JP4876874B2 - Air conditioner for vehicles - Google Patents

Description

  The present invention relates to a vehicle air conditioner.

Conventionally, in a vehicle air conditioner, an inside / outside air switching door that selectively opens and closes an inside air introduction port and an outside air introduction port of an air conditioning casing, and a blower that introduces air from one of the inside air introduction port and the outside air introduction port and blows out the air, The ratio of the cooling heat exchanger that dehumidifies and cools the air blown from the blower, the heater core unit that heats the cold air from the cooling heat exchanger, and the amount of cold air that flows into the heater core unit and the amount of cold air that bypasses the heater core unit There is one provided with an air mix door that adjusts and adjusts the temperature of the air that is blown into the vehicle interior from the outlet (see, for example, Patent Document 1) .

In this, in the summer, the cooling heat exchanger is used for sufficiently reducing the temperature of the air blown into the passenger compartment, and in the winter, it is used for dehumidifying the air blown into the passenger compartment.
JP 2004-338673 A

  In the vehicle air conditioner described above, when the cooling operation is started in the summer, the absolute humidity of the air is high in the summer, so that a lot of cooling capacity of the cooling heat exchanger is consumed due to a huge latent heat load. Thus, the room air temperature could not be lowered rapidly.

  The present invention has been made in view of the above points, and an object of the present invention is to provide a vehicle air conditioner that makes it possible to reduce the humidity in the vehicle interior while suppressing energy consumption.

In order to achieve the above object, according to the first aspect of the present invention, the first casing (91a) having an inlet (92b) for introducing air and an outlet (93) for blowing air toward the passenger compartment,
A first air blower (94) that introduces air from the introduction port and blows out the air toward the air outlet, and adjusts the air condition of the vehicle interior according to the air blown out from the air outlet Because
The introduction port of the first casing is an outside air introduction port (92b) for introducing outside air,
First humidity detecting means (S140) for detecting the humidity of the inside air;
Second humidity detecting means (S160) for detecting the humidity of the outside air;
Humidity determining means (S170) for determining whether the humidity of the outside air is lower than the humidity of the inside air based on the detected humidity of the first and second humidity detecting means;
When the humidity determination means determines that the humidity of the outside air is lower than the humidity of the inside air, the first air blower is controlled so that the outside air introduced through the outside air inlet is First control means (S190) for blowing into the room,
In the first casing, in addition to the outside air introduction port, an inside air introduction port (92a) for introducing inside air is provided as the introduction port,
A door (92c) for opening and closing the outside air inlet;
An inside air dehumidifying means (95) disposed between the inside air inlet and the outlet, for dehumidifying the inside air introduced from the inside air inlet;
When the humidity determination means determines that the humidity of the outside air is higher than the humidity of the inside air, the outside air inlet is closed by the door and the first blower is controlled to introduce the inside air A second control means (S200) for allowing the inside air introduced through the mouth to be dehumidified by the inside air dehumidifying means and blown out from the outlet;
The first control means continues to control the first blower until the humidity of the inside air becomes equal to the humidity of the outside air, and continues to introduce outside air through the outside air inlet. Is,
After the first control means continues control, when the humidity determination means determines that the humidity of the inside air and the humidity of the outside air are the same, the inside air inlet is opened by the door, The outside air inlet is closed and the first blower is controlled so that the air introduced through the inside air inlet is dehumidified by the inside air dehumidifying means and blown out from the outlet. 3rd control means (S200) is provided,
The first, second, and third control means are configured to start control before an occupant enters the vehicle,
A third casing (31) having an inside air inlet (33), an outside air inlet (34), and an outlet (48-50);
A cooling heat exchanger (38) that is housed in the third casing and cools air introduced from at least one of the inside air inlet and the outside air inlet;
Blowing temperature adjusting means (44, 45, 46) that adjusts the temperature of air that is housed in the third casing and blown out from the cooling heat exchanger to blow out air from the outlet into the passenger compartment. )When,
An air conditioning control means (S220) for controlling the blowout temperature adjusting means to adjust the temperature of the air blown out from the blowout port when the control of either one of the second and third control means is finished; It is characterized by providing.

  Thereby, when the humidity of the outside air is lower than the humidity of the inside air, the outside air is introduced into the vehicle interior, so that it is possible to reduce the humidity inside the vehicle interior while suppressing energy consumption.

  In addition, the code | symbol in the bracket | parenthesis of each means described in a claim and this column shows the correspondence with the specific means as described in embodiment mentioned later.

(First embodiment)
1 and 2 show a schematic configuration of a first embodiment of a vehicle air conditioner according to the present invention.

  The vehicle air conditioner includes an indoor air conditioning unit 30 shown in FIG. The indoor air conditioning unit 30 is disposed on the inside of the instrument panel (instrument panel) at the forefront of the vehicle interior. The indoor air conditioning unit 30 has a case 31 (air conditioning casing), and constitutes an air passage through which air is blown toward the vehicle interior.

  An inside / outside air switching box 32 is arranged at the most upstream part of the air passage of the case 31, and the inside / outside air inlet 33 and the outside air inlet 34 are switched by an inside / outside air switching door 35. The inside / outside air switching door 35 is driven by a servo motor 36.

On the downstream side of the inside / outside air switching box 32, an electric blower 37 as a third blower that blows air toward the passenger compartment is disposed. The blower 37 is configured to drive a centrifugal blower fan 37a by a motor 37b. A cooling heat exchanger 38 for cooling the blown air is disposed on the downstream side of the blower 37.

  The cooling heat exchanger 38 is one of the elements constituting the refrigeration cycle apparatus 39, and cools the blown air by evaporating the low-temperature and low-pressure refrigerant by absorbing heat from the blown air. The refrigeration cycle device 39 is a well-known device, and the refrigerant circulates from the discharge side of the compressor 40 to the cooling heat exchanger 38 through the condenser 41, the liquid receiver 42, and the expansion valve 43 that forms a pressure reducing means. It is configured as follows. Outdoor air (cooling air) is blown to the condenser 41 by an electric cooling fan 41a. The cooling fan 41a is driven by a motor 41b.

  In the refrigeration cycle apparatus 39, as the compressor 40, an electric compressor driven by an electric motor is used.

  On the other hand, in the indoor air conditioning unit 30, a heater unit 44 for heating the air flowing in the case 31 is disposed downstream of the cooling heat exchanger 38. The heater unit 44 is a heating heat exchanger that heats the air (cold air) that has passed through the cooling heat exchanger 38 by using warm water of the vehicle engine (that is, engine cooling water) as a heat source.

  A bypass passage 45 is formed on the side of the heater unit 44, and the bypass air of the heater unit 44 flows through the bypass passage 45. An air mix door 46 serving as a temperature adjusting means is rotatably disposed between the cooling heat exchanger 38 and the heater unit 44. The air mix door 46 is driven by a servo motor 47 so that its rotational position (opening) can be continuously adjusted.

  The ratio of the amount of air passing through the heater unit 44 (warm air amount) and the amount of air passing through the bypass passage 45 and bypassing the heater unit 44 (cold air amount) is adjusted by the opening of the air mix door 46, thereby The temperature of the air blown into the passenger compartment is adjusted.

  At the most downstream part of the air passage of the case 31, a defroster outlet 48 for blowing conditioned air toward the front window glass 12 of the vehicle, a face outlet 49 for blowing conditioned air toward the face of the occupant, In addition, there are provided a total of three types of air outlets, foot outlets 50 for blowing air-conditioned air toward the feet of passengers.

  A defroster door 51, a face door 52, and a foot door 53 are rotatably disposed upstream of the air outlets 48 to 50. These doors 51 to 53 are opened and closed by a common servo motor 54 through a link mechanism (not shown).

  The vehicle air conditioner includes a dehumidifying unit 90 shown in FIG. 2, and the dehumidifying unit 90 is disposed on the inner side of the instrument panel at the forefront of the vehicle interior. The dehumidifying unit 90 includes cases 91a and 91b. The case 91a includes an inside air introduction hole 92a, an outside air introduction hole 92b, and a blowout port 93.

  A blower 94 is built in the case 91a. The blower 94 is disposed on the most downstream side (that is, near the air outlet 93) in the case 91a, and the blower 94 is configured to drive a centrifugal blower fan 94a by a motor 94b.

  The blower 94 introduces one of the outside air introduced from the outside air introduction hole 92 b and the air that has passed through the lower half 95 a of the adsorbent rotor 95 and blows it out from the air outlet 93 into the vehicle interior.

  A suction port door 92f is supported by the case 91a so that the inside air introduction hole 92a can be opened and closed. The inlet door 92f is driven by a servo motor 92g. A suction port door 92c is supported on the case 91a so that the outside air introduction hole 92b can be opened and closed. The suction inlet door 92c is driven by a servo motor 92d.

  An adsorbent rotor 95 is disposed in the case 91a, and the adsorbent rotor 95 is a disk-shaped member made of a hygroscopic material such as zeolite and performs air drying. The adsorbent rotor 95 is located between the inside air introduction hole 92a and the blower 94, and is disposed so as to straddle the cases 91a and 91b.

  FIG. 3 shows a schematic diagram of the adsorbent rotor 95. The adsorbent rotor 95 is supported so as to be rotatable in the circumferential direction (as indicated by arrows in the figure) with respect to the cases 91a and 91b, and the fan-shaped lower half 95a of the adsorbent rotor 95 is positioned on the case 91a side. The fan-shaped upper half 95b is located on the case 91b side. Thus, the adsorbent rotor 95 can exchange the upper half 95b and the lower half 95a by the rotation thereof. The adsorbent rotor 95 is rotationally driven by an electric motor 96.

  The case 91b includes an inside air introduction port 100 and an exhaust port 101, and the exhaust port 101 communicates with the outside of the passenger compartment. A blower 102 is accommodated in the case 91b. The blower 102 is configured such that a centrifugal blower fan 102a is driven by a motor 102b. The blower 102 introduces the inside air through the inside air introduction port 100 and blows it out of the passenger compartment through the exhaust port 101.

  An electric heater 103 such as a PTC heater is disposed on the downstream side of the blower 102, and the electric heater 103 is a heater that heats air blown from the blower 102. The upper half 95b of the adsorbent rotor 95 is located on the air downstream side of the electric heater 103, and the air that has passed through the upper half 95b of the adsorbent rotor 95 is discharged from the exhaust port 101 to the outside of the vehicle compartment.

  Next, the electrical configuration of the present embodiment will be described with reference to FIG.

  The air-conditioning electronic control device 26 (referred to as an air-conditioning ECU in the figure) is composed of a well-known microcomputer including a CPU, ROM, RAM, and the like and its peripheral circuits. This electronic control unit 26 for air conditioning stores a computer program for air conditioning control in its ROM, and performs various calculations and processes based on the computer program.

  Detection signals from the air conditioning sensor groups 61 to 67, various signals from the air conditioning operation panel 70, and the verification ECU 80 are input to the air conditioning electronic control device 26.

  Specifically, the air conditioning sensor group includes an outside air sensor 61 that detects an outside air temperature (outside temperature of the passenger compartment) Tam, an inside air sensor 62 that detects an inside air temperature (inside temperature of the passenger compartment) Tr, and an amount of solar radiation Ts incident on the inside of the vehicle. A solar radiation sensor 63 for detecting the cooling, a cooling heat exchanger temperature sensor 64 for detecting the cooling heat exchanger blown air temperature Te disposed in the air blowing portion of the cooling heat exchanger 38, and hot water flowing into the heater unit 44 ( Engine coolant) A water temperature sensor 65 for detecting the temperature Tw, a humidity sensor 66 for detecting the humidity of the inside air or the outside air, and the like are provided. The humidity sensor 66 is disposed on the downstream side of the air with respect to the inside air introduction port 33 and the outside air introduction port 34 and on the upstream side of the cooling heat exchanger 38.

  The air-conditioning operation panel 70 has various air-conditioning operation members, such as a temperature setting switch 71 serving as a temperature setting means for setting a desired temperature Tset in the passenger compartment, and a blow-out mode switch for manually setting a blow-out mode switched by the blow-out mode doors 51 to 53. 72, an inside / outside air switching switch 73 for manually setting the inside / outside air suction mode by the inside / outside air switching door 35, an air conditioner switch 74 for outputting an operation command signal for the compressor 40, a blower operation switch 75 for manually setting the air volume of the blower 37, and air conditioning automatic control An auto switch 76 or the like for outputting a state command signal is provided.

  The verification ECU 80 determines whether or not the registration code transmitted from the portable wireless terminal 81 matches a predetermined code via wireless communication with the portable wireless terminal 81, and both codes match. In some cases, the door is unlocked.

  The portable wireless terminal 81 of the present embodiment is provided with an operation switch 81a for instructing execution of a pre-dehumidification mode to be described later. The portable wireless terminal 81 is configured to operate in the pre-dehumidification mode when the operation switch 81a is operated. A command signal for commanding the start of is transmitted.

  On the output side of the air-conditioning electronic control device 26, an inverter circuit (indicated as A / C INV in the figure) 40a that outputs a control signal to an electric motor for driving the compressor 40, and a servo motor that constitutes electric drive means for each device 36, 47, 54, 92d, 96, motors 37b, 94b, 102b of the blowers 37, 94, 100, a motor 41b of the condenser cooling fan 41a, etc. are connected, and the operation of these devices is controlled by the electronic control unit 26 for air conditioning. Controlled by output signal.

  In the present embodiment, the electronic control unit 26, the inverter circuit 40a, the servo motors 36, 47, 54, 92d, 96, and the motors 37b, 94b, 102b, 41b are supplied with power from the secondary battery Ba and the solar battery Bb. Is done.

  Next, the operation of this embodiment in the above configuration will be described.

  First, the air-conditioning electronic control device 26 executes pre-dehumidification / pre-air-conditioning control processing according to the flowcharts shown in FIGS. The pre-dehumidification / pre-air conditioning control process is a process for dehumidifying and air-conditioning the passenger compartment before the passenger gets into the vehicle, and is repeated at regular intervals.

  First, in step S100, it is determined whether or not a pre-dehumidification command signal transmitted from the portable wireless terminal 81 has been received via the verification ECU 80. The pre-dehumidification command signal is transmitted from the portable wireless terminal 81 when the operation switch 81a of the portable wireless terminal 81 is operated.

  At this time, when the pre-dehumidification command signal transmitted from the portable wireless terminal 81 is received via the verification ECU 80, the start of the pre-dehumidification mode for dehumidifying the vehicle interior is determined, and the process proceeds to step S110.

  Here, the required blowing temperature TAO is calculated. The required blowout temperature TAO is the blowout air temperature of the blowout ports 48 to 50 necessary for maintaining the vehicle cabin air temperature at the desired temperature Tset regardless of the fluctuation of the air conditioning load in the vehicle cabin. The calculation method of the required blowing temperature TAO is a well-known method, and is calculated from the outside air temperature Tam, the inside air temperature Tr, the solar radiation amount Ts, the cooling heat exchanger blown air temperature Te, the temperature Tw, and the like.

  Next, in step S120, based on the required blowing temperature TAO, it is determined whether or not the current season is summer. That is, it is determined whether or not the current season is the summer by determining whether or not the required blowing temperature TAO is less than a certain temperature ta (for example, 42 degrees).

  At this time, when the required blowing temperature TAO is lower than the constant temperature ta (TAO <ta), it is determined that the current season is the summer and YES is determined. Further, when the required blowing temperature TAO is equal to or higher than a certain temperature ta (TAO> ta), it is determined that the current season is a season other than summer, and NO is determined.

  Here, when it is determined that the current season is the summer, the indoor air conditioning unit 30 is used to detect the humidity of the inside air and the humidity of the outside air in steps 130 to S160.

  That is, the servo motor 36 is controlled to drive the inside / outside air switching door 35 to open the inside air introduction port 33, close the outside air introduction port 34, and further drive the blower 37 for a certain period (step S130). For this reason, the blower 37 introduces the inside air through the inside air introduction port 33 and blows it out toward the heat exchanger 38 for cooling during a certain period. At this time, the humidity of the inside air is detected by the humidity sensor 66 (step S140).

  Thereafter, the servo motor 36 is controlled to drive the inside / outside air switching door 35 to close the inside air introduction port 33, open the outside air introduction port 34, and further drive the blower 37 for a certain period (step S150). For this reason, the blower 37 introduces outside air through the outside air introduction port 34 and blows it out toward the heat exchanger 38 for cooling during a certain period. At this time, the humidity of the outside air is detected by the humidity sensor 66 (step S160).

When the humidity of the inside air and the outside air is detected in this manner, it is next determined whether or not the humidity of the outside air is lower than the humidity of the inside air (step S 170 ).

At this time, when the direction of the outside air humidity is lower than the humidity of the inside air is determined YES, and the process proceeds to step S190 a, ventilate the passenger compartment. Specifically, the servo motor 92d of the dehumidifying unit 90 in FIG. 2 is controlled to drive the suction inlet door 92c to open the outside air introduction hole 92b.

  Further, the servo motor 92g is controlled to drive the suction inlet door 92f to close the inside air introduction hole 92a, and the blower 94 is driven in this state. For this reason, the dehumidifying unit 90 introduces the outside air through the outside air introduction hole 92b and blows out the outside air from the air outlet 93 into the vehicle interior.

This vehicle interior ventilation process (step S190 a ) is performed until all the inside air in the vehicle interior space is replaced with the outside air. That is, the vehicle interior ventilation process is repeatedly performed until the humidity of the inside air matches the humidity of the outside air. The humidity of the inside air is detected by the same process as the above-described inside air introduction / inside air humidity detection (steps S130 and 140), and the outside air humidity is detected by the same process as the above-described outside air introduction / outside air humidity detection (steps S150 and 160). Is done. Thereafter, when the inside air humidity matches the outside air humidity, in step 200 a, the process proceeds to step S180 it is determined that YES.

If it is determined in step S170 described above that the humidity of the outside air is higher than the humidity of the inside air, NO is determined and the process proceeds to steps S180 and S190 . In steps S180 and S190 , a process for drying the adsorbent rotor 95 (moisture release) is performed.

  Specifically, power is supplied to the electric heater 103 in FIG. 2 and the blower 102 is driven. In addition to this, the electric motor 96 is driven to start the rotation of the adsorbent rotor 95.

  At this time, the blower 102 introduces the inside air through the inside air introduction port 100 and blows out toward the electric heater 103. The blown-out inside air flows as shown by an arrow C and is heated by the electric heater 103.

  For this reason, warm air is blown out from the electric heater 103. Accordingly, when hot air passes through the upper half 95b of the adsorbent rotor 95, moisture evaporates and is blown out of the passenger compartment together with the hot air from the exhaust port 101. In this way, moisture is desorbed from the adsorbent rotor 95 while rotating the adsorbent rotor 95 by the electric motor 96.

  Thereafter, the rotation of the adsorbent rotor 95, the blowing by the blower 102, and the heating by the electric heater 103 are continued over the entire circumference (360 degrees) of the adsorbent rotor 95 until the drying (moisture desorption) is completed. Then, when drying of the entire circumference of the adsorbent rotor 95 is completed, the electric heater 103, the blower 102, and the electric motor 96 are stopped.

  Next, in step S200 in FIG. 5, the operation in the dehumidifying mode is started. Specifically, the servo motors 92d and 92g are controlled, and the blower 94 is driven in a state where the inside air introduction hole 92a is opened by the suction port door 92f and the outside air introduction hole 92b is closed by the suction port door 92c. Accordingly, the inside air is introduced into the case 91a through the inside air introduction hole 92a, and the introduced air passes through the lower half 95a of the adsorbent rotor 95.

  At this time, moisture contained in the passing air is adsorbed by the adsorbent rotor 95 and the air is dried. Then, the dried air is sucked in by the blower 94 and blown out from the air outlet 93 into the vehicle interior. As a result, the air in the passenger compartment is dried.

  Thereafter, when the operation in the dehumidifying mode continues for a certain period of time and the drying of the entire air in the vehicle interior is completed (step S210: YES), the pre-air conditioning mode is started in the next step S220. Since this pre-air-conditioning mode is a well-known mode for air-conditioning the passenger compartment before the occupant gets into the vehicle, an outline of the mode operation will be described below.

  First, by operating the blower 37, the air introduced from the inside air introduction port 33 or the outside air introduction port 34 is blown through the case 31 toward the vehicle interior. The electric compressor 40 is driven by the inverter circuit 40 a to circulate the refrigerant in the refrigeration cycle apparatus 39.

  The blown air from the blower 37 is first cooled and dehumidified through the cooling heat exchanger 38, and this cold air then flows through the heater unit 44 according to the rotational position (opening degree) of the air mix door 46 ( Hot air) and a flow (cold air) passing through the bypass passage 45.

  Therefore, by adjusting the ratio of the amount of air passing through the heater unit 44 (warm air amount) and the amount of air passing through the bypass passage 45 (cold air amount) according to the opening of the air mix door 46, the amount of air blown into the vehicle interior The temperature can be adjusted.

  Then, the temperature-conditioned conditioned air is supplied from any one or a plurality of outlets among the defroster outlet 48, the face outlet 49 and the foot outlet 50 located at the most downstream portion of the air passage of the case 31. It blows out into the passenger compartment to air-condition the passenger compartment and prevent fogging of the front window glass 12 of the vehicle.

  According to the present embodiment described above, when the humidity of the outside air is lower than the humidity of the inside air (step S170: YES), the outside air is introduced into the vehicle interior. Can be lowered.

  In the present embodiment, when the humidity of the outside air is lower than the humidity of the inside air, after the outside air is introduced into the vehicle interior, the air in the vehicle interior is further dehumidified. Further, when the humidity of the outside air is higher than the humidity of the inside air, the air in the passenger compartment is dehumidified. Thus, in order to dehumidify the air in the passenger compartment, when the pre-air-conditioning mode is started, the cooling capacity of the cooling heat exchanger 38 is not consumed due to a huge latent heat load, and the air temperature in the passenger compartment is rapidly increased. Can be lowered.

  Next, the effect of this embodiment will be described with reference to FIGS. 6 and 7 using an example in which the vehicle is parked under hot weather.

  6 is a graph in which the vertical axis represents humidity and the horizontal axis represents air temperature, and FIG. 7 is a graph in which the vertical axis represents vehicle interior air temperature and the horizontal axis represents time.

  At the beginning of parking of the vehicle, the air temperature in the passenger compartment is 25 degrees and the relative humidity is 30% RH. If the vehicle is parked for a certain period of time under hot weather, the air temperature in the passenger compartment is 60 degrees and the absolute humidity is 19 g / kg ( Relative humidity 15% RH). Thereafter, the dehumidifying mode is started.

  Here, the first and second cases are classified according to the dehumidifying ability in the dehumidifying mode. In the first case, the dehumidifying capacity is low and the absolute humidity becomes 14.3 g / kg by performing the dehumidifying mode, and in the second case, the dehumidifying capacity is high and the absolute humidity becomes 1. 7 g / kg.

  Then, (1) the air temperature in the passenger compartment when the pre-air-conditioning mode is started from the state where the air temperature is 60 degrees and the absolute humidity is 19 g / kg is shown as graph a in FIG. 7, and (2) the air temperature is 60 degrees and the absolute humidity. The vehicle interior air temperature when the pre-air-conditioning mode is started from the state of 14.3 g / kg (first case) is graph b in FIG. 7, and (3) the air temperature is 60 degrees and the absolute humidity is 1.7 g / kg. The vehicle interior air temperature when the pre-air-conditioning mode is started from the state of kg (second case) is represented by graph c in FIG. 7, and changes in the vehicle interior air temperature are respectively compared. Thus, it can be seen that the lower the humidity at the beginning of the pre-air-conditioning mode, the earlier the cabin air temperature becomes lower.

(Second Embodiment)
In the first embodiment described above, the example in which the adsorbent rotor 95 is dried by the heat generated from the electric heater 103 in the dehumidifying unit 90 has been described, but instead, in the second embodiment, The adsorbent rotor 95 is dried by the heat generated from the heater unit 44 in the indoor air conditioning unit 30. The configuration of the vehicle air conditioner in this case is shown in FIG. 8, the same reference numerals as those in FIG. 1 or 2 denote the same elements.

  In the present embodiment, the dehumidifying unit 90 is disposed below the indoor air conditioning unit 30. In the dehumidifying unit 90, the blower 94 is disposed immediately downstream of the inside air introduction hole 92a, and the lower half 95a of the adsorbent rotor 95 is disposed between the blower 94 and the outlet 93 in the case 91a.

  The adsorbent rotor 95 is disposed across the case 31 of the indoor air conditioning unit 30 and the case 91 a of the dehumidifying unit 90, and the upper half 95 b of the adsorbent rotor 95 is disposed downstream of the heater unit 44. The adsorbent rotor 95 is supported so as to be rotatable in the circumferential direction, and is configured such that the lower half 95a and the upper half 95b of the adsorbent rotor 95 can be interchanged. The adsorbent rotor 95 is rotated by a servo motor 96.

  The heater unit 44 of the present embodiment corresponds to a “heat exchanger for heating that exchanges heat between the engine coolant of the traveling engine and the air”.

  Further, the case 31 of the indoor air conditioning unit 30 of the present embodiment is provided with a separation wall 31 a for guiding the air that has passed through the upper half 95 b of the adsorbent rotor 95 to the discharge hole 101. A part of the hot air blown out from the heater unit 44 flows above the separation wall 31a, mixes with the cold air flowing through the bypass passage 45, and flows from the air outlet 49 toward the vehicle interior.

  Further, the remaining warm air blown from the heater unit 44 passes through the upper half 95 b of the adsorbent rotor 95. At this time, the warm air evaporates moisture contained in the upper half 95 b of the adsorbent rotor 95. Along with this, water vapor is discharged out of the passenger compartment through the discharge hole 101 together with warm air. Thereby, the adsorbent rotor 95 can be dried.

  In this embodiment, a discharge hole door 101a for opening and closing the discharge hole 101 is provided, and the discharge hole 101 is closed by the discharge hole door 101a except when the adsorbent rotor 95 is dried.

(Third embodiment)
In the third embodiment, an example in which a dehumidifying unit 44a in which an adsorbent is integrated with an electric heater is used instead of the adsorbent rotor in the indoor air conditioning unit will be described. The configuration in this case is shown in FIG.

  In the present embodiment, when dry air is blown into the passenger compartment, the energization of the electric heater is stopped and heating by the dehumidifying unit 44 is stopped. In this case, the outlet 49 is opened by the door 52, and the discharge hole 101 is closed by the discharge hole door 101a. Then, the air that has passed through the cooling heat exchanger 38 passes through the dehumidifying unit 44a and is dehumidified, and is blown out from the air outlet 49 into the vehicle interior.

  When the dehumidifying unit 44 is dried, energization of the electric heater is started, the outlet 48 is closed by the door 52, and the discharge hole 101 is opened by the discharge hole door 101a.

  Then, the air that has passed through the cooling heat exchanger 38 passes through the dehumidifying unit 44 a and is discharged out of the passenger compartment through the discharge hole 101. On the other hand, the dehumidifying unit 44a is heated by energization, and the moisture in the dehumidifying unit 44a evaporates, so that the water vapor is discharged out of the passenger compartment together with the air passing through the dehumidifying unit 44a.

(Other embodiments)
In each of the above-described embodiments, the example in which the electric heater 103 is used as the heater has been described. Alternatively, a heat exchanger using engine cooling water as a heat source may be used as the heater.

  In each of the above-described embodiments, the example in which dehumidification of the inside air is started before the occupant enters the vehicle based on the signal transmitted from the portable wireless terminal 81 has been described, but instead of this, a timer or the like is used. Time may be set in advance, and dehumidification of the inside air may be started at the set time.

  In each of the above-described embodiments, the example in which the humidity of the vehicle interior air (inside air) and the humidity of the vehicle exterior air (outside air) is detected by the common humidity sensor 66 has been described. The humidity of the indoor air and the humidity of the air outside the vehicle compartment may be detected by separate humidity sensors.

It is a schematic diagram which shows schematic structure of the indoor air conditioning unit of the vehicle air conditioner in 1st Embodiment of this invention. It is a schematic diagram which shows schematic structure of the dehumidification unit in the above-mentioned 1st Embodiment. It is a schematic diagram which shows the adsorbent rotor in FIG. It is a flowchart which shows a part of control process of the electronic controller for an air conditioning in FIG. It is a flowchart which shows the remainder of the control processing of the electronic controller for an air conditioning in FIG. It is a figure for demonstrating the effect of the above-mentioned 1st Embodiment. It is a figure for demonstrating the effect of the above-mentioned 1st Embodiment. It is a schematic diagram which shows schematic structure of the vehicle air conditioner in 2nd Embodiment of this invention. It is a schematic diagram which shows schematic structure of the vehicle air conditioner in 3rd Embodiment of this invention.

Explanation of symbols

26 ... Electronic control unit for air conditioning, 30 ... Indoor air conditioning unit, 90 ... Dehumidification unit,
91a, 91b ... case, 92a ... inside air introduction hole, 92b ... outside air introduction hole,
93 ... Air outlet, 95 ... Adsorbent rotor, 96 ... Electric motor, 101 ... Exhaust port,
103 ... Electric heater.

Claims (7)

A first casing (91a) having an inlet (92b) for introducing air and an outlet (93) for blowing out air toward the passenger compartment;
A first air blower (94) that introduces air from the introduction port and blows out the air toward the air outlet, and adjusts the air condition of the vehicle interior according to the air blown out from the air outlet Because
The introduction port of the first casing is an outside air introduction port (92b) for introducing outside air,
First humidity detecting means (S140) for detecting the humidity of the inside air;
Second humidity detecting means (S160) for detecting the humidity of the outside air;
Humidity determining means (S170) for determining whether the humidity of the outside air is lower than the humidity of the inside air based on the detected humidity of the first and second humidity detecting means;
When the humidity determination means determines that the humidity of the outside air is lower than the humidity of the inside air, the first air blower is controlled so that the outside air introduced through the outside air inlet is First control means (S190) for blowing into the room ,
In the first casing, in addition to the outside air introduction port, an inside air introduction port (92a) for introducing inside air is provided as the introduction port,
A door (92c) for opening and closing the outside air inlet;
An inside air dehumidifying means (95) disposed between the inside air inlet and the outlet, for dehumidifying the inside air introduced from the inside air inlet;
When the humidity determination means determines that the humidity of the outside air is higher than the humidity of the inside air, the outside air inlet is closed by the door and the first blower is controlled to introduce the inside air A second control means (S200) for allowing the inside air introduced through the mouth to be dehumidified by the inside air dehumidifying means and blown out from the outlet;
The first control means continues to control the first blower until the humidity of the inside air becomes equal to the humidity of the outside air, and continues to introduce outside air through the outside air inlet. Is,
After the first control means continues control, when the humidity determination means determines that the humidity of the inside air and the humidity of the outside air are the same, the inside air inlet is opened by the door, The outside air inlet is closed and the first blower is controlled so that the air introduced through the inside air inlet is dehumidified by the inside air dehumidifying means and blown out from the outlet. 3rd control means (S200) is provided,
The first, second, and third control means are configured to start control before an occupant enters the vehicle ,
A third casing (31) having an inside air inlet (33), an outside air inlet (34), and an outlet (48-50);
A cooling heat exchanger (38) that is housed in the third casing and cools air introduced from at least one of the inside air inlet and the outside air inlet;
Blowing temperature adjusting means (44, 45, 46) that adjusts the temperature of air that is housed in the third casing and blown out from the cooling heat exchanger to blow out air from the outlet into the passenger compartment. )When,
An air conditioning control means (S220) for controlling the blowout temperature adjusting means to adjust the temperature of the air blown out from the blowout port when the control of either one of the second and third control means is finished; A vehicle air conditioner comprising: A second casing (91b) having an air inlet (100) for introducing air and an exhaust port (101) for discharging air out of the passenger compartment;
A second blower (102) that introduces air into the second casing through the air inlet and blows out toward the exhaust port;
A heater (103) housed in the second casing and generating hot air by heating the air blown from the second blower,
The inside air dehumidifying means is disposed so as to straddle the first and second unit cases and rotates so as to exchange the first unit case side region (95a) and the second unit case region (95b). An adsorber (95) supported in a possible manner;
The first unit case side region of the adsorber dehumidifies the inside air introduced from the inside air inlet,
Rotation drive means (96) for rotating the adsorber to replace the first unit case side region and the second unit case side region,
After the adsorber is rotated by the rotation control means, when the warm air from the heater passes through the second unit case side region of the adsorber, the second unit case side region 2. The vehicle air conditioner according to claim 1 , wherein moisture is desorbed and discharged together with the warm air from the exhaust port to the outside of the passenger compartment to dry the second unit case side region. . The vehicle air conditioner according to claim 2 , wherein the adsorber is dried prior to dehumidification of the inside air by the adsorber.   An inside / outside air switching door (35) for selectively opening and closing the inside air introduction port and the outside air introduction port of the third casing;
  A third blower (37) for introducing air into the third casing from at least one of the inside air introduction port and the outside air introduction port and blowing out the air from the air outlet toward the vehicle interior;
  Humidity that is disposed downstream of the internal air inlet and the external air inlet of the third casing and downstream of the cooling heat exchanger and that detects the humidity in the air. A sensor (66),
  The first humidity detecting means detects the humidity of the inside air introduced through the inside air introduction port in a state where the inside air introduction port is opened by the inside / outside air switching door and the outside air introduction port is closed. It is designed to detect using a sensor,
  The second humidity detecting means detects the humidity of the outside air introduced through the outside air introduction port in a state where the outside air introduction port is opened by the inside / outside air switching door and the inside air introduction port is closed. The vehicle air conditioner according to any one of claims 1 to 3, wherein the vehicle air conditioner is detected using a sensor. The control by the humidity determination unit is started in accordance with a command signal transmitted from the portable wireless terminal (81), and one of the first control unit and the second control unit is controlled. Item 5. The vehicle air conditioner according to any one of Items 1 to 4 . The vehicle air conditioner according to any one of claims 1 to 5 , wherein the heater is an electric heater. The vehicle air conditioner according to any one of claims 1 to 6 , wherein the heater is a heating heat exchanger that exchanges heat between engine cooling water of the traveling engine and the air. apparatus.

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