Air conditioning system for vehicle

文档序号：1820875 发布日期：2021-11-09 浏览：28次中文

阅读说明：本技术 车辆用空调系统 (Air conditioning system for vehicle ) 是由渡边裕于 2019-10-29 设计创作，主要内容包括：抑制行驶中的车辆用空调系统的电力消耗,并延长车辆的可续航距离。空调系统(100)具备：除湿机构(1),其使车室(5)内的空气通过吸湿单元(13)而对空气进行除湿,并将除湿后的空气吹出；调温机构(2),其包括对车室(5)内的空气的温度进行调节的调温单元(23)；以及控制机构,其对除湿机构(1)以及调温机构(2)进行控制。控制机构具有将由调温单元(23)加热了的空气向吸湿单元(13)供给的吸湿力再生模式来作为控制模式。(The power consumption of an air conditioning system for a vehicle during traveling is suppressed, and the cruising distance of the vehicle is extended. An air conditioning system (100) is provided with: a dehumidifying mechanism (1) which dehumidifies air in a vehicle interior (5) by passing the air through a moisture absorbing unit (13) and blows out the dehumidified air; a temperature adjustment mechanism (2) that includes a temperature adjustment unit (23) that adjusts the temperature of air in the vehicle compartment (5); and a control means for controlling the dehumidifying means (1) and the temperature adjusting means (2). The control means has, as a control mode, a moisture absorption force regeneration mode in which air heated by the temperature adjustment unit (23) is supplied to the moisture absorption unit (13).)

1. An air conditioning system for a vehicle, characterized in that,

the air conditioning system for a vehicle includes:

a dehumidifying mechanism which dehumidifies air in the vehicle interior by passing the air through the moisture absorbing unit and blows out the dehumidified air;

a temperature adjustment mechanism including a temperature adjustment unit that adjusts a temperature of air in the vehicle compartment; and

a control means for controlling the dehumidification means and the temperature adjustment means,

the control means has a moisture absorption force regeneration mode for supplying the air heated by the temperature adjustment means to the moisture absorption means as a control mode,

the temperature regulating unit is of a heat pump type,

in the moisture absorption force regeneration mode, the temperature control unit and the moisture absorption unit are communicated by a pipe, and air heated by the temperature control unit is supplied to the moisture absorption unit through the pipe.

2. An air conditioning system for a vehicle, characterized in that,

the air conditioning system for a vehicle includes:

a dehumidifying mechanism which dehumidifies air in the vehicle interior by passing the air through the moisture absorbing unit and blows out the dehumidified air;

an inlet port through which heated temperature-controlled air is introduced from a temperature control mechanism including a temperature control unit that controls the temperature of air in the vehicle interior;

another inlet port for introducing heated air, which absorbs exhaust heat, from the temperature adjustment mechanism; and

a control mechanism for controlling the dehumidification mechanism,

the control means has a moisture absorption force regeneration mode for supplying the air introduced from the inlet to the moisture absorption unit as a control mode,

in the moisture absorption force regeneration mode, the temperature control unit and the moisture absorption unit are communicated by a pipe passing through the introduction port, and the air heated by the temperature control unit is supplied to the moisture absorption unit through the pipe.

3. The vehicular air conditioning system according to claim 1 or 2, wherein,

the dehumidifying mechanism includes a dew condensation removing mechanism for removing dew condensation on a window for partitioning the interior of the vehicle from the exterior of the vehicle,

the control means further has, as a control mode, a dew condensation removal mode in which the dehumidified air is blown out toward the window.

4. The air conditioning system for a vehicle according to claim 3,

in the dew condensation removal mode, the air speed and the air volume of the dehumidified air are smaller than the minimum air speed and the minimum air volume of the air whose temperature has been adjusted by the temperature adjustment unit.

5. The vehicular air conditioning system according to claim 3 or 4, wherein,

the dehumidification mechanism comprises: a first interior air intake port for taking in air inside the vehicle compartment; and a first blow-out port that blows out the dehumidified air toward the window,

the first interior gas suction opening is located at a longer distance from the window than the first outlet opening.

6. The vehicular air conditioning system according to any one of claims 3 to 5,

the control means further has as a control mode an icing removal mode for removing an icing component of the window,

in the icing removal mode, the air heated by the temperature control unit is blown out toward the window to thaw the icing component, and the moisture absorption force regeneration mode is performed.

7. The vehicular air conditioning system according to any one of claims 1 to 6,

in the moisture absorption force regeneration mode, the temperature-controlled air heated during heating use is supplied to the moisture absorption unit, and the air heated by absorbing waste heat during cooling use is supplied to the moisture absorption unit.

8. The vehicular air conditioning system according to any one of claims 1 to 7,

the dehumidification mechanism is provided with a heater for heating the air heated by the temperature adjustment unit,

the control means supplies the air heated by the heater to the moisture absorption unit in the moisture absorption force regeneration mode.

9. The vehicular air conditioning system according to any one of claims 1 to 8,

the dehumidifying mechanism is provided with a moisture absorption amount detecting part of the moisture absorption unit,

the control means performs the moisture absorption force regeneration mode based on a detection result of the moisture absorption amount detection unit.

10. The vehicular air conditioning system according to any one of claims 1 to 9,

the control means operates the dehumidifying means and the temperature adjusting means when a battery for driving the vehicle air conditioning system is connected to an external power supply.

11. The air conditioning system for a vehicle according to claim 10,

when the residual moisture absorption force of the moisture absorption unit is lower than a predetermined value, the moisture absorption force regeneration mode is performed in preference to the operation of the dehumidifying mechanism.

12. An air conditioning system for a vehicle, characterized in that,

the air conditioning system for a vehicle includes:

a dehumidifying mechanism which dehumidifies air in the vehicle interior by passing the air through the moisture absorbing unit and blows out the dehumidified air;

a temperature adjustment mechanism including a temperature adjustment unit that adjusts a temperature of air in the vehicle compartment; and

a control means for controlling the dehumidification means and the temperature adjustment means,

the dehumidifying mechanism includes a dew condensation removing mechanism for removing dew condensation on a window for partitioning the interior of the vehicle from the exterior of the vehicle,

the control means has a dew condensation removal mode for blowing out the dehumidified air toward the window as a control mode,

13. The air conditioning system for a vehicle according to claim 12,

the dehumidification mechanism comprises: a first interior air intake port for taking in air inside the vehicle compartment; and a plurality of first blow-out ports that blow out the dehumidified air toward the window,

the first interior gas suction opening is located at a longer distance from the window than the first outlet opening.

14. The vehicular air conditioning system according to claim 12 or 13, wherein,

the vehicle window is a front window,

the air outlet for blowing out the dehumidified air includes an air outlet for blowing out the dehumidified air from above the front window and an air outlet for blowing out the dehumidified air from below the front window.

15. The vehicular air conditioning system according to any one of claims 12 to 14,

in the dew condensation removal mode, the air whose temperature has been adjusted by the temperature adjustment unit is blown out from an outlet port different from an outlet port from which the dehumidified air is blown out.

16. The vehicular air conditioning system according to any one of claims 12 to 15,

for the dehumidified air, to be 50m per hour³The air was blown at a wind speed of the following air volume.

17. The vehicular air conditioning system according to any one of claims 12 to 16,

and causing the control means to start and end the dew condensation removal mode.

Technical Field

The present invention relates to an air conditioning system for a vehicle.

Background

In recent years, vehicles such as electric automobiles that are equipped with a battery and driven by electric energy have been put to practical use. In the field of such vehicles, it has been a problem in the past to suppress the amount of power used in order to extend the cruising distance.

In electric vehicles and the like, electric power is used not only for traveling of vehicles but also for various purposes. As one of the uses of electric power, there are air conditioning systems used for cooling and heating of a vehicle interior and removing dew condensation on windows of a vehicle, and a large amount of electric power is required for operating such air conditioning systems.

Conventionally, in an electric vehicle or the like, the following method has been adopted in order to remove dew condensation (fogging) on a window. That is, low-humidity and low-temperature outside air (air outside the vehicle compartment) is sucked, the sucked outside air is heated by an air heater (for example, air is heated by hot water obtained by electric heating), and the air having low relative humidity and high temperature is blown out toward the window where dew condensation has occurred, thereby removing the dew condensation on the window. Here, a large amount of electric power is consumed to heat air (to produce hot water). Therefore, the amount of power consumption of the battery increases, and as a result, the cruising distance of the electric vehicle or the like is reduced.

As a method for removing condensation on a window, the following methods are known as disclosed in patent documents 1 to 4: the air in the vehicle cabin is obtained, moisture in the obtained air is made to be absorbed by the moisture absorbent, and the air with low relative humidity formed after moisture absorption is blown out toward the vehicle window. This method can suppress power consumption because it does not use hot water or the like to heat air for removing dew condensation on the window.

However, the moisture absorbent material loses its moisture absorption power when absorbing moisture up to the maximum moisture absorption amount. Therefore, a process for regenerating the moisture absorption capacity of the moisture absorbent material is required. Patent documents 1 to 2 disclose methods of regenerating the moisture absorption force by heating the outside air with a dedicated heater and supplying the heated air to the moisture absorbent. Patent documents 3 to 4 disclose methods of heating an internal gas (air in a vehicle interior) using a dedicated heater, and supplying the heated air to a moisture absorbent to regenerate moisture absorption power. In either method, air needs to be heated by a dedicated heater, and a large amount of electric power is consumed for regeneration of the moisture absorption force.

Documents of the prior art

Patent document

Patent document 1: japanese patent laid-open publication No. 2013-226942

Patent document 2: japanese patent laid-open publication No. 2018-039514

Patent document 3: japanese patent laid-open publication No. 2011-121516

Patent document 4: japanese laid-open patent publication No. 2012-224135

Disclosure of Invention

Problems to be solved by the invention

The present invention has been made in view of the above circumstances, and an object thereof is to suppress power consumption of a vehicle air conditioning system during traveling and to extend a cruising distance of a vehicle.

Means for solving the problems

The above object can be achieved by the present invention as described below. That is, the air conditioning system for a vehicle according to the present invention includes:

a dehumidifying mechanism which dehumidifies air in the vehicle interior by passing the air through the moisture absorbing unit and blows out the dehumidified air;

a temperature adjustment mechanism including a temperature adjustment unit that adjusts a temperature of air in the vehicle compartment; and

a control means for controlling the dehumidification means and the temperature adjustment means,

the control means has a moisture absorption force regeneration mode for supplying the air heated by the temperature adjustment means to the moisture absorption means as a control mode,

the temperature regulating unit is of a heat pump type,

Further, the air conditioning system for a vehicle according to the present invention includes:

a dehumidifying mechanism which dehumidifies air in the vehicle interior by passing the air through the moisture absorbing unit and blows out the dehumidified air;

another inlet port for introducing heated air, which absorbs exhaust heat, from the temperature adjustment mechanism; and

a control mechanism for controlling the dehumidification mechanism,

the control means has a moisture absorption force regeneration mode for supplying the air introduced from the inlet to the moisture absorption unit as a control mode,

The dehumidifying mechanism may include a dew condensation removing mechanism for removing dew condensation on a window that divides the vehicle interior from the vehicle exterior,

the control means further has, as a control mode, a dew condensation removal mode in which the dehumidified air is blown out toward the window.

In the dew condensation removal mode, the air speed and the air volume of the dehumidified air are preferably smaller than the minimum air speed and the minimum air volume of the air whose temperature has been controlled by the temperature control unit.

Preferably, the dehumidifying mechanism includes: a first interior air intake port for taking in air inside the vehicle compartment; and a first blow-out port that blows out the dehumidified air toward the window,

the first interior gas suction opening is located at a longer distance from the window than the first outlet opening.

Preferably, the control means further has, as a control mode, an icing removal mode for removing an icing component of the window,

in the icing removal mode, the air heated by the temperature control unit is blown out toward the window to thaw the icing component, and the moisture absorption force regeneration mode is performed.

Preferably, in the moisture absorption force regeneration mode, the temperature-adjusted air heated in the heating use is supplied to the moisture absorption unit, and the air heated by absorbing the waste heat in the cooling use is supplied to the moisture absorption unit.

Preferably, the dehumidifying means including the dew condensation removing means includes a heater for heating the air heated by the temperature adjusting means,

the control means supplies the air heated by the heater to the moisture absorption unit in the moisture absorption force regeneration mode.

Preferably, the dehumidifying means includes a moisture absorption amount detecting unit of the moisture absorbing means,

the control means performs the moisture absorption force regeneration mode based on a detection result of the moisture absorption amount detection unit.

Preferably, the control means operates the dehumidifying means and the temperature adjusting means when a battery for driving the vehicle air conditioning system is connected to an external power supply.

Preferably, the moisture absorption force regeneration mode is performed in preference to the operation of the dehumidifying mechanism when the residual moisture absorption force of the moisture absorption means is lower than a predetermined value.

Effects of the invention

Accordingly, the moisture absorbing ability of the moisture absorbing means is regenerated using the heating air heated by the temperature adjusting means having high energy efficiency or the air containing the waste heat generated secondarily by the cooling, and therefore the power consumption for regenerating the moisture absorbing ability can be suppressed. Therefore, the air conditioning system for a vehicle of the present invention can suppress power consumption of the air conditioning system during traveling and extend a cruising distance of the vehicle.

Drawings

Fig. 1A is a piping diagram of an air conditioning system in which a moisture absorption regeneration mode is performed while heating is used.

Fig. 1B is a piping diagram of the air conditioning system in the moisture absorption regeneration mode while cooling is performed.

Fig. 2 is a diagram showing an air conditioning system including another embodiment of the dew condensation removing mechanism.

Fig. 3 is a piping diagram of the air conditioning system in the dew condensation removal mode.

Fig. 4A is a side view showing the front of the electric vehicle.

Fig. 4B is a side view showing the front of an electric vehicle having a modification of the first blowout port.

Fig. 5 is a piping diagram of the air conditioning system when the freeze removal mode is performed.

Detailed Description

Hereinafter, an example of an embodiment of the present invention will be described with reference to the drawings.

Fig. 1A shows an air conditioning system of an electric vehicle. The air conditioning system 100 includes a dehumidifying unit 1, a temperature adjusting unit 2, and a control unit (not shown) for controlling the dehumidifying unit 1 and the temperature adjusting unit 2. During the driving of the electric vehicle, the air conditioning system 100 is driven by the battery. The battery supplies electric power not only to the air conditioning system 100 but also to the traveling system of the electric vehicle.

The dehumidifying mechanism 1 dehumidifies air in the vehicle interior 5 by passing the air through the moisture absorbing unit 13, and blows the dehumidified air into the vehicle interior 5. The dehumidification method will be described later with reference to fig. 3. The vehicle compartment 5 is a space on which an occupant rides. The vehicle compartment 5 includes a space in which a motor, a battery, and other devices of the vehicle are mounted, a luggage room separated from a space in which a passenger is located, and the like, in addition to the outside of the vehicle.

In the present embodiment, the dehumidifying mechanism 1 is used as a dew condensation removing mechanism 1 for removing dew condensation mainly on the window 4 that divides the interior of the vehicle compartment 5 from the exterior of the vehicle compartment 5. However, the dehumidifying mechanism 1 may be used for purposes other than dew condensation removal. For example, the dehumidifying mechanism 1 may be used for the purpose of blowing out dehumidified comfort air toward the occupant during a high-temperature and high-humidity period by providing an air outlet for blowing out dehumidified air on a ceiling, a front seat (driver seat and passenger seat), a rear seat, or the like. The dehumidifying mechanism 1 may be used for two purposes, i.e., for the purpose of removing dew condensation and for the purpose other than removing dew condensation.

The moisture absorption unit 13 of the dew condensation removing means 1 will be explained. The moisture absorption unit 13 is provided with a desiccant block. The desiccant block is preferably obtained by multiply laminating or winding a member obtained by coating a polymer adsorbent on a corrugated support such as paper or fiber, and cutting the laminate into a block shape. The polymer adsorbent is a high-performance moisture absorbing/desorbing material made of an organic polymer such as polyacrylic acid. The polymer adsorbent can capture moisture in the air by using a hydrophilic group having a polymer chain as an adsorption site of a water molecule, and can exert a high hygroscopic power particularly in a high relative humidity region.

The polymer adsorbent can release moisture (release moisture obtained by moisture absorption) and regenerate the moisture absorption capacity by supplying air having a relatively high temperature and a low relative humidity. Since the moisture is released by air having a lower temperature (for example, 80 degrees or less) than the moisture-absorbing material such as silica gel, activated carbon, zeolite, or the like, the power consumption for regenerating the moisture-absorbing power can be suppressed. Since the polymer adsorbent expands when absorbing moisture and the force of contraction of the resin structure increases, the moisture absorption force is regenerated faster than that of a moisture absorbent such as silica gel, activated carbon, or zeolite.

The shape of the desiccant block does not need to be a cube or a rectangular parallelepiped, and is preferably a shape that meets the required moisture absorption capacity and a mounting space. In addition, a moisture-absorbing material other than the polymer adsorbent, such as silica gel, activated carbon, and zeolite, may be used as the moisture-absorbing unit 13.

In addition, the main causes of dew condensation on the windows of the motor vehicle are the temperature difference between the inside air and the outside air and the relative humidity in the vehicle interior. The largest cause of the rise in relative humidity during the travel of the motor vehicle is the water vapor that continues to be emitted by the occupants. Therefore, in order to maintain a state of no dew condensation, it is preferable to perform dehumidification continuously or intermittently.

Here, it is assumed that the temperature difference between the inside and the outside of the vehicle room is not changed, and each adult emits 50g of water vapor per hour. In addition, under the condition that 4 adults ride the vehicle having the dehumidifying mechanism 1 using the moisture absorbing unit 13 using the desiccant blocks 3 having the moisture absorbing power of 160g of water per 1 liter, the state where dew condensation does not occur on the window can be continuously maintained for 2.4 hours without regenerating the moisture absorbing power of the desiccant blocks. However, the hygroscopic power of the desiccant block may be regenerated at a stage where the hygroscopic power of the desiccant block remains, which will be described later.

The temperature control mechanism 2 will be explained. The temperature control mechanism 2 is a cooling/heating device having a temperature control unit 23 for heating or cooling internal air (air inside the vehicle compartment 5) or external air (air outside the vehicle compartment 5). In the present embodiment, a heat pump type excellent in energy efficiency is used as the temperature control unit 23. The temperature control unit 23 is provided with a closed refrigerant passage (not shown), and the temperature control mechanism 2 has a primary side (heat source side) and a secondary side (use side) with the refrigerant passage therebetween.

The secondary side of the temperature control mechanism 2 includes a second internal air inlet 21 (or a first external air intake port 26), a switching valve V6, a temperature control unit 23, a switching valve V4, and second and third blow-out ports (24, 25) in this order from the air intake side, and the respective portions are connected by ventilation pipes. The primary side (heat source side) of the temperature control mechanism 2 includes a second outside air intake port 27, a temperature control unit 23, a switching valve V5, and a second exhaust port 28 in this order from the air intake side, and the respective portions are connected by ventilation pipes. Although not shown, a blower fan (blower fan) for generating an air flow is provided in the temperature control mechanism 2 or the temperature control unit 23.

In the heating use, air inside the vehicle interior 5 is taken in from the second internal air intake port 21 or air outside the vehicle interior 5 is taken in from the first external air intake port 26 on the secondary side, the air is heated by the temperature control unit 23, and the heated air is blown into the vehicle interior 5 from the second air outlet 24 and the third air outlet 25. On the primary side, air having a temperature lower than the outside air temperature is discharged from the second discharge port 28.

In order to heat air, an electric heater of an air or water heating system using a battery as an energy source or a combustion heater of a fuel combustion system may be used in addition to the heat pump system, and the electric heater or the combustion heater may be used together with the heat pump system. In addition, waste heat generated in each part of the electric vehicle such as the motor, the inverter, and the electronic board may be recovered and used for heating air.

In the cooling use, air inside the vehicle interior 5 is taken in from the second internal air intake port 21 or air outside the vehicle interior 5 is taken in from the first external air intake port 26 on the secondary side, the air is cooled by the temperature control unit 23, and the cooled air is blown out into the vehicle interior 5 from the second air outlet 24 and the third air outlet 25. On the primary side, air containing waste heat having a temperature higher than the outside air temperature is discharged from the second discharge port 28.

The control mechanism will be explained. The control means is a functional structure for controlling each element constituting the present invention, and may be constituted by hardware having a dedicated circuit board, firmware (firmware), a processor, and a memory, and a program recorded in the memory and showing a control procedure. The control means may have a communication function for receiving various electric signals from the respective elements constituting the present invention and transmitting a command signal. The control means may receive an electric signal, a command signal, or the like from an electronic control unit that integrates various controls of the vehicle, a control device of the temperature control unit, various sensors, or the like, and may transmit a state signal indicating a state of the control means to these.

The control means includes, as control modes, a dew condensation removal mode for blowing out the dehumidified air toward the window 4, a moisture absorption force regeneration mode for supplying the air heated by the temperature control unit 23 to the moisture absorption unit 13, and a freeze removal mode for removing the freeze component of the window 4. The dew condensation removal mode may be a dehumidification mode in which the dehumidified comfort air is blown out toward the occupant as described above. The control means also has a cooling/heating mode in which the dew condensation removing means 1 (dehumidifying means 1) is not used but only the temperature adjusting means 2 is used as a control mode.

< moisture absorption regeneration mode >

Fig. 1A shows the state of the valves of the switching valves V1 to V6 and the air flow when the hygroscopic force regeneration mode is performed while heating is used. The switching valves V1 to V6 are switched to the following states.

Switching valve V1: the switching valve V4 is communicated with the switching valve V3.

Switching valve V2: the absorbent unit 13 is communicated with the first discharge port 18.

Switching valve V3: the switching valve V1 is communicated with the moisture absorption unit 13.

Switching valve V4: the temperature control unit 23, the second and third outlets (24, 25), and the switching valve V1 are communicated.

Switching valve V5: the temperature regulating unit 23 is brought into communication with the second discharge port 28.

Switching valve V6: the second internal gas suction port 21 is communicated with the temperature adjusting unit 23.

Thus, the temperature control unit 23 heats the internal air, most of the heated temperature control air is used for heating the vehicle interior 5, and a part of the heated temperature control air is directly supplied from the temperature control unit 23 to the moisture absorption unit 13, thereby regenerating the moisture absorption force of the moisture absorption unit 13. The air having moisture recovered by the moisture absorption unit 13 is discharged to the outside of the vehicle interior. However, when the relative humidity of the outside air is lower than that of the inside air, it is preferable that the switching valve V6 be switched so that the first outside air intake port communicates with the temperature control unit 23, and the outside air with a lower relative humidity be heated by the temperature control unit 23 and supplied to the moisture absorption unit 13 for moisture absorption force regeneration.

Since the air supplied to the moisture absorption unit 13 in the moisture absorption force regeneration mode is the temperature-controlled air heated by the temperature-controlling unit 23 having high energy efficiency, the power consumption for regenerating the moisture absorption force can be suppressed. Further, since the temperature control unit 23 takes in and heats the internal air having a temperature higher than the external air temperature, the temperature rise range of the air is small, and power consumption can be suppressed. Therefore, power consumption for obtaining high-temperature air to be supplied to the moisture absorption unit in the moisture absorption force regeneration mode can be suppressed.

In particular, when a heat pump type is used as the temperature control unit 23, the energy efficiency in the temperature control unit 23 is particularly high, and therefore, the effect of suppressing power consumption is high. Further, since a dedicated heater for regenerating the moisture absorption force is not necessary, space saving and cost reduction are achieved when no dedicated heater is provided. Since a very small amount of the temperature-controlled air generated by the temperature-controlling unit 23 is distributed to the moisture absorption force regeneration, the reduction in heating capacity caused by the distribution of the temperature-controlled air to the moisture absorption force regeneration is limited.

Fig. 1B shows the state of the valves of switching valves V1 to V6 and the air flows when the moisture absorption force regeneration mode is performed while cooling is used. The switching valves V1 to V6 are switched to the following states.

Switching valve V1: not used (switching direction is not limited).

Switching valve V2: the absorbent unit 13 is communicated with the first discharge port 18.

Switching valve V3: the switching valve V5 is communicated with the moisture absorption unit 13.

Switching valve V4: the temperature control unit 23 is made to communicate with the second and third outlets (24, 25).

Switching valve V5: the temperature control unit 23, the second discharge port 28, and the switching valve V3 are communicated.

Switching valve V6: the second internal air suction port 21 is communicated with the temperature control unit 23, or the first external air intake port 26 is communicated with the temperature control unit 23.

Thereby, the inside air or the outside air is cooled by the temperature control unit 23, and the cooled temperature-controlled air is used for cooling the vehicle interior 5. At the primary side outlet of the temperature adjusting unit 23, air containing waste heat having a higher temperature than the outside air is discharged. The necessary amount of air containing waste heat is supplied to the moisture absorption unit 13, and the moisture absorption power of the moisture absorption unit 13 is regenerated. The air having moisture recovered by the moisture absorption unit 13 is discharged to the outside of the vehicle interior. The remaining amount of the air containing waste heat is discharged from the second discharge port 28. The air introduced into the secondary side of the temperature control unit 23 may be selected from the group consisting of the inside air and the outside air having a lower temperature in consideration of the cooling efficiency, or the outside air may be selected in consideration of ventilation.

In the case of performing the hygroscopic force regeneration mode while using the cooling, the waste heat generated by the cooling can be utilized for the hygroscopic force regeneration, and therefore the power consumption for heating the air for the hygroscopic force regeneration can be greatly suppressed.

The moisture absorption capacity regeneration mode may be performed based on the detection result of the moisture absorption capacity detector by using a moisture absorption capacity detector that detects the moisture absorption capacity of the moisture absorption unit 13. The mass and volume of the desiccant block in the moisture absorption unit 13 increase as the moisture absorption amount increases. Therefore, the mass and the volume of the desiccant block may be detected, and the moisture absorption amount and the residual moisture absorption force may be calculated from the increase in the mass and the volume to determine whether or not to perform the moisture absorption force regeneration mode. Further, the moisture absorption force regeneration mode may be performed after the dew condensation removal mode is performed for a predetermined period of time. In the condensation removal mode, the relative humidity difference between the front and rear of the moisture absorption unit may be measured by a relative humidity meter, and when the moisture absorption capacity decreases and a predetermined relative humidity difference cannot be obtained, it may be determined that the residual moisture absorption capacity decreases and the moisture absorption capacity regeneration mode may be performed.

The moisture absorption capacity regeneration mode may not be performed after the residual moisture absorption capacity of the moisture absorption unit 13 becomes zero. That is, the hygroscopic power may be regenerated at the stage where the hygroscopic power remains. In addition, regeneration may not be performed until the residual moisture absorption capacity is completely restored. For example, the time for regenerating the moisture amount collected by performing the condensation removal mode for about 10 minutes is about 5 minutes, and the state in which condensation is not formed can be maintained even without performing the condensation removal mode for a certain period of time after condensation on the window 4 is removed. Therefore, by repeating the condensation removal mode and the moisture absorption force regeneration mode at short intervals, the moisture absorption means 13 does not reach the maximum moisture absorption amount, and the state of no condensation can be maintained.

Fig. 2 shows an air conditioning system including another embodiment of the dew condensation removing mechanism. In the air conditioning system 110, the dew condensation removing mechanism 51 includes a heater 17 for reheating the air heated by the temperature control unit 23 between the switching valve V3 and the moisture absorption unit 13. When high-temperature air exceeding the heating capacity of the temperature control means 2 is generated or the temperature control means 2 is used in a weak operation, the regeneration time of the moisture absorption force can be shortened by additionally heating the air by the heater 17. The additional heating is accompanied by power consumption, but it is expected that the power consumption is reduced as the regeneration time of the hygroscopic force is shortened. Therefore, the additional heating by the heater 17 can suppress power consumption as a whole.

Preferably, the regeneration of the moisture absorption force is performed by the force of the air blown out by the temperature adjustment mechanism 2. However, when the moisture absorption force regeneration mode is performed, the temperature control mechanism 2 is not always operated with a sufficient air volume to blow out air. In this case, an air suction fan (not shown) for sucking air may be provided between the switching valve V3 and the moisture absorption unit 13 of the dew condensation removing mechanism 1, for example, to secure air necessary for regeneration of the moisture absorption power.

< dew condensation removal mode >

The dew condensation removal mode will be explained. In the dew condensation removal mode, the control means controls the dew condensation removal means 1 to remove dew condensation (dew condensation) on the vehicle interior side surface of the window 4. The dew condensation removing mechanism 1 includes a first internal air inlet 11, an intake fan 12, a switching valve V2, a moisture absorption unit 13, a switching valve V3, a switching valve V1, and a first blowout port 14 in this order from the air intake side, and the respective portions are connected by ventilation pipes.

Fig. 3 shows the states of the valves of the switching valves V1 to V6 and the air flows when the dew condensation removal mode is performed. The switching valves V1 to V6 are switched to the following states.

Switching valve V1: the switching valve V3 is made to communicate with the first blowout port 14.

Switching valve V2: the suction fan 12 is communicated with the moisture absorption unit 13.

Switching valve V3: the moisture absorption unit 13 is communicated with the switching valve V1.

Switching valve V4: when cooling and heating are used, the temperature control unit 23 is made to communicate with the second and third outlets (24, 25).

Switching valve V5: when cooling or heating is used, the temperature control unit 23 is communicated with the second discharge port 28.

Thereby, the internal air is sucked from the first internal air suction port 11, and the sucked air is sent to the moisture absorption unit 13. The air dehumidified by the moisture absorption unit 13 is blown out toward the window 4 from a first outlet 14 disposed near the window 4. Details of the first blowout port 14 will be described later.

The air flow of the dew condensation removing mechanism 1 is formed by the suction fan 12. The suction fan 12 is disposed in the flow path between the first internal air inlet 11 and the moisture absorption unit 13 in fig. 3, but may not be disposed at this position. For example, the suction fan 12 may be disposed in a flow path between the moisture absorption unit 13 and the first outlet 14.

The temperature control mechanism 2 may be operated in the dew condensation removal mode. The operation of heating is used to increase the temperature of the internal gas and decrease the relative humidity during the dew condensation removal, and therefore, this operation is advantageous for removing dew condensation. The use of cooling for removing dew condensation is not preferable in terms of lowering the temperature of the internal gas because of this. However, by switching the switching valve V6 to introduce outside air with low relative humidity or by adopting a method of accumulating dehumidified air in the vicinity of the window 4, which will be described later, condensation on the window 4 can be removed even with cooling.

The air outlet of the air conditioning system 100 will be explained. Fig. 4A is a side view schematically showing the electric vehicle at a position forward of the front seat. The electric vehicle 6 has a front window 4A (hatched area in fig. 4A), a front seat 61, a steering wheel 62, and an instrument panel 63. The front seat 61 includes a driver seat and a passenger seat beside the driver seat. The first blowout port 14a is provided on the upper surface of the instrument panel 63 and in the vicinity of the front window 4 a.

The first blowout port 14a blows air toward the front window 4 a. The first outlet port 14A preferably has a shape extending in the width direction of the front window 4A (the lateral direction of the vehicle, and the direction orthogonal to the paper surface in fig. 4A). Condensation can be removed in the width direction of the front window 4 a. The first outlet 14a may be formed by one opening extending in the width direction of the front window 4a, or may be formed by a plurality of openings divided into a plurality of openings in the width direction of the front window 4 a.

The second air outlet 24 is provided at a position facing the front seat 61 of the instrument panel 63. The second air outlet 24 has a center air outlet (center register) provided at the center portion in the width direction of the vehicle, and a side air outlet (side register) provided at the end portion in the width direction of the vehicle (near the door). The second air outlet 24 blows the temperature-adjusted air mainly toward the upper half of the passenger seated on the front seat 61. The third air outlet 25 blows out the temperature-adjusted air mainly toward the feet of the occupant seated in the front seat 61. Further, although not shown, an outlet port for blowing out the temperature-adjusted air toward the occupant seated in the rear seat may be provided.

The present inventors have experimentally found out the following about the wind speed of the air blown out from the first blowout port 14 toward the front window 4a in the dew condensation removal mode: in the case of blowing the air toward the front window 4a with a gentle breeze (i.e., with a reduced wind speed), dew condensation on the front window 4a can be effectively removed as compared with the case of blowing the air strongly. The breeze is preferably a wind speed and a wind volume smaller than a minimum wind speed and a minimum wind volume for blowing the air temperature-adjusted by the temperature adjustment mechanism 2. Specifically, the first blowout port 14 is preferably 50m per hour, for example³The air was blown at a wind speed of the following air volume.

The air blown out by the breeze from the first blowout port 14A gradually flows in the wd1 direction of fig. 4A (the upward direction along the front window 4A) so as to be in contact with the inner surface of the vehicle interior 5 of the front window 4A and pushed out by the air blown out rearward. As a result, the air with low relative humidity stagnates at the inner surface of the vehicle interior 5 of the front window 4a and covers the front window 4a, and the air with high relative humidity in the vehicle interior 5 is suppressed from contacting the front window 4 a. This can effectively remove dew condensation on the front window 4 a.

As described above, the temperature control mechanism 2 may be operated in the dew condensation removal mode. Even if the temperature control mechanism 2 is operated, the direction wd2 of the air blown out from the second air outlet 24 and the direction wd3 of the air blown out from the third air outlet 25 are different from the direction wd1 of the first air outlet 14, and therefore, the stagnation of air with low relative humidity covering the front window 4a is less likely to be disturbed.

Fig. 4B shows a modification of the first blowout port 14. The first blowout port 14 has: a first outlet port 14a provided below the front window 4a (e.g., an upper surface of the dashboard 63) and in the vicinity of the front window 4 a; and a first outlet 14b provided above the front window 4a (e.g., suspended from the ceiling 64) and in the vicinity of the front window 4 a. By blowing air with low relative humidity from above and below the front window 4a, the time for which the front window 4a is covered with air with low relative humidity can be shortened, and dew condensation can be removed more effectively.

Further, the first outlet 14 may include an outlet that blows out not only toward the front window 4a but also toward a side window provided in a door near the seat. By removing the dew condensation on the side window, the lateral field of view of the vehicle can be ensured, and the visual confirmation of the door mirror that is observed through the side window can be ensured. Further, in order to remove dew condensation on the rear window, an air outlet blowing out toward the rear window may be provided.

Preferably, the first interior gas intake opening 11 is at a longer distance from the window 4 than the first outlet opening 14. This makes it difficult to suck the air with low relative humidity staying on the inner surface of the vehicle interior 5 of the window 4 through the first internal air inlet 11, and therefore the staying of the window 4 is not disturbed and is easily maintained. Preferably, the distance from the window 4 to the second interior air intake opening 21 is also longer than the distance from the window 4 to the first outlet opening 14. The first internal air intake port 11 and the second internal air intake port 21 may be disposed, for example, near the legs of the front seat and behind the rear seat.

The control of the start and end of the dew condensation removal mode may be performed by providing an on/off switch of the dew condensation removal mode on a control panel of the air conditioning system 100, and starting and ending the dew condensation removal mode by an operation of an occupant, or by automatically starting and ending the dew condensation removal mode by a control means.

When the control means automatically starts and ends the dew condensation removal mode, for example, the start and end of the dew condensation removal mode may be performed by measuring the relative humidity in the vehicle interior and the temperature inside and outside the vehicle interior and estimating dew condensation on the window 4 based on the measurement result, or may be performed by detecting dew condensation on the window 4 using an optical sensor, a camera, or the like.

< Ice formation removal mode >

The freeze removal mode will be explained. The control means controls the temperature control means 2 to thaw and remove frozen components such as frost, ice, or snow adhering to the window 4. The control means simultaneously controls the dew condensation removing means 1 to regenerate the moisture absorbing power of the moisture absorbing unit 13.

Fig. 5 shows the states of the valves of the switching valves V1 to V6 and the air flows in the freeze removal mode in which the frozen components of the window 4 are removed.

Switching valve V1: the switching valve V4, the switching valve V3, and the first purge port 14 are communicated.

Switching valve V2: the absorbent unit 13 is communicated with the first discharge port 18.

Switching valve V3: the switching valve V1 is communicated with the moisture absorption unit 13.

Switching valve V4: the temperature adjusting unit 23 is communicated with the switching valve V1. The second and third outlets (24, 25) may be communicated with each other.

Switching valve V5: the temperature regulating unit 23 is brought into communication with the second discharge port 28.

Switching valve V6: the second internal gas suction port 21 is communicated with the temperature adjusting unit 23.

As a result, a large amount of temperature-controlled air is formed by the temperature-controlling unit 23, and most of the formed temperature-controlled air is ejected from the first outlet 14 toward the window 4, and a part of the formed temperature-controlled air is supplied to the moisture absorbing unit 13. A large amount of electric power is consumed to form a large amount of temperature-controlled air, but the energy consumption per unit flow rate of the temperature-controlled air is small, and the energy efficiency is improved. Therefore, compared to the case where the operation of the temperature control unit 23 and the regeneration of the moisture absorption force of the moisture absorption unit 13 are performed separately, the regeneration of the moisture absorption force of the moisture absorption unit 13 is performed together with the removal of the ice, which leads to suppression of power consumption.

Even when the electric vehicle is connected to the external power supply (including during or after charging), the air conditioning system of the electric vehicle can consume electric power without taking into account the remaining capacity of the battery. Therefore, when the electric vehicle is connected to the external power supply, dehumidification of the vehicle interior, dew condensation and freezing removal of the window 4, and cooling and heating are preferably started from a predetermined time before the start of traveling. This can suppress the power consumption of the battery after the start of traveling.

However, when the moisture absorption force of the moisture absorption unit 13 is reduced (for example, when the maximum moisture absorption force is 100%, the moisture absorption force is reduced by 50% or more), the moisture absorption force regeneration mode is preferably performed in preference to the operation of the dehumidifying mechanism 1 (dew condensation removing mechanism 1). By regenerating the moisture absorption capacity before starting traveling and recovering the moisture absorption capacity as much as possible, it is possible to suppress power consumption that is consumed for regeneration of the moisture absorption capacity after starting traveling.

Even when the blow-out port of the dew condensation removing mechanism 1 is only the first blow-out port 14 for removing dew condensation on the window 4, the interior of the vehicle compartment 5 can be dehumidified while the dew condensation removing mode is continued. A large amount of fiber material having a moisture absorption function such as a floor mat or a ceiling material is used in the vehicle interior 5, and when the vehicle interior is connected to an external power supply before the start of traveling, the interior of the vehicle interior is dehumidified in advance, whereby the moisture absorption effect of the fiber material can be recovered. The moisture absorption effect of the fiber material contributes to the suppression of dew condensation on the window 4 after the start of running. As a result, the moisture absorption regeneration after the start of traveling can be delayed, and the power consumption for the moisture absorption regeneration can be suppressed.

The piping layout of the air conditioning system described above is an example, and other piping layouts may be used. In particular, the arrangement and number of the switching valves and the piping paths vary depending on the type of the switching valve. Although not shown in the above-described layout, a filter for removing dust in the air, a flow control valve such as a damper (damper) for adjusting the flow rate or the flow rate ratio, or the like may be provided in each ventilation pipe, the inside of the moisture absorbing unit, or the inside of the temperature adjusting unit as appropriate.

In another embodiment, the air conditioning system may be a mobile type including at least the dehumidifying means 1, an inlet port for introducing heated air from a separate temperature adjusting means, and a control means for controlling the dehumidifying means 1. Such a mobile air conditioning system can be transported, installed in an existing temperature control mechanism in a manner of being mounted later, and can execute a moisture absorption regeneration mode. Preferably, the control means for controlling the dehumidifying means communicates with and cooperates with the control means for controlling the existing temperature adjusting means when the above-described various control modes are executed.

The dehumidifying unit 1 of the mobile air conditioning system may include: a suction inlet that takes in air; a suction fan for sucking air from the suction port; a moisture absorption unit; an air outlet that blows out the dehumidified air; an intake fan that sucks the heated air from the inlet; a heater that heats the sucked air; an exhaust port for exhausting air used in regeneration of the moisture absorption unit; a ventilation pipe connecting the elements; and a housing that houses the elements and the pipe. As the inlet port of the portable air conditioning system, it is preferable to provide an inlet port for introducing heated temperature-controlled air from the temperature control mechanism including the temperature control unit and another inlet port for introducing temperature-controlled air heated by absorbing exhaust heat from the temperature control mechanism including the temperature control unit.

The mobile air conditioning system may have a battery, or may have a power supply adapter for receiving power supply from the vehicle battery.

The above-described embodiments show the air conditioning system for an electric vehicle, but the present invention is not limited to the electric vehicle, and can be applied to other vehicles such as a hydrogen vehicle and a hybrid vehicle. In addition, the present invention can be applied to vehicles other than automobiles. The vehicle is not limited to vehicles having wheels, tires, and the like, but refers to all vehicles on which a person can ride.

The present invention is not limited to the above-described embodiments, and various modifications and changes can be made without departing from the scope of the present invention.

Description of reference numerals:

1. 51: dew condensation removing mechanism

2: temperature adjusting mechanism

4: vehicle window

4 a: front window

5: vehicle cabin

11: first internal gas suction inlet

12: suction fan

13: moisture absorption unit

14: a first blowing outlet

17: heating device

18: a first discharge port

21: second internal gas suction inlet

23: temperature control unit

24: second air outlet

25: third air outlet

26: first external gas acquisition port

27: second external gas acquisition port

28: second discharge port

100: air conditioning system

V1-V6: and (6) switching the valve.

The claims (modification according to treaty clause 19)