EP1658186A1 - Installation de traitement d'air pour vehicule - Google Patents

Installation de traitement d'air pour vehicule

Info

Publication number
EP1658186A1
EP1658186A1 EP03815504A EP03815504A EP1658186A1 EP 1658186 A1 EP1658186 A1 EP 1658186A1 EP 03815504 A EP03815504 A EP 03815504A EP 03815504 A EP03815504 A EP 03815504A EP 1658186 A1 EP1658186 A1 EP 1658186A1
Authority
EP
European Patent Office
Prior art keywords
air
treatment system
air flow
ozone
air treatment
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP03815504A
Other languages
German (de)
English (en)
Inventor
Björn Boschert
Marcus Frey
Christian Grömmer
Tilo Rinckleb
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Mahle Behr GmbH and Co KG
Original Assignee
Behr GmbH and Co KG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Family has litigation
First worldwide family litigation filed litigation Critical https://patents.darts-ip.com/?family=28050803&utm_source=google_patent&utm_medium=platform_link&utm_campaign=public_patent_search&patent=EP1658186(A1) "Global patent litigation dataset” by Darts-ip is licensed under a Creative Commons Attribution 4.0 International License.
Application filed by Behr GmbH and Co KG filed Critical Behr GmbH and Co KG
Publication of EP1658186A1 publication Critical patent/EP1658186A1/fr
Withdrawn legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H3/00—Other air-treating devices
    • B60H3/0071—Electrically conditioning the air, e.g. by ionizing
    • B60H3/0078—Electrically conditioning the air, e.g. by ionizing comprising electric purifying means
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H3/00—Other air-treating devices
    • B60H3/06—Filtering
    • B60H2003/0675—Photocatalytic filters

Definitions

  • the present invention relates to an air treatment system for a vehicle, in particular for a motor vehicle.
  • Such an air treatment system usually comprises a duct system which serves to guide an air flow and has an inlet opening for fresh air which communicates with the surroundings of the vehicle and an inlet opening for circulating air which communicates with an interior of the vehicle to be air-conditioned. Furthermore, the duct system generally has a plurality of outlet openings which communicate with the vehicle interior, for example center nozzles, side nozzles, footwell nozzles and windscreen nozzles.
  • a blower is arranged in this duct system with which an air flow can be generated in the duct system.
  • a heating device is arranged in the duct system with which the air flow can be heated. The heating device is usually a heat exchanger through which the cooling circuit of the internal combustion engine of the vehicle flows.
  • a cooling device is arranged in the duct system, which is used to cool the air flow.
  • the cooling device usually consists of an evaporator of a refrigeration circuit, which is designed as a heat exchanger through which flow can pass.
  • Air treatment systems of this type can also be equipped with a particle filter and with an odor and / or pollutant filter.
  • activated carbon filters are used set that absorb odors and pollutants. With increasing storage of pollutants and odorants, such filters gradually become clogged, which increases their flow resistance and their absorption capacity. Accordingly, it is necessary to regularly replace such filters.
  • the present invention is concerned with the problem of specifying an improved embodiment for an air treatment plant of the type mentioned at the outset, which in particular shows new possibilities for avoiding or reducing germs and odors / pollutants in the air flow.
  • the invention is based on the general idea of equipping the air treatment system with an oxidation device which works with electricity and uses oxidation to break down (oxidize) odors and / or pollutants which are contained in the air flow.
  • an oxidation device which works with electricity and uses oxidation to break down (oxidize) odors and / or pollutants which are contained in the air flow.
  • the odors carried in the air flow.
  • the chemical structure of pollutants is changed, which can reduce the disruptive or harmful effects of these substances. In particular, this can reduce the risk of nucleation in the duct system.
  • the oxidation device used according to the invention works with electricity, its activity can be controlled particularly easily.
  • it is therefore possible in principle to omit a pollutant / odor filter since the oxidation can adequately break down the odor substances and pollutants in the air flow.
  • the oxidation device can have at least one ozone generator which generates electricity in the air flow by means of electricity in order to enrich the air flow with ozone.
  • ozone is an unstable, gaseous compound made up of three oxygen atoms and is therefore a strong oxidizing agent. With the help of ozone, pollutants / odorous substances and germs can be oxidized and thus eliminated or rendered harmless.
  • the ozone generator can be designed so that it only generates so much ozone during operation that it is ensured that there are no odors or pollutants in the air flow or no germs on the surfaces exposed to the air flow surfaces affected by the air flow are sufficiently large to cause ozone decay, which lowers the ozone content of the air flow to or below a predetermined limit value before the air flow enters the vehicle interior through the outlet opening (s). This measure ensures that no ozone concentration that is critical to health is formed when the ozone is generated in the vehicle interior.
  • a health hazard due to ozone entering the vehicle interior can also be avoided by, according to a further development dung downstream of the ozone generator is arranged at least one catalyst that breaks down the ozone contained in the air flow.
  • Such a catalyst simultaneously supports the oxidation of the pollutants and odors, which improves the cleaning effect of the ozone.
  • the catalyst used in connection with the ozone generator is expediently designed as a sorption catalyst which absorbs the pollutants / odors and their oxidation in connection with a correspondingly reactive oxidizing agent, e.g. Ozone, supported.
  • a sorption catalyst can contain activated carbon, for example.
  • the air treatment plant can e.g. with the help of a corresponding control, be operated in a cleaning mode in which the ozone generator is active and the air flow enriches with ozone, in this cleaning mode the air flow being guided such that the entire air flow reaching the outlet opening or openings previously flows through the catalyst.
  • This design ensures that no ozone gets into the vehicle interior in cleaning mode.
  • the air conditioning device can be operated, for example by means of a corresponding control, in a disinfection mode in which the ozone generator is active and enriches the air flow with ozone, a first flow control device being provided, which is actuated automatically in particular by the control and which is in operation - Air flow mode leads so that no air loaded with ozone enters the vehicle interior through the at least one outlet opening. For example, all outlet openings are closed with the help of appropriate switching elements. While in the cleaning mode, the ventilation flow supplied to the vehicle interior is freed of pollutants and odorous substances, in the disinfection mode, the surfaces in the air treatment system are disinfected insofar as they come into contact with the ozone.
  • a first ozone generator can be provided, which is arranged upstream of the catalytic converter and mode is active, wherein a second ozone generator is also provided, which is arranged downstream of the catalyst and is active in the sterilization mode.
  • This design ensures that in the cleaning mode, when the first ozone generator is in operation, the air flow is guided completely through the catalytic converter, so that no ozone is present in the air flow downstream of the catalytic converter.
  • the second ozone generator which is then active, ensures that ozone is also present in the air flow downstream of the catalyst, so that sections of the duct system which are downstream of the catalyst can also be disinfected.
  • a common ozone generator can be provided for the cleaning mode and the disinfection mode, wherein the catalyst can be deactivated for the disinfection mode.
  • this variant only requires an ozone generator, which in particular saves installation space.
  • Such an embodiment can be implemented particularly simply, for example, in that a second flow guide device in the sterilization mode guides the air flow in such a way that it bypasses the catalytic converter completely or essentially completely.
  • a second flow guide device in the sterilization mode guides the air flow in such a way that it bypasses the catalytic converter completely or essentially completely.
  • two alternative flow paths are formed in the channel system, the catalyst being arranged in one of the flow paths, while the other flow path bypasses the catalyst.
  • This design is also inexpensive to implement.
  • the catalytic converter can be designed and / or arranged such that it can be switched between an active position assigned to the cleaning mode, in which the catalytic converter projects into a flow path of the air flow enriched with ozone and through which the air flows, and a passive position assigned to the disinfection mode is, in which the catalyst is completely or substantially completely
  • a passive position assigned to the disinfection mode is, in which the catalyst is completely or substantially completely
  • This embodiment also manages with a single ozone generator for both operating modes, with comparatively little installation space being required for the adjustable catalyst.
  • a switching element of the first flow control device opens an exhaust air path in the disinfection mode, which leads the air flow into the surroundings of the vehicle and / or leads upstream of the blower back into the duct system, the switching element blocking the exhaust air path during normal operation of the air treatment system , Since in the disinfection mode no air is allowed to enter the vehicle interior through the outlet openings, sections or “dead ends” that cannot flow through can form in the duct system, the size of which depends on where the switching element for blocking the outlet opening (s) is arranged Flow through these "blind alleys" up to the switching element is made possible. At best, the channel system can thus be acted upon and sterilized with ozone right up to the outflow opening (s).
  • the oxidation device can have at least one photocatalytic device which has at least one UV
  • UV radiation With the help of UV radiation, the oxidation of the pollutants / odors can be increased or initiated on the photocatalyst. Due to the UV support, a sufficient oxidation of the undesired substances can be achieved with the photocatalyst.
  • Such a photocatalyst is expediently designed as an oxidation catalyst and can in particular contain TiO 2 and / or Pt.
  • the catalyst used in connection with the respective oxidation device is integrated into an already existing component of the air treatment system, this component being exposed to the air flow and / or is flowed through by the air flow.
  • the respective component of the air treatment system is given an additional function, with space being saved at the same time.
  • the catalytic converter can be integrated in a fan for generating the air flow, in a heating device for heating the air flow, in the cooling device for cooling the air flow and / or in at least one wall section of the duct system.
  • This integration of the catalyst into the respective component can expediently take place in that a surface of the respective component which is exposed to the air flow is coated with a suitable catalyst material. Additionally or alternatively, the integration can also take place in such a way that the respective component is made of a suitable catalyst material at least in an area exposed to the air flow. In these embodiments, the actual shape of the respective component does not have to be changed in order to integrate the catalytic converter therein, as a result of which these measures can be implemented even with existing constructions without great effort.
  • FIG. 1 shows a simplified basic illustration of an air treatment system according to the invention in a first embodiment
  • FIG. 2 is a view as in FIG. 1, but in a second embodiment in a cleaning mode
  • FIG. 3 is a view as in FIG. 2, but in a sterilization mode
  • FIG. 4 shows another greatly simplified illustration of an air treatment system according to the invention in a third embodiment with activated catalyst
  • FIG. 5 is a view as in FIG. 4, but with the catalyst deactivated
  • FIG. 6 is a view as in FIG. 5, but in a fourth embodiment
  • FIG. 7 is a view as in FIG. 4, but in a fifth embodiment with activated catalyst,
  • FIG. 8 is a view as in FIG. 7, but with the catalyst deactivated
  • FIG. '9 a further highly simplified view of a inventions to the invention the air treatment plant
  • FIG. 10 is a greatly simplified illustration of an air treatment system in a sterilization mode
  • Fig. 11 is a greatly simplified 'representation of an air treatment system in a further Entkeimungsmodus
  • an air treatment system 1 for a vehicle, not shown, in particular a motor vehicle, comprises a duct system 2 in which a blower 3, a cooling device 4 and a heating device 5 are arranged.
  • the duct system 2 also has an inlet opening 6 through which fresh air from an environment 7 of the vehicle can enter the duct system 2.
  • a particle filter or a so-called “hybrid filter” 8 this is a combination of a conventional particle filter and an activated carbon filter combined into one unit.
  • the duct system 2 usually has one not shown here Make another inlet for recirculating air
  • Air intake opening communicates with an interior space 9 of the vehicle, which is to be air-conditioned with the aid of the air treatment system 1.
  • the duct system 2 has a plurality of outlet openings 10, each of which communicates with the vehicle interior 9.
  • the outlet opening 10 shown below can be designed as a footwell nozzle 11, while the outlet opening 10 shown in the middle forms a center nozzle 12 or a side nozzle 13.
  • the outlet opening 10 shown above can be a windscreen nozzle or defroster nozzle 14.
  • channel sections 15, with which the outlet openings 10 communicate with a distributor space 16 are shown relatively briefly; however, it is clear that these channel sections 15, if they lead to the side nozzles 13, for example, can be significantly longer.
  • the fan 3 serves to generate an air flow 17, which is symbolized in the figures by arrows.
  • the cooling device 4 consists essentially of an evaporator 18, which is connected in a conventional manner to a cooling circuit 19, which is symbolized in the figures by arrows.
  • the evaporator 18 is of conventional design as a heat exchanger through which flow can pass. shear trained. Depending on the temperature of the evaporator 18, the air flow 17 flowing through it can be cooled more or less.
  • the heating device 5 comprises a heating element 20, which is designed as a heat exchanger through which flow is through and is connected to a corresponding heating circuit 21.
  • This heating circuit 21 is again symbolized by arrows in the figures and can for example be connected to a cooling circuit of an internal combustion engine of the vehicle.
  • the air flow 17 can be heated more or less when flowing through the radiator 20.
  • the air treatment system 1 is equipped with an oxidation device 41, which is connected to a power supply 42.
  • the oxidation device 41 operates in the manner described in more detail below with electricity and, during operation, achieves an oxidation of odors and pollutants which may be carried along in the air flow 17, as a result of which these substances are broken down.
  • this oxidation device 41 can have at least one ozone generator 22 or 23.
  • Such an ozone generator 22, 23 can work, for example, with dielectric barrier discharge or with coronary discharge.
  • Such an ozone generator 22, 23 generates ozone, which is symbolically represented by arrows 24 in FIGS. 1 to 3, and can thus increase the ozone content in the air flow 17.
  • Ozone is a highly effective oxidizing agent and can break down odorous substances and / or pollutants and germs in the air flow 17.
  • ozone can eliminate or reduce germs that have formed on surfaces of the channel system 2, provided that the ozone comes into contact with it.
  • FIG. 1 there is only a single ozone generator 22.
  • a catalyst 25 is arranged downstream of this ozone generator 22 in the channel system 2.
  • Such a catalyst 25 can for example be designed as a sorption catalyst and serve to reduce the ozone contained in the air flow 17.
  • the ozone effect on the pollutants or odors in the catalyst 25 can be improved.
  • the catalytic converter 25 is already arranged downstream of the evaporator 18, for example for reasons of installation space, it being possible for the catalytic converter 25 to form a structural unit together with the evaporator 18.
  • the catalytic converter 25 makes sense to arrange the catalytic converter 25 as far as possible downstream in the channel system 2, but absolutely in front of the outlet openings 10 in order to be able to sterilize the channel system 2 as far as possible in this way.
  • the ozone generator 22 is expedient to arrange the ozone generator 22 as far forward as possible in the channel system 2.
  • the ozone generator 22 is in any case upstream of the evaporator 18. This arrangement ensures that the moist area in the vicinity of the evaporator 18, which is particularly sensitive to nucleation, is protected against nucleation.
  • the oxidation device 41 can have at least one photocatalyst device 43 which has a UV lamp 44 and a catalytic converter 45 which is designed as a photocatalyst.
  • FIGS. 1 to 3 each show the UV lamp 44 and the first ozone generator 22 by the same element. 2 and 3, the catalyst 25 downstream of the first ozone generator 22 and the photocatalyst 45 required for the photocatalysis are represented by the same element. Accordingly, in the embodiment according to FIG. 1, the photocatalyst 45 is connected upstream of the evaporator 18, wherein it is also possible here that the photocatalyst 45 together with the evaporator 18 has a structural design
  • the UV lamp 44 is connected to the power supply 42 and generates UV radiation during operation, which is represented by arrows 46 in FIGS. 1 and 2.
  • the UV radiation 46 thus acts on the photocatalyst 45, which is designed, for example, as an oxidation catalyst with titanium oxide and / or platinum. This UV radiation vity on the photocatalyst 45 increased, so that the odor / pollutants impinging thereon are oxidized on the photocatalyst 45.
  • the catalyst 25 assigned to the first ozone generator 22 and the photocatalyst 45 assigned to the UV emitter 44 are integrated into the evaporator 18.
  • This integration takes place, for example, in that the surface of the evaporator 18 that is subjected to the air flow is at least partially coated with a suitable catalytically active material. This can be achieved, for example, by means of a powder coating or by means of a lacquer. It is also possible to manufacture the evaporator 18 at least partially from a suitable catalyst material in order to produce catalytically active surfaces.
  • the catalytic converter 25 or the photocatalyst 45 could also be integrated in the heating element 20. It is also basically possible to use the catalyst 25 or the photocatalyst 45 e.g. to be integrated into the blower 3, in which case the first ozone generator 22 or the UV radiator 44 would then have to be arranged upstream of the blower 3. Furthermore, the catalytic converter 25 or the photocatalyst 45 could be integrated in wall sections of the duct system 2 which are acted upon by the air flow 17. It is also possible to at least partially catalytic converter 25 or photocatalyst 45 in one
  • the air treatment system 1 can be operated as required or permanently with a cleaning mode in which the first ozone generator 22 generates ozone or in which the UV radiator 44 irradiates the photocatalyst 45 to remove pollutants and odorous substances, which are contained in the air flow 17, to dismantle.
  • the ozone generator 22 generates ozone or in which the UV radiator 44 irradiates the photocatalyst 45 to remove pollutants and odorous substances, which are contained in the air flow 17, to dismantle.
  • the ozone generator 22 to for the catalyst 25
  • disinfection of the surfaces of the air treatment system 1 which are acted upon by the air flow 17 can be achieved.
  • the air treatment system 1 has two ozone generators 22 and 23 and can therefore be operated in a cleaning mode shown in FIG. 2 and in a disinfection mode shown in FIG. 3.
  • the first ozone generator 22 arranged upstream of the catalyst 25 generates ozone for treating the air flow 17. Downstream of the catalyst 25, ie after the evaporator 18, the air flow 17 then no longer contains any ozone.
  • the air flow 17 is supplied in the usual way to the distribution space 16 and from there distributed to the individual outlet openings 10.
  • the second ozone generator 23 is switched off during the cleaning mode.
  • the air treatment system 1 contains a first flow guide device 26, which in the embodiment shown here is essentially formed by a flap-shaped switching element 27.
  • This switching element 27 switches on the one hand an inlet opening 28 of the distribution space 16 and on the other hand an inlet opening 29 of an exhaust air path 30 which branches off upstream of the distribution space 16. While in the cleaning mode the switching element 27 blocks the exhaust air path 30 and opens the inlet opening 28 of the distribution space 16, the switching element 27 in the disinfection mode is switched so that it blocks the distribution space 16 and opens the inlet opening 29 of the exhaust air path 30. Accordingly, the air flow 17 is discharged through the exhaust air path 30 in the sterilization mode.
  • the exhaust air path 30 can lead, for example, into the surroundings 7 of the vehicle. It is also possible to lead the exhaust air path 30 closed back into the duct system 2 upstream of the blower 3.
  • Such an exhaust air path 30 can be formed, for example, by a condensate drain which is present anyway.
  • the second ozone generator 23 arranged downstream of the catalytic converter 25 is active, so that it generates ozone downstream of the catalytic converter 25 in accordance with the arrows 24 and flows into the air. introduces flow 17. In this way it is also possible to sterilize areas after the catalyst 25.
  • the sterilizing air flow 17 is guided here through the heating element 20 to the distribution space 16.
  • the first ozone generator 22 is deactivated in the disinfection mode in the illustration according to FIG. 3, it may also be expedient to also actively operate the first ozone generator 22 during the disinfection mode.
  • the flow guide device 26 in such a way that the sterilizing flow 17 in the sterilization mode reaches the channel sections 15 or even the outlet openings 10.
  • a switching element 27 is then assigned to each outlet opening 10.
  • the exhaust air path 30 is then arranged at a suitable location, and a plurality of exhaust air paths 30 can also be provided.
  • This decoupling of the outlet openings 10 from the air flow 17 ensures that no ozone can penetrate into the vehicle interior 9 during the disinfection mode.
  • the actuation or control of the first flow guide device 26 is expediently carried out automatically.
  • the air treatment system 1 can carry out a disinfection operation, for example depending on need, if there is no need for air conditioning for the vehicle interior 9, in particular if the user has switched off the air treatment system 1 per se.
  • the two variants of the oxidation device 41 namely on the one hand at least one ozone generator 22, 23 and on the other hand at least one photo-catalysis device 43, are alternatively formed, it is fundamentally possible that the oxidation device 41 cumulatively both variants having.
  • FIGS. 4 to 8 also show embodiments in which the air treatment system 1 can be operated both in the cleaning mode and in the disinfection mode.
  • the embodiments shown in FIGS. 4 to 8 manage with a single ozone generator 22. 4 to 8, the air treatment system 1 is again shown in a highly simplified manner: the ozone generator 22 is arranged downstream of the blower 3, not shown, in the duct system 2 and is connected to a control and / or power supply 31, which is arranged externally, ie outside the duct system 2 can be.
  • the catalytic converter 25 is designed here as a separate component and is arranged, for example, upstream of the cooling device 4 or upstream of the evaporator 18 in the channel system 2.
  • the air flow 17 is again symbolized by arrows. It is clear that in principle another position within the channel system 2 can also be selected for the arrangement of the catalytic converter 25, for example after the heating element 20, wherein the positioning can depend on the given spatial conditions.
  • the catalytic converter 25 is arranged or designed to be adjustable between an active position according to FIG. 4 and a passive position according to FIGS. 5 and 6. 4, the catalytic converter 25 protrudes into a flow path formed in the channel system 2 and symbolized by an arrow 32 for the air flow 17 enriched with ozone, so that the air flow 17 inevitably flows through the catalytic converter 25.
  • the active position of the catalytic converter 25 is accordingly assigned to the cleaning mode which is carried out when the outlet openings 10 are open.
  • the catalytic converter 25 is adjusted in its passive position out of the flow path 32, so that the air flow no longer or essentially no longer flows through it. Accordingly, the passive position can be used to implement the disinfection mode, since an air flow 17 loaded with ozone can now also apply ozone to surfaces downstream of the catalyst 25. For example, the surface of the evaporator 18 exposed to the air flow 17 can thereby be sterilized.
  • the catalytic converter 25 is, for example, according to a double arrow 33 transversely to the flow path 32, translationally between - solve
  • the catalytic converter 25 is also possible to arrange the catalytic converter 25 such that it can be pivoted according to a double arrow 34 about a pivot axis running parallel to the flow path 32 between the passive position and the active position.
  • the catalytic converter 25 is arranged such that it can be pivoted about an axis of rotation 35 running perpendicular to the flow path 32 in accordance with the double arrow 36 between the active position and the passive position.
  • FIGS. 7 and 8 show an embodiment with a fixed catalytic converter 25.
  • a second flow control device 37 provided, which here essentially has a flap-shaped switching element 38.
  • the switching element 38 With the help of the switching element 38, two flow paths can be switched in the area of the catalyst 25 within the channel system 2.
  • the switching element 38 is pivoted in such a way that a first flow path 39 is formed which guides the air flow 17 through the catalytic converter 25. In this switching position, the catalytic converter 25 is thus activated, so that this switching position is assigned to the cleaning mode.
  • FIG. 8 the switching element 38 is pivoted such that a second flow path 40 is formed which leads past the catalytic converter 25. Accordingly, the air flow 17 bypasses the catalytic converter 25 on the second flow path 40. Accordingly, air laden with ozone can reach regions of the duct system 2 which are downstream of the catalytic converter 25.
  • the catalytic converter 25 is fundamentally exposed to the air flow 17 according to FIG. 8, essentially no throughflow takes place, since the catalytic converter 25 has an excessively high flow resistance for this purpose; Diffusion processes are negligible. Accordingly, the catalytic converter 25 is deactivated in the switching position shown in FIG. 8, so that this switching position of the switching element 38 is assigned to the disinfection mode.
  • FIGS. 4 to 8 are of particular interest since they manage with a single ozone generator 22 and nevertheless enable both a cleaning mode and a disinfection mode for the air treatment system 1.
  • the flow control device 26 therefore ensures in the sterilization mode that the outlet openings 10 are separated from the air flow 17 loaded with ozone.
  • FIGS. 9, 10 or 11 Another exemplary embodiment of an air treatment system 51, 61 or 71 according to the invention is shown in FIGS. 9, 10 or 11 in a greatly simplified form.
  • a cooling device 53, 63 and 73 and a heating device 54, 64 and 74 In this embodiment, air flowing through an air duct 55, 65 or 75 is parallel through an upper air duct 55a, 65a or 75a and a lower air duct 55b, 65b and 75b, respectively, which are separated by a partition.
  • the air from the two air ducts 55a and 55b is brought together again in the area of the heating device 54 and, for example, directed into a passenger compartment.
  • Air channels 55a and 55b located ozone generators 56a and 56b generate no ozone in normal operation. Flaps 57a and 57b in this case block openings to exhaust air paths, not shown, and a switching element 58 is in a neutral position, so that the Air can flow through the two channels 55a and 55b equally.
  • an ozone generator 66a is in operation, so that the air flow in the upper air duct 65a is enriched with ozone.
  • the upper part of the cooling device which is exposed to the air enriched with ozone, is sterilized in this upper area by the oxidizing effect of the ozone.
  • the possibly still ozone-containing air from a switching element 68 through an exhaust air path, not shown, the opening in this mode by a
  • Flap 67a is released to the environment.
  • An ozone generator 66b is switched off in the first disinfection mode, so that the air flowing through the lower air duct 65b, after it has been cooled by the cooling device 63 in its lower region and heated by the heating device 64, can be passed, for example, into a passenger compartment. This ensures air conditioning or heating of the passenger compartment during disinfection of at least part of the cooling device.
  • a second disinfection mode (FIG. 11) is based on the same principle as the first disinfection mode illustrated with reference to FIG. 10.
  • an ozone generator 76b is operated in the lower air duct 75b.
  • the ozone generated in this way serves to sterilize the lower area of the cooling device 73 and is then guided by means of a switching element 78 through an opening released by a flap 77b into an exhaust air path (not shown) and from there into the environment.
  • a cooling device By operating an air treatment system according to the invention alternately in the first and in the second disinfection mode, a cooling device can be successively disinfected without having to temporarily or permanently forego air conditioning, in particular of a passenger compartment.
  • Ozone generator generated ozone

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Air-Conditioning For Vehicles (AREA)

Abstract

La présente invention concerne une installation de traitement d'air (1) destiné à un véhicule, notamment à une automobile, comprenant un système de canalisation (2) destiné à l'apport d'un courant d'air (17) et présentant une ouverture d'entrée d'air frais (6) qui communique avec l'environnement extérieur (7) du véhicule et plusieurs ouvertures de sortie (10) qui communiquent avec l'habitacle (9) du véhicule. L'installation comprend également un ventilateur (3) qui sert à produire le courant d'air (17) dans le système de canalisation (2), un système de chauffage (5) qui sert à chauffer le courant d'air (17), un système de refroidissement (4) qui sert à refroidir le courant d'air, et un système d'oxydation (41) qui fonctionne à l'électricité et dégrade les substances odorantes et/ou polluantes contenues dans le courant d'air (17).
EP03815504A 2002-03-25 2003-03-25 Installation de traitement d'air pour vehicule Withdrawn EP1658186A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE10213195A DE10213195A1 (de) 2002-03-25 2002-03-25 Luftbehandlungsanlage für ein Fahrzeug
PCT/EP2003/003100 WO2003080375A1 (fr) 2002-03-25 2003-03-25 Installation de traitement d'air pour vehicule

Publications (1)

Publication Number Publication Date
EP1658186A1 true EP1658186A1 (fr) 2006-05-24

Family

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Family Applications (1)

Application Number Title Priority Date Filing Date
EP03815504A Withdrawn EP1658186A1 (fr) 2002-03-25 2003-03-25 Installation de traitement d'air pour vehicule

Country Status (5)

Country Link
US (1) US20050169821A1 (fr)
EP (1) EP1658186A1 (fr)
AU (1) AU2003255629A1 (fr)
DE (1) DE10213195A1 (fr)
WO (1) WO2003080375A1 (fr)

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DE10346826B4 (de) * 2003-10-06 2013-09-26 Behr Gmbh & Co. Kg Filtersystem für Kraftfahrzeuge
DE102004030998B4 (de) * 2004-05-25 2015-03-05 Bayerische Motoren Werke Aktiengesellschaft Verfahren zur Desinfektion der Bauteile einer Klimaanlage in Kraftfahrzeugen
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WO2003080375A1 (fr) 2003-10-02
WO2003080375A8 (fr) 2005-11-24
AU2003255629A1 (en) 2003-10-08
US20050169821A1 (en) 2005-08-04

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