Air-conditioning system for vehicle

Abstract

To provide an air-conditioning system for a vehicle capable of improving the sanitary condition in a passenger compartment by suppressing the occurrence of air retention in the air-conditioning system that supplies air to the passenger space through a duct, thereby improving user comfort.SOLUTION: An air-conditioning system for a vehicle includes: an air conditioner for conditioning air inside a passenger compartment, which is the interior space of a vehicle; a duct for supplying the air conditioned by the air conditioner to the passenger compartment; blowing means for changing the air volume and the position of air blown out toward the passenger compartment from the duct; a blow control unit for controlling the blowing means; and a suction opening for air flowing from the passenger compartment to the air conditioner. The blow control unit executes concentrated blowing control for restricting the volume of blown air to one area in the passenger compartment and increasing the volume of blown air to the remaining area of the passenger compartment.SELECTED DRAWING: Figure 6

Description

[Technical Field]

[0001] The present disclosure relates to a vehicle air conditioning system used in, for example, a railway vehicle such as an electric train. [Background technology]

[0002] In vehicle air conditioning systems, a configuration in which one air conditioner is installed behind the ceiling per vehicle and conditioned air is supplied to the entire passenger compartment from an outlet in the ceiling via a duct (see, for example, Patent Document 1). The vehicle air conditioning system described in Patent Document 1 is configured to have a cross-flow fan located approximately in the center of the vehicle's width direction, and to control the blowing operation of the cross-flow fan based on a heating operation start signal, in order to uniform the air temperature distribution in the passenger compartment in a short time when heating operation starts. The cross-flow fan oscillates in the vehicle's width direction while blowing air, stirring and mixing the air.

[0003] Furthermore, in railway vehicles, ventilation is commonly used to introduce fresh outside air to ensure hygiene in the passenger compartment against foreign matter such as bacteria, viruses, pollen, and PM2.5, as well as odors, and to provide passengers with a safe and secure riding space. [Prior art documents] [Patent documents]

[0004] [Patent Document 1] Patent No. 5955158 Summary of the Invention [Problem to be solved by the invention]

[0005] However, in a configuration in which conditioned air is supplied from an air conditioner to the entire passenger compartment via a duct, stagnation of air may occur in only some of the target locations to which air is supplied from each of the multiple outlet positions of the duct. Generally, a vehicle is long in a direction perpendicular to the width direction. In a configuration in which conditioned air is supplied from an air conditioner to the entire passenger compartment via a duct as described above, the duct extends in the longitudinal direction of the vehicle, so stagnation of air is likely to occur in some locations, particularly in the longitudinal direction of the vehicle. Therefore, while simply blowing air while oscillating in the transverse flow direction of the vehicle, as in Patent Document 1, can agitate the air in the width direction of the vehicle, it does not eliminate stagnation of air that occurs in a vehicle air conditioning system in which air is supplied to the passenger compartment via a duct, which may result in a deterioration in the hygiene of the passenger compartment (also referred to as the vehicle interior).

[0006] The present disclosure has been made against the background of the above-mentioned problems, and provides a vehicle air conditioning system that can suppress the occurrence of air stagnation in a vehicle air conditioning system in which air is supplied to a passenger compartment space via a duct, thereby improving the hygiene of the vehicle interior. [Means for solving the problem]

[0007] The vehicle air conditioning system of the present disclosure comprises an air conditioner that conditions the air in the passenger compartment, which is the interior space of the vehicle; a duct that supplies the air conditioned by the air conditioner to the passenger compartment; a blowing means that changes the volume and position of the air blown out from the duct toward the passenger compartment; an air blowing control unit that controls the blowing means; and an air intake port from the passenger compartment to the air conditioner, and the air blowing control unit performs centralized air blowing control that limits the volume of the air blown out from the duct to a certain area of ​​the passenger compartment and controls the air blowing means to increase the volume of the air blown out to the remaining area of ​​the passenger compartment. [Effects of the Invention]

[0008] The vehicle air conditioning system disclosed herein includes a blower that changes the volume and direction of air blown from a duct into the vehicle cabin, and an air blower control unit that controls the blower. The air blower control unit performs centralized air blowing control, which controls the blower to limit the volume of air blown from the duct to a portion of the vehicle cabin and increase the volume of air blown to the remaining portion of the vehicle cabin. This allows for different air volumes to be achieved among multiple areas to which air is blown from the duct, so that even if air stagnation occurs, control can be implemented to concentrate air blown to the area where the air stagnation occurs and shorten the stagnation time. This prevents air stagnation in a vehicle air conditioning system that supplies air to the passenger compartment through a duct, thereby improving the sanitation of the vehicle cabin. [Brief explanation of the drawings]

[0009] [Figure 1] 1 is a schematic diagram showing the internal structure of a vehicle equipped with a vehicle air conditioning system according to a first embodiment. [Figure 2] 2 is a schematic diagram showing an example of an air blowing state when the vehicle air conditioning system of FIG. 1 is performing centralized air blowing control. FIG. [Figure 3] 3 is a schematic view of a part of the cross section AA of the vehicle in FIG. 2, showing the state of the blowing means. FIG. [Figure 4] 3 is a schematic view showing a part of the cross section BB of the vehicle in FIG. 2, illustrating the state of the blowing means. FIG. [Figure 5] 1 is a schematic diagram showing the configuration of a vehicle equipped with a vehicle air conditioning system according to a first embodiment. [Figure 6] 5 is a flowchart showing an example of control performed by an air blowing control unit of the vehicle air conditioning system according to the first embodiment. [Figure 7] 5 is a schematic diagram showing a modified example of an outlet air passage and an air blowing means of the vehicle air conditioning system according to the first embodiment. FIG. [Figure 8] FIG. 8 is an enlarged view of the area surrounded by the dashed line in FIG. 7. [Figure 9] 9 is a schematic diagram showing another example of the arrangement of the air blowing means in FIG. 8. FIG. [Figure 10]10 is a schematic diagram showing the configuration of a vehicle equipped with a vehicle air conditioning system according to a second embodiment. FIG. [Figure 11] 10 is a flowchart showing an example of control performed by an air blowing control unit of the vehicle air conditioning system according to the second embodiment. [Figure 12] FIG. 10 is a schematic diagram showing the configuration of a vehicle equipped with a vehicle air conditioning system according to a third embodiment. [Figure 13] 11 is a flowchart showing an example of control performed by an air blowing control unit of the vehicle air conditioning system according to the third embodiment. [Figure 14] 10 is a schematic diagram showing the configuration of a vehicle equipped with a vehicle air conditioning system according to a fourth embodiment. FIG. [Figure 15] 10 is a flowchart showing an example of control performed by an air blowing control unit of a vehicle air conditioning system according to a fourth embodiment. [Figure 16] FIG. 10 is a schematic diagram showing the configuration of a vehicle equipped with a vehicle air conditioning system according to a fifth embodiment. DETAILED DESCRIPTION OF THE INVENTION

[0010] An embodiment in which a vehicle air conditioning system according to the present disclosure is applied to a passenger railway vehicle will be described below with reference to the drawings. The present disclosure is not limited to the following embodiments and can be modified in various ways without departing from the spirit of the present disclosure. Furthermore, the present disclosure includes all possible combinations of the configurations shown in the following embodiments. In particular, the combinations of components are not limited to those in the respective embodiments, and components described in one embodiment can be applied to another embodiment. The railway vehicle shown in the drawings is an example of a vehicle to which the vehicle air conditioning system according to the present disclosure is applied, and the vehicle to which the present disclosure is applied is not limited by the vehicle air conditioning system shown in the drawings. In the following description, directional terms (e.g., "up," "down," "right," "left," "front," "rear," etc.) are used as appropriate to facilitate understanding, but these are for explanatory purposes and do not limit the present disclosure. In the drawings, identical reference numerals denote identical or equivalent parts, and this applies throughout the entire specification. Duplicate descriptions are appropriately simplified or omitted. In each drawing, the relative dimensional relationships or shapes of each component may differ from the actual ones.

[0011] Embodiment 1 Fig. 1 is a schematic diagram showing the internal structure of a vehicle 200 equipped with a vehicle air conditioning system 100 according to embodiment 1. As shown in Fig. 1, the vehicle air conditioning system 100 according to embodiment 1 is provided in the vehicle 200. First, the vehicle 200 will be described.

[0012] Vehicle 200 has a compartment SP defined therein for passengers. Specifically, compartment SP is a passenger compartment space for accommodating passengers. Comprising a ceiling 201 on the upper surface, which is a decorative panel, a floor 203 on the lower surface, a front wall 202, a rear wall 204, and left and right wall portions 205 on which doors are provided, the compartment SP is a rectangular parallelepiped-shaped space surrounded by these. A space is also formed between roof 206 of vehicle 200 and ceiling 201 of compartment SP. Ceiling 201 is provided with an air outlet 4 for air into compartment SP and an air inlet 5 for air from compartment SP.

[0013] Fig. 2 is a schematic diagram showing an example of an air blowing state when the vehicle air conditioning system 100 of Fig. 1 is performing centralized air blowing control. Fig. 3 is a schematic diagram showing a part of the AA cross section of the vehicle 200 of Fig. 2, showing the state of the air blowing means 3. Fig. 4 is a schematic diagram showing a part of the BB cross section of the vehicle 200 of Fig. 2, showing the state of the air blowing means 3. Fig. 5 is a schematic diagram showing the configuration of the vehicle 200 equipped with the vehicle air conditioning system 100 according to the first embodiment. The vehicle air conditioning system 100 according to the first embodiment will be described below with reference to Figs. 1 to 5.

[0014] (Configuration of vehicle air conditioning system) As shown in FIG. 1, the vehicle air conditioning system 100 includes at least an air conditioner 1 that conditions the air in the vehicle compartment SP, and a duct 2 that guides the air conditioned by the air conditioner 1 to the vehicle compartment SP. An outlet air passage is formed within the duct 2. The air conditioned by the air conditioner 1 (hereinafter also referred to as conditioned air) is supplied to the vehicle compartment SP through the duct 2. The vehicle air conditioning system 100 also includes a vehicle compartment environment detection means 8 that detects the environment of the vehicle compartment SP, an air blowing means 3 provided in the duct 2, and an air blowing control unit 6 that controls the air blowing means 3.

[0015] The air conditioner 1 is provided on the roof 206 of the vehicle 200. The air inlet 5 is provided below the air conditioner 1. Air from the passenger compartment SP to be conditioned by the air conditioner 1 is drawn in through the air inlet 5. That is, the air from the passenger compartment SP returns to the air conditioner 1 through an intake airflow path formed between the air inlet 5 and the air conditioner 1. The air conditioner 1 is provided approximately in the center of the vehicle 200 in the longitudinal direction (arrow D1 direction). The air inlet 5 is provided at two locations on both sides of the vehicle 200 in the width direction (arrow D2 direction shown in Figures 3 and 4), i.e., on the sides of the left and right wall portions 205. The duct 2 is provided at a position sandwiched between the two air inlets 5 in the width direction (arrow D2 direction) of the vehicle 200, and is provided over the entire length of the ceiling 201 in the longitudinal direction (arrow D1 direction) of the vehicle 200. A duct intake (not shown) connected to the air outlet 11 of the air conditioner 1 is provided at the top of the duct 2, and a duct outlet 22 (see Figures 3 and 4) is provided at the bottom of the duct 2 over the entire length of the duct 2. The duct outlet 22 is connected to the air outlet 4 on the ceiling 201. The air conditioned by the air conditioner 1 is blown out from the air outlet 4 through the duct 2 into the passenger compartment SP by a blower (not shown) of the air conditioner 1.

[0016] The air conditioner 1 includes an air conditioning control unit 16 that controls operation, and conditions the air in the passenger compartment SP by performing heating operation, cooling operation, and the like. Air for the passenger compartment SP is drawn in through the air inlet 5, as indicated by arrow F1, which shows the intake airflow of the air conditioner 1. The heated or cooled airflow from the air conditioner 1 is blown into the duct 2, as indicated by arrow F2, which shows the outlet airflow of the air conditioner 1, and then blown out into the passenger compartment SP, as indicated by arrow F3, which shows the outlet airflow of the duct 2. That is, in the vehicle 200, air conditioned by the air conditioner 1 on the roof 206 is supplied to the passenger compartment SP from the outlet 4 through the duct 2 behind the ceiling 201. The air in the passenger compartment SP returns to the air conditioner 1 through the air inlet 5, where it is conditioned again and supplied to the passenger compartment SP. In this way, the air inside the vehicle 200 circulates through the air conditioner 1.

[0017] Furthermore, the vehicle air conditioning system 100 according to the first embodiment is configured to take in fresh air (i.e., outside air) from outside the vehicle 200 by ventilation. The vehicle air conditioning system 100 circulates air while taking in outside air. Although not shown, the vehicle air conditioning system 100 may also have a mechanism (for example, a roll filter) for removing foreign matter such as pollen and PM2.5. The mechanism for removing foreign matter is provided, for example, in the air intake 5.

[0018] The air conditioning control unit 16 is provided inside the air conditioner 1 and controls the operation (heating operation, cooling operation, etc.) of the air conditioner 1 based on operation from an operation unit (not shown) provided in the driver's cab, for example. When the air temperature of the passenger compartment SP is set by the operation unit (not shown), the air conditioning control unit 16 controls the operation of the air conditioner 1 so that the temperature of the intake airflow of the air conditioner 1 detected by the air inlet temperature sensor 81d (see FIG. 5) becomes the temperature set by the operation unit (not shown). Hereinafter, the temperature set by the operation unit (not shown) will be referred to as the "set temperature."

[0019] The air conditioning control unit 16 is configured with hardware such as a circuit device that realizes its functions. Alternatively, the air conditioning control unit 16 has a memory that stores programs and a CPU (Central Processing Unit), and the functions of the air conditioning control unit 16 are realized by the CPU executing the programs.

[0020] 5, air intake temperature sensor 81d is provided near air intake 5 (for example, in the air intake duct connecting air intake 5 and air conditioner 1) and detects the temperature of the intake airflow of air conditioner 1 that is drawn in through air intake 5. Air intake temperature sensor 81d is formed, for example, by a thermistor or the like.

[0021] The vehicle interior environment detection means 8 detects the environment of the vehicle interior SP to detect whether or not there is stagnant air in the vehicle interior SP. In this embodiment, the vehicle interior environment detection means 8 is a plurality of temperature sensors (first temperature sensor 81a, second temperature sensor 81b, third temperature sensor 81c, etc.) arranged in the vehicle interior SP. Information on the environment of the vehicle interior SP detected by the vehicle interior environment detection means 8 is used to control the air blowing means 3, which will be described later.

[0022] In the example of Fig. 5, three temperature sensors are arranged at different positions in the longitudinal direction (direction of arrow D1) of the passenger compartment SP. Specifically, a first temperature sensor 81a is arranged in a passenger compartment area Spa at the front end 200a of the vehicle, a second temperature sensor 81b is arranged in a passenger compartment area SPb at the vehicle center 200b, and a third temperature sensor 81c is arranged in a passenger compartment area SPc at the vehicle rear end 200c. The first temperature sensor 81a is arranged on a front wall 202 of the passenger compartment SP and detects the temperature of the passenger compartment area Spa. The second temperature sensor 81b is arranged on a floor 203 of the vehicle center 200b and detects the temperature of the passenger compartment area Spb. The third temperature sensor 81c is arranged on a rear wall 204 of the passenger compartment SP and detects the temperature of the passenger compartment area Spc. Each of the first temperature sensor 81a, the second temperature sensor 81b, and the third temperature sensor 81c is formed, for example, by a thermistor or the like. The above-mentioned air intake temperature sensor 81d provided in the air intake duct may be used as one of the multiple temperature sensors constituting the vehicle interior environment detection means 8. Hereinafter, the multiple temperature sensors constituting the vehicle interior environment detection means 8 may be referred to as temperature sensor 81 without being distinguished from one another. Furthermore, the front end 200a of the vehicle and the rear end 200c of the vehicle may be referred to as vehicle ends.

[0023] As shown in Figs. 2 to 4, the air blowing means 3 changes the amount and position of air blown from the duct 2 toward the passenger compartment SP. As shown in Figs. 3 and 4, in this embodiment, the air blowing means 3 is a plurality of flaps provided at the duct outlet 22. In the example of Figs. 3 to 5, the air blowing means 3 has a flap 31b provided at the vehicle center portion 200b, a flap 31a provided at the front end portion 200a of the vehicle 200, and a flap 31c provided at the rear end portion 200c of the vehicle 200. Hereinafter, when there is no need to particularly distinguish between the flaps 31a, 31b, and 31c, they may each be referred to as a flap 31.

[0024] Each flap 31 (flap 31a, flap 31b, flap 31c) has a generally rectangular shape extending in the longitudinal direction (arrow D1 direction) of the vehicle 200. Each flap 31 may be configured by arranging a plurality of members of the same shape in the longitudinal direction (arrow D1 direction) of the vehicle 200. As shown in FIGS. 3 and 4, one end of each flap 31 in the short side direction (arrow D2 direction) is installed on the inner wall of the lower end of the duct outlet, and by rotating about this end as an axis, the air outlet 4 on the ceiling 201 can be opened and closed.

[0025] When the flap 31 is in a hanging position, i.e., when the angle θ of the flap 31 relative to the vertical is 0 degrees, the air outlet 4 on the ceiling 201 is fully open, and when the flap 31 is in a substantially horizontal position, i.e., when the angle θ of the flap 31 relative to the vertical is approximately 90 degrees, the air outlet 4 on the ceiling 201 is closed. In other words, as the opening of the flap 31 relative to the air outlet 4 increases, the amount of air blown out (airflow indicated by arrow F3 in FIG. 1) increases, and as the opening of the flap 31 relative to the air outlet 4 decreases, the amount of air blown out decreases.

[0026] The air passage in the duct 2 is configured so that, when the blower 3 is not operating (i.e., when the flaps 31a, 31b, and 31c are fully open with the flaps 31a, 31b, and 31c hanging down), air is blown out of the duct 2 and into the passenger compartment SP at approximately equal speeds from the outlet 4. That is, when the blower 3 is not operating, the air volume blown out of the outlet 4b into the passenger compartment SPb at the vehicle center 200b, the air volume blown out of the outlet 4a into the passenger compartment SPa at the front end 200a, and the air volume blown out of the outlet 4c into the passenger compartment SPc at the rear end 200c are the same. Hereinafter, this type of airflow control may be referred to as "normal airflow control." Here, the air volume refers to the amount of air per unit time and per unit length in the longitudinal direction of the vehicle. The total air volume (circulation volume) varies depending on the fan rotation speed of the blower (not shown) of the air conditioner 1.

[0027] As shown in Fig. 5, the air blowing control unit 6 is disposed inside the duct 2 and connected to the air blowing means 3 by wire. Note that the air blowing control unit 6 only needs to be able to control the air blowing means 3, and may be connected to the air blowing means 3 wirelessly. The air blowing control unit 6 is also connected to the air conditioning control unit 16 (see Fig. 1) by wire or wirelessly so that they can communicate with each other.

[0028] The airflow control unit 6 controls the angles of the flaps 31a, 31b, and 31c individually. That is, the angles of the multiple flaps 31 constituting the airflow means 3 can be different from each other. The airflow control unit 6 acquires temperature information from the multiple temperature sensors constituting the vehicle interior environment detection means 8. The airflow control unit 6 may collect information from these multiple temperature sensors 81 directly from the multiple temperature sensors, or may acquire information collected by the air conditioning control unit. The airflow control unit 6 controls the multiple flaps 31 based on signals from the vehicle interior environment detection means 8.

[0029] The air blowing control unit 6 performs centralized air blowing control by operating the air blowing means 3 to limit the volume of air supplied to some spaces in the vehicle cabin (part of the vehicle cabin areas SPa, SPb, and SPc) and increase the volume of air supplied to the remaining spaces in the vehicle cabin. In this embodiment, the air blowing control unit 6 performs centralized air blowing control based on a signal from the vehicle cabin environment detection means 8. Specifically, the air blowing control unit 6 determines a vehicle cabin area in the vehicle cabin SP where stagnant air is occurring based on the detection results of multiple temperature sensors that make up the vehicle cabin environment detection means 8, and controls the air blowing means 3 to increase the volume of air supplied to the vehicle cabin area determined to be stagnant.

[0030] An example of concentrated airflow control will be described below with reference to Figures 2 to 5. Here, concentrated airflow control controls the opening of flap 31b in vehicle center 200b to be smaller than the opening of flaps 31a, 31c at the vehicle ends (front end 200a and rear end 200c). In the example of Figures 2 to 4, the amount of air blown out from outlet 4b in vehicle center 200b (see Figure 5) is limited, thereby increasing the amount of air blown out from outlets 4a, 4c at the vehicle ends.

[0031] That is, in this embodiment, a plurality of flaps 31 are provided at the duct outlet 22, and when concentrated airflow control is being performed, the blown airflow (indicated by arrow F3 in Figure 1) and position can be adjusted by combining the angles θ of the plurality of flaps 31.

[0032] (Operation of the vehicle air conditioning system 100) Fig. 6 is a flowchart showing an example of control performed by the air blow control unit 6 of the vehicle air conditioning system 100 according to Embodiment 1. The monitoring function and centralized air blow control performed by the air blow control unit 6 will be described below with reference to Fig. 6. When the air conditioning operation (heating operation or cooling operation) of the air conditioner 1 is started by the air conditioning control unit 16, the air blow control unit 6 starts the following control shown in Fig. 6.

[0033] The airflow control unit 6 acquires temperature information from a plurality of temperature sensors 81 provided in the passenger compartment SP (step S1). The temperature information is acquired repeatedly. The airflow control unit 6 determines whether or not there is a temperature change in the passenger compartment SP based on the temperature information acquired from the plurality of temperature sensors 81 (step S2). For example, if a temperature change equal to or greater than a predetermined threshold is observed in one or more of the plurality of temperature sensors 81 (first temperature sensor 81a, second temperature sensor 81b, third temperature sensor 81c, and air intake temperature sensor 81d), it is determined that there is a temperature change (step S2; YES). On the other hand, if the temperature change in all of the plurality of temperature sensors 81 is less than the threshold, it is determined that there is no temperature change (step S2; NO). If it is determined that there is no temperature change (step S2; NO), the determination in step S2 is repeated at regular intervals until it is determined that there is a temperature change.

[0034] If it is determined that there is a temperature change (step S2; YES), the airflow control unit 6 determines whether the temperature change at the vehicle ends (front end 200a and rear end 200c) is greater than the temperature change at the vehicle center 200b (step S3). For example, the vehicle center 200b or the vehicle end where the temperature change is greatest is determined to be the greater temperature change. Note that the determination in step S3 may be performed by defining the average value of the temperature changes of the first temperature sensor 81a and the third temperature sensor 81c as the temperature change at the vehicle ends, and the average value of the temperature changes of the second temperature sensor 81b and the air intake temperature sensor 81d as the temperature change at the vehicle center 200b.

[0035] If it is determined that the temperature change at the vehicle end is greater than the temperature change at the vehicle center section 200b (step S3; YES), the airflow control unit 6 starts concentrated airflow control, and in this concentrated airflow control, the airflow control unit 6 controls the airflow unit 3 to limit the amount of air supplied to the passenger compartment area SPb in the vehicle center section 200b and to increase the amount of air supplied to the passenger compartment areas SPa and SPc at the vehicle end. Specifically, the airflow control unit 6 controls the airflow unit 3 to fully open the flaps 31a and 31c provided at the air outlets 4a and 4c in the passenger compartment areas SPa and SPc, and to open the flap 31b provided at the air outlet 4b in the remaining passenger compartment area SPb less than fully.

[0036] On the other hand, if the temperature change at the vehicle end is equal to or less than the temperature change at the vehicle center section 200b (step S3; NO), the airflow control unit 6 starts concentrated airflow control, and in this concentrated airflow control, the airflow control unit 6 controls the airflow unit 3 to limit the amount of air supplied to the passenger compartment areas SPa and SPc at the vehicle end and to increase the amount of air supplied to the passenger compartment area SPb in the vehicle center section 200b. Specifically, the airflow control unit 6 controls the airflow unit 3 to fully open the flap 31b provided in the passenger compartment area SPb, and to open the flaps 31a and 31c provided at the air outlets 4a and 4c in the remaining passenger compartment areas SPa and SPc less than fully.

[0037] The airflow control unit 6 determines whether a predetermined time has elapsed since the start of the centralized airflow control in step S4 or step S5 (step S6). If it is determined that the predetermined time has not elapsed since the start of the centralized airflow control (step S6; NO), the centralized airflow control continues until the predetermined time has elapsed. On the other hand, if it is determined that the predetermined time has elapsed since the start of the centralized airflow control (step S6; YES), the airflow control unit 6 stops the centralized airflow control by the air blowing means 3 (step S7). Thereafter, normal airflow control is performed, and the above steps S1 to S7 are repeated while air conditioning operation (heating operation or cooling operation) is being performed.

[0038] (Operation of the vehicle air conditioning system 100) Therefore, even if a part of the vehicle compartment SP (compartment area SPa, SPb, or SPc) experiences a greater temperature change than other parts, making it more likely for stagnation to occur, the airflow volume for the other parts is restricted and the airflow volume for the part where stagnation is likely to occur is increased. In other words, conditioned air is concentrated in the vehicle compartment area where stagnation is likely to occur. This causes stagnant air in that compartment area to be swept away and returned to the air conditioner 1, thereby shortening the time the air remains in the vehicle compartment areas SPa and SPc. By eliminating stagnation in this way, not only is the temperature in the vehicle compartment SP made uniform, but the uniform ventilation of the vehicle compartment SP also improves safety against infectious diseases, etc.

[0039] Note that the control shown in Fig. 6 is an example and is not limited to the illustrated control. For example, in the example of Fig. 6, the airflow pattern in the concentrated airflow control has two options: concentrated airflow to the vehicle center 200b or the vehicle end, but a configuration in which concentrated airflow can be performed for each of the vehicle interior areas SPa, SPb, and SPc may also be used.

[0040] (Variation) Fig. 7 is a schematic diagram showing a modified example of the blowing air duct and blowing means 3 of the vehicle air conditioning system 100 according to the first embodiment. Fig. 8 is an enlarged view of the portion surrounded by the dashed line in Fig. 7. In the examples of Figs. 2 to 4, a plurality of flaps 31 are provided at the duct outlet 22 as the blowing means 3 used for concentrated air blowing control, but in the modified example shown in Figs. 7 and 8, dampers 32 (dampers 32a, 32b, 32c, 32d, 32e, and 32f) are provided in each of a plurality of blowing air ducts formed in the duct 2.

[0041] As shown in Fig. 7, a plurality of partition walls 231, 232, 233, 234, 235, and 236 (see Fig. 8) are provided inside duct 2, and the inside of duct 2 is separated into positions (outlets 104a, 104b, 104c, 104d, 104e, and 104f) of air outlets 104. In the examples of Figs. 7 and 8, dampers 32 are disposed near the duct intakes in each air passage, and the amount of air from each air passage can be adjusted by combining the openings of these dampers 32.

[0042] An example of concentrated airflow control in a modified example will be described below with reference to Figures 7 and 8. Here, concentrated airflow control controls the opening of dampers 32b, 32c, 32d, and 32e at the center in the longitudinal direction (arrow D1 direction) of vehicle 200 to be smaller than the opening of dampers 32a and 32f at the ends in the longitudinal direction (arrow D1 direction) of vehicle 200. In the example of Figures 7 and 8, the amount of air blown out from outlets 104b, 104c, 104d, and 104e at the center in the longitudinal direction of vehicle 200 is limited, thereby increasing the amount of air blown out from outlets 104a and 104f at the ends.

[0043] Fig. 9 is a schematic diagram showing another example of the arrangement of the blower means 3 of Fig. 8. As shown in Fig. 9, a plurality of dampers 32 (dampers 32a, 32b, 32c, 32d, 32e, and 32f) which are the blower means 3 may be arranged at the air outlet 11 of the air conditioner 1. Each of the dampers 32a, 32b, 32c, 32d, 32e, and 32f opens and closes each air passage of the duct 2. In the example of Fig. 9, as in the examples of Figs. 7 and 8, the amount of air from each air passage of the duct 2 is adjusted by combining the openings of these multiple dampers 32 (dampers 32a, 32b, 32c, 32d, 32e, and 32f).

[0044] As described above, the vehicle air conditioning system 100 according to the first embodiment includes the air conditioner 1 that conditions the air in the passenger compartment SP, which is the interior space of the vehicle 200, and the duct 2 that supplies the air conditioned by the air conditioner 1 to the passenger compartment SP. The vehicle air conditioning system 100 also includes a blower 3 that changes the volume and position of air blown from the duct 2 toward the passenger compartment SP, an air blower control unit 6 that controls the blower 3, and an air intake 5 for air from the passenger compartment toward the air conditioner 1. The air blower control unit 6 performs centralized air blowing control, which limits the volume of air blown from the duct 2 to a portion of the passenger compartment SP (e.g., passenger compartment area SPb) and controls the air blower 3 to increase the volume of air blown to the remaining areas of the passenger compartment SP (passenger compartment areas SPa and SPc).

[0045] As described above, the vehicle air conditioning system 100 includes the air blowing unit 3, which changes the volume and position of the air blown from the duct 2 toward the vehicle compartment SP, and the air blowing control unit 6, which controls the air blowing unit 3. The air blowing control unit 6 performs concentrated air blowing control, which controls the air blowing unit 3 to limit the volume of air blown from the duct 2 to a portion of the vehicle compartment SP and increase the volume of air blown to the remaining areas of the vehicle compartment SP. This allows for different air volumes to be set among the multiple areas to which air is blown from the duct 2, so that even if air stagnation occurs, control can be implemented such that air is blown concentratedly to the area where the air stagnation has occurred, thereby shortening the stagnation time. This prevents air stagnation in the vehicle air conditioning system 100, which supplies air to the vehicle compartment SP through the duct 2, thereby improving the sanitation of the vehicle compartment SP.

[0046] In a configuration that is mainstream in railcars, where conditioned air is supplied from air conditioner 1 to the entire passenger compartment SP via duct 2, duct 2 is installed extending in the longitudinal direction of vehicle 200 (in the direction of arrow D1), so the return path length from each area of ​​the passenger compartment SP to air conditioner 1 varies depending on the area. By configuring the airflow volume to be different among multiple areas as described above, even if air stagnation occurs in the passenger compartment SP due to the path length, it is possible to concentrate the air being blown out to the area where the air stagnation occurs (passenger compartment areas SPa and SPc), thereby shortening the retention time. This type of control makes it possible to suppress air stagnation due to the path length, thereby improving the hygiene of the passenger compartment SP.

[0047] The vehicle air conditioning system 100 also includes a vehicle interior environment detection means 8 that detects whether or not there is stagnant air in the vehicle interior SP. When the vehicle interior environment detection means 8 detects that there is stagnant air, the air blow control unit 6 performs centralized air blow control.

[0048] This allows the blower means 3 to operate only when necessary to eliminate stagnation of air, thereby reducing unnecessary control.

[0049] The vehicle interior environment detection means 8 is a plurality of temperature sensors 81 (first temperature sensor 81a, second temperature sensor 81b, third temperature sensor 81c, etc.) that detect temperature and are arranged in a plurality of areas of the vehicle interior SP (vehicle interior areas SPa, SPb, and SPc). In the concentrated airflow control, the airflow control unit 6 controls the airflow means 3 to increase the volume of air blown to the area of ​​the plurality of areas where the temperature change is greatest.

[0050] This allows the presence and location of stagnant air to be detected using an inexpensive and simple temperature sensor 81, making it easy to apply the vehicle air conditioning system 100 to the vehicle 200.

[0051] Embodiment 2 Fig. 10 is a schematic diagram showing the configuration of a vehicle 200 equipped with a vehicle air conditioning system 100 according to embodiment 2. Fig. 11 is a flowchart showing an example of control performed by the air blowing control unit 6 of the vehicle air conditioning system 100 according to embodiment 2. The vehicle air conditioning system 100 according to embodiment 2 will be described below, focusing on the differences from embodiment 1.

[0052] In this embodiment, the vehicle interior environment detection means 8 detects the transition of people riding in the vehicle 200 (vehicle interior SP). Specifically, the vehicle interior environment detection means 8 is a weight sensor 82 provided on the floor 203 of the vehicle interior SP. Information on the weight detected by the weight sensor 82 is used to control the air blowing means 3.

[0053] The air blowing control unit 6 acquires weight information from the weight sensor 82. The air blowing control unit 6 may acquire the weight information from the weight sensor 82 directly from the weight sensor 82, or may acquire information collected by the air conditioning control unit 16. The air blowing control unit 6 controls the air blowing means 3 (plurality of flaps 31) based on the weight information from the weight sensor 82. When the weight (number of passengers) of the vehicle 200 exceeds a certain value, the air blowing control unit 6 performs concentrated air blowing control using the air blowing means 3 to suppress the occurrence of air stagnation.

[0054] In a configuration in which the air conditioner 1 is installed in the center of the vehicle 200 in the longitudinal direction (direction of arrow D1) as in this embodiment, the length of the path that the airflow takes to return to the air conditioner 1 is longer in the passenger compartment areas SPa and SPc at the vehicle ends (the front end 200a and the rear end 200c) than in the passenger compartment area SPb at the vehicle center 200b. Therefore, the air stays there longer in the passenger compartment areas SPa and SPc than in the passenger compartment area SPb, making air stagnation more likely to occur. Therefore, in this embodiment, when the number of passengers in the passenger compartment SP, i.e., their weight, exceeds a certain value, the air blowing control unit 6 controls the air blowing means 3 to blow air intensively to the passenger compartment areas SPa and SPc of the passenger compartment SP in order to prevent air stagnation in the passenger compartment areas SPa and SPc. In the second embodiment, weight information is used as a trigger for implementing concentrated air blowing control.

[0055] The airflow control unit 6 determines whether or not there is stagnant air in the passenger compartment SP based on the weight information acquired from the weight sensor 82, and performs concentrated airflow control using the airflow means 3 based on the determination result. The airflow control unit 6 starts concentrated airflow control when the weight acquired from the weight sensor 82 exceeds a certain value.

[0056] (Operation of the vehicle air conditioning system 100) The monitoring function and centralized air flow control by the air flow control unit 6 when air conditioning is being performed will be described below with reference to Fig. 11. When the air conditioning operation (heating operation or cooling operation) of the air conditioner 1 is started by the air conditioning control unit 16, the air flow control unit 6 starts the following control shown in Fig. 11.

[0057] The air blowing control unit 6 acquires weight information from the weight sensor 82 of the vehicle 200 (step S11). The weight information is acquired repeatedly. The air blowing control unit 6 determines whether or not there has been a weight change based on the weight information acquired from the weight sensor 82 (step S12). For example, if the weight sensor 82 observes a weight change equal to or greater than a predetermined threshold, it is determined that there has been a weight change (step S12; YES). On the other hand, if the weight change observed by the weight sensor 82 is less than the threshold, it is determined that there has been no weight change (step S12; NO). If it is determined that there has been no weight change (step S12; NO), the determination in step S12 is repeated at regular intervals until it is determined that there has been a weight change.

[0058] If it is determined that there is a weight change (step S12; YES), the airflow control unit 6 determines whether the weight exceeds a predetermined weight (step S13). The airflow control unit 6 stores, for example, a predetermined weight (i.e., the number of passengers) at which air stagnation is likely to occur, and uses this weight for the determination in step S13.

[0059] If the weight exceeds the predetermined weight (step S13; YES), the airflow control unit 6 starts concentrated airflow control (step S14). In concentrated airflow control, the airflow control unit 6 controls the air blowing means 3 to limit the amount of air supplied to the passenger compartment area SPb in the vehicle center 200b and to increase the amount of air supplied to the passenger compartment areas SPa and SPc at the vehicle ends. Specifically, the flaps 31a and 31c provided at the air outlets 4a and 4c in the passenger compartment areas SPa and SPc are fully opened, and the flap 31b provided at the air outlet 4b in the remaining passenger compartment area SPb is controlled to be opened less than fully opened.

[0060] The airflow control unit 6 determines whether a predetermined time has elapsed since the start of the concentrated airflow control in step S14 (step S15). If it is determined that the predetermined time has not elapsed since the start of the concentrated airflow control (step S15; NO), the concentrated airflow control continues until the predetermined time has elapsed. On the other hand, if it is determined that the predetermined time has elapsed since the start of the concentrated airflow control (step S15; YES), the airflow control unit 6 stops the concentrated airflow control by the air blowing means 3 (step S16). Thereafter, normal airflow control is performed.

[0061] In step S13, if it is determined that the weight is equal to or less than the predetermined weight (step S13; NO), normal air blowing control continues. While the air conditioning operation (heating operation or cooling operation) is being performed, the above steps S11 to S16 are repeatedly performed.

[0062] (Operation of the vehicle air conditioning system 100) Therefore, even when the weight of passengers in vehicle 200 exceeds a certain value, creating a situation where stagnation of air is likely to occur in passenger compartment areas SPa and SPc, the volume of air blown into passenger compartment area SPb is limited, while the volume of air blown into passenger compartment areas SPa and SPc where stagnation of air is likely to occur is increased. In other words, conditioned air is concentrated into passenger compartment areas SPa and SPc where stagnation of air is likely to occur. This forces the stagnant air to flow back to air conditioner 1, thereby shortening the time the air remains in passenger compartment areas SPa and SPc. Eliminating stagnation in this way not only ensures a uniform temperature in passenger compartment SP, but also improves safety against infectious diseases by uniformly ventilating passenger compartment SP.

[0063] As described above, the vehicle air conditioning system 100 according to the second embodiment includes the air blowing means 3 and the air blowing control unit 6, and the air blowing control unit 6 can perform centralized air blowing control, just like the first embodiment. The vehicle air conditioning system 100 also includes the vehicle interior environment detection means 8.

[0064] In the vehicle air conditioning system 100 according to the second embodiment, the vehicle compartment environment detection means 8 is a weight sensor 82 that detects the weight of a passenger in the vehicle compartment SP. When the weight detected by the weight sensor 82 exceeds a predetermined weight, the air blow control unit 6 determines that air stagnation exists and starts centralized air blow control.

[0065] As a result, even when the number of passengers increases and air stagnation is likely to occur, the concentrated air blowing control is started and air stagnation is suppressed.

[0066] In the concentrated airflow control, the airflow control unit 6 controls the air blowing means 3 so as to increase the volume of air blown out to the ends (for example, the compartment areas SPa and SPc) in the longitudinal direction (arrow D1 direction) of the compartment SP.

[0067] This promotes the return of air to the air conditioner 1 at the end of the car where the path to the air conditioner 1 is long, eliminating stagnant air even when the weight, i.e., the number of passengers, increases, improving hygiene.

[0068] Embodiment 3 Fig. 12 is a schematic diagram showing the configuration of a vehicle 200 equipped with a vehicle air conditioning system 100 according to embodiment 3. Fig. 13 is a flowchart showing an example of control performed by the air blowing control unit 6 of the vehicle air conditioning system 100 according to embodiment 3. The vehicle air conditioning system 100 according to embodiment 3 will be described below, focusing on the differences from embodiment 2.

[0069] In this embodiment, the vehicle interior environment detection means 8 is a vehicle information management unit 83 that detects the door opening / closing status of the vehicle 200. The vehicle information management unit 83 is provided, for example, in the ceiling. The door opening / closing information detected by the vehicle information management unit 83 is used to control the air blowing means 3.

[0070] The vehicle information management unit 83 is configured with hardware such as a circuit device that realizes its functions. Alternatively, the vehicle information management unit 83 has a memory that stores programs and a CPU (Central Processing Unit), and the functions of the vehicle information management unit 83 are realized by the CPU executing the programs.

[0071] The air blowing control unit 6 acquires door opening / closing information from the vehicle information management unit 83. The air blowing control unit 6 may acquire the door opening / closing information from the vehicle information management unit 83 directly from the vehicle information management unit 83, or may acquire information collected by the air conditioning control unit 16. The air blowing control unit 6 controls the air blowing means (plurality of flaps 31) based on the door opening / closing information from the vehicle information management unit 83. When a certain time has passed since the door of the vehicle 200 is closed, the air blowing control unit 6 performs concentrated air blowing control using the air blowing means 3. The longer the door of the vehicle 200 is closed, the more likely air stagnation occurs in the passenger compartment SP. Therefore, in the third embodiment, instead of the weight information of the second embodiment, information on the door opening / closing of the vehicle 200 is used as a trigger for performing concentrated air blowing control.

[0072] The air blowing control unit 6 determines whether or not there is stagnant air in the passenger compartment SP based on the door opening / closing information acquired from the vehicle information management unit 83, and performs concentrated air blowing control using the air blowing means 3 based on the determination result. The air blowing control unit 6 starts concentrated air blowing control when a certain time has elapsed since acquiring a door closing signal from the vehicle information management unit 83.

[0073] (Operation of the vehicle air conditioning system 100) The monitoring function and centralized air flow control by the air flow control unit 6 when air conditioning is being performed will be described below with reference to Fig. 13. When the air conditioning operation (heating operation or cooling operation) of the air conditioner 1 is started by the air conditioning control unit 16, the air flow control unit 6 starts the following control shown in Fig. 13.

[0074] The air blowing control unit 6 acquires door opening / closing information of the vehicle 200 from the vehicle information management unit 83 (step S21). The door opening / closing information is acquired repeatedly. The air blowing control unit 6 determines whether the door is closed or not based on the door opening / closing information acquired from the vehicle information management unit 83 (step S22). If it is determined that the door is not closed (step S22; NO), the determination in step S22 is repeated until it is determined that the door is closed.

[0075] If it is determined that the door is closed (step S22; YES), the airflow control unit 6 determines whether a certain time has passed since the door was closed (step S23). The airflow control unit 6 stores, for example, the time after the door is closed when air stagnation is likely to occur, and uses this time for the determination in step S23.

[0076] If a certain time has passed since the door was closed (step S23; YES), the airflow control unit 6 starts centralized airflow control (step S24). In the centralized airflow control, the airflow control unit 6 controls the air blowing means 3 to limit the volume of air supplied to the passenger compartment area SPb in the vehicle center 200b and to increase the volume of air supplied to the passenger compartment areas SPa and SPc at the vehicle ends. Specifically, the flaps 31a and 31c provided at the air outlets 4a and 4c in the passenger compartment areas SPa and SPc are fully opened, and the flap 31b provided at the air outlet 4b in the remaining passenger compartment area SPb is controlled to be opened less than fully opened.

[0077] The airflow control unit 6 determines whether a predetermined time has elapsed since the start of the concentrated airflow control in step S24 (step S25). If it is determined that the predetermined time has not elapsed since the start of the concentrated airflow control (step S25; NO), the concentrated airflow control continues until the predetermined time has elapsed. On the other hand, if it is determined that the predetermined time has elapsed since the start of the concentrated airflow control (step S25; YES), the airflow control unit 6 stops the concentrated airflow control by the air blowing means 3 (step S26). Thereafter, normal airflow control is performed.

[0078] In step S23, if it is determined that the certain time has not elapsed since the door was closed (step S23; NO), normal air blowing control continues. While the air conditioning operation (heating operation or cooling operation) is being performed, the above steps S21 to S26 are repeatedly performed.

[0079] (Operation of the vehicle air conditioning system 100) Therefore, even when a certain amount of time has passed since the doors of vehicle 200 were closed, creating a situation where stagnant air is likely to occur in the passenger compartment areas SPa and SPc, the volume of air blown into passenger compartment area SPb is limited, while the volume of air blown into passenger compartment areas SPa and SPc, where stagnant air is likely to occur, is increased. In other words, conditioned air is concentrated into passenger compartment areas SPa and SPc, where stagnant air is likely to occur. This forces the stagnant air to flow back to air conditioner 1, thereby shortening the time the air stagnates in the passenger compartment areas SPa and SPc. By eliminating stagnant air in this way, not only is the temperature in the passenger compartment SP made uniform, but the uniform ventilation of the passenger compartment SP also improves safety against infectious diseases, etc.

[0080] As described above, the vehicle air conditioning system 100 according to the third embodiment includes the air blowing means 3 and the air blowing control unit 6, similar to the first embodiment, and the air blowing control unit 6 can perform centralized air blowing control. The vehicle air conditioning system 100 also includes the vehicle interior environment detection means 8.

[0081] In the vehicle air conditioning system 100 according to the third embodiment, the vehicle interior environment detection means 8 is a vehicle information management unit 83 that detects whether the doors of the vehicle 200 are open or closed. If a certain time has passed since the vehicle information management unit 83 detected that the doors are closed, the air supply control unit 6 determines that there is air stagnation and starts centralized air supply control.

[0082] As a result, even if a certain time has passed since the doors of the vehicle 200 were closed and air stagnation is likely to occur, the concentrated air blowing control suppresses air stagnation.

[0083] Furthermore, in the concentrated airflow control, the airflow control unit 6 controls the air blowing means 3 so as to increase the volume of air blown out to the ends (for example, the compartment areas SPa and SPc) in the longitudinal direction (arrow D1 direction) of the compartment SP.

[0084] This promotes the return of air to the air conditioner 1 at the end of the carriage where the path to the air conditioner 1 is long, eliminating stagnant air during crowded times.

[0085] Embodiment 4 Fig. 14 is a schematic diagram showing the configuration of a vehicle 200 equipped with a vehicle air conditioning system 100 according to embodiment 4. Fig. 15 is a flowchart showing an example of control performed by the air blowing control unit 6 of the vehicle air conditioning system 100 according to embodiment 4. The vehicle air conditioning system 100 according to embodiment 4 will be described below, focusing on the differences from embodiment 2.

[0086] In this embodiment, the vehicle interior environment detection means 8 is a vehicle position information management unit 84 that transmits and receives information about the operating position of the vehicle 200. The operating position information is specifically the current position on the train route (for example, a station), or the position at which the vehicle 200 is stopped at a station. The vehicle position information management unit 84 is provided, for example, in the ceiling. The operating position information of the vehicle 200 detected by the vehicle position information management unit 84 is used to control the air blowing means 3.

[0087] The vehicle location information management unit 84 is configured with hardware such as a circuit device that realizes its functions. Alternatively, the vehicle location information management unit 84 has a memory that stores programs and a CPU (Central Processing Unit), and the functions of the vehicle location information management unit 84 are realized by the CPU executing the programs.

[0088] The airflow control unit 6 acquires the vehicle location information from the vehicle location information management unit 84. The airflow control unit 6 may acquire the vehicle location information from the vehicle location information management unit 84 directly from the vehicle location information management unit 84, or may acquire information collected by the air conditioning control unit 16. The airflow control unit 6 controls the airflow means (plurality of flaps 31) based on the vehicle location information from the vehicle location information management unit 84. When the vehicle 200 reaches an expected congested section, the airflow control unit 6 performs concentrated airflow control using the airflow means 3. The vehicle location information management unit 84 pre-stores expected congested sections. For example, for multiple trains, information on the number of passengers (e.g., weight detected by a weight sensor) at each station or between stations may be collected in association with the train cars and the arrival times at each station, and time periods and locations (stations) where the number of passengers (weight) exceeds a certain value may be pre-stored in the airflow control unit 6 as expected congested sections. The more crowded the passenger compartment SP, the more likely it is that stagnation of air will occur in the passenger compartment SP. Therefore, in embodiment 4, instead of the weight information in embodiment 2 or the door opening / closing information in embodiment 3, the arrival of vehicle 200 in an expected congested area is used as a trigger to implement concentrated air flow control.

[0089] The air blowing control unit 6 determines whether or not there is stagnant air in the passenger compartment SP based on the operating position information acquired from the vehicle position information management unit 84, and performs concentrated air blowing control using the air blowing means 3 based on the determination result. The air blowing control unit 6 starts concentrated air blowing control when the operating position of the vehicle 200 acquired from the vehicle position information management unit 84 corresponds to an expected congested section.

[0090] (Operation of the vehicle air conditioning system 100) The monitoring function and centralized air flow control by the air flow control unit 6 when air conditioning is being performed will be described below with reference to Fig. 15. When the air conditioning operation (heating operation or cooling operation) of the air conditioner 1 is started by the air conditioning control unit 16, the air flow control unit 6 starts the following control shown in Fig. 15.

[0091] The air blowing control unit 6 acquires the driving position information of the vehicle 200 from the vehicle position information management unit 84 (step S31). The driving position information is acquired repeatedly. The air blowing control unit 6 determines whether the vehicle has reached an expected congested section based on the driving position information acquired from the vehicle position information management unit 84 (step S32).

[0092] If it is determined that the vehicle 200 has reached an expected congested section (step S32; YES), the airflow control unit 6 starts concentrated airflow control (step S33). In concentrated airflow control, the airflow control unit 6 controls the air blowing means 3 to limit the amount of air supplied to the passenger compartment area SPb in the vehicle center 200b and to increase the amount of air supplied to the passenger compartment areas SPa and SPc at the vehicle ends. Specifically, the flaps 31a and 31c provided at the air outlets 4a and 4c in the passenger compartment areas SPa and SPc are fully opened, and the flap 31b provided at the air outlet 4b in the remaining passenger compartment area SPb is controlled to be opened less than fully opened.

[0093] The airflow control unit 6 determines whether the vehicle 200 has passed through the expected congested section (step S34). If it is determined that the vehicle 200 has not passed through the expected congested section (step S34; NO), the concentrated airflow control continues until the vehicle 200 passes through the expected congested section. On the other hand, if it is determined that the vehicle 200 has passed through the expected congested section (step S34; YES), the airflow control unit 6 stops the concentrated airflow control by the airflow means 3 (step S35). Thereafter, normal airflow control is performed.

[0094] In step S32, if it is determined that the vehicle has not reached an expected congested section (step S32; NO), normal air blowing control continues. While the air conditioning operation (heating operation or cooling operation) is being performed, the above steps S31 to S35 are repeatedly performed.

[0095] (Operation of the vehicle air conditioning system 100) Therefore, even when vehicle 200 reaches a congested section where stagnation of air is likely to occur in passenger compartment areas SPa and SPc, the volume of air blown into passenger compartment area SPb is limited, while the volume of air blown into passenger compartment areas SPa and SPc where stagnation of air is likely to occur is increased. In other words, conditioned air is concentrated into passenger compartment areas SPa and SPc where stagnation of air is likely to occur. This forces the stagnant air to flow back to air conditioner 1, thereby shortening the time the air remains in passenger compartment areas SPa and SPc. By eliminating stagnation of air in this way, not only is the temperature in passenger compartment SP made uniform, but uniform ventilation of passenger compartment SP also improves safety against infectious diseases, etc.

[0096] As described above, the vehicle air conditioning system 100 according to the fourth embodiment includes the air blowing means 3 and the air blowing control unit 6, similar to the first embodiment, and the air blowing control unit 6 can perform centralized air blowing control. The vehicle air conditioning system 100 also includes the vehicle interior environment detection means 8.

[0097] In the vehicle air conditioning system 100 according to the fourth embodiment, the vehicle interior environment detection means 8 is a vehicle position information management unit 84 that transmits and receives information about the vehicle's operating position. When the vehicle's operating position reaches a predetermined expected congested section, the air blow control unit 6 determines that stagnation of air exists and starts centralized air blow control.

[0098] As a result, even when the passenger compartment SP is crowded and air stagnation is likely to occur, the concentrated airflow control can suppress air stagnation.

[0099] Furthermore, in the concentrated airflow control, the airflow control unit 6 controls the air blowing means 3 so as to increase the volume of air blown out to the ends (for example, the compartment areas SPa and SPc) in the longitudinal direction (arrow D1 direction) of the compartment SP.

[0100] This promotes the return of air to the air conditioner 1 at the end of the carriage where the path to the air conditioner 1 is long, eliminating stagnant air during crowded times.

[0101] Embodiment 5 Fig. 16 is a schematic diagram showing the configuration of a vehicle 200 equipped with a vehicle air conditioning system 100 according to embodiment 5. Note that the illustration of a plurality of temperature sensors 81 is omitted in Fig. 16. The vehicle air conditioning system 100 according to embodiment 5 will be described with reference to Fig. 16, focusing on the differences from embodiment 1.

[0102] The vehicle air conditioning system 100 of the fifth embodiment includes a plurality of air purifiers 9 arranged inside the duct 2. The air purifiers 9 purify the air passing through the inside of the duct 2 (i.e., the airflow blown out from the air conditioner 1 indicated by the arrow F2 in FIG. 1). The air blowing control unit 6 controls these air purifiers 9 and the air blowing means 3 (flaps 31a, 31b, and 31c shown in FIG. 1) in conjunction with each other to blow purified air intensively to a specific position in the vehicle interior SP, and to purify the air stagnating at the specific position in a short period of time.

[0103] The air purifying device 9 is, for example, an ultraviolet LED that emits ultraviolet light, and the ultraviolet light is turned on and off under control of the air blowing control unit 6. In the example of Fig. 16, a plurality of air purifying devices 9 are arranged in the longitudinal direction (direction of arrow D1) of the vehicle 200. The air purifying devices 9 are arranged at the front and rear of the vehicle center portion 200b, at the front end portion 200a of the vehicle 200, and at the rear end portion 200c of the vehicle 200.

[0104] In the concentrated airflow control, the airflow control unit 6 turns on the ultraviolet light of the air purifier 9 corresponding to the position where the airflow volume is increased, and turns off the ultraviolet light of the air purifier 9 corresponding to the position where the airflow volume is reduced. With this configuration, purified air with an increased airflow volume is intensively sent to the vehicle interior area where air stagnation occurs. Note that the method of controlling the multiple air purifiers 9 is not limited to the above method. For example, the air purifier 9 may be configured such that the intensity of ultraviolet light can be controlled by the airflow control unit 6, and in the concentrated airflow control, the intensity of ultraviolet light of the air purifier 9 corresponding to the position where the airflow volume is increased may be controlled to be stronger than the intensity of ultraviolet light of the air purifier 9 corresponding to the position where the airflow volume is reduced.

[0105] In the fifth embodiment, the vehicle air conditioning system 100 of the first embodiment is defined and described as being provided with a plurality of air purifiers 9. However, the plurality of air purifiers 9 may be provided in the modified example of the first embodiment, the second embodiment, the third embodiment, or the fourth embodiment. When the modified example of the first embodiment (see FIGS. 7 and 8) is provided with a plurality of air purifiers 9, the air purifiers 9 are disposed in the respective outlet air passages formed in the duct 2. Furthermore, when the positions where the air volume is to be increased are predetermined, as in the case of the concentrated airflow control of the second to fourth embodiments, it is preferable that the air purifiers 9 corresponding to those positions have a higher purification capacity (maximum strength) than the air purifiers 9 corresponding to other positions. This allows the air to be sufficiently purified even when the air volume is increased.

[0106] Although the vehicle air conditioning system 100 is configured to take in outside air for ventilation, there may be situations where it is difficult to take in outside air, such as when the vehicle 200 passes through a tunnel or subway. The vehicle air conditioning system 100 according to the fifth embodiment is equipped with the air purifying device 9, and is therefore able to reduce, disinfect, or inactivate bacteria or viruses that cause infectious diseases present in the vehicle compartment SP.

[0107] As described above, the vehicle air conditioning system 100 according to the fifth embodiment further includes a plurality of air purifiers 9 that are arranged in the duct 2 and purify the air passing through the duct 2. The air blowing control unit 6 operates the plurality of air purifiers 9 in conjunction with the air blowing means 3 in the centralized air blowing control to purify the air that is blown out to the remaining areas (vehicle interior areas SPa and SPc).

[0108] This allows the air to be sufficiently purified even if the air volume increases, and the purified air can be sent to the stagnant air, further improving hygiene.

[0109] Various aspects of the present disclosure are described below. (Appendix 1) an air conditioner that conditions the air in a vehicle compartment, which is the interior space of the vehicle; a duct that supplies the air conditioned by the air conditioner to the vehicle compartment; a blower that changes the volume and position of the air blown from the duct toward the vehicle compartment; an air blowing control unit that controls the air blowing means; an air intake port for the air from the vehicle compartment to the air conditioner, The airflow control unit performs concentrated airflow control to limit the amount of air blown from the duct to a portion of the vehicle compartment and to control the air blowing means to increase the amount of air blown to the remaining area of ​​the vehicle compartment. Vehicle air conditioning systems. (Appendix 2) a vehicle interior environment detection means for detecting whether or not air is stagnant in the vehicle interior; The air blowing control unit performs the concentrated air blowing control when the vehicle interior environment detection unit detects that the air is stagnant. 10. The vehicle air conditioning system of claim 1. (Appendix 3) the vehicle interior environment detection means is a plurality of temperature sensors disposed in a plurality of areas of the vehicle interior, and detects temperatures; The air blowing control unit controls the air blowing means in the concentrated air blowing control so as to increase the volume of the air blown to an area of ​​the plurality of areas where the temperature change is greatest. 10. The vehicle air conditioning system according to claim 2. (Appendix 4) the vehicle cabin environment detection means is a weight sensor that detects the weight of a passenger in the vehicle cabin; The airflow control unit determines that there is air stagnation when the weight detected by the weight sensor exceeds a predetermined weight, and starts the concentrated airflow control. 10. The vehicle air conditioning system according to claim 2. (Appendix 5) the vehicle interior environment detection means is a vehicle information management unit that detects whether a door of the vehicle is open or closed, The air blowing control unit starts the centralized air blowing control when a certain time has elapsed since the vehicle information management unit detected that the door was closed, determining that there is air stagnation. 10. The vehicle air conditioning system according to claim 2. (Appendix 6) the vehicle interior environment detection means is a vehicle position information management unit that transmits and receives information about the vehicle's operating position, The air blowing control unit starts the concentrated air blowing control when the vehicle's operating position reaches a predetermined congestion expected section, assuming that there is air stagnation. 10. The vehicle air conditioning system according to claim 2. (Appendix 7) The air blowing control unit controls the air blowing means in the concentrated air blowing control so as to increase the amount of air blown out to the longitudinal end of the vehicle compartment. 7. A vehicle air conditioning system according to any one of appendixes 4 to 6. (Appendix 8) a plurality of air cleaning devices disposed in the duct for cleaning the air passing through the duct; The air blowing control unit purifies the air blown into the remaining area by interlocking the plurality of air purifying devices with the air blowing means in the centralized air blowing control. 8. A vehicle air conditioning system according to any one of appendices 1 to 7. [Explanation of symbols]

[0110] REFERENCE SIGNS LIST 1 air conditioner, 2 duct, 3 blowing means, 4 outlet, 4a outlet, 4b outlet, 4c outlet, 5 intake port, 6 air blowing control unit, 8 vehicle cabin environment detection means, 9 air purifier, 11 outlet, 16 air conditioning control unit, 22 duct outlet, 31 flap, 31a flap, 31b flap, 31c flap, 32 damper, 32a damper, 32b damper, 32c damper, 32d damper, 32e damper, 32f damper, 81 temperature sensor, 81a first temperature sensor, 81b second temperature sensor, 81c third temperature sensor, 81d intake port temperature sensor, 82 weight sensor, 83 vehicle information management unit, 84 vehicle position information management unit, 100 vehicle air conditioning system, 104 Outlet, 104a outlet, 104b outlet, 104c outlet, 104d outlet, 104e outlet, 104f outlet, 200 vehicle, 200a end, 200b vehicle center, 200c end, 201 ceiling, 202 wall, 203 floor, 204 wall, 205 wall, 206 roof, 231 partition wall, 232 partition wall, 233 partition wall, 234 partition wall, 235 partition wall, 236 partition wall, SP compartment, SPa compartment area, SPb compartment area, SPc compartment area, Spa compartment area, Spb compartment area, Spc compartment area, θ angle.

Claims

1. an air conditioner that conditions the air in a vehicle compartment, which is the interior space of the vehicle; a duct that supplies the air conditioned by the air conditioner to the vehicle compartment; a blower that changes the volume and position of the air blown from the duct toward the vehicle compartment; an air blowing control unit that controls the air blowing means; an air intake port for the air from the vehicle compartment to the air conditioner, The airflow control unit performs concentrated airflow control to limit the amount of air blown from the duct to a portion of the vehicle compartment and to control the air blowing means to increase the amount of air blown to the remaining area of ​​the vehicle compartment. Vehicle air conditioning systems.

2. a vehicle interior environment detection means for detecting whether or not air is stagnant in the vehicle interior; The air blowing control unit performs the concentrated air blowing control when the vehicle interior environment detection unit detects that the air is stagnant. The vehicle air conditioning system according to claim 1 .

3. the vehicle interior environment detection means is a plurality of temperature sensors disposed in a plurality of areas of the vehicle interior, and detects temperatures; The air blowing control unit controls the air blowing means in the concentrated air blowing control so as to increase the volume of the air blown to an area of ​​the plurality of areas where the temperature change is greatest.

3. The vehicle air conditioning system according to claim 2.

4. the vehicle cabin environment detection means is a weight sensor that detects the weight of a passenger in the vehicle cabin; The airflow control unit determines that there is air stagnation when the weight detected by the weight sensor exceeds a predetermined weight, and starts the concentrated airflow control.

3. The vehicle air conditioning system according to claim 2.

5. the vehicle interior environment detection means is a vehicle information management unit that detects whether a door of the vehicle is open or closed, The air blowing control unit starts the centralized air blowing control when a certain time has elapsed since the vehicle information management unit detected that the door was closed, determining that there is air stagnation.

3. The vehicle air conditioning system according to claim 2.

6. the vehicle interior environment detection means is a vehicle position information management unit that transmits and receives information about the vehicle's operating position, The air blowing control unit starts the concentrated air blowing control when the vehicle's operating position reaches a predetermined congestion expected section, assuming that there is air stagnation.

3. The vehicle air conditioning system according to claim 2.

7. The air blowing control unit controls the air blowing means in the concentrated air blowing control so as to increase the amount of air blown out to the longitudinal end of the vehicle compartment. The vehicle air conditioning system according to any one of claims 4 to 6.

8. a plurality of air cleaning devices disposed in the duct for cleaning the air passing through the duct; The air blowing control unit purifies the air blown into the remaining area by interlocking the plurality of air purifying devices with the air blowing means in the centralized air blowing control. The vehicle air conditioning system according to any one of claims 1 to 6.

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