JP2006248359A - Air conditioner for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To sufficiently secure the capacity of a cold storage tank and to eliminate the influence of high temperature on the cold storage tank. <P>SOLUTION: In the air conditioner for the vehicle, a moisture absorption rotor 22 is rotatably arranged over an air introduction route 10 for introducing air into a cabin and a regeneration route 30 for discharging air to the outside of the vehicle. A cooling evaporator 23 in a heat pump type cooling device, an auxiliary heat exchanger 29 and a heating exchanger 24 circulated with engine cooling water are arranged in a downstream side of the moisture absorption rotor 22 on the air introduction route 10. Coolant in the cold storage tank 60 is cooled by an evaporator 61 for the cold storage tank in the heat pump type cooling device. The cold storage tank 60 and the auxiliary heat exchanger 29 are connected by passages 63, 64 as the coolant circulation route. A cold insulation box 65 provided on a console box 5 can be also connected to the passages 63, 64. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention relates to a vehicle air conditioner.

  In a vehicle air conditioner, particularly an automobile air conditioner, outside air is introduced into the passenger compartment by a fan disposed in the air introduction path. A cooler for cooling and a heater for heating on the downstream side of the cooling cooler are arranged, and the air at the proper temperature is blown out into the vehicle interior by changing the ratio of the air passing through the cooler through the heater. I am doing so. For cooling, conventionally, a heat pump type equipped with a compressor for refrigerant compression driven by an engine is used, and the cooler disposed in the air introduction path passes through the expansion valve. It is comprised by the condenser (heat exchanger for cooling) which performs heat exchange between the wet steam and air. The heater for heating is generally composed of a heat exchanger in which engine coolant is circulated.

  In the heat pump type cooling device, since the compressor is driven by the engine, it is a fact that quick cooling cannot be obtained immediately after the engine is started or when the engine is stopped. In Patent Document 1, a heat storage tank is provided, and the heat medium in the heat storage tank is heated by engine cooling water that has become hot in winter, while an evaporator provided separately from the air conditioning duct is used in summer. The heat medium in the heat storage tank is cooled, and immediately after the engine is started, the air for air conditioning can be immediately heated (heating) or cooled (cooled) using the heat medium stored in the heat storage tank. It is disclosed.

  By the way, it is desirable to sufficiently perform dehumidification in a humid season, for example, the rainy season in Japan, without changing the temperature so much (because the temperature itself is almost a comfortable temperature). For this dehumidification, conventionally, it is necessary to dehumidify the outside air whose relative humidity is close to 100% to a comfortable humidity (for example, around 50% relative humidity) that is comfortable for the passenger. In this case, in order to dehumidify to a comfortable humidity using a conventional heat pump type cooling device, the outside air is once cooled sufficiently so that the absolute humidity is greatly reduced (with an absolute humidity equivalent to the comfortable humidity). After cooling to dew point temperature), it is necessary to warm it up with a heater and return it to the original comfortable temperature. Thus, in order to dehumidify to a comfortable humidity using a conventional heat pump type cooling device, it is necessary to supercool once to a temperature sufficiently lower than the comfortable temperature. This supercooling is accompanied by condensation for liquefying water vapor in the air, so that energy consumption is extremely high. In addition to this, energy for heating the supercooled air to a comfortable temperature is also required. Is required.

In Patent Document 2, air for dehumidification using a hygroscopic material is introduced into a room for general house, and the air after dehumidification is further air-conditioned by an air conditioner separately provided in the room. A system is disclosed. In Patent Document 2, a moisture absorption rotor (also referred to as a desiccant rotor) through which moisture is applied to the surface and through which air can pass is discharged from an outside air introduction path for introducing outside air and indoor air to the outside. It arrange | positions so that it may straddle over a path, and the part located in an external air introduction path and a discharge path is changed sequentially according to the rotation of a moisture absorption rotor. A regeneration heater is provided upstream of the moisture absorption rotor in the discharge path, and the air heated by the regeneration heater passes through the moisture absorption rotor, thereby regenerating the moisture absorption rotor. Is supposed to do. However, the thing of patent document 2 presupposes that it has what separately has the independent air-conditioning apparatus which performs air_conditioning | cooling and heating in a room | chamber interior, and cannot be applied for vehicles as it is.
JP-A 61-150818 Japanese Patent Laid-Open No. 05-301014

  As described in Patent Document 1 described above, when a heat storage tank is provided separately, where to place the heat storage tank becomes a problem. In other words, if it is installed in the instrument panel as normally considered, the space inside the instrument panel is narrow, so a large capacity cannot be secured as a heat storage tank, and it cannot be handled at all when the engine is stopped for a long time. It becomes. When installed in the engine room, it is easier to secure the capacity of the heat storage tank than in the instrument panel, but it is more susceptible to high-temperature effects from the engine, etc., and the heat storage tank is cooled. It is unsuitable for use.

  The present invention has been made in view of the above circumstances. The purpose of the present invention is to sufficiently secure the capacity of the regenerator when the heat accumulator is used as a cooling regenerator and to be influenced by high temperatures. An object of the present invention is to provide a vehicle air conditioner that is difficult to receive.

In order to achieve the above object, the following solution is adopted in the present invention. That is, as described in claim 1 in the claims,
One end is opened outside the vehicle as an air intake and the other end is opened as an air outlet in the vehicle interior, and an air introduction path for introducing outside air into the vehicle interior;
A cooling evaporator disposed in the air introduction path and serving as a first cooling unit in a heat pump type cooling device, and a heater heat exchanger in which engine coolant is circulated;
An auxiliary heat exchanger disposed in the air introduction path;
A cold storage tank that is disposed under the seat cushion in the passenger compartment and stores refrigerant;
An evaporator for a cold storage tank provided in the cold storage tank and serving as a second cooling unit in the heat pump type cooling device;
A refrigerant circulation path for circulating the refrigerant between the cold storage tank and the auxiliary heat exchanger;
It is supposed to be equipped with.

  According to the above solution, the air-conditioning air introduced into the passenger compartment from the air introduction path is cooled by heat exchange with the cooled refrigerant stored in the cooling tank by the auxiliary heat exchanger. . Since the cool storage tank is disposed by effectively using a large space below the seat cushion, the capacity can be sufficiently increased. In addition, the cool storage tank is not easily affected by high temperatures in the vehicle interior, and is covered by a seat cushion, so that it is not easily affected by direct sunlight that is inserted into the vehicle interior, and is extremely suitable as an installation position. Of course, since the cooling itself uses an existing heat pump type cooling device, it is only necessary to add (retrofit) necessary equipment, which is preferable for easy implementation.

A preferred mode based on the above solution is as described in claim 2 and the following claims. That is,
The seat cushion may be a passenger seat cushion (corresponding to claim 2). In this case, the seat cushion for the passenger seat is a front seat and a position close to the instrument panel, which is preferable in setting the refrigerant circulation path as short as possible. Further, as compared with a seat cushion for a driver's seat provided with various seating posture adjustment functions and the like, it becomes easier to secure the lower space.

  The evaporator for the cold storage tank may be integrated with the cold storage tank and disposed below the seat cushion together with the cold storage tank (corresponding to claim 3). In this case, the cold storage tank and the cold storage tank evaporator are set in advance, which is preferable in terms of facilitating the arrangement work below the seat cushion.

  The refrigerant circulation path may be disposed on a floor panel in the vehicle interior (corresponding to claim 4). In this case, it is preferable to prevent the refrigerant circulation path from interfering with the occupant as much as possible. Of course, since the refrigerant circulation path is disposed in the vehicle interior, it is preferable for the protection and for avoiding the influence of high temperature as much as possible.

The refrigerant circulation path is disposed to extend in the front-rear direction along a floor tunnel portion that is formed to extend in the front-rear direction at the center in the vehicle width direction of the floor panel,
A cold insulation box is formed on the floor tunnel,
The cold insulation box is connected to the refrigerant circulation path, and is set so that the cold insulation box is cooled by the refrigerant passing through the refrigerant circulation path.
(Corresponding to claim 5). In this case, it is possible to cool the cool box configured on the floor tunnel portion by effectively using the refrigerant circulation path.

The refrigerant circulation path and the engine coolant circulation path are connected to the auxiliary heat exchanger via a switching valve,
The switching valve selectively switches between a cooling state in which the refrigerant in the cold storage tank is circulated with respect to the auxiliary heat exchanger and a heating state in which engine cooling water is circulated with respect to the auxiliary heat exchanger.
(Corresponding to claim 6). In this case, the auxiliary heat exchanger can be selectively switched between cooling and heating.

  The auxiliary heat exchanger can also be used as the heater heat exchanger (corresponding to claim 7). In this case, the auxiliary heat exchanger can also be used as a heater heat exchanger (the heater heat exchanger can also be used as an auxiliary heat exchanger), and the number of heat exchangers can be reduced. This is preferable in effectively using the space in the ment panel.

One end is opened as an air intake to the inside or outside of the vehicle, and the other end is opened to the outside as an air discharge port.
A hygroscopic material is applied to the surface and air is allowed to pass through, and is disposed so as to be able to rotate across the air introduction path and the regeneration path, and is positioned in the air introduction path and the regeneration path according to the rotation. A hygroscopic rotor in which the parts to be changed are sequentially changed,
A regeneration heater which is disposed upstream of the moisture absorption rotor in the regeneration path and circulates engine cooling water to heat air for regeneration of the moisture absorption rotor;
Can be further provided (corresponding to claim 8). In this case, it is possible to sufficiently perform dehumidification by utilizing the dehumidifying action in the portion of the moisture absorption rotor located in the air introduction path. Further, the moisture-absorbing rotor that has absorbed moisture is regenerated by the air heated by the regeneration heater when positioned in the regeneration path. In addition, since the heating for regeneration is performed by effectively using the high heat of the engine cooling water, the energy for regeneration is substantially unnecessary. The temperature of the air that has passed through the hygroscopic rotor is increased not a little, but if the increased temperature of the air is too high, it is cooled by a cooling heat exchanger or an auxiliary heat exchanger, and the temperature becomes appropriate. Will be introduced into the passenger compartment. And since it is not necessary to supercool the air for dehumidification (since it does not require large energy for condensation), energy consumption for dehumidification can be reduced. In order to cool the air whose temperature has risen after passing through the hygroscopic rotor, energy for operating the cooling heat exchanger or the auxiliary heat exchanger is required. In this case, the temperature change is due to the sensible heat change. As a whole, energy consumption can be greatly reduced compared to the conventional case.

  The air inlets of the air introduction path and the regeneration path are made common, and air can be taken into the air introduction path and the regeneration path by one common fan ( (Corresponding to claim 9). In this case, it is preferable to reduce the number of fans forming the air flow as much as possible. In particular, since the volume occupied by the fan becomes considerably large, it is preferable to arrange the air conditioner in a narrow instrument panel.

The air introduction path and the regeneration path are arranged in parallel with each other in the vicinity of the moisture absorption rotor,
In the vicinity of the hygroscopic rotor, the partition wall that defines the air introduction path and the regeneration path is a common wall that forms part of the air introduction path and also part of the regeneration path. ,
(Corresponding to claim 10). In this case, it is preferable to minimize the space occupied by the air introduction path and the regeneration path.

The air introduction path is formed with an air intake for internal air circulation for taking in air in the passenger compartment,
As the air introduced into the air introduction path, a switching damper that selectively switches between outside air and inside air is provided,
(Corresponding to claim 11). In this case, it is possible to switch between the inside air circulation and the outside air introduction. In particular, when dehumidification is performed using a hygroscopic rotor, moist air generated by the breathing of the occupant can be hygienically dehumidified by the hygroscopic rotor during internal air circulation.

  According to the present invention, the capacity of the cold storage tank can be secured sufficiently large, and can be made less susceptible to high temperature effects. Further, since a general heat pump type cooling device is used, it is preferable for easy implementation.

  1 and 2, reference numeral 10 denotes an air introduction path, and 30 denotes a regeneration path. Each of the paths 10 and 30 is formed by connecting a plurality of ducts, and most of them except for the end portions. As will be described later, it is disposed in the instrument panel 1. Each of the paths 10 and 30 is configured as one common air intake 37 whose air intakes 10a and 30a are common to each other, and the common air intake 37 is opened to the outside of the vehicle. The common air intake 37 can be positioned so as to open, for example, in a cowl box located at the boundary between the front window glass and the hood that covers the engine room (see FIGS. 2 and 6).

  A single common path 38 is formed from the common air intake 37 to the downstream side over a predetermined length, and is branched into the two paths 10 and 30 on the downstream side of the common path 38. In addition, an air intake 27 for circulating the inside air is opened in the common path 38, and one common fan 39 that is shared by the two paths is disposed on the downstream side of the air intake 27. An air intake 37 for circulating the inside air is opened and closed by a switching damper 28. That is, when the air intake 27 is closed by the switching damper 28, only the outside air is introduced into the common path 38, and when the air intake 27 is opened by the switching damper 28, only the air in the vehicle interior is in the common path 38. To be introduced.

  In the air introduction path 10, an air mix chamber 11 is formed in an intermediate portion thereof, more specifically in a substantially intermediate portion in the vehicle width direction. The air introduction path 10 is branched into a plurality of branch passages 12 to 15 on the downstream side of the air mix chamber 11, and each branch passage 12 to 15 is left as a single branch or further into a plurality of branches. The air outlets 12a to 15a and 15b are opened at appropriate positions in the passenger compartment. The air outlets 12 a to 15 a and 15 b are the other ends of the air introduction path 10.

  The air outlet 12a is opened rearward at a substantially central portion in the vehicle width direction of the instrument panel 1, and the air outlet 13a is opened rearward at each end in the vehicle width direction of the instrument panel 1. The air outlet 14a is opened at a position (low position) corresponding to a passenger's foot in the passenger compartment. The air outlet 15a is opened upward at the front end of the instrument panel 1 (for a front window glass defroster), and the air outlet 15b is slightly rearward of the end of the instrument panel 3 in the vehicle width direction. Opened to face (for side window glass defroster). In each of the branch passages 12 to 15, switching dampers 12c to 15c for mode switching are disposed as is known.

  On the upstream side of the air mix chamber 11 in the air introduction path 10, a cooling heat exchanger (cooling heat exchanger) 23 that becomes a part of the moisture absorption rotor 22 and a cooler sequentially from the common fan 39 side to the downstream side. , An auxiliary (additional) heat exchanger 29 and a heating heat exchanger 24 serving as a heater are disposed. In the present embodiment, the auxiliary heat exchanger 29 functions as a cooling aid as will be described later. After operating the common fan 39, outside air (air from the common air intake 37) or inside air (air from the air intake 27) is introduced into the air introduction path 10 and passes through the air mix chamber 11. The air outlets 12a to 15a and 15b are appropriately introduced into the passenger compartment. A switching damper 25 is disposed between the cooling heat exchanger 23 and the heating heater 24. In response to the change of the switching position of the switching damper 25, the air that has passed through the cooling heat exchanger 23 bypasses the heating heat exchanger 24 and is introduced into the air mix chamber 11, and the heating heat exchange The state of being introduced into the air mix chamber 11 through the heater 24 is switched, and the ratio between the amount of passage of the heat exchanger 24 for heating and the amount of bypass is also switched continuously or stepwise. A switching damper 26 is disposed between the heating heat exchanger 24 and the air mix chamber 11, and when heating by the heating heat exchanger 24 is unnecessary, the heating heat exchanger 24 and Communication with the air mix chamber 11 is blocked. Since each switching damper 25, 26 has only the same function as the conventional one, further explanation is omitted.

  The other end of the regeneration path 30, that is, the end opposite to the common air intake 37 is opened outside the vehicle as an air outlet 30 b. The air discharge port 30b can be opened in the cowl box portion as shown in FIG. 2, but is preferably set at a position away from the common air intake port 37. In the regeneration path 30, a heating heat exchanger 32 as a regeneration heater and other portions of the moisture absorption rotor 32 are disposed in order from the common fan 39 side to the air discharge port 30 b side. By operating the common fan 39, outside air (air from the common air inlet 37) or inside air (air from the air inlet 27) is introduced into the regeneration path 30 from the common air inlet 37 and heated. After passing through the heat exchanger 32 and the hygroscopic rotor 22, the air is discharged from the air outlet 30b to the outside of the vehicle.

  As shown in FIGS. 3 and 4, the moisture absorption rotor 22 has a cylindrical outer periphery, and has a large number of small holes and a large surface area so that air can pass therethrough. Then, a hygroscopic material (for example, silica gel) is applied to the surface, more specifically, the entire surface serving as an air passage portion. The moisture absorption rotor 22 is held across the air introduction path 10 and the regeneration path 30 so as to be rotatable about the center thereof, and the rotation axis of the moisture absorption rotor 22 is indicated by a symbol α. More specifically, in the vicinity of the hygroscopic rotor 22, the air introduction path 10 and the regeneration path 30 are defined by the common partition wall 16, and a part of the common partition wall 16 is partially thickened. Both ends of the rotating shaft 22a integrated with the moisture absorption rotor 22 are rotatably held by the configured holding portion 16a.

  The moisture absorption rotor 22 is rotationally driven by an electric motor 33. The rotational drive of the moisture absorption rotor 22 by the electric motor 33 can be performed by using, for example, a frictional force generated by pressing a roller 34 made of an elastic member fixed to the drive shaft of the electric motor 33 against the outer surface of the moisture absorption rotor 22. . In addition, an appropriate drive transmission mechanism such as a belt wound around the outer peripheral surface of the moisture absorption rotor 22 may be driven by the electric motor 33 and further driven using gears. Such an electric motor 33 may be disposed either inside or outside each path 10, 30. A part of the hygroscopic rotor 22 can be partially exposed to the outside of each path 10 or 30, and the driving force from the electric motor 33 can be transmitted to the exposed part to the outside. In addition, the rotation speed of the moisture absorption rotor 22 driven by the electric motor 33 is set to be slow, for example, about 1 to 2 rpm.

  In the configuration as described above, when the common fan 39 is operated with the air intake 27 closed, the outside air is introduced into the air introduction path 10 from the common air intake 39, and finally each air outlet. It will be in the external air introduction | transduction state into which external air is introduce | transduced into a vehicle interior from 12a-15a, 15b. When the common fan 39 is operated with the air intake 27 opened, the air in the vehicle compartment is introduced into the air introduction path 10 from the air intake 27 and finally the air outlets 12a to 15a. 15b, the inside air is circulated through the vehicle interior.

  When the air introduced into the air introduction path 10 passes through the hygroscopic rotor 22, it is dehumidified. In this dehumidification, energy is not specifically consumed, but due to the dehumidification, the air immediately after passing through the hygroscopic rotor 22 is heated not a little. If the heated air is at an appropriate temperature, the air that has been heated and passed through the hygroscopic rotor 22 is introduced into the air mix chamber 11 without particularly performing heat exchange in the heat exchangers 23, 29, and 24. Finally, it will be introduced into the passenger compartment.

  When the temperature of the air immediately after passing through the hygroscopic rotor 22 is too high, at least one of the cooling heat exchanger 23 or the auxiliary heat exchanger 29 is operated and cooled to an appropriate temperature. It is finally introduced into the vehicle compartment from the mix chamber 11. When the temperature of the air after passing through the hygroscopic rotor 22 is too low, the cooling heat exchanger 23 and the auxiliary heat exchanger 29 are stopped and the heating heat exchanger 24 is activated. After the air is heated to an appropriate temperature by the heating heat exchanger 24, the air passes through the air mix chamber 11 and is finally introduced into the vehicle interior.

  The portion of the moisture absorption rotor 22 positioned in the air introduction path 10 is positioned in the regeneration path 30 according to the rotation thereof. In this regeneration path 30, outside air (air from the common air intake 37) or inside air (air from the air intake 27) is introduced into the regeneration path 30 by the operation of the common fan 39, and the heat for heating Heated by the exchanger 32. When the heated air passes through the hygroscopic rotor 22, the hygroscopic rotor 22 takes away moisture absorbed by the air introduction path 10 and is finally discharged out of the vehicle. The portion of the moisture absorption rotor 22 that has been regenerated by removing moisture by the regeneration path 30 is eventually positioned in the air introduction path 10 due to its rotation, and is dehumidified again. As described above, when the moisture absorption rotor 22 rotates, the moisture absorption rotor 22 is alternately positioned in the air introduction path 10 and the regeneration path 30, so that moisture absorption and regeneration are performed simultaneously. When dehumidification is not required, the moisture absorption rotor 22 may be stopped and the heating heat exchanger 32 may be stopped. However, in order to prevent the occurrence of mold and the like, the rotation of the moisture absorption rotor 22 for simultaneously performing the above-described dehumidification and regeneration may be performed periodically or irregularly (the heat exchanger 32 for heating is used during regeneration). Activated). Further, in the present embodiment, since one common fan 39 is provided, the degree of moisture absorption by the moisture absorption rotor 22 and the degree of regeneration are appropriately set by substantially only setting the cross-sectional areas of the respective paths 10 and 30 (setting of the passage resistance). It is also possible to balance them.

  Next, the use of a heat medium in each of the heat exchangers 23, 24, 29, and 32, the cooling of a cold box provided in the passenger compartment, and the like will be described with reference to FIGS. First, the heat exchangers 24 and 32 that heat the air perform heat exchange between the cooling water and the air that have become high temperature by circulating the engine cooling water. That is, the engine cooling water is circulated by the pump 41 driven by the engine 40, but the high-temperature cooling water discharged from the engine 1 is introduced into the passage 42. The passage 42 is branched into two branch passages 43, 44, one branch passage 43 is connected to the heating heat exchanger 24, while the other branch passage 44 is used for regeneration. 32. The cooling water introduced into the heating heat exchanger 24 undergoes heat exchange with the air flowing through the air introduction path 10 while flowing through the heating heat exchanger 24, and then passes through the passages 45 and 46. After that, it is returned to the suction port of the pump 41. The cooling water introduced into the heating heat exchanger 32 undergoes heat exchange with the air flowing through the regeneration path 30 while flowing through the heating heat exchanger 32, and then the passage 47, 46 is returned to the suction port of the pump 41. An on-off valve 48 or 49 is connected to the passages 43 and 44, and the on-off valve 48 or 49 is closed when it is not necessary to heat the air using engine cooling water.

  The cooling water discharged from the engine 40 is switched by the thermostat valve 50 between a state in which it flows through the radiator 51 and a state in which it flows through the bypass passage 52 that bypasses the radiator 51. That is, when the cooling water reaches a predetermined temperature or more, the cooling water from the engine 40 is guided from the thermostat valve 51 to the passage 53 to which the radiator 51 is connected, and is radiated while flowing through the radiator 51, and then the pump 41 It is returned to the suction port. When the cooling water is lower than the predetermined temperature, the cooling water flows from the thermostat valve 50 through the bypass passage 52 and is returned to the suction port of the pump 41.

  The cooling heat exchanger 23 disposed in the air introduction path 10 is configured by an evaporator serving as a cooling unit in a heat pump type cooling device. That is, the heat pump type cooling device has a compressor 80 driven by the engine 40, as is known, and the refrigerant (generally chlorofluorocarbon or alternative chlorofluorocarbon) compressed by the compressor 80 is condensed into the passage 83. It is guided to the passage 84 to which the expansion valve 82 is connected through the vessel 81. Thereafter, the refrigerant is guided to the cooling heat exchanger 23 serving as a cooling section through the branch passage 84b of the passage 84, and is subjected to heat exchange with the air in the air introduction path 10, and then passes from the branch passage 85b to the passage 85. , Returned to the suction port of the compressor 80. Since such a heat pump type cooling device itself is well known in the art, further explanation is omitted.

  The auxiliary heat exchanger 29 uses the refrigerant (brine-antifreeze) stored in the cold storage tank 60 to cool the air in the air introduction path 10. That is, on the floor panel 2, a cold storage tank 60 is disposed below the passenger seat 3, and the refrigerant in the cold storage tank 60 is used for a cold storage tank as a second cooling unit in a heat pump type cooling device that collides forward. It is cooled by the evaporator 61. The refrigerant for the cold storage tank 61 is supplied with the refrigerant through the branch passage 84 a branched from the passage 84 described above, and the refrigerant in the cold storage tank 60 is cooled by the evaporator 61 for the cold storage tank. And the refrigerant | coolant which exited the evaporator 61 for cold storage tanks is returned to the suction inlet of the compressor 80 through the channel | path 85 mentioned above from the branch channel | path 85a. The cooled refrigerant stored in the cold storage tank 60 is supplied to the auxiliary heat exchanger 29 via the passage 63 by the pump 62 and is exchanged with the air flowing through the air introduction path 10 while flowing in the auxiliary heat exchanger 29. After the heat exchange between the two, it is returned to the cold storage tank 60 through the passage 64. The passages 63 and 64 constitute a refrigerant circulation path.

  As is known, a floor tunnel portion 72 extending in the front-rear direction is located between the passenger seat 2 and the driver seat 4. A cold insulation box 65 is formed in the console box 5 disposed on the floor tunnel portion 72. That is, as shown in FIG. 9, the cold box 65 has a recess 65a having an upper opening where two drink cans are placed, and the periphery of the recess 65a is surrounded by a heat insulating material 68. A cooling jacket 69 is disposed inside the material 68 so as to surround the recess 65a. The refrigerant circulates in the cooling jacket 69. That is, the branch passage 63a branched from the passage 63 serving as the refrigerant supply passage is connected to the lower end of the cooling jacket 69, and the branch passage 64a branched from the passage 64 serving as the refrigerant return passage is connected to the cooling jacket 69. Connected to the upper end. As a result, the refrigerant supplied from the cold storage tank 60 to the passage 63 is supplied from the branch passage 63a to the lower end portion of the cooling jacket 69, rises in the cooling jacket 69, and branches from the upper end portion to the branch passage 64a and passage 64. After that, it is returned to the cold storage tank 60. An adjusting valve 66 is connected to the branch passage 63a, and the adjusting valve 66 is closed when it is not necessary to cool the cold box 65. Although not shown in the drawing, the cold box 65 is opened and closed with a lid body with improved heat insulation.

  Since the cooling rod evaporator 61 that cools the cold storage tank 60 described above is cooled by the operation of the compressor 80 driven by the engine 40, the cooling operation is not performed when the engine 40 is stopped. However, since the refrigerant in the cooling rod 60 is cooled and stored while the engine 40 is being driven, the refrigerant stored in the cooling rod 60 is used for a while even when the engine 40 is stopped. Can be dehumidified and cooled, and the cool box 65 can be cooled. In particular, it is possible to secure a sufficient volume of the cold storage tank 60 disposed in a large space below the seat cushion and obtain a cooling action when the engine 40 is stopped for a long time.

  The cold storage tank 60 is fixed to the floor panel 2, but is positioned immediately behind the cross member 67 extending in the vehicle width direction below the front end of the passenger seat 3. A bracket 68 to which a slide rail for the passenger seat 3 is fixed is positioned near each end in the vehicle width direction in the rear end of the cold storage tank 60. Thus, the cold storage tank 60 is disposed in a space portion excellent in strength surrounded by the cross member 67 and the bracket 68 excellent in strength. Moreover, the upper part of the cool storage tank 60 is covered with the passenger seat 3, and it becomes a preferable arrangement | positioning aspect also in avoiding direct sunlight etc. (the passenger seat 3 functions as a heat insulating material). Of course, the passenger's seat 3 is the seat that is positioned in front of the driver's seat 4 among the seats disposed in the passenger compartment, and is the seat closest to the instrument panel 1. The arrangement path lengths 63 and 64 are also short. Further, the passages 63 and 64 extend on the floor panel 2 in the front-rear direction along the floor tunnel portion 72 (the lower end portion position thereof), so that the occupant, in particular, an occupant seated in the passenger seat 3 is disturbed. It is not a thing. Of course, although not shown, the passages 63 and 64 and the branch passages 63a and 64a are covered with carpets covering the side surfaces of the floor panel 2 and the floor tunnel portion 72, so that there is no problem in appearance.

  Here, the advantage of dehumidification using the moisture absorption rotor 22 will be described with reference to FIG. 8 in comparison with the conventional case of dehumidification using a heat pump type cooling device. First, the unpleasant area A as represented by the rainy season is a state in which the temperature is in the range of approximately 20 degrees C to 25 degrees C and the relative humidity is approximately 100%. On the other hand, the comfortable area B is the same as the unpleasant area A in that the temperature is in the range of approximately 20 degrees C to 25 degrees C. However, the relative humidity is approximately 50%, and the relative humidity is uncomfortable area. It is assumed to be sufficiently smaller than A. Conventionally, in order to shift from the uncomfortable area A to the comfortable area B, first, the air in the passenger compartment is cooled to the dew point temperature (β1 to β2). Thereafter, the vehicle interior temperature is decreased so as to always maintain the dew point temperature, and the vehicle interior temperature is decreased so that the absolute humidity becomes the same value as the absolute humidity in the comfort region B (β2 to β3). Thereafter, the air is heated so that the vehicle interior temperature returns to substantially the same temperature as when β1 (β3 to β4). As described above, the energy due to the passage of β1 → β2 → β3 → β4 becomes considerably large. In particular, the transition from β2 to β3 requires extremely large energy because it cools while condensing and releasing latent heat.

  On the other hand, when performing dehumidification using the hygroscopic rotor 22, the humidity itself only needs to pass the air through the hygroscopic rotor 22, and the energy itself for dehumidification is at a level that can be considered to be substantially zero. . However, since air is heated due to dehumidification, cooling energy required to return the heated air to the original temperature (temperature at β4) is required (cooling heat exchanger). This cooling can be achieved by lowering the temperature at the sensible heat level, so that the energy for cooling is not so great. In order to use the moisture absorption rotor 22 continuously for a long period of time, energy is required to regenerate, that is, to release moisture absorbed by dehumidification. This energy is regenerated by effectively using the high heat of the engine cooling water. It is not necessary to separately generate energy for, and can be substantially zero. Thus, by performing dehumidification using the hygroscopic rotor 22, energy required for dehumidification can be sufficiently reduced.

  FIG. 10 shows another cooling method for the cold box 65, and the cooling jacket 69 in FIG. 9 is eliminated, but a winding passage 69B to which branch passages 63a and 64a are connected is provided instead. The winding passage 69B is arranged inside the heat insulating material 68 so as to surround the periphery of the cold insulation box 65 (the recess 65a) in a coil shape. As a result, the structure for cooling the cold insulation box 65 becomes simpler, and the cold insulation box 65 (recess 65a) is surrounded by the winding passage 69B through which the refrigerant flows, so that the cooling effect is high.

  FIG. 11 shows another embodiment of the present invention. The same components as those in the embodiment shown in FIG. 1 and the like are denoted by the same reference numerals, and the description thereof is omitted (this will be described in the following further embodiments). The same for). In the present embodiment, the air introduction path 10 and the regeneration path 30 have independent passage configurations in which the air flow is completely blocked. The air intake 30a of the regeneration path 30 is opened in the vehicle interior (can be opened outside the vehicle). Further, as the fan, a first fan 21 is provided for the air introduction path 10 and a second fan 31 is provided for the regeneration path 30. The air intake 27 for circulating the inside air is provided only in the air introduction path 10.

  The function of dehumidification using the hygroscopic rotor 22 in this embodiment and the regeneration itself of the hygroscopic rotor 22 are performed in the same manner as in the above embodiment. In the present embodiment, in the vicinity of the hygroscopic rotor 22, the air flow is opposite in the air introduction path 10 and the regeneration path 30, so that regeneration can be performed effectively. In addition, regeneration can be performed more effectively by using the air introduced into the regeneration path 30 as vehicle interior air.

  FIG. 12 shows still another embodiment of the present invention, in which the auxiliary heat exchanger 29 can be selectively switched between cooling (cooling) and heating (heating). . In other words, the inlet 29a of the auxiliary heat exchanger 29B (corresponding to 29) is selectively switched to the refrigerant circulation path supply passage 63 and the engine cooling water supply passage 43 via the switching valve 86. . Further, the auxiliary heat exchanger 29B outlet 29b is selectively switched to the return path 64 of the refrigerant circulation path and the return path 45 of the engine coolant through the switching valve 87. In a state where the auxiliary heat exchanger 29B is connected (communication) to the refrigerant circulation passages 63 and 64, the auxiliary heat exchanger 29 functions as a cooling device. In addition, in a state where the auxiliary heat exchanger 29B is connected (communication) to the engine coolant passages 43 and 45, the auxiliary heat exchanger 29B functions as a heater.

  As a modification of FIG. 12, the auxiliary heat exchanger 29B and the heating heat exchanger 24 disposed in the air introduction path 10 may be the same (while the other is also used). That is, for example, the heating heat exchanger 24 is selected as the refrigerant circulation paths 63 and 64 and the engine coolant passages 43 and 45 using the switching valves 86 and 87 as in the auxiliary heat exchanger 29B shown in FIG. By connecting so as to be able to be switched, it can function as a cooling device in a hot season, while it can function as a heating device in a cold season.

  Although the embodiment has been described above, the present invention is not limited to the embodiment, and can be appropriately changed within the scope described in the scope of claims. For example, the invention includes the following cases. . The cold storage tank 60 can also be disposed under a seat other than the passenger seat 3, for example, below the driver seat 4 or the rear seat. The cold storage tank 60 can be incorporated in the seat cushion in advance, and the seat cushion can be set in the vehicle interior to complete the setting of the cold storage tank 60 in the vehicle interior. Further, by integrating (setting) the cold storage evaporator 61 and the pump 62 in the cold storage tank 60 in advance, the assembly to the vehicle becomes extremely easy. A recess may be formed on the lower surface of the seat cushion so that the upper portion of the cool storage tank 60 is positioned in the recess, so that the capacity of the cool storage tank 60 may be further increased. Further, the members constituting the outer shell of the regenerator tank 60 may be configured to be excellent in strength, for example, by an iron plate, and the regenerator tank 60 may be configured as the seat cushion frame itself or a part of the frame. .

  Of the regeneration path 30, the heated air after passing through the hygroscopic rotor 22 may be set to be introduced into the vehicle interior, for example, the air mix chamber 11 of the air introduction path 10. More specifically, the downstream portion of the moisture absorption rotor 22 in the regeneration path 30 is branched into two, and one branch path is opened to the outside of the vehicle, while the other branch path is opened, for example, in the air mix chamber 11. Thus, an adjustment valve for changing the ratio of the amount of air flowing through each branch path may be provided. In this case, heating in the vehicle interior can be obtained by using the heating in the heating heat exchanger 32 (regeneration heater), and the burden on the heating heat exchanger 24 can be reduced. It is also possible not to provide the heat exchanger 24 separately. Incidentally, the hygroscopic rotor 22 may not include the regeneration heater 32. Of course, the object of the present invention is not limited to what is explicitly stated, but also implicitly includes providing what is substantially preferred or expressed as an advantage.

1 is a system diagram showing an embodiment of the present invention, showing an air introduction path, a regeneration path, and an arrangement relationship of devices disposed therein; FIG. The partial cross-sectional simplified view which looked at the vehicle interior from upper direction. The perspective view which shows an example of a moisture absorption rotor with the motor for a drive. The plane sectional view showing the example of structure which holds a moisture absorption rotor so that rotation is possible. The system diagram which shows the example of the transmission path of the heat medium with respect to the heat exchanger etc. which were arrange | positioned at the air introduction path and the regeneration path. The simplified side sectional view of vehicles showing the relation between an air introduction course, a reproduction course, a cool storage tank, and a cool box. The simplified perspective view in the state which removed the sheet | seat which shows a cool storage tank, a cool box, and the air-conditioning path. The characteristic view for demonstrating the energy required for dehumidification by the conventional method. The principal part sectional drawing which shows the detail of a cool box part. FIG. 10 is an essential part cross-sectional view showing a modification of FIG. 9. FIG. 4 is a system diagram of a main part corresponding to FIG. 1, showing another embodiment of the present invention. The main part systematic diagram in the auxiliary heat exchanger part which shows another embodiment of this invention.

Explanation of symbols

α: Rotational axis of the hygroscopic rotor 1: Instrument panel 2: Floor panel 3: Passenger seat 4: Driver's seat 5: Console box 10: Air introduction path 10a: Air intake ports 12-16: Branch passages 12a-15a, 15b: Air outlet 16: Common partition (common wall for air introduction path and regeneration path)
21: First fan 22: Hygroscopic rotor 22a: Rotating shaft of the hygroscopic rotor 23: Cooling heat exchanger (cooling evaporator)
24: Heat exchanger for heating 27: Air intake (for internal air circulation)
28: Switching damper (for switching between outside air introduction and inside air circulation)
20: Auxiliary heat exchanger 29B: Auxiliary heat exchanger 30; Regeneration path 30a: Air intake port 30b: Air discharge port 31: Second fan 32: Heat exchanger for heating (for regenerating the hygroscopic rotor)
33: Electric motor (for rotationally driving the moisture-absorbing rotor)
37: Common air intake 38: Common path 39: Common fan 40: Engine 41: Pump (for engine coolant circulation)
51: Radiator (for cooling engine cooling water)
60: Cold storage tank 61: Evaporator for cold storage tank 63: Refrigerant supply passage (refrigerant circulation path)
63a: Branch passage (for cold storage box)
64: Return path of refrigerant (refrigerant circulation path)
64a: Branch passage (for cold storage box)
65: Cooling box 65a: Recess 68: Insulation 69: Cooling jacket 69B: Winding passage 72: Floor tunnel 80: Compressor (for heat pump cooling device)
86, 87: Switching valve (for switching between cooling and heating)

Claims (11)

One end is opened outside the vehicle as an air intake and the other end is opened as an air outlet in the vehicle interior, and an air introduction path for introducing outside air into the vehicle interior;
A cooling evaporator disposed in the air introduction path and serving as a first cooling unit in a heat pump type cooling device, and a heater heat exchanger in which engine coolant is circulated;
An auxiliary heat exchanger disposed in the air introduction path;
A cold storage tank that is disposed under the seat cushion in the passenger compartment and stores refrigerant;
An evaporator for a cold storage tank provided in the cold storage tank and serving as a second cooling unit in the heat pump type cooling device;
A refrigerant circulation path for circulating the refrigerant between the cold storage tank and the auxiliary heat exchanger;
A vehicle air conditioner characterized by comprising: In claim 1,
A vehicle air conditioner characterized in that the seat cushion is a passenger seat cushion. In claim 1 or claim 2,
The vehicle air conditioner, wherein the evaporator for a cold storage tank is integrated with the cold storage tank and is disposed below the seat cushion together with the cold storage tank. In any one of Claims 1 to 3,
The vehicle air conditioner, wherein the refrigerant circulation path is disposed on a floor panel in a vehicle interior. In claim 4,
The refrigerant circulation path is disposed to extend in the front-rear direction along a floor tunnel portion that is formed to extend in the front-rear direction at the center in the vehicle width direction of the floor panel,
A cold insulation box is formed on the floor tunnel,
The cold insulation box is connected to the refrigerant circulation path, and is set so that the cold insulation box is cooled by the refrigerant passing through the refrigerant circulation path.
An air conditioner for a vehicle. In any one of Claims 1 thru | or 5,
The refrigerant circulation path and the engine coolant circulation path are connected to the auxiliary heat exchanger via a switching valve,
The switching valve selectively switches between a cooling state in which the refrigerant in the cold storage tank is circulated with respect to the auxiliary heat exchanger and a heating state in which engine cooling water is circulated with respect to the auxiliary heat exchanger.
An air conditioner for a vehicle. In claim 6,
The vehicle air conditioner characterized in that the auxiliary heat exchanger also serves as the heater heat exchanger. In any one of Claims 1 thru | or 7,
One end is opened as an air intake to the inside or outside of the vehicle, and the other end is opened to the outside as an air discharge port.
A hygroscopic material is applied to the surface and air is allowed to pass through, and is disposed so as to be able to rotate across the air introduction path and the regeneration path, and is positioned in the air introduction path and the regeneration path according to the rotation. A hygroscopic rotor in which the parts to be changed are sequentially changed,
A regeneration heater which is disposed upstream of the moisture absorption rotor in the regeneration path and circulates engine cooling water to heat air for regeneration of the moisture absorption rotor;
The vehicle air conditioner further comprising: In claim 8,
Each of the air inlets of the air introduction path and the regeneration path is made common, and air is taken into the air introduction path and the regeneration path by one common fan. Air conditioner. In claim 8 or claim 9,
The air introduction path and the regeneration path are arranged in parallel with each other in the vicinity of the moisture absorption rotor,
In the vicinity of the hygroscopic rotor, the partition wall that defines the air introduction path and the regeneration path is a common wall that forms part of the air introduction path and also part of the regeneration path. ,
An air conditioner for a vehicle. In any one of Claims 1 thru | or 10,
The air introduction path is formed with an air intake for internal air circulation for taking in air in the passenger compartment,
As the air introduced into the air introduction path, a switching damper that selectively switches between outside air and inside air is provided,
An air conditioner for a vehicle.

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