JP6621098B1 - Vehicle air conditioning system - Google Patents

Abstract

An object of the present invention is to suppress power consumption in an air conditioning system for a running vehicle and extend the cruising distance of the vehicle. An air conditioning system (100) dehumidifies air by passing air in a cabin (5) through a moisture absorbing unit (13), and adjusts the temperature of the air in the cabin (5). A temperature control mechanism 2 including a temperature control unit 23 and a control mechanism that controls the dehumidification mechanism 1 and the temperature control mechanism 2 are provided. The control mechanism has a hygroscopic power regeneration mode for supplying the air heated by the temperature control unit 23 to the hygroscopic unit 13 as a control mode. [Selection diagram] FIG. 1A

Description

  The present invention relates to a vehicle air conditioning system.

  2. Description of the Related Art In recent years, vehicles such as electric vehicles that are equipped with a storage battery and are driven using electric energy have been put into practical use. In the technical field of such a vehicle, it is a conventional problem to suppress the amount of power used to extend the cruising range.

  In an electric vehicle or the like, electric power is used not only for running the vehicle but also for many purposes. One of the uses of electric power is an air conditioning system for cooling and heating a vehicle interior and removing dew condensation on a window. A large amount of electric power is required to operate such an air conditioning system.

  Conventionally, in an electric vehicle or the like, the following method has been adopted in order to remove the condensation (cloudiness) of the window. That is, outside air with low relative humidity and low temperature (air outside the passenger compartment) is sucked and the sucked outside air is passed through an air heater (for example, air is heated by hot water obtained by electrical heating) and heated. By blowing out air with low relative humidity and high temperature toward the window where condensation occurred, condensation on the window was removed. Here, a large amount of electric power is consumed to heat the air (to make hot water). For this reason, the power consumption of the storage battery is increased, and as a result, the cruising distance of an electric vehicle or the like is reduced.

  Therefore, as disclosed in Patent Documents 1 to 4, as a technique for removing the condensation on the window, the air in the passenger compartment is taken in and the moisture in the taken-in air is absorbed by the hygroscopic agent and absorbed. There is known a method of blowing out air having a low relative humidity toward a window. Since this method does not heat the air using hot water or the like for removing condensation on the window, power consumption can be suppressed.

  However, when the hygroscopic material absorbs moisture up to the maximum amount of moisture absorption, the hygroscopic power is lost. Therefore, a process for regenerating the hygroscopic power of the hygroscopic material is required. Patent Documents 1 and 2 disclose a method of regenerating the hygroscopic power by heating the outside air using a dedicated heater and supplying the heated air to the hygroscopic material. Patent Documents 3 to 4 disclose a method of regenerating the hygroscopic power by heating the inside air (air in the passenger compartment) using a dedicated heater and supplying the heated air to the hygroscopic material. In either method, it is necessary to heat the air using a dedicated heater, and a large amount of power is consumed to regenerate the hygroscopic power.

JP 2013-226842 A JP 2018-039514 A JP 2011-121516 A JP 2012-224135 A

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

The above object can be achieved by the present invention as described below. That is, the vehicle air-conditioning system according to the present invention includes a dehumidifying mechanism that dehumidifies the air by passing the air in the passenger compartment through the moisture absorption unit, and blows out the air after dehumidification.
A temperature control mechanism including a temperature control unit for adjusting the temperature of the air in the passenger compartment;
A control mechanism for controlling the dehumidification mechanism and the temperature control mechanism,
The control mechanism as the control mode, have a moisture absorption power regeneration mode for supplying said heated by temperature control unit air to the moisture absorber,
The temperature control unit is a heat pump type,
Wherein the moisture absorption power regeneration mode, the a and temperature control unit and the moisture absorber communicates with piping, to supply air heated by the temperature control unit through said pipe to said moisture absorber.

The vehicle air conditioning system according to the present invention includes a dehumidifying mechanism that passes air in a vehicle compartment through a moisture absorption unit to dehumidify the air, and blows out the air after dehumidification.
From a temperature control mechanism including a temperature control unit that adjusts the temperature of the air in the passenger compartment, an inlet for introducing heated temperature control air;
From the temperature adjustment mechanism, another inlet for introducing heated air by absorbing exhaust heat ,
A control mechanism for controlling the dehumidifying mechanism,
The control mechanism as the control mode, have a moisture absorption power regeneration mode for supplying the air introduced from the inlet port into the moisture absorber,
Wherein the moisture absorption power regeneration mode, and the moisture absorber and the temperature control unit communicates with a pipe passing through said inlet, to supply air heated by the temperature control unit through said pipe to said moisture absorber.

The dehumidifying mechanism includes a dew condensation removing mechanism that removes dew condensation on a window that partitions the vehicle interior and the exterior of the vehicle,
The control mechanism may further include a condensation removal mode in which dehumidified air is blown out toward the window as a control mode.

  In the dew condensation removal mode, the wind speed and the air volume for blowing the air after dehumidification are preferably smaller than the minimum wind speed and the minimum air volume for blowing the air temperature-controlled by the temperature control unit.

The dehumidifying mechanism has a first inside air inlet for taking in air in the vehicle interior, and a first outlet for blowing out air after dehumidification toward the window,
The distance from the window of the first indoor air inlet may be longer than the distance of the first outlet from the window.

The control mechanism has an icing removal mode for removing an icing component of the window as a control mode,
In the icing removal mode, the air heated by the temperature control unit is blown out toward the window to defrost the icing component, and the hygroscopic regeneration mode is performed.

  In the hygroscopic regeneration mode, the heated temperature-controlled air is supplied to the hygroscopic unit when heating is used, and the heated air is supplied to the hygroscopic unit by absorbing waste heat when using cooling.

The dehumidifying mechanism including the dew condensation removing mechanism includes a heater for heating the air heated by the temperature control unit,
The control mechanism may supply air heated by the heater to the hygroscopic unit in the hygroscopic power regeneration mode.

The dehumidifying mechanism includes a moisture absorption amount detection unit of the moisture absorption unit,
The control mechanism may perform the hygroscopic regeneration mode based on a detection result of the hygroscopic amount detection unit.

  The control mechanism may operate the dehumidifying mechanism and the temperature adjusting mechanism when a storage battery that drives the vehicle air conditioning system is connected to an external power source.

  When the residual hygroscopic force of the hygroscopic unit falls below a predetermined value, the hygroscopic regeneration mode may be performed in preference to the operation of the dehumidifying mechanism.

  As a result, the hygroscopic power of the hygroscopic unit is regenerated using heating air heated by an energy-efficient temperature control unit or air containing waste heat generated by cooling. Can reduce power consumption. Therefore, the vehicle air-conditioning system according to the present invention can suppress power consumption in the traveling air-conditioning system and extend the cruising range of the vehicle.

It is a piping diagram of an air-conditioning system when performing hygroscopic regeneration mode while using heating. It is a piping diagram of an air-conditioning system when performing hygroscopic regeneration mode while using air conditioning. It is a figure which shows the air conditioning system containing other embodiment of a dew condensation removal mechanism. It is a piping diagram of an air-conditioning system when performing dew condensation removal mode. It is the side view which showed the front of the electric vehicle. It is the side view which showed the front of the electric vehicle which has the modification of a 1st blower outlet. It is a piping diagram of an air-conditioning system when performing icing removal mode.

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

  FIG. 1A shows an air conditioning system for an electric vehicle. The air conditioning system 100 includes a dehumidification mechanism, a temperature control mechanism 2, and a control mechanism that controls the dehumidification mechanism and the temperature control mechanism 2. When the electric vehicle is running, the air conditioning system 100 is driven by a storage battery. The storage battery not only supplies power to the air conditioning system 100 but also supplies power to the traveling system of the electric vehicle.

  The dehumidifying mechanism passes the air in the vehicle compartment 5 through the moisture absorption unit 13 to dehumidify the air, and blows the dehumidified air into the vehicle compartment 5. The dehumidifying method will be described later with reference to FIG. The passenger compartment 5 refers to a space in which an occupant is boarded. The outside of the passenger compartment 5 includes not only the exterior of the automobile, but also a space in which equipment such as a motor and a battery of the automobile is mounted, a trunk room separated from a space where passengers are present, and the like.

  In the present embodiment, the dehumidifying mechanism is used as the dew condensation removing mechanism 1 that is mainly used to remove the dew condensation on the window 4 that divides the inside of the vehicle compartment 5 and the outside of the vehicle compartment 5. However, a dehumidifying mechanism may be used for purposes other than the removal of condensation. For example, the purpose of blowing out comfortable air that has been dehumidified toward the occupant during high-temperature and high-humidity conditions by providing air outlets for blowing air after dehumidification in the ceiling, front seats (driver's seat and passenger seat), or rear seats, etc. A dehumidifying mechanism may be used. Further, the dehumidifying mechanism may be used for both purposes of dew condensation removal and purposes other than dew condensation removal.

  The moisture absorption unit 13 in the condensation removal mechanism 1 will be described. The moisture absorption unit 13 includes a desiccant block. As the desiccant block, it is preferable to use a material obtained by coating a carrier having a corrugated cardboard structure such as paper or fiber, with a polymer sorbent coated in layers or winding and cutting out into a lump. As the polymer sorbent, for example, a high performance moisture absorbing / releasing material of organic polymer such as polyacrylic acid is used. The polymer sorbent can take in moisture in the air by using a hydrophilic group of a polymer chain as a sorption site for water molecules, and exhibits a high hygroscopicity particularly in a high relative humidity region.

  In addition, the polymer sorbent can release moisture (release moisture that has been absorbed) by supplying air of relatively high temperature and low relative humidity, and can regenerate the hygroscopic power. Since moisture is released by low-temperature air (for example, 80 degrees or less) as compared with moisture-absorbing materials such as silica gel, activated carbon, and zeolite, it is possible to suppress power consumption required for regeneration of moisture-absorbing power. The polymer sorbent expands when it absorbs moisture, and the force of contracting the resin structure increases. Therefore, the hygroscopic force regenerates faster than hygroscopic materials such as silica gel, activated carbon and zeolite.

  The shape of the desiccant block is not necessarily a cube or a rectangular parallelepiped, and may be formed in a shape that matches the desired moisture absorption force and placement space. Moreover, you may use for the moisture absorption unit 13 moisture absorption materials other than a polymer sorbent, for example, a silica gel, activated carbon, and a zeolite.

  By the way, the main factors causing the condensation of the window of the automobile are the temperature difference between the inside air and the outside air, and the relative humidity in the passenger compartment. The biggest factor that raises the relative humidity while the vehicle is running is water vapor that is continuously released by the occupant. Therefore, in order to maintain a state without condensation, it is preferable to perform dehumidification continuously or intermittently.

  Here, it is assumed that the temperature difference between the passenger compartment and the passenger compartment does not change, and that one adult releases 50 g of water vapor per hour. Then, the moisture absorption capacity of the desiccant block is regenerated under the condition that four adults get on a car having a dehumidification mechanism using the moisture absorption unit 13 using three desiccant blocks having a moisture absorption capacity of 160 g of water per liter. Without this, the window can be kept free of condensation for 2.4 hours. However, as will be described later, the desiccant block's hygroscopic force may be regenerated when the desiccant block's hygroscopic force remains.

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

  The secondary side of the temperature control mechanism 2 is, in order from the air intake side, the second inside air inlet 21 (or the first outside air inlet 26), the switching valve V6, the temperature control unit 23, the switching valve V4, and the second. -It has a 3rd blower outlet (24,25), and each part is connected by piping. The primary side (heat source side) of the temperature control mechanism 2 has a second outside air inlet 27, a temperature control unit 23, a switching valve V5, and a second outlet 28 in order from the air intake side, and each part is a pipe. Connected with. Although not shown, the temperature control mechanism 2 or the temperature control unit 23 has a blower fan for creating an air flow.

  When heating is used, on the secondary side, the air inside the passenger compartment 5 is taken in from the second inside air inlet 21 or the air outside the passenger compartment 5 is taken in from the first outside air inlet 26, and the temperature is adjusted by the temperature control unit 23. The air is heated and the heated air is blown out from the second air outlet 24 and the third air outlet 25 into the passenger compartment 5. On the primary side, air having a temperature lower than that of the outside air is discharged from the second discharge port 28.

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

  At the time of cooling use, on the secondary side, the air inside the passenger compartment 5 is taken in from the second inside air inlet 21 or the air outside the passenger compartment 5 is taken in from the first outside air inlet 26, and the temperature is adjusted by the temperature control unit 23. After cooling, the cooled air is blown out from the second air outlet 24 and the third air outlet 25 into the passenger compartment 5. On the primary side, air containing waste heat that is hotter than the outside air is discharged from the second discharge port 28.

  The control mechanism will be described. The control mechanism is a functional configuration for controlling each element constituting the present invention, and includes a dedicated circuit board, firmware, hardware having a processor and a memory, and a program indicating a control procedure recorded in the memory. May be. The control mechanism may have a communication function for receiving various electric signals from each element constituting the present invention and transmitting a command signal. The control mechanism also receives an electrical signal or a command signal from an electronic control unit that integrates various vehicle controls, a temperature control unit control device, various sensors, and the like, and sends a status signal indicating the state of the control mechanism to them. You may send it.

  The control mechanism includes, as control modes, a condensation removal mode in which air after dehumidification is blown out toward the window 4, a moisture absorption regeneration mode in which air heated by the temperature control unit 23 is supplied to the moisture absorption unit 13, and icing of the window 4 An icing removal mode for removing components. As described above, the dew condensation removal mode may be a dehumidification mode that blows out comfortable air dehumidified toward the occupant. Furthermore, the control mechanism has a cooling / heating mode in which only the temperature adjustment mechanism 2 is used as the control mode without using the dew condensation removal mechanism 1 (dehumidification mechanism).

<Hygroscopic regeneration mode>
FIG. 1A shows the state of the switching valves V1 to V6 and the air flow when the hygroscopic regeneration mode is performed while heating is used. The switching valves V1 to V6 are switched to the following states.
Switching valve V1 The switching valve V4 and the switching valve V3 are connected.
The switching valve V2 makes the moisture absorption unit 13 and the first discharge port 18 communicate with each other.
Switching valve V3 The switching valve V1 and the moisture absorption unit 13 are communicated.
Switching valve V4 The temperature control unit 23, the second and third outlets (24, 25), and the switching valve V1 are communicated with each other.
The switching valve V5 makes the temperature control unit 23 and the second discharge port 28 communicate with each other.
The switching valve V6 makes the second inside air suction port 21 and the temperature control unit 23 communicate with each other.

  As a result, the inside air is heated by the temperature control unit 23, and most of the heated temperature adjustment air is used for heating in the passenger compartment 5, and a part of the heated temperature adjustment air is supplied to the moisture absorption unit 13. The moisture absorption power of the moisture absorption unit 13 is regenerated. The air whose moisture has been collected by the moisture absorption unit 13 is discharged out of the passenger compartment. However, when the relative humidity of the outside air is lower than the relative humidity of the inside air, the switching valve V6 is switched so that the first outside air intake port and the temperature control unit 23 communicate with each other, so that the outside air having a low relative humidity can be adjusted to the temperature control unit. It is preferable to heat at 23 and supply to the hygroscopic unit 13 for use in hygroscopic power regeneration.

  Since the air supplied to the hygroscopic unit 13 in the hygroscopic regeneration mode is temperature-controlled air heated by the energy-efficient temperature control unit 23, it is possible to suppress power consumption required for regeneration of the hygroscopic force. Moreover, since the temperature control unit 23 takes in and heats the inside air whose temperature is higher than that of the outside air, the temperature rise range of the air is small and power consumption can be suppressed. Therefore, power consumption for obtaining high-temperature air to be supplied to the hygroscopic unit in the hygroscopic regeneration mode can be suppressed.

  In particular, when a heat pump type is used as the temperature control unit 23, the energy efficiency is particularly high in the temperature control unit 23, so that the effect of suppressing power consumption is high. In addition, since a dedicated heater for regenerating the hygroscopic power is not essential, space saving and cost reduction can be achieved when the dedicated heater is not provided. In addition, since a very small amount of the temperature-controlled air generated by the temperature control unit 23 is distributed to the hygroscopic regeneration, the reduction in the heating capacity due to the distribution of the temperature-controlled air to the hygroscopic regeneration is limited.

FIG. 1B shows the state of the switching valves V1 to V6 and the air flow when the hygroscopic regeneration mode is performed while using the cooling. The switching valves V1 to V6 are switched to the following states.
Switching valve V1 is not used (regardless of switching direction).
The switching valve V2 makes the moisture absorption unit 13 and the first discharge port 18 communicate with each other.
Switching valve V3 The switching valve V5 and the moisture absorption unit 13 are communicated.
The switching valve V4 makes the temperature control unit 23 communicate with the second and third outlets (24, 25).
Switching valve V5 The temperature control unit 23, the second discharge port 28, and the switching valve V3 are communicated.
The switching valve V6 makes the second inside air inlet 21 and the temperature control unit 23 communicate with each other, or makes the first outside air intake 26 and the temperature control unit 23 communicate with each other.

  Thereby, the inside air or the outside air is cooled by the temperature control unit 23, and the cooled temperature control air is used for cooling the interior of the vehicle compartment 5. At the primary outlet of the temperature control unit 23, air containing waste heat that is hotter than the outside air is discharged. A necessary amount of air including waste heat is supplied to the moisture absorption unit 13 to regenerate the moisture absorption force of the moisture absorption unit 13. The air whose moisture has been collected by the moisture absorption unit 13 is discharged out of the passenger compartment. Excess air in the air including waste heat is discharged from the second discharge port 28. The air introduced into the secondary side of the temperature control unit 23 may select the lower one of the inside air and the outside air in consideration of cooling efficiency, or may select the outside air in consideration of ventilation.

  When performing the hygroscopic regeneration mode while using air conditioning, waste heat generated secondary to the cooling can be used to regenerate the hygroscopic power, greatly reducing power consumption to heat the air for regenerating the hygroscopic power. it can.

  Using the moisture absorption amount detection unit that detects the moisture absorption amount of the moisture absorption unit 13, the moisture absorption force regeneration mode may be performed based on the detection result of the moisture absorption amount detection unit. The desiccant block in the moisture absorption unit 13 increases in mass and volume as the amount of moisture absorption increases. Therefore, the mass and volume of the desiccant block may be detected, and the moisture absorption amount and the residual moisture absorption force may be calculated from the increase in mass and volume to determine whether or not to perform the moisture absorption force regeneration mode. Further, the moisture absorption regeneration mode may be performed after the condensation removal mode has been performed for a predetermined time. Furthermore, the relative humidity difference before and after the moisture absorption unit is measured with a relative hygrometer in the condensation removal mode, and it is determined that the residual moisture absorption capacity has decreased when the moisture absorption capacity decreases and the specified relative humidity difference cannot be obtained. Then, the hygroscopic regeneration mode may be performed.

  The hygroscopic regeneration mode may not necessarily be performed after the residual hygroscopic force of the hygroscopic unit 13 becomes zero. That is, the hygroscopic force may be regenerated when the hygroscopic force remains. Further, the regeneration may not be performed until the remaining hygroscopic force is completely recovered. For example, it takes about 5 minutes to regenerate the amount of water collected by performing the condensation removal mode for about 10 minutes, and after removing the condensation on the window 4, for a while, there is no condensation even without entering the condensation removal mode. Can be maintained. Therefore, by repeating the dew condensation removal mode and the hygroscopic power regeneration mode at short intervals, the moisture absorption unit 13 does not reach the maximum moisture absorption amount and can maintain a non-condensing state.

  FIG. 2 shows an air conditioning system including another embodiment of a condensation removal mechanism. In the air conditioning system 110, the dew condensation removal mechanism 51 includes a heater 17 that reheats the air heated by the temperature adjustment unit 23 between the switching valve V <b> 3 and the moisture absorption unit 13. When generating high-temperature air exceeding the heating capacity of the temperature control mechanism 2 or using the temperature control mechanism 2 in a weak operation, additional heating is performed by the heater 17 to shorten the hygroscopic regeneration time. it can. Although additional heating is accompanied by power consumption, it is expected that power consumption will be reduced along with shortening of the regeneration time of the hygroscopic power. Therefore, additional heating with the heater 17 can suppress power consumption comprehensively.

  It is preferable to regenerate the hygroscopic force by utilizing the force with which the temperature control mechanism 2 blows air. However, when the hygroscopic regeneration mode is performed, the temperature control mechanism 2 is not always operated with an air volume that blows out sufficient air. Therefore, for example, a suction fan (not shown) for sucking air may be provided between the switching valve V3 and the moisture absorption unit 13 of the condensation removal mechanism 1 to secure the air necessary for regenerating the moisture absorption force. .

<Condensation removal mode>
The condensation removal mode will be described. In the condensation removal mode, the control mechanism controls the condensation removal mechanism 1 so as to remove the condensation (condensation) on the surface of the window 4 on the passenger compartment side. The condensation removal mechanism 1 includes, in order from the air suction side, a first inside air suction port 11, a suction fan 12, a switching valve V2, a moisture absorption unit 13, a switching valve V3, a switching valve V1, and a first air outlet 14. The parts are connected by piping.

FIG. 3 shows the state of the switching valves V1 to V6 and the air flow when the condensation removal mode is performed. The switching valves V1 to V6 are switched to the following states.
Switching valve V1 The switching valve V3 and the 1st blower outlet 14 are connected.
The switching valve V2 makes the suction fan 12 and the moisture absorption unit 13 communicate with each other.
Switching valve V3 The moisture absorption unit 13 and the switching valve V1 are connected.
When the switching valve V4 is used for air conditioning, the temperature control unit 23 and the second and third outlets (24, 25) are communicated with each other.
When the switching valve V5 air conditioning is used, the temperature control unit 23 and the second discharge port 28 are communicated with each other.
The switching valve V6 makes the second inside air inlet 21 and the temperature control unit 23 communicate with each other, or makes the first outside air intake 26 and the temperature control unit 23 communicate with each other.

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

  The air flow of the condensation removal mechanism 1 is formed by the suction fan 12. In FIG. 3, the suction fan 12 is disposed in the flow path between the first inside air suction port 11 and the moisture absorption unit 13, but may not be in this position. For example, the suction fan 12 may be disposed in a flow path between the moisture absorption unit 13 and the first outlet 14.

  In the dew condensation removal mode, the temperature adjustment mechanism 2 may be operated. The use of heating at the time of removing condensation is advantageous for removing condensation because it raises the temperature of the inside air and lowers the relative humidity. Use of cooling at the time of removing condensation is not preferable for removing condensation in that the temperature of the inside air is lowered. However, by switching the switching valve V6 to introduce outside air having a low relative humidity or adopting a method of retaining air after dehumidification described below in the vicinity of the window 4, the condensation of the window 4 can be achieved even while using the cooling. Can be removed.

  The air outlet of the air conditioning system 100 will be described. FIG. 4A is a side view schematically showing the front side of the front seat of the electric vehicle. The electric vehicle 6 includes a front window 4a, a front seat 61, a handle 62, and a dashboard 63. The front seat 61 includes a driver seat and a passenger seat next to the driver seat. The 1st blower outlet 14a is provided in the upper surface of the dashboard 63, and the vicinity of the front window 4a.

  The 1st blower outlet 14a blows off air toward the front window 4a. It is preferable that the first air outlet 14a has a shape extending in the width direction of the front window 4a (the lateral direction of the vehicle and the direction perpendicular to the paper surface of FIG. 4A). Condensation can be removed over the width direction of the front window 4a. The 1st blower outlet 14a may be comprised from one opening extended in the width direction of the front window 4a, and may be comprised from the some opening divided | segmented into the width direction of the front window 4a.

  The second outlet 24 is provided at a position facing the front seat 61 of the dashboard 63. The 2nd blower outlet 24 has a center register | resistor provided in the center part of the width direction of a motor vehicle, and a side register provided in the width direction edge part (door vicinity) of a motor vehicle. The second air outlet 24 blows out temperature-controlled air mainly toward the upper body of the occupant seated on the front seat 61. The 3rd blower outlet 25 blows off temperature control air toward the passenger | crew's step mainly sitting on the front seat 61. FIG. Moreover, although not shown in figure, you may provide the blower outlet for blowing off temperature-control air toward the passenger | crew who seats on a backseat seat.

Regarding the wind speed of air blown from the first air outlet 14 toward the front window 4a in the dew condensation removal mode, the inventor has experimented with a method of blowing air toward the front window 4a with a slight wind (that is, with a reduced wind speed). However, it has been found that the dew condensation on the front window 4a can be effectively removed rather than ejecting it vigorously. It is preferable that the breeze has a wind speed / air volume smaller than the minimum wind speed / minimum air volume for blowing out the air temperature-controlled by the temperature control mechanism 2. Specifically, it is preferable that the first air outlet 14 blows out air at a wind speed at which the air volume is, for example, 50 m ³ or less per hour.

  The air blown out from the first air outlet 14a slowly flows in the wd1 direction of FIG. 4A so as to be pushed out by the air blown out later while contacting the inner surface of the vehicle compartment 5 of the front window 4a. . Thus, low relative humidity air stays on the inner surface of the front window 4a and covers the front window 4a, and high humidity air in the passenger compartment 5 is prevented from coming into contact with the front window 4a. Thereby, dew condensation on the front window 4a can be effectively removed.

  As described above, the temperature adjustment mechanism 2 may be operated in the condensation removal mode. Even if the temperature control mechanism 2 is operated, the wd2 direction from which the second air outlet 24 blows out and the wd3 direction from which the third air outlet 25 blows out are different from the wd1 direction of the first air outlet 14, and thus cover the front window 4a. Less disturbing the retention of air with low relative humidity.

  FIG. 4B shows a modification of the first outlet 14. The first air outlet 14 is suspended from the ceiling 64 and the first air outlet 14a provided on the upper surface of the dashboard 63 and in the vicinity of the front window 4a, and the first air outlet provided in the vicinity of the front window 4a. And an outlet 14b. By blowing out air of low relative humidity from the top and bottom of the front window 4a, the time covered by the air of the front window 4a can be shortened and condensation can be removed more effectively.

  Moreover, the 1st blower outlet 14 may have not only the blower outlet which blows out toward the front window 4a, but the blower outlet which blows off toward the side window provided in the door beside a sheet | seat. By removing the dew condensation on the side window, it is possible to ensure the lateral field of view of the automobile and the visibility of the door mirror viewed through the side window. Furthermore, in order to remove dew condensation on the rear window, an air outlet that blows out toward the rear window may be provided.

  The distance from the window 4 of the first inside air suction port 11 is preferably longer than the distance from the window 4 of the first air outlet 14. Thereby, since the low relative humidity air staying on the inner surface of the cabin 5 of the window 4 is difficult to be sucked from the first inside air suction port 11, the stay of the window 4 is easily maintained without being disturbed. Similarly, the distance from the window 4 of the second inside air suction port 21 is preferably longer than the distance from the window 4 of the first air outlet 14. For example, the first inside air suction port 11 and the second inside air suction port 21 may be disposed behind the feet of the front seat or the rear seat.

  Condensation removal mode start and end control may be provided with a condensation removal mode ON / OFF switch on the controller panel of the air conditioning system 100, and the condensation removal mode may be started and terminated by the occupant's operation. Alternatively, the start and end of the condensation removal mode may be performed.

  In the case where the control mechanism automatically starts and ends the condensation removal mode, for example, the relative humidity in the vehicle interior and the temperature outside the vehicle interior are measured, and the condensation in the window 4 is estimated from the measurement result, thereby causing the condensation removal mode. May be started and ended, or dew condensation in the window 4 may be detected by an optical sensor, a camera, or the like.

<Deicing removal mode>
The icing removal mode will be described. The control mechanism controls the temperature adjustment mechanism 2 so as to thaw and remove icing components such as frost, ice or snow attached to the window 4. At the same time, the control mechanism controls the dew condensation removing mechanism 1 so as to perform the moisture absorption power regeneration of the moisture absorption unit 13.

FIG. 5 shows the state of the switching valves V1 to V6 and the air flow when the icing removal mode for removing the icing component of the window 4 is performed.
Switching valve V1 The switching valve V4, the switching valve V3, and the 1st blower outlet 14 are connected.
The switching valve V2 makes the moisture absorption unit 13 and the first discharge port 18 communicate with each other.
Switching valve V3 The switching valve V1 and the moisture absorption unit 13 are communicated.
Switching valve V4 The temperature control unit 23 and the switching valve V1 are connected. Furthermore, you may make it connect with a 2nd, 3rd blower outlet (24,25).
The switching valve V5 makes the temperature control unit 23 and the second discharge port 28 communicate with each other.
The switching valve V6 makes the second inside air suction port 21 and the temperature control unit 23 communicate with each other.

  Thereby, a large amount of temperature-controlled air is formed by the temperature control unit 23, most of the formed air is ejected from the first air outlet 14 toward the window 4, and a part of the formed temperature-controlled air is supplied to the moisture absorption unit 13. . Although a large amount of electric power is consumed to form a large amount of temperature-controlled air, the energy consumption per unit flow rate of the temperature-controlled air is reduced and the energy efficiency is increased. Therefore, rather than performing the operation of the temperature control unit 23 and the hygroscopic power regeneration of the hygroscopic unit 13 separately, performing the hygroscopic power regeneration of the hygroscopic unit 13 together with icing removal leads to a reduction in power consumption as a whole. .

  When the electric vehicle is connected to an external power source (including during charging or after completion of charging), the air conditioning system of the electric vehicle can also consume power without paying attention to the remaining capacity of the storage battery. Therefore, when the electric vehicle is connected to the external power supply, it is preferable to start dehumidification in the passenger compartment, condensation removal and icing removal of the window 4, and cooling and heating before a predetermined time for starting traveling. Thereby, the power consumption of the storage battery after a driving | running | working start can be suppressed.

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

  Even when the air outlet of the condensation removal mechanism 1 is only the first air outlet 14 used for the condensation removal of the window 4, the interior of the passenger compartment 5 can be dehumidified by continuing the condensation removal mode. A large number of moisture absorbing fiber materials such as floor mats and ceiling interior materials are used in the passenger compartment 5, and the interior of the passenger compartment is dehumidified when it is connected to an external power source before starting running. Thus, the moisture absorption effect of such a fiber material can be recovered. The moisture absorption effect of the fiber material contributes to the suppression of condensation on the window 4 after the start of traveling. As a result, it is possible to delay the regeneration of the hygroscopic force after the start of traveling and suppress the power consumption for the regeneration of the hygroscopic force.

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

  As another embodiment, the air conditioning system may be a portable type having at least the dehumidifying mechanism, an inlet for introducing heated air from a separate temperature control mechanism, and a control mechanism for controlling the dehumidifying mechanism. Good. Such a portable type air conditioning system is portable and can be retrofitted to an existing temperature control mechanism to execute a hygroscopic regeneration mode. When executing the various control modes described above, it is preferable that the control mechanism that controls the dehumidifying mechanism communicates with and cooperates with the control mechanism that controls the existing temperature control mechanism.

  The dehumidifying mechanism of the portable type air conditioning system is heated from the suction port for taking in air, the suction fan for sucking air from the suction port, the moisture absorption unit, the outlet for blowing out the air after dehumidification, and the introduction port. A suction fan for sucking air, a heater for heating the sucked air, a discharge port for discharging air used for regeneration of the moisture absorption unit, a pipe to which these elements are connected, and each of the elements and the pipes And a housing to be accommodated.

  The portable type air conditioning system may have a battery and may have a power supply adapter for receiving power supply from a storage battery of the car.

  In the above-described embodiment, the air conditioning system for an electric vehicle has been shown. Moreover, it is applicable with respect to vehicles other than a motor vehicle. The vehicle is not limited to a vehicle having wheels, tires, or the like, but refers to an entire vehicle on which a person can board.

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

DESCRIPTION OF SYMBOLS 1, 51: Condensation removal mechanism 2: Temperature control mechanism 4: Window 4a: Front window 5: Vehicle compartment 11: 1st inside air inlet 12: Suction fan 13: Hygroscopic unit 14: First blower outlet 17: Heater 18: First 1 outlet 21: second inside air inlet 23: temperature control unit 24: second outlet 25: third outlet 26: first outside air inlet 27: second outside air inlet 28: second outlet 100: air conditioning System V1-V6: Switching valve

Claims (11)

A dehumidifying mechanism that passes air in the passenger compartment through the moisture absorption unit to dehumidify the air and blows out the air after dehumidification;
A temperature control mechanism including a temperature control unit for adjusting the temperature of the air in the passenger compartment;
A control mechanism for controlling the dehumidification mechanism and the temperature control mechanism,
The control mechanism as the control mode, have a moisture absorption power regeneration mode for supplying said heated by temperature control unit air to the moisture absorber,
The temperature control unit is a heat pump type,
In the hygroscopic regeneration mode, the temperature control unit and the hygroscopic unit are communicated with each other through a pipe, and air heated by the temperature control unit is supplied to the hygroscopic unit through the pipe. Air conditioning system. A dehumidifying mechanism that passes air in the passenger compartment through the moisture absorption unit to dehumidify the air and blows out the air after dehumidification;
From a temperature control mechanism including a temperature control unit that adjusts the temperature of the air in the passenger compartment, an inlet for introducing heated temperature control air;
From the temperature adjustment mechanism, another inlet for introducing heated air by absorbing exhaust heat ,
A control mechanism for controlling the dehumidifying mechanism,
The control mechanism as the control mode, have a moisture absorption power regeneration mode for supplying the air introduced from the inlet port into the moisture absorber,
In the hygroscopic power regeneration mode, the temperature control unit and the hygroscopic unit are communicated with each other through a pipe passing through the introduction port, and air heated by the temperature control unit is supplied to the moisture absorption unit through the pipe. A vehicle air-conditioning system. The dehumidifying mechanism includes a dew condensation removing mechanism that removes dew condensation on a window that partitions the vehicle interior and the exterior of the vehicle,
The said control mechanism is a vehicle air conditioning system of Claim 1 or 2 which has further the dew condensation removal mode which blows off the air after dehumidification toward the said window as control mode.   4. The vehicle air conditioning system according to claim 3, wherein, in the dew condensation removal mode, a wind speed and an air volume for blowing out air after dehumidification are smaller than a minimum wind speed and a minimum air volume for blowing air temperature-controlled by the temperature control unit. The dehumidifying mechanism has a first inside air inlet for taking in air in the vehicle interior, and a first outlet for blowing out air after dehumidification toward the window,
5. The vehicle air conditioning system according to claim 3, wherein a distance of the first inside air suction port from the window is longer than a distance of the first air outlet from the window. The control mechanism has an icing removal mode for removing an icing component of the window as a control mode,
6. In the icing removal mode, air heated by the temperature control unit is blown out toward the window to defrost the icing component, and the hygroscopic regeneration mode is performed. The vehicle air-conditioning system according to Item.   7. In the hygroscopic regeneration mode, temperature-controlled air heated when using heating is supplied to the hygroscopic unit, and when using cooling, waste heat is absorbed and heated air is supplied to the hygroscopic unit. The vehicle air conditioning system according to any one of the above. The dehumidifying mechanism includes a heater for heating the air heated by the temperature control unit,
The vehicle air conditioning system according to any one of claims 1 to 7, wherein the control mechanism supplies air heated by the heater to the moisture absorption unit in the moisture absorption force regeneration mode. The dehumidifying mechanism includes a moisture absorption amount detection unit of the moisture absorption unit,
The vehicle air conditioning system according to any one of claims 1 to 8, wherein the control mechanism performs the hygroscopic force regeneration mode based on a detection result of the hygroscopic amount detection unit.   The said control mechanism operates the said dehumidification mechanism and the said temperature control mechanism, when the storage battery which drives the said vehicle air conditioning system is in the state connected to the external power supply. Vehicle air conditioning system. The vehicle air conditioning system according to claim 10, wherein when the residual hygroscopic force of the hygroscopic unit falls below a predetermined value, the hygroscopic regeneration mode is performed in preference to the operation of the dehumidifying mechanism.

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