blowout sensor 124, and an outside air sensor 125 are also connected, as well as a set temperature volume 126 and a hot water valve potentiometer 12.
7. Potentiometer 128 is connected.
129 is a rotation speed detection sensor. Furthermore, a frost thermostat 130, a low pressure switch 131, a blowout thermostat 132, an oil pressure switch 133, and a water temperature switch 134 are connected to the controller 100.

In addition, 105a and 106a are each relay 105,
106 is a contact point, and 135 and 136 are resistors.

The specific functions are explained as follows.

The operation key switch 122 is a switch that starts the operation of the air conditioner. The indoor sensor 123 is an object to be controlled so that the temperature reaches the set temperature of the set temperature volume 126. The blowout sensor 124 detects the temperature of the blowout that has passed through the evaporator 32 and the heater 46. The outside air sensor 152 detects outside air temperature. The hot water valve potentiometer 127 detects the position of the hot water valve motor 119, and the potentiometer 128 detects the position of the internal/external air motor 41c. The rotation speed detection sensor 129 is related to automatic starting and stopping of the sub-engine 2. The frost thermometer 130 detects the temperature of the fins of the evaporator 32, and if the temperature of the fins is abnormally low, the frost thermometer 130 detects the temperature of the fins of the evaporator 32.
Open the 0 contact and connect the clutch relay 103.
OFF, the contact 130a is turned OFF, and the clutch 112 is released. Low pressure switch 13
1 operates when the suction pressure is abnormally low and opens the clutch 112 like the frost thermometer 130. As an example, the low pressure switch 131 mentioned above has a setting value of 1.8 kg/cm ² G, OFF point, and ON.
There is hysteresis like 3.4Kg/cm ² G at the point,
When using refrigerant R12, the temperature is -3℃
It turns OFF at , and turns ON at +11℃. This actually occurs when the outside temperature suddenly changes, and the low pressure decreases due to the temperature, resulting in the compressor 12 being turned on and off. If the blowout temperature is abnormally low, the blowout thermometer 132 will be set to 6.5, for example.
It operates at ℃OFF and 10℃ON. In addition,
The frost thermostat 130, the low pressure switch 131, and the blowout thermostat 132 all function to prevent the evaporator 32 from frosting. On the other hand, as protection devices for the sub-engine 2, there is an oil pressure switch 133 and a water temperature switch 134. The oil pressure switch 133 is activated when the oil pressure is, for example, 0.5 kg/cm ² or less, and the stop solenoid 117 and the stop relay 11 are activated.
1 is energized, and its contact 111a turns off the clutch 112 and turns off the compressor 12.
The sub-engine 2 is stopped by a stop solenoid 117. Water temperature switch 13
4 is for example 110 when the engine water temperature is abnormally high.
℃ to stop the sub-engine 2 and compressor 12 to prevent burnout of the sub-engine 2, and its operation is the same as that of the hydraulic switch 133.

Next, the effect will be explained.

When the cooling mode is set based on the outside temperature, set temperature, and indoor temperature, the controller 100 turns on the relay 108, closes its contact 108a,
Turn on starter relay 114. The contact 114a of this starter relay 114 is connected to the starter motor 1.
18. Also, turn on relay 107,
The fan clutch 113 is operated by the contact 107a, the sub-engine 2 is operated, and the power is transmitted to the pulley 16, V-belt 17, pulley 18, fan clutch 113, propeller shaft 19, pulley 20, V-belt 21, and pulley 22. The information is transmitted to fan 3 via the computer. Note that the rotation speed of the sub-engine 2 is determined by the ON/OFF combination of the relays 109 and 110 at their contacts 109a and 110a.
Set to "L" rotation when OFF, and contact 11
Control solenoid 116 when 0a is ON
is set to "M" rotation, and contacts 109a,
When both 110a are ON, control solenoids 116 and 115 are energized and set to "H" rotation. Compressor 12 is clutch relay 103
The clutch 112 is actuated by the contact 103a, and the sub-engine 2 is driven via the pulleys 27, 28 and the V-belt. sub engine 2
To stop the motor, the stop relay 111 is activated and the stop solenoid 117 is energized by its contact 111a. In the heating mode, the fan clutch 113 is turned off to disconnect the sub-engine 2, and the fan 3 is rotated by the fan motor 48 via the propeller shaft 19, pulley 20, V-belt 21, and pulley 22. The air volume of the fan motor 48 is switched by a resistor 135,
136, the combination of contacts 104a, 105a, 106a of relays 104, 105, 106 switches between "L", "M" and "H".

When the dehumidification switch 121 is turned on, the fan motor 48 which was in automatic operation is turned off and the sub-engine 2 and compressor 12 are operated to dehumidify. Frost thermostat 130, low pressure switch 131 and blowout thermostat 1
32 functions as a frost prevention thermostat that stops the compressor 12 even if any of these is activated. The oil pressure switch 133 and the water temperature switch 134 are switches that protect the sub-engine 2 when the oil pressure decreases or when the water temperature increases, and the compressor 12 is also stopped at the same time as the sub-engine 2.

Now, when the battery switch 101 is turned on to turn on the power to the controller 100, and then the operation key switch 122 is turned on, the program starts. That is, step S shown in FIG.
1, the program is initialized and the RAM (RANDOM ACCESS
MEMORY (read/write memory) is cleared and various registers are set. Step S
2, the operation key switch 122, the dehumidification switch 121, the frost-related switches 130, 131,
132, oil pressure switch 133, water temperature switch 13
4 and various analog inputs are processed. In step S3, temperature control calculation processing is performed, and the outside temperature,
Arithmetic processing is executed based on the set temperature, indoor temperature, and blowout temperature. Based on the result of step S3, the operation mode is divided into cooling mode, dehumidification mode, and heating mode in step S4, and the operation mode is divided into cooling mode, dehumidification mode, and heating mode, respectively.
Step S6 (dehumidification temperature adjustment calculation process), Step S
7 (heating temperature adjustment calculation process), the calculation process is executed. In step S8, ie, sub-engine operation control, the operation and stop of the sub-engine 2 is controlled. Step S9 controls various outputs including air volume, hot water valve, and compressor. Thereafter, the process moves to step S2, various input processes, and is repeatedly executed.

FIG. 4 is a functional block diagram showing the operations of steps S3 to S7 among the above operations. 200 is data after converting the analog input value of the outside air sensor 125 into digital data. 201, 202, 2
03 is the same as above, each set temperature volume 1
26. This is data after converting the analog input values of the indoor sensor 123 and the blowout sensor 124 into digital values. Proportional (P), integral (I), and differential (D) calculations are performed based on the deviation DT between the set temperature 201 and the indoor sensor 203 and the amount of change in the indoor sensor 202. 204 is a proportional calculation section, 205 is an integral calculation section, and the integral value IDT is calculated as IDT=DT+IDT. 206 is the value Tiφ of the indoor sensor 202 before its change, and the differential value DDT is the differential calculation unit 20
7, it is obtained as DDT=Ti−Tiφ.
After the DDT operation, it is stored again as Ti→Tiφ. On the other hand, the outside air sensor 200 is connected to the outside temperature calculation section 200.
8, it is converted as follows. That is, ASDTS=TA×d/256×e (1). Here, ASDTS is a constant that predicts the cooling and heating load at that time from the temperature detected by the outside air sensor 200. As a result, the external temperature calculation section 208, the proportional calculation section 204, the integral calculation section 205, and the differential calculation section 2
Using the ASDTS, DT, IDT, and DDT obtained in step 07, the temperature control calculation value SDTS is obtained by the following formula.

SDTS=ASDTS+a′×DT+b′×IDT+
e'×DDT+BSDTS'...(2) In this formula, a', b', and c' are the coefficients of each calculation element, and BSDTS of the standard value calculation unit 209 is the standard calculation value,
By setting ASDTS, a', b', c' and BSDTS' to appropriate values, responsiveness and stability of the indoor temperature Ti to the set temperature TS can be obtained. Temperature control calculation value
SDTS is the blowout temperature command value determined by the temperature control calculation unit 210.
It is converted into TDS, and further driven by the hot water valve motor 119 in the hot water valve motor drive determination section 211.
The conversion formula between TDS and SDTS is expressed by the following formula.

TDS _ON = α′×SDTS+B′ ……(3) TDS _OFF = α″×SDTS+B″ ……(4) Here, TDS _ON is the blowout temperature command value when the sub engine is ON, and TDS _OFF is the command value when the sub engine is OFF. This is the blowout temperature command value, and α', β', α'', and β'' are respective coefficients. By setting this coefficient to an appropriate value, it is possible to determine the blowout temperature command value TDS for the temperature control calculation value SDTS. 211 determines whether the hot water valve motor 119 should rotate forward, reverse, or stop based on the difference between the blowout temperature command value TDS and the actual blowout temperature TD.

Figure 5 shows the blowout temperature command value TDS for the temperature control calculation value SDTS, the rotation speed F of the fan motor 48, the rotation speed SB of the sub-engine 2, and the rotation speed SB of the sub-engine 2.
This shows ON/OFF and operation mode M (cooling, dehumidification, heating). Outlet temperature command value TDS
is the blowout temperature command value when sub-engine 2 is turned on
Blowout temperature command value when TDS _ON and sub engine OFF
Divided into TDS _OFF . When the sub-engine is ON corresponds to when the compressor is ON, and it is necessary to increase the blowout temperature command value by the dehumidifying capacity. Blowout command value
The codes “25” to “−10” on TDS indicate the set temperature TS.
This shows the blowout temperature command value TDS relative to the outside air temperature TA when the indoor temperature Ti and the outside air temperature TA match. The sub-engine operation command determines ON/OFF of the sub-engine 2 based on the temperature control calculation value SDTS. When sub engine 2 is ON, L (low speed), depending on the calculated value at that time.
Determine M (medium speed). Also, even if the speed is M (medium speed), if the indoor sensor temperature Ti is higher than the set temperature TS (for example, 5°C), the H (high speed) operation will be performed, and the set temperature TS and the indoor sensor temperature Ti will be equal. controlled as follows. On the other hand, if there is no sub-engine operation command, the fan motor is operated and the temperature control calculation value is
Rotation speed L (low speed), M (medium speed), H for SDTS
(Fast), set temperature TS and indoor sensor temperature
It is increased or decreased depending on the Ti value.

Now, in this device, the operation of the sub-engine 2 is controlled by the controller 100 according to the sub-engine operation control flowchart shown in FIG. That is, in step S10, the operating key switch 122
The operation key switch 122 is processed by software.
If it is OFF, the process moves to the sub-engine stop routine, that is, step S11. Driving key switch 1
If 22 is ON, the process advances to step S12 (external temperature thermostat ()). This external temperature thermometer () is an electronic thermostart inputted by an outside air sensor 125, and has a hysteresis of, for example, 17° C. or more and 13° C. or less. If the external temperature thermometer () is, for example, 17° C. or higher, it is determined by the sub-engine operation thermometer, that is, step S13. In this step S13, a judgment is made based on the temperature control calculation value SDTS, and if a sub-engine operation command is issued, the process proceeds to step S14, that is, judgment on the external temperature thermometer ( ). When there is no sub-engine operation command and when the outside temperature thermometer () is, for example, 13° C. or lower, the process moves to step S15, that is, the determination of the dehumidification switch. In this step S15, the dehumidification switch 121 is subjected to soft processing.
If the dehumidification switch 121 is ON, step S1
Go to 4 (Outside Humidity Thermo ()) and turn on the dehumidification switch 1.
When 21 is OFF, the process advances to step S11 (sub engine stop). The determination of the external temperature thermometer () in step S14 is the same as the determination of the external temperature thermometer ().
It is an electronic thermostat inputted by an outside air sensor 125, and has a hysteresis of, for example, 7° C. or more and 3° C. or less. If the outside temperature thermometer ( ) is below 3°C, the process moves to step S11, the sub-engine stop block. If the external temperature thermometer () in step S14 is 7° C. or higher, the process advances to step S15 to process the protection device. This protection device process is a process that determines the operation of the oil pressure switch 133, water temperature switch 134, and low pressure switch and high pressure switch (not shown).If the above-mentioned switches are activated, the process advances to step S11 to stop the sub-engine, and the protection device is turned off. In this case, the process advances to sub-engine operation processing in step S16.

With the device configured as above, the input from the outside air sensor 124 is read, and the first electronic thermostat, the external temperature thermostat (), is activated in step S12, and the external temperature thermostat (), the second electronic thermostat, is activated in step S14. ), the external temperature thermostat () determines that when the outside temperature exceeds a certain level, the sub-engine 2 is stopped and the fan motor 48 is operated, saving energy and at the same time converting into an external temperature protection thermostat, reducing costs. It goes down.

On the other hand, under environmental conditions where the outside air temperature changes from about -5°C to +20°C, the second electronic thermostat, which is the external The sub-engine 2 is stopped based on the temperature thermometer () judgment, and the operation is switched to the fan motor 48. As a result, the compressor is turned off during sub-engine operation.
There is no such mode, and the fan motor 4
The blowout temperature can be controlled by 8.

Therefore, by dividing the operation/stop of the sub-engine 2 into two judgments, the external temperature thermostat () and the external temperature thermostat (), which are thermostats by the outside air sensor 125, the external temperature thermostat () judgment is based on the external temperature thermostat (). Aiming for energy saving, the problem of controllability of the sub-engine air volume due to turning off the compressor in external temperature thermometer () judgment has been solved by turning off the compressor.
mode, the sub-engine is also turned off and the fan motor operation is switched to control the air outlet temperature.

[Effect of idea]

As detailed above, the present invention includes a cooler engine control means that is provided with an outside air sensor that detects the outside air temperature, and that controls the operation and shutdown of the cooler engine according to the temperature detected by the outside air sensor when the cooler engine is driven; The air flow rate adjusting means operates the fan motor to adjust the air volume when the cooler engine is stopped by the cooler engine control means.

Therefore, according to the present invention, the outside air temperature is detected by an outside air sensor, and when the compressor is stopped, the sub-engine is also stopped, thereby controlling the air volume of the fan motor, so if the compressor is not operating, the sub-engine is not activated. It is possible to provide an air conditioning control device that can stop the air conditioner and switch to fan motor operation to easily control the blowout temperature.

[Brief explanation of the drawing]

1 and 2 are configuration diagrams showing an embodiment of the air conditioning control device according to the present invention, in which FIG. 1 is an overall configuration diagram, FIG. 2 is a circuit configuration diagram, and FIG. 3 is a configuration diagram of the device according to the present invention. 4 is a calculation function block diagram in the device of the present invention, FIG. 5 is a temperature adjustment control diagram in the device of the present invention, FIG. 6 is a flowchart of sub-engine operation control in the device of the present invention, and FIG. 7 and FIG. 8 are configuration diagrams of a conventional air conditioning control device. 1...Main engine, 2...Sub engine,
3... Juan, 12... Compressa, 30...
Capacitor, 31... Expansion valve, 32... Evaporator, 44... Hot water valve, 46... Heater, 48...
...Preheater, 49...Duct, 55a, 55b...
Ceiling air outlet, 56a, 56b...Floor air outlet, 100...
...Controller, 112...Clutch, 113...
...Fan clutch, 114...Starter relay,
115,116......control solenoid,
117...Stop solenoid, 119...Hot water valve motor, 120...Inside/outside air switching damper motor, 121...Dehumidification switch, 122...Operation key switch, 123...Indoor sensor, 124...
Blowout sensor, 125... Outside air sensor, 126...
Set temperature volume, 127... Potentiometer for hot water valve, 128... Potentiometer, 12
9...Rotational speed detection sensor, 130...Frost thermometer, 131...Low pressure switch, 132...Blowout thermostat, 133...Oil pressure switch, 134...Water temperature switch.

Claims (1)

[Claims for Utility Model Registration] A cooler engine, a compressor connected to the cooler engine via a compressor clutch, and a condenser, an expansion valve, and an evaporator connected to the compressor via a receiver, and the evaporator as described above. A cooling system connected to a compressor, a hot water system consisting of a vehicle engine, and a heater to which hot water for cooling the vehicle engine is supplied, and air whose temperature is adjusted by the evaporator and the heater. A fan for blowing air into the vehicle interior is connected to the cooler engine via a fan clutch to drive the fan when the cooler engine is driven, and the cooler engine is disconnected when the cooler engine is stopped. and a fan motor that drives the fan, and receives information such as indoor temperature, discharge temperature, and set temperature, and drives the cooler engine to drive the compressor via the compressor clutch. , an air conditioning control that performs air conditioning control by selecting either a heating mode in which warm water for cooling the vehicle engine is supplied to the heater, and a dehumidification mode in which the fan motor is stopped and the cooler engine and the compressor are operated. In the apparatus, a cooler engine control means is provided with an outside air sensor that detects outside air temperature, and performs operation stop control of the cooler engine according to the temperature detected by the outside air sensor when the cooler engine is driven;
An air conditioning control device comprising an air volume adjusting means for operating the fan motor to adjust the air volume when the cooler engine is stopped by the cooler engine control means.