JPH0732868A - Air conditioner for bus - Google Patents
Air conditioner for busInfo
- Publication number
- JPH0732868A JPH0732868A JP17535393A JP17535393A JPH0732868A JP H0732868 A JPH0732868 A JP H0732868A JP 17535393 A JP17535393 A JP 17535393A JP 17535393 A JP17535393 A JP 17535393A JP H0732868 A JPH0732868 A JP H0732868A
- Authority
- JP
- Japan
- Prior art keywords
- air
- evaporator
- conditioning
- sub
- cabin
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Withdrawn
Links
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
- B60H1/00—Heating, cooling or ventilating [HVAC] devices
- B60H1/00357—Air-conditioning arrangements specially adapted for particular vehicles
- B60H1/00371—Air-conditioning arrangements specially adapted for particular vehicles for vehicles carrying large numbers of passengers, e.g. buses
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
- B60H1/00—Heating, cooling or ventilating [HVAC] devices
- B60H1/24—Devices purely for ventilating or where the heating or cooling is irrelevant
- B60H1/241—Devices purely for ventilating or where the heating or cooling is irrelevant characterised by the location of ventilation devices in the vehicle
- B60H1/245—Devices purely for ventilating or where the heating or cooling is irrelevant characterised by the location of ventilation devices in the vehicle located in the roof
Landscapes
- Physics & Mathematics (AREA)
- Thermal Sciences (AREA)
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Air-Conditioning For Vehicles (AREA)
Abstract
Description
【０００１】[0001]
【産業上の利用分野】本発明は、バス用空調装置に関す
る。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a bus air conditioner.
【０００２】[0002]
【従来の技術】図６を参照して従来例を説明する。図６
は従来の車両用空調装置の構成を示す系統図で、図中符
号１は図示しない内燃機関のプーリを示す。このプーリ
１より圧縮機プーリ２および電磁クラッチ３を介して圧
縮機４が駆動され冷媒を圧縮する。圧縮された高圧高温
のガス状冷媒は、吐出配管５を介してコンデンサ６に流
入する。コンデンサ６に流入したガス状冷媒は、ファン
モータ７により駆動されるファン８の送風空気と熱交換
して放熱凝縮し高温液状となる。高温液状となった冷媒
はレシーバ９およびドライヤストレーナ１０を介して膨
張弁１１ａに流入し、該膨張弁１１ａにて絞られ断熱膨
張し、低圧低温となる。低圧低温となった冷媒はエバポ
レータ１２ａに流入し、このエバポレータ１２ａにてエ
バポレータファン１３ａからの車内空気と熱交換して吸
熱蒸発し、この空気で車室内を冷房する。そして吸熱蒸
発した冷媒は吸入管１４を介して前記圧縮機４に戻る。
上記のように走行用内燃機関によって圧縮機４を駆動す
るように構成されているため、停車（アイドリング）時
や低速走行時は圧縮機４の回転速度が低く、十分な冷房
能力が得られない。一方、高速走行時は、圧縮機４の回
転速度が高く冷房能力過剰となるため、電磁クラッチ３
のオン・オフサイクリング方式や吐出ガスの一部をエバ
ポレータへ導くホットガスバイパス方式がとられてい
る。2. Description of the Related Art A conventional example will be described with reference to FIG. Figure 6
Is a system diagram showing a configuration of a conventional vehicle air conditioner, and reference numeral 1 in the drawing denotes a pulley of an internal combustion engine not shown. A compressor 4 is driven by the pulley 1 via a compressor pulley 2 and an electromagnetic clutch 3 to compress the refrigerant. The compressed high-pressure and high-temperature gaseous refrigerant flows into the condenser 6 via the discharge pipe 5. The gaseous refrigerant flowing into the condenser 6 exchanges heat with the air blown by the fan 8 driven by the fan motor 7 to radiate and condense and become a high-temperature liquid state. The high-temperature liquid refrigerant flows into the expansion valve 11a via the receiver 9 and the dryer strainer 10, is throttled by the expansion valve 11a, and adiabatically expands to have a low pressure and low temperature. The low-pressure and low-temperature refrigerant flows into the evaporator 12a, and the evaporator 12a exchanges heat with the air inside the vehicle from the evaporator fan 13a to absorb heat and evaporate, thereby cooling the vehicle interior. Then, the refrigerant that has absorbed the heat and returns to the compressor 4 via the suction pipe 14.
Since the compressor 4 is driven by the traveling internal combustion engine as described above, the rotation speed of the compressor 4 is low when the vehicle is stopped (idling) or traveling at low speed, and sufficient cooling capacity cannot be obtained. . On the other hand, during high-speed traveling, the rotation speed of the compressor 4 is high and the cooling capacity becomes excessive, so the electromagnetic clutch 3
The on / off cycling method and the hot gas bypass method that leads a part of the discharged gas to the evaporator are adopted.
【０００３】図７は、バス用空調装置の斜視図でエバポ
レータ１２ａで熱交換した冷却空気は、空調ダクト５０
を介して一様に車室内へ吹き出される。FIG. 7 is a perspective view of a bus air conditioner, in which the cooling air that has undergone heat exchange in the evaporator 12a is air conditioning duct 50.
Is evenly blown into the passenger compartment via.
【０００４】[0004]
【発明が解決しようとする課題】上記従来の車両用空調
装置には解決すべき次の課題があった。The above-mentioned conventional vehicle air conditioner has the following problems to be solved.
【０００５】即ち、従来の装置では回送時等の乗員負荷
の少ない場合、必要以外の車室内を冷房することとな
り、このため次の（１）〜（４）のような不具合があっ
た。That is, in the conventional apparatus, when the occupant load is small at the time of forwarding or the like, the passenger compartment is cooled except when necessary, which causes the following problems (1) to (4).
【０００６】（１）車室内負荷対比、空調機の総動力増
大による車両走行性能の低下および燃費の増大。(1) A decrease in vehicle running performance and an increase in fuel consumption due to an increase in the total power of the air conditioner in comparison with the load in the vehicle interior.
【０００７】（２）クールダウン所要時間大による快適
性阻害。(2) Comfort inhibition due to long cool down time.
【０００８】（３）高速走行及び低外気条件下における
電磁クラッチのオン・オフサイクリングによるドライバ
ビリティの低下と内燃機関、圧縮機、電磁クラッチ等駆
動系へのショックによる耐久性の低下及び圧縮機の効率
低下。(3) Deterioration of drivability due to on / off cycling of the electromagnetic clutch under high-speed traveling and low outside air conditions, deterioration of durability due to shock to the drive system such as internal combustion engine, compressor, electromagnetic clutch, and compressor Reduced efficiency.
【０００９】（４）冷房能力過剰のため車室内冷え過ぎ
による快適性阻害。(4) Comfortability is hindered by excessive cooling of the passenger compartment due to excessive cooling capacity.
【００１０】本発明は、以上の不具合解決のため、車室
内の熱負荷状況に見合った空調制御を行ない、空調機の
総動力低減による車両の省動力化、省燃費化及び快適性
向上と圧縮機の効率、耐久性向上をはかることのできる
バス用空調装置を提供することを目的とする。In order to solve the above problems, the present invention performs air conditioning control in accordance with the heat load condition in the passenger compartment, reduces the total power of the air conditioner to save the vehicle power, save fuel, and improve comfort and compression. An object of the present invention is to provide a bus air conditioner capable of improving the efficiency and durability of the machine.
【００１１】[0011]
【課題を解決するための手段】本発明は上記課題解決の
ため走行用エンジンによって駆動される圧縮機を有する
と共に、エバポレータで冷却された空気を車室内全域に
空調ダクトを介して一様に吹出すようにしたバス用空調
装置において、車室の前部天井に車室内を乗務員室と客
室とに仕切るエアーカーテンを形成する送風機を配設す
ると共に、前記エバポレータと並列に乗務員室用の副エ
バポレータを設け、エアーカーテンを形成し、副エバポ
レータを利用した乗務員室のみの空調と、車室内全域の
空調とを選択可能としたことを特徴とするバス用空調装
置を提供しようとするものである。In order to solve the above problems, the present invention has a compressor driven by a running engine, and blows air cooled by an evaporator uniformly throughout the passenger compartment through an air conditioning duct. In the air-conditioning system for the bus, a blower for forming an air curtain for partitioning the passenger compartment into the passenger compartment and the passenger compartment is arranged on the front ceiling of the passenger compartment, and a sub-evaporator for the passenger compartment is provided in parallel with the evaporator. It is an object of the present invention to provide an air conditioner for a bus, in which an air curtain is formed, and it is possible to select air-conditioning only for the passenger compartment using the sub-evaporator and air-conditioning for the entire passenger compartment.
【００１２】[0012]
【作用】本発明は上記のように構成されるので次の作用
を有する。Since the present invention is constructed as described above, it has the following actions.
【００１３】即ち、車室内を乗務員室と客室とに仕切る
エアーカーテン形成用の送風機と乗務員室用の副エパポ
レータを備え、乗務員のみの空調と車室全域の空調とを
選択的に行なえる構成としたので、乗務員室空調又は車
室全域空調を選択することにより、各車室内熱環境を論
理演算判定部で自動判定し、エバポレータファン速度制
御及び圧縮機吐出容量制御等車室内の熱負荷状況に見合
った空調制御を行ない空調機の総動力低減による車両の
省動力化、省燃費化が果たされ、かつ乗員等の快適性、
圧縮機の効率、耐久性が向上する。That is, a fan for forming an air curtain for partitioning the passenger compartment into a passenger compartment and a passenger compartment and a sub-evaporator for the passenger compartment are provided to selectively perform air conditioning for only the crew and air conditioning for the entire passenger compartment. Therefore, by selecting air conditioning in the passenger compartment or air conditioning in the entire vehicle compartment, the thermal environment of each vehicle interior is automatically determined by the logical operation determination unit, and the heat load status in the vehicle interior such as evaporator fan speed control and compressor discharge capacity control is determined. The air-conditioning control is performed appropriately and the total power consumption of the air-conditioner is reduced to save the vehicle power and fuel consumption, and the comfort of passengers, etc.
The efficiency and durability of the compressor are improved.
【００１４】[0014]
【実施例】本発明の一実施例を図１〜図５により説明す
る。なお、従来例と同一部材には同一符号を付して示
し、その説明は省略する。図１は、本実施例によるバス
用空調装置の概略構成を示す図であり、図中符号１１
ａ，１１ｂは膨張弁、１５ａ，１５ｂは液配管に介挿さ
れた主エバポレータ冷媒回路と副エバポレータ冷媒回路
の各電磁弁である。主エバポレータ１２ａ、副エバポレ
ータ１２ｂの吸込側には、吸込空気温度センサ１７ａ，
１７ｂが、主エバポレータファン１３ａ、副エバポレー
タファン１３ｂの出口には、吹出空気温度センサ１８
ａ，１８ｂが各々配設されている。コンデンサ６の吸込
口付近には、外気温度センサ１９が、圧縮機４には、吐
出容量制御手段１６が、吸入管１４には、吸入圧力セン
サ２１が、吐出配管５には吐出圧力センサ２０、吐出温
度センサ２２が各々介裝されている。DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment of the present invention will be described with reference to FIGS. The same members as those of the conventional example are designated by the same reference numerals and the description thereof will be omitted. FIG. 1 is a diagram showing a schematic configuration of a bus air conditioner according to the present embodiment, in which reference numeral 11 is used.
Reference numerals a and 11b are expansion valves, and reference numerals 15a and 15b are solenoid valves of the main evaporator refrigerant circuit and the sub-evaporator refrigerant circuit which are inserted in the liquid pipes. The suction side of the main evaporator 12a and the sub-evaporator 12b has suction air temperature sensors 17a,
17b has a blown air temperature sensor 18 at the outlets of the main evaporator fan 13a and the sub-evaporator fan 13b.
a and 18b are provided respectively. An outside air temperature sensor 19 is provided near the suction port of the condenser 6, a discharge capacity control means 16 is provided in the compressor 4, a suction pressure sensor 21 is provided in the suction pipe 14, and a discharge pressure sensor 20 is provided in the discharge pipe 5. The discharge temperature sensors 22 are provided respectively.
【００１５】図２は、本実施例に係るバス用空調装置の
制御ブロック図を示す。空調用制御回路３２は、ＣＰ
Ｕ、ＲＯＭ、ＲＡＭ、入出力回路およびその他の周辺回
路からなり、その入力部には、空調選択スイッチ３１、
外気温度センサ１９、副エバポレータ吸込空気温度１７
ｂ、同吹出空気温度センサ１８ｂ、主エバポレータ吸込
空気温度センサ１７ａ、同吹出空気温度センサ１８ａ、
吐出圧力センサ２０、吸入圧力センサ２１、吐出温度セ
ンサ２２、走行用内燃機関の冷却水温度を検出する水温
センサ３０がそれぞれ接続され、各種温度情報や圧力情
報がＣＰＵに入力される。FIG. 2 is a control block diagram of the bus air conditioner according to this embodiment. The air conditioning control circuit 32 is CP
U, ROM, RAM, an input / output circuit and other peripheral circuits.
Outside air temperature sensor 19, auxiliary evaporator suction air temperature 17
b, the same blown air temperature sensor 18b, the main evaporator intake air temperature sensor 17a, the same blown air temperature sensor 18a,
A discharge pressure sensor 20, a suction pressure sensor 21, a discharge temperature sensor 22, and a water temperature sensor 30 that detects the cooling water temperature of the running internal combustion engine are connected to each other, and various temperature information and pressure information are input to the CPU.
【００１６】更に空調用制御回路３２の出力部には、エ
アーカーテンファン制御回路２３を介してエアカーテン
ファンモータ２４を、副エバポレータファン制御回路２
５を介してファンモータ２６を、主エバポレータファン
制御回路２７を介してファンモータ２８をそれぞれ駆動
制御してファンの風量を適切に制御する。さらに電磁ク
ラッチ３をオン・オフするリレー２９が接続されてお
り、空調用制御回路３２から電磁クラッチオン・オフ指
令を受けるとリレー２９が励磁、消磁して電磁クラッチ
３をオン・オフする。At the output of the air-conditioning control circuit 32, an air curtain fan motor 24 is connected via an air curtain fan control circuit 23, and an auxiliary evaporator fan control circuit 2 is provided.
5, the fan motor 26 is driven and the main evaporator fan control circuit 27 is used to drive and control the fan motor 28 to appropriately control the air volume of the fan. Further, a relay 29 for turning on / off the electromagnetic clutch 3 is connected, and when an electromagnetic clutch on / off command is received from the air conditioning control circuit 32, the relay 29 is excited and demagnetized to turn on / off the electromagnetic clutch 3.
【００１７】さらに空調用制御回路３２には、主・副エ
バポレータ１２ａ，１２ｂの冷媒回路をオン・オフする
電磁弁１５ａ，１５ｂが、圧縮機吐出容量制御手段１６
が各々接続される。Further, in the air-conditioning control circuit 32, solenoid valves 15a, 15b for turning on / off the refrigerant circuits of the main / sub-evaporators 12a, 12b are provided.
Are connected respectively.
【００１８】図３には、論理演算判定部のプログラム制
御によって本実施例の構成を実施した場合のフローチャ
ートの一例を示している。以下図３に基づいて説明す
る。ステップ３３では、この制御フローチャートで用い
ている定数の初期値設定を行なう。ステップ３４では、
各センサよりデータを入力する。すなわち、外気温度、
副エバポレータ１２ｂ吸込、吹出空気温度、主エバポレ
ータ１２ａ吸込、吹出空気温度、吐出、吸入圧力、水温
である。ステップ３５では、空調方式がゾーン空調か全
室空調かを空調選択スイッチ３１により判別し、ゾーン
空調であればステップ３６へ進み、そうでなければステ
ップ４２へ進む。ステップ３６では、エアーカーテン用
ファン制御回路２３が作動することにより該ファンモー
タ２４が起動し、車室内はエアーカーテンによる気体シ
ール作用で乗務員室と客室に分割される。ステップ３７
では、主エバポレータ１２ａの冷媒回路が、電磁弁１５
ａが無通電となることにより遮断され、他方副エバポレ
ータ１２ｂの冷媒回路が、電磁弁１５ｂが通電されるこ
とにより開かれて乗務員室の冷房運転が開始される。ス
テップ３８では、副エバポレータファンモータ２６の風
量を印加電圧により制御するため、副エバポレータ吸込
空気温度センサ１７ｂと室温設定値との差により印加電
圧を決める。この偏差が大きいほど印加電圧が増加し、
風量が増大する。ステップ３９では、目標吹出空気温度
を外気温度、副エバポレータ吸込空気温度（室温）、室
温設定値から算出する。ステップ４０では、この目標吹
出空気温度に基づいて圧縮機の吐出容量を決定する。す
なわち目標吹出空気温度が低ければ、最大容量、高けれ
ば最小容量である。ステップ４１は、副エバポレータフ
ァンモータ印加電圧を出力する。ステップ４８では、圧
縮機の電磁クラッチ３に出力する。ステップ４９では、
圧縮機吐出容量制御手段１６に出力して容量切換を行な
う。一方、全室空調を選択した場合は、ステップ４２へ
進み、エアカーテンファン制御回路２３が停止すること
により、該ファンモータ２４が停止して一室となる。ス
テップ４３では、副エバポレータ１２ｂの冷媒回路が、
電磁弁１５ｂが無通電となることにより遮断され、他方
主エバポレータ１２ａの電磁弁１５ａが通電されること
により開かれて冷房運転が開始される。ステップ４４〜
４７の内容については前述のステップ３８〜ステップ４
１と同様である。FIG. 3 shows an example of a flow chart when the configuration of the present embodiment is implemented by the program control of the logical operation determination section. This will be described below with reference to FIG. In step 33, the initial values of the constants used in this control flowchart are set. In step 34,
Input data from each sensor. That is, the outside temperature,
It is the sub-evaporator 12b suction, blown air temperature, the main evaporator 12a suction, blown air temperature, discharge, suction pressure, water temperature. In step 35, whether the air conditioning system is zone air conditioning or all room air conditioning is determined by the air conditioning selection switch 31. If it is zone air conditioning, the process proceeds to step 36, and if not, the process proceeds to step 42. In step 36, the fan motor 24 is activated by the operation of the fan control circuit 23 for the air curtain, and the passenger compartment and the passenger compartment are divided by the air sealing action of the air curtain. Step 37
Then, the refrigerant circuit of the main evaporator 12a is connected to the solenoid valve 15
When a is de-energized, it is cut off, and on the other hand, the refrigerant circuit of the sub-evaporator 12b is opened by energizing the solenoid valve 15b to start the cooling operation of the passenger compartment. In step 38, since the air volume of the sub-evaporator fan motor 26 is controlled by the applied voltage, the applied voltage is determined by the difference between the sub-evaporator suction air temperature sensor 17b and the room temperature set value. The larger this deviation, the higher the applied voltage,
The air volume increases. In step 39, the target blown air temperature is calculated from the outside air temperature, the sub-evaporator suction air temperature (room temperature), and the room temperature set value. In step 40, the discharge capacity of the compressor is determined based on this target blown air temperature. That is, if the target blown air temperature is low, it is the maximum capacity, and if it is high, it is the minimum capacity. Step 41 outputs the voltage applied to the sub-evaporator fan motor. In step 48, the signal is output to the electromagnetic clutch 3 of the compressor. In step 49,
Output to the compressor discharge capacity control means 16 for capacity switching. On the other hand, when air conditioning for all rooms is selected, the operation proceeds to step 42, and the air curtain fan control circuit 23 is stopped, so that the fan motor 24 is stopped and one room is set. In step 43, the refrigerant circuit of the sub-evaporator 12b is
When the solenoid valve 15b is de-energized, the solenoid valve 15b is shut off, and when the solenoid valve 15a of the main evaporator 12a is energized, the solenoid valve 15a is opened and the cooling operation is started. Step 44-
Regarding the contents of 47, the above-mentioned step 38 to step 4
The same as 1.
【００１９】また、吐出圧力センサ２０、吸入圧力セン
サ２１及び吐出温度センサ２２、水温センサ３０等の保
護装置の設定値を２段として最終段の装置停止前に圧縮
機４を容量制御して一気に異常運転状態となるのを回避
する機能を有する。図４は、本実施例のバス用空調装置
の透視的斜視図、図５は本実施例のゾーン空調時の気流
の吹出状況を示す側断面図である。Further, the set values of the protective devices such as the discharge pressure sensor 20, the suction pressure sensor 21, the discharge temperature sensor 22, and the water temperature sensor 30 are set to two stages, and the capacity of the compressor 4 is controlled before the final stage of the device is stopped to perform a stroke. It has the function of avoiding abnormal operation. FIG. 4 is a perspective perspective view of the bus air conditioner of this embodiment, and FIG. 5 is a side sectional view showing the state of airflow blowing during zone air conditioning of this embodiment.
【００２０】以上の通り、本実施例のバス用空調装置に
よるとゾーン空調又は通常空調を選択することにより、
車室内熱環境を論理演算判定部で自動判定し、エバポレ
ータファン速度制御、圧縮機吐出容量制御等車室内の熱
負荷に見合った空調制御を行ない、空調機の総動力低減
による車両の省動力化、省燃費化および快適性向上、圧
縮機４を含む内燃機関駆動系の耐久性向上が効果的には
かられるという利点がある。As described above, according to the bus air conditioner of this embodiment, by selecting the zone air conditioner or the normal air conditioner,
The thermal environment of the vehicle interior is automatically determined by the logical operation determination unit, and air conditioning is controlled according to the heat load inside the vehicle, such as evaporator fan speed control and compressor discharge capacity control, and the total power of the air conditioner is reduced to save vehicle power. Further, there are advantages that the fuel economy and the comfort are improved, and the durability of the internal combustion engine drive system including the compressor 4 is effectively improved.
【００２１】[0021]
【発明の効果】本発明は上記のように構成されるので次
の効果を有する。Since the present invention is constructed as described above, it has the following effects.
【００２２】即ち、本発明によれば、車内全域の空調、
乗務員室のみの空調とを選択的に行なうことができるた
め、車室内の熱負荷に見合った空調制御が可能となり空
調機の総動力低減による車両の省動力化、省燃費化およ
び快適性向上と圧縮機の効率・耐久信頼性の向上をはか
ることができる。That is, according to the present invention, the air conditioning of the entire vehicle interior,
Since it is possible to selectively perform air conditioning only in the passenger compartment, it is possible to control the air conditioning in accordance with the heat load in the passenger compartment and reduce the total power of the air conditioner to save vehicle power, fuel consumption and improve comfort. The efficiency and durability of the compressor can be improved.
【図１】本発明の一実施例に係るバス用空調装置の模式
的構成図を兼ねた冷媒系統図、FIG. 1 is a refrigerant system diagram also serving as a schematic configuration diagram of a bus air conditioner according to an embodiment of the present invention,
【図２】上記実施例の制御ブロック図、FIG. 2 is a control block diagram of the above embodiment,
【図３】上記実施例のプログラム制御のフローチャート
図、FIG. 3 is a flow chart of the program control of the above embodiment,
【図４】上記実施例のバス用空調装置の透視的斜視図、FIG. 4 is a perspective view of the bus air conditioner of the above embodiment,
【図５】上記実施例のゾーン空調時の気流の吹出状況を
示す側断面図、FIG. 5 is a side cross-sectional view showing a state of airflow blowing during zone air conditioning in the above embodiment,
【図６】従来の車両用空調装置を示す冷媒系統図、FIG. 6 is a refrigerant system diagram showing a conventional vehicle air conditioner,
【図７】従来のバス用空調装置の概略斜視図である。FIG. 7 is a schematic perspective view of a conventional bus air conditioner.
４ 圧縮機 １２ａ 主エバポレータ １２ｂ 副エバポレータ １５ａ，１５ｂ 電磁弁 １６ 吐出容量制御手段 １７ａ 主エバポレータ吸込空気温度センサ １７ｂ 副エバポレータ吸込空気温度センサ １８ａ 主エバポレータ吹出空気温度センサ １８ｂ 副エバポレータ吹出空気温度センサ ２４ エアカーテンファンモータ 4 Compressor 12a Main evaporator 12b Sub-evaporator 15a, 15b Solenoid valve 16 Discharge capacity control means 17a Main evaporator intake air temperature sensor 17b Sub-evaporator intake air temperature sensor 18a Main evaporator blow-out air temperature sensor 18b Sub-evaporator blowing air temperature sensor 24 Air curtain Fan motor
フロントページの続き (72)発明者 樋口 敏幸 愛知県西春日井郡西枇杷島町字旭町３丁目 １番地 三菱重工業株式会社エアコン製作 所内Front Page Continuation (72) Inventor Toshiyuki Higuchi 3-1, Asahimachi, Nishibiwajima-cho, Nishikasugai-gun, Aichi Prefecture Mitsubishi Heavy Industries, Ltd. Air Conditioning Factory
Claims (1)
機を有すると共に、エバポレータで冷却された空気を車
室内全域に空調ダクトを介して一様に吹出すようにした
バス用空調装置において、車室の前部天井に車室内を乗
務員室と客室とに仕切るエアーカーテンを形成する送風
機を配設すると共に、前記エバポレータと並列に乗務員
室用の副エバポレータを設け、エアーカーテンを形成
し、副エバポレータを利用した乗務員室のみの空調と、
車室内全域の空調とを選択可能としたことを特徴とする
バス用空調装置。1. A bus air conditioner having a compressor driven by a running engine and capable of uniformly blowing out air cooled by an evaporator through the air conditioning duct throughout the passenger compartment. A blower that forms an air curtain that partitions the passenger compartment into a passenger compartment and a passenger compartment is installed on the front ceiling of the passenger compartment, and a sub-evaporator for the passenger compartment is installed in parallel with the evaporator to form an air curtain and a sub-evaporator. Air conditioning only for the crew room that I used,
An air conditioner for a bus, which can be selected from air conditioning for the entire passenger compartment.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP17535393A JPH0732868A (en) | 1993-07-15 | 1993-07-15 | Air conditioner for bus |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP17535393A JPH0732868A (en) | 1993-07-15 | 1993-07-15 | Air conditioner for bus |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPH0732868A true JPH0732868A (en) | 1995-02-03 |
Family
ID=15994592
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP17535393A Withdrawn JPH0732868A (en) | 1993-07-15 | 1993-07-15 | Air conditioner for bus |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPH0732868A (en) |
Cited By (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2006076538A (en) * | 2004-09-13 | 2006-03-23 | Nissan Motor Co Ltd | Vehicular air-conditioning system |
| WO2009067307A3 (en) * | 2007-11-20 | 2009-07-16 | Thermo King Corp | External noise reduction of hvac system for a vehicle |
| EP2511114A1 (en) * | 2009-12-10 | 2012-10-17 | Sanden Corporation | Air conditioning device for vehicle |
| KR20140101085A (en) * | 2013-02-08 | 2014-08-19 | 한라비스테온공조 주식회사 | Control method and air conditioner for vehicle using space division |
| CN106004325A (en) * | 2016-05-30 | 2016-10-12 | 安徽富煌和利时科技股份有限公司 | Intelligent on-board system for bus |
-
1993
- 1993-07-15 JP JP17535393A patent/JPH0732868A/en not_active Withdrawn
Cited By (9)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2006076538A (en) * | 2004-09-13 | 2006-03-23 | Nissan Motor Co Ltd | Vehicular air-conditioning system |
| JP4525261B2 (en) * | 2004-09-13 | 2010-08-18 | 日産自動車株式会社 | Vehicle air conditioning system |
| WO2009067307A3 (en) * | 2007-11-20 | 2009-07-16 | Thermo King Corp | External noise reduction of hvac system for a vehicle |
| US7900462B2 (en) | 2007-11-20 | 2011-03-08 | Thermo King Corporation | External noise reduction of HVAC system for a vehicle |
| US9764616B2 (en) | 2007-11-20 | 2017-09-19 | Thermo King Corporation | External noise reduction of HVAC system for a vehicle |
| EP2511114A1 (en) * | 2009-12-10 | 2012-10-17 | Sanden Corporation | Air conditioning device for vehicle |
| EP2511114A4 (en) * | 2009-12-10 | 2014-06-11 | Sanden Corp | Air conditioning device for vehicle |
| KR20140101085A (en) * | 2013-02-08 | 2014-08-19 | 한라비스테온공조 주식회사 | Control method and air conditioner for vehicle using space division |
| CN106004325A (en) * | 2016-05-30 | 2016-10-12 | 安徽富煌和利时科技股份有限公司 | Intelligent on-board system for bus |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| A300 | Withdrawal of application because of no request for examination |
Free format text: JAPANESE INTERMEDIATE CODE: A300 Effective date: 20001003 |