WO2015079753A1

WO2015079753A1 - Vehicle air purifier

Info

Publication number: WO2015079753A1
Application number: PCT/JP2014/072083
Authority: WO
Inventors: 茂幸原田
Original assignee: シャープ株式会社
Priority date: 2013-11-27
Filing date: 2014-08-25
Publication date: 2015-06-04
Also published as: CN105452031B; CN105452031A; JPWO2015079753A1; JP6100918B2

Abstract

The purpose of the present invention is to provide a vehicle air purifier that can collect fine particles of dust without diminished convenience. This vehicle air purifier is provided with: an air passage (13) which allows communication between a suction port (11), which sucks in air from outside the vehicle or from the vehicle cabin (6), and a blow port (12), which blows air into the vehicle cabin (6); a fan (15) which is arranged inside of the air passage (13); a fine particle sensor (21) which detects the concentration of PM2.5 (fine particles) inside of the vehicle cabin (6); an ion generation device (18) which generates negative and positive ions; and a filter (14) which collects PM2.5 contained in air flowing through the air passage (13) and is charged with a prescribed polarity. This vehicle air purifier has a first emission mode in which the ion generation device (18) emits both negative ions and positive ions into the air passage (13), and a second emission mode in which the ion generation device (18) emits primarily ions of the polarity opposite that of the filter (14) into the air passage (13). If in the first emission mode the PM2.5 concentration in the vehicle cabin (6) exceeds a prescribed concentration, the vehicle air purifier switches to the second emission mode.

Description

Air purifier for vehicles

The present invention relates to a vehicle air cleaning device that cleans the air in a passenger compartment.

A conventional vehicle air cleaning device is disclosed in Patent Document 1. This vehicle air cleaning device has a housing, and the housing is provided with an air passage having an outside air inlet and an inside air inlet opened at one end and an air outlet opened at the other end. The outside air inlet sucks air outside the vehicle, and the inside air inlet sucks air inside the vehicle interior. The air outlet blows out the air flowing through the air passage into the passenger compartment.

In the air passage, a first damper that selectively switches between an outside air inlet and an inside air inlet is arranged, and a blower is arranged downstream of the first damper. A first branch path and a second branch path whose flow paths are switched by the second damper are provided downstream of the blower. A first filter is disposed on the first branch path, and a second filter having a lower airflow resistance than the first filter is disposed on the second branch path. An evaporator for cooling the air is disposed downstream of the junction of the first branch path and the second branch path.

In the vehicle air cleaning device having the above-described configuration, the air flow path is switched to the first branch path by the second damper when the air volume is normal. Thereby, dust etc. contained in the air flowing through the air passage are collected by the first filter.

Also, when a large amount of air is required to cool the passenger compartment rapidly, the second damper switches the air flow path to the second branch path. Thereby, the dust contained in the air flowing through the air passage is collected by the second filter. At this time, since the ventilation resistance of the second filter is smaller than the ventilation resistance of the first filter, a large amount of cold air can be supplied into the vehicle interior without increasing the size of the blower.

Also, a vehicle air cleaning device including an ion generator that emits negative ions and positive ions in an air passage is known (Patent Document 2). The sterilization and deodorization of the passenger compartment can be performed by negative ions and positive ions sent out from the outlet.

Japanese Patent Laid-Open No. 9-39559 (page 3, FIG. 1) Japanese Patent Laying-Open No. 2013-18451 (5th page, FIG. 2)

Recently, since particulates such as PM2.5 in the air cause health damage, there is a growing demand for a vehicle air purifier that can collect particulates even in the passenger compartment. However, according to the conventional vehicle air cleaning device described above, if a HEPA filter having a high particle dust collection rate is used as the first and second filters for collecting fine particles, the air volume is reduced and clogging is likely to occur. . For this reason, there is a problem that convenience is lowered because air conditioning in the passenger compartment cannot be performed quickly, and a problem that convenience is lowered because the frequency of filter replacement increases.

An object of the present invention is to provide a vehicle air cleaning device capable of collecting fine particles without deteriorating convenience.

In order to achieve the above object, the present invention provides an air passage that communicates a suction port that sucks air outside or inside a vehicle and a blowout port that blows out air into the vehicle, a blower disposed in the air passage, A particulate sensor for detecting the concentration of particulates in the passenger compartment, an ion generator for generating negative ions and positive ions, and a filter that collects particulates contained in the air flowing through the air passage and is charged with a predetermined polarity. A first release mode in which both negative ions and positive ions are released to the air passage by the ion generator, and ions having a polarity opposite to that of the filter are mainly released by the ion generator to the air passage. The second release mode when the concentration of the particulates in the passenger compartment exceeds a predetermined concentration during the first release mode. It is characterized by switching.

According to this configuration, when the blower is driven, the air outside or inside the vehicle is sucked from the air inlet and flows through the air passage. In the first release mode, both negative ions and positive ions are released into the air passage by the ion generator. Air containing negative ions and positive ions is sent out from the blowout opening into the passenger compartment.

In addition, when the concentration of fine particles in the passenger compartment exceeds a predetermined concentration during the first release mode, the mode is switched to the second release mode. As a result, ions having a polarity opposite to that of the filter charged with a predetermined polarity are sent from the outlet to the vehicle interior, and particles in the vehicle interior are charged with a polarity opposite to that of the filter. Fine particles charged with a polarity opposite to that of the filter are sucked into the air passage from the suction port and adsorbed on the filter.

In the vehicle air purifier having the above-described configuration, the present invention is preferably provided with a charging device for charging the filter positively or negatively in the vicinity of the filter.

According to the present invention, in the vehicle air cleaning device configured as described above, the charging device includes a first ion generating unit that generates one of negative ions and positive ions, and a second ion generating unit that generates the other. A first ion generator is disposed upstream of the filter, a second ion generator is disposed downstream of the filter, and a distance between the second ion generator and the filter is determined between the first ion generator and the filter. It is preferable that the distance is shorter than.

According to the present invention, in the vehicle air cleaning apparatus having the above-described configuration, the ion generator boosts a voltage from a power source, a first discharge electrode connected to one end of the secondary winding of the boost transformer, A second discharge electrode; and a first induction electrode and a second induction electrode connected to the other end of the secondary winding and facing the first discharge electrode and the second discharge electrode, respectively, and grounded via a switch One of negative ions and positive ions is generated from the first discharge electrode and the other is generated from the second discharge electrode, and the first discharge electrode is disposed downstream of the second discharge electrode, and the first discharge mode is It is preferable that the switch is turned off and the switch is turned on in the second discharge mode.

According to the present invention, in the vehicle air cleaning device having the above-described configuration, the communication passage branched from the air passage downstream of the ion generation device and connected to the filter, and the communication passage and the air passage are selected. And a damper that opens in a second manner, and generates one of negative ions and positive ions by the ion generator in the second release mode, opens the communication path by the damper, leads to the filter, and generates the other to generate the It is preferable to switch the damper and guide it to the outlet.

According to the present invention, since it has the first release mode in which both negative ions and positive ions are released into the air passage by the ion generator, the vehicle interior can be sterilized and deodorized by both negative ions and positive ions. .

In addition, a filter charged with a predetermined polarity is provided, the ion generator has a second release mode in which ions having a polarity opposite to that of the filter are mainly released into the air passage, and the concentration of particulates in the vehicle interior during the first release mode. Is switched to the second release mode when the concentration exceeds a predetermined concentration. As a result, the particles in the passenger compartment are charged with ions having a polarity opposite to that of the filter, so that the particulates in the passenger compartment can be reliably collected without using a HEPA filter having a high particle dust collection rate. Therefore, it is possible to collect the fine particles without reducing the air volume and clogging the filter and reducing the convenience. In addition, since it is not necessary to separately provide a charging device for charging fine particles in the passenger compartment with the ion generating device, an increase in the cost of the vehicle air cleaning device can be suppressed.

Side surface sectional drawing of the vehicle which attached the air purifying apparatus for vehicles of 1st Embodiment of this invention. Side surface sectional drawing which shows schematic structure of the main-body part of the air purifying apparatus for vehicles of 1st Embodiment of this invention. The perspective view which fractured | ruptured a part of ion generator of the air cleaner for vehicles of 1st Embodiment of this invention. The circuit diagram which shows the drive circuit of the ion generator of the air cleaner for vehicles of 1st Embodiment of this invention. The flowchart which shows operation | movement of the air cleaner for vehicles of 1st Embodiment of this invention. The circuit diagram which shows the drive circuit of the ion generator of the air purifying apparatus for vehicles of 2nd Embodiment of this invention. Side surface sectional drawing which shows schematic structure of the main-body part of the air purifying apparatus for vehicles of 3rd Embodiment of this invention. Side surface sectional drawing of the vicinity of the filter of the air purifying apparatus for vehicles of 3rd Embodiment of this invention. Side surface sectional drawing which shows schematic structure of the main-body part of the air cleaner for vehicles of 4th Embodiment of this invention. The flowchart which shows the operation | movement at the time of 2nd discharge | release mode of the air cleaner for vehicles of 4th Embodiment of this invention.

<First Embodiment>
A first embodiment of the present invention will be described below with reference to the drawings. FIG. 1 shows a side cross-sectional view of a vehicle provided with the vehicle air cleaning device of the first embodiment. The vehicle 1 is divided into an engine room 5, an equipment room 4, and a vehicle room 6. The engine room 5 and the equipment room 4 are partitioned by a partition wall 7, and the equipment room 4 and the vehicle compartment 6 are partitioned by an instrument panel 8.

The engine room 5 is covered with the bonnet 3 on the upper surface and accommodates an engine (not shown) and a radiator (not shown). The passenger compartment 6 is a space in which passengers get in, and a plurality of seats 60 are provided in the passenger compartment 6. A cigar socket 9 is provided at a position facing the vehicle compartment 6 of the instrument panel 8.

Further, the vehicle 1 includes a vehicle air cleaning device 2. The vehicle air cleaning device 2 includes a main body 20 disposed in the equipment room 4 and a particulate sensor 21 disposed in the vehicle room 6.

The particulate sensor 21 is provided on the ceiling surface of the passenger compartment 6 and detects the concentration of, for example, microparticulate matter PM2.5 (particulate matter 2.5) in the air by a light scattering method. An ion generator 18 (see FIG. 2) described later is controlled based on the detection result of the fine particle sensor 21.

In addition, there is no limitation in particular in the installation position of the fine particle sensor 21, For example, you may install on the instrument panel 8. FIG. The particulate sensor 21 may also be provided in the air passage 13 (see FIG. 2) in the vicinity of the outside air inlet 11a (see FIG. 2) of the vehicle air cleaning device 2. Thereby, the concentration of PM2.5 that has entered the air passage 13 from the outside of the vehicle 1 can also be detected. The fine particle sensor 21 may detect the concentration of the fine particulate matter PM10 (particulateicmatter 10) and other fine particles.

FIG. 2 is a side sectional view showing a schematic configuration of the main body portion 20 of the vehicle air cleaning device 2. The main body 20 has a housing 10, which forms an air passage 13 in which a suction port 11 is opened at one end and an outlet 12 is opened at the other end. The suction port 11 includes an outside air suction port 11a and an inside air suction port 11b. The outside air inlet 11a communicates with the outside of the vehicle 1 and sucks air outside the vehicle 1 (outside air OA). The inside air suction port 11b communicates with the passenger compartment 6 and sucks air in the passenger compartment 6 (inside air IA). The air outlet 12 communicates with the passenger compartment 6 and blows out conditioned air CA into the passenger compartment 6.

In the air passage 13, from the suction port 11 toward the blowout port 12 (from the upstream side to the downstream side in the air flow direction), the switching damper 31, the filter 14, the blower 15, the evaporator 16, the heater core 17, and the ion generation The devices 18 are arranged in order.

The switching damper 31 selectively opens the outside air suction port 11a and the inside air suction port 11b to switch between the suction of the outside air OA and the inside air IA. The filter 14 is detachably disposed in a storage chamber 13a provided in the air passage 13, and is made of a porous filter material made of, for example, a nonwoven fabric, and is positively charged in advance at the time of shipment. Fine particles, dust, pollen and the like contained in the air flowing through the air passage 13 are collected by the filter 14.

The blower 15 is composed of, for example, a sirocco fan. By driving the blower 15, the outside air OA or the inside air IA is taken into the air passage 13 from the outside air inlet 11 a or the inside air inlet 11 b, and an air flow toward the outlet 12 is generated in the air passage 13.

The evaporator 16 is disposed on the downstream side of the blower 15 and is formed by joining a plurality of fins (not shown) to a refrigerant pipe (not shown) through which the refrigerant flows. The evaporator 16 is connected to a compressor (not shown) that operates the refrigeration cycle. When power is transmitted from the engine to the compressor via a V-belt (not shown), the refrigerant flows through the refrigerant pipe. Thereby, the cooling medium is performed by cooling the air flowing between the fins while the refrigerant is evaporated in the evaporator 16 by absorbing heat.

The heater core 17 is formed by joining a plurality of fins to a corrugated tube (not shown) arranged in parallel with a radiator through which engine coolant flows. By circulating the cooling water heated by the engine through the corrugated tube, the air flowing between the fins is heated to perform the heating operation. Further, the power transmission from the engine to the compressor is interrupted, and the ventilation operation is performed by interrupting the flow of the cooling water to the corrugated tube of the heater core 17.

On the instrument panel 8, a display unit (not shown) including a plurality of operation switches (not shown) and a plurality of displays (not shown) is provided. When the user operates the operation switch, the cooling operation, the heating operation, and the air blowing operation can be switched. In addition, each indicator is turned on to notify the cooling operation, the heating operation, or the air blowing operation. Thereby, the user can easily visually recognize and determine the cooling operation, the heating operation, or the air blowing operation.

The ion generator 18 is disposed in the vicinity of the outlet 12. During the cooling operation, the heating operation, and the air blowing operation, the ion generator 18 generates negative ions and positive ions and releases them to the air passage 13.

FIG. 3 shows a perspective view in which a part of the ion generator 18 is broken. The ion generator 18 is covered with a housing 180 made of an insulator. A substrate 183 is provided in the housing 180. The substrate 183 has needle-shaped first and

second discharge electrodes

181a and 181b arranged apart from each other, and annular first and second induction electrodes respectively facing the first and

second discharge electrodes

181a and 181b. 182a and 182b are arranged. First and

second ion generators

18a and 18b are formed between the first and

second discharge electrodes

181a and 181b and the first and

second induction electrodes

182a and 182b, respectively.

The housing 180 is provided with a through hole (not shown) that faces the first ion generator 18a and a through hole 185b that faces the second ion generator 18b. As a result, the first and

second ion generators

18 a and 18 b are exposed to the outside of the housing 180. High voltage (for example, about 2 kV) of negative polarity and positive polarity is applied to the first and

second discharge electrodes

181a and 181b with respect to the first and

second induction electrodes

182a and 182b, respectively. As a result, negative ions and positive ions are generated by corona discharge in the first and

second ion generators

18a and 18b, respectively.

In this embodiment, the ion generator 18 is arranged such that the first discharge electrode 181a is downstream of the second discharge electrode 181b in the air flow direction. The ion generator 18 is arranged such that the first and

second ion generators

18 a and 18 b face the air passage 13 and substantially follow the wall surface of the air passage 13. Thereby, the ion generator 18 can discharge | release a negative ion and a positive ion smoothly to the air path 13. FIG.

Also, the housing 180 is provided with a connector 184 protruding from the side surface. The connector 184 is connected to a power source (not shown) via a cord (not shown). Thereby, electric power is supplied to the ion generator 18. As a power source, for example, a battery (not shown) arranged in the engine room 5 can be used.

Also, the vehicle air cleaning device 2 has a first release mode and a second release mode. In the first release mode, both the negative ions and the positive ions are released to the air passage 13 by the ion generator 18. In the second release mode, ions having a polarity opposite to that of the filter 14 are mainly released to the air passage 13 by the ion generator 18. In the present embodiment, since the filter 14 is positively charged, negative ions are mainly emitted to the air passage 13 by the ion generator 18 in the second emission mode.

Even when the user operates the operation switch, the first release mode and the second release mode can be switched. In addition, each indicator is turned on to notify the first release mode or the second release mode. Thereby, the user can easily visually recognize and determine the first release mode or the second release mode.

FIG. 4 is a circuit diagram showing a drive circuit of the ion generator 18. The drive circuit of the ion generator 18 has

terminals

80a and 80b connected to a power supply circuit (not shown). + 13V is input to the terminal 80a, and the ground line 90a is connected to the terminal 80b while maintaining the ground potential. A capacitor C1 is connected between the

terminals

80a and 80b via a resistor R1, and a primary winding T1a of the step-up transformer T1 and a transistor Q1 are connected in parallel with the capacitor C1.

One end of the pulse generator 70 is connected between the terminal 80a and the resistor R1, and the other end of the pulse generator 70 is connected to the base of the transistor Q1. A pulse wave of a rectangular wave is given to the transistor Q1 by the pulse generator 70.

The first discharge electrode 181a and the second discharge electrode 181b are connected in parallel to one end of the secondary winding T1b of the step-up transformer T1 via diodes D1 and D2 in opposite directions. The other end of the secondary winding T1b is connected to the first induction electrode 182a and the second induction electrode 182b, and is connected to the ground line 90a via the switch SW1.

The switch SW1 is opened / closed according to a signal output according to the detection result of the particle sensor 21, and switches between the first release mode and the second release mode.

When a voltage of DC 13 V is applied between the

terminals

80a and 80b via the power supply circuit, the capacitor C1 is charged via R1. In this state, when the pulse generator 70 generates a rectangular pulse wave and gives the pulse wave to the transistor Q1, the charge charged in the capacitor C1 is discharged to the ground potential through the primary winding T1a of the step-up transformer T1.

At this time, a boosted impulse-like high voltage is generated in the secondary winding T1b. Accordingly, a high voltage (for example, 2 kV) is applied from the secondary winding T1b of the step-up transformer T1 to the first and

second discharge electrodes

181a and 181b via the diodes D1 and D2.

In the first emission mode, the switch SW1 is turned off, and the first and

second induction electrodes

182a and 182b and the ground line 90a are not connected.

At this time, a positive voltage is applied to the second discharge electrode 181b, and ions generated by ionization combine with moisture in the air, and charges mainly composed of H ⁺ (H ₂ O) m generate positive cluster ions. . A negative voltage is applied to the first discharge electrode 181a, and ions generated by ionization combine with moisture in the air to generate negatively clustered ions mainly composed of O ₂ ⁻ (H ₂ O) n. Here, m and n are arbitrary natural numbers. H ⁺ (H ₂ O) m and O ₂ ⁻ (H ₂ O) n are aggregated on the surface of airborne microbes in the passenger compartment 6, adhering microbes adhering to the seat 60, and odorous components. surround.

Then, as shown in the formulas (1) to (3), the active species [.OH] (hydroxyl radical) and H ₂ O ₂ (hydrogen peroxide) are agglomerated and produced on the surface of a microorganism or the like by collision. Destroy airborne bacteria and odor components. Here, m ′ and n ′ are arbitrary natural numbers. In the first release mode, the ion generator 18 generates both negative ions and positive ions and discharges them into the air passage 13, thereby sterilizing the cabin 6, inactivating the virus, and removing odors. be able to.

H ⁺ (H ₂ O) m + O ₂ ⁻ (H ₂ O) n
→ OH + 1 / 2O ₂ + (m + n) H ₂ O (1)
^{_{H + (H 2 O) m}} + H + (H 2 O) m '+ O 2 - (H 2 O) n + O 2 - (H 2 O) n'
→ 2.OH + O ₂ + (m + m ′ + n + n ′) H ₂ O (2)
^{_{H + (H 2 O) m}} + H + (H 2 O) m '+ O 2 - (H 2 O) n + O 2 - (H 2 O) n'
→ H ₂ O ₂ + O ₂ + (m + m ′ + n + n ′) H ₂ O (3)

Further, when the switch SW1 is turned on to execute the second emission mode, the first and

second induction electrodes

182a and 182b and the ground line 90a are connected. That is, the first and

second induction electrodes

182a and 182b are grounded via the switch SW1.

Thereby, the positive ions generated between the second discharge electrode 181b and the second induction electrode 182b are attracted to the first discharge electrode 181a and almost disappear from the air passage 13.

FIG. 5 is a flowchart showing the operation of the vehicle air cleaning device 2 configured as described above. In addition, since the 1st discharge | release mode and 2nd discharge | release mode are similarly performed by air_conditionaing | cooling operation, heating operation, and ventilation operation, the case of air_conditionaing | cooling operation is demonstrated as an example here. When the engine of the vehicle 1 is started and the cooling operation is selected by operating the operation switch, the switching damper 31 closes the outside air inlet 11a and opens the inside air inlet 11b.

In step # 1, the blower 15 is driven. Thus, the inside air circulation is performed in which the air in the vehicle compartment 6 is taken into the air passage 13 from the inside air suction port 11 b, sent into the vehicle compartment 6 from the outlet 12, and taken into the air passage 13 again. At this time, the compressor circulates the refrigerant in the circulation flow path, and the refrigerant flows into the evaporator 16. The air that has passed through the evaporator 16 is cooled, and cool air is sent from the air outlet 12 into the passenger compartment 6. Thereby, the cooling operation is performed. Further, dust, pollen and the like contained in the air flowing through the air passage 13 are collected by the filter 14.

In step # 2, the concentration of PM2.5 in the passenger compartment 6 is detected by the particulate sensor 21. In Step # 3, it is determined whether or not the concentration of PM2.5 in the passenger compartment 6 has become equal to or higher than a predetermined upper limit concentration Ci (for example, 35 μg / m ³ ). If the concentration of PM2.5 in the passenger compartment 6 is less than the upper limit concentration Ci, the process proceeds to step # 4, and if it is greater than or equal to the upper limit concentration Ci, the process proceeds to step # 5.

In step # 4, the first release mode is executed, and both the negative ions and the positive ions are released to the air passage 13 by the ion generator 18. Thereby, the disinfection in the vehicle interior 6, the inactivation of a virus, and odor removal can be performed.

In step # 5, the second release mode is executed, and negative ions are mainly released to the air passage 13 by the ion generator 18. As a result, negative ions are mainly released into the passenger compartment 6, and PM2.5 in the passenger compartment 6 is negatively charged. Then, the negatively charged PM2.5 is taken into the air passage 13 through the inside air suction port 11b and collected in the positively charged filter 14. Therefore, it is possible to reliably collect PM2.5 in the passenger compartment 6.

Then, after step # 4 and step # 5, the process returns to step # 2, and step # 2 to step # 5 are repeated.

When the outside air suction port 11a is opened during the heating operation or the air blowing operation, the switching damper 31 closes the outside air suction port 11a and opens the inside air suction port 11b in the second release mode of Step # 5. . Thereby, also in the heating operation or the air blowing operation, the inside air circulation is performed in the second release mode, and the PM 2.5 in the passenger compartment 6 can be collected by the filter 14.

Further, when the filter 14 is negatively charged, the first discharge electrode 181a may be disposed upstream of the second discharge electrode 181b. Thereby, in the second release mode, positive ions are mainly released into the passenger compartment 6 and PM2.5 in the passenger compartment 6 is charged positively. The positively charged PM2.5 is taken into the air passage 13 from the inside air suction port 11b and collected by a negatively charged filter.

According to this embodiment, since it has the 1st discharge | release mode which discharge | releases both a negative ion and positive ion to the air path 13 by the ion generator 18, it is disinfecting and deodorizing in the compartment 6 by both negative ion and positive ion. Is done.

In addition, the second generation mode in which negative ions having a polarity opposite to that of the positively charged filter 14 are discharged to the air passage 13 by the ion generator 18 is provided, and the PM2. When the concentration of 5 (fine particles) exceeds a predetermined upper limit concentration Ci, the mode is switched to the second release mode.

Thereby, in order to charge PM2.5 in the passenger compartment 6 with negative ions having a polarity opposite to that of the filter 14 in the second release mode, the interior of the passenger compartment 6 is not used without using a HEPA filter having a high particle collection rate. PM2.5 can be reliably collected. Therefore, it is possible to collect PM2.5 without reducing the air volume and clogging the filter 14 and reducing convenience. In addition, since it is not necessary to separately provide the charging device for charging PM2.5 in the passenger compartment 6 with the ion generating device 18, an increase in the cost of the vehicle air cleaning device 2 can be suppressed.

Further, negative ions are generated from the first discharge electrode 181a, positive ions are generated from the second discharge electrode 181b, and the first discharge electrode 181a is disposed downstream of the second discharge electrode 181b. And the switch SW1 is turned on in the second release mode.

Thereby, the positive ions emitted from the second discharge electrode 181b in the second emission mode are attracted to the first discharge electrode 181a, and the positive charges flow to the ground potential via the ground line 90a. Accordingly, the positive ions emitted from the second discharge electrode 181b are almost disappeared from the air passage 13. As a result, only negative ions can be delivered into the passenger compartment 6 with a simple configuration.

Second Embodiment
Next, a second embodiment of the present invention will be described. FIG. 6 shows a circuit diagram of a drive circuit of the ion generator 18 of the vehicle air cleaning device 2 of the present embodiment. In this embodiment, unlike the first embodiment, step-up transformers T1 and T2 are provided corresponding to the first and

second discharge electrodes

181a and 181b, respectively. For convenience of explanation, the same reference numerals are assigned to the same parts as those in the first embodiment shown in FIGS.

The ion generator 18 has a first discharge circuit 18c and a second discharge circuit 18d. The first discharge circuit 18c applies a voltage to the first discharge electrode 181a, and the second discharge circuit 18d applies a voltage to the second discharge electrode 181b. The first discharge circuit 18c is different from the circuit configuration of FIG. 4 in that a diode D3 and a capacitor C3 are added. Further, only the first discharge electrode 181a is connected to one end of the secondary winding T1b, and only the first induction electrode 182a is connected to the other end of the secondary winding T1b. Is different. The other parts are almost the same as the circuit configuration of FIG.

The second discharge circuit 18d has a resistor R2, a diode D4, a capacitor C2, a transistor Q2, and a step-up transformer T2, and corresponds to the resistor R1, the diode D3, the capacitor C1, the transistor Q1, and the step-up transformer T1, respectively. The step-up transformer T2 has a primary winding T2a and a secondary winding T2b, and corresponds to the primary winding T1a and the secondary winding T1b, respectively.

The second discharge circuit 18d is first in that only the second discharge electrode 181b is connected to one end of the secondary winding T2b and only the second induction electrode 182b is connected to the other end of the secondary winding T2b. It is different from the discharge circuit 18c. In the first discharge circuit 18c and the second discharge circuit 18d, the directions of the diode D1 and the diode D2 are reversed.

One end of the capacitor C3 is connected between the terminal 80a and one end of the pulse generator 70, and the other end of the capacitor C3 is connected to the ground line 90a. The anode of the diode D3 is connected to the terminal 80a, and the cathode is connected to one end of the resistor R1. The anode of the diode D4 is connected between the terminal 80a and the anode of the diode D3, and the cathode is connected to one end of the resistor R2.

One end of the switch SW2 is connected between the other end of the pulse generator 70 and the transistor Q1, and the other end of the switch SW2 is connected to the transistor Q2. The switch SW2 connects or disconnects the pulse generator 70 and the second discharge circuit 18d. The switch SW2 may be a data selector.

One end of the primary winding T2a of the step-up transformer T2 is connected to the terminal 80a via the resistor R2, and the other end of the primary winding T2a is connected to the ground line 90a via the transistor Q2.

In the circuit configuration of FIG. 6, a voltage is applied to the first discharge electrode 181a and the second discharge electrode 181b as in the circuit configuration of FIG. In the first emission mode of Step # 4 in FIG. 5, the pulse generator 70 and the second discharge circuit 18d are connected by the switch SW2, and negative ions are emitted from the first discharge electrode 181a and the second discharge electrode. Positive ions are released from 181b.

In the second discharge mode of Step # 5 in FIG. 5, the second discharge circuit 18d is disconnected from the pulse generator 70 by the switch SW2. As a result, positive ions are not released from the second discharge electrode 181b, but negative ions are released from the first discharge electrode 181a.

According to this embodiment, the same effect as that of the first embodiment can be obtained. Further, the first discharge circuit 18c and the second discharge circuit 18d are provided, the pulse generator 70 and the second discharge circuit 18d are connected by the switch SW2 in the first discharge mode, and the switch SW2 in the second discharge mode. Thus, the second discharge circuit 18d is disconnected from the pulse generator 70. Thereby, for example, even when the ion generator 18 is arranged so that the line connecting the first discharge electrode 181a and the second discharge electrode 181b is perpendicular to the air flow direction, only negative ions are generated in the second release mode. It can be sent into the passenger compartment 6. That is, the positional relationship between the first and

second discharge electrodes

181a and 181b can be freely set as compared with the first embodiment. Therefore, the freedom degree of design of the air cleaner 2 for vehicles can be raised.

<Third Embodiment>
Next, a third embodiment of the present invention will be described. FIG. 7 is a side sectional view showing a schematic configuration of the main body 20 of the vehicle air cleaning device 2 of the present embodiment. This embodiment is different from the first embodiment in that an ion generator 18 is provided as a charging device in the vicinity of the filter 14. Other parts are the same as those in the first embodiment. For convenience of explanation, the same reference numerals are assigned to the same parts as those in the first embodiment shown in FIGS.

In this embodiment, in addition to the ion generator 18 in the vicinity of the air outlet 12, the ion generator 18 is also disposed in the vicinity of the side of the filter 14. That is, in this embodiment, two ion generators 18 are provided in the vehicle air cleaning device 2.

FIG. 8 shows a side sectional view of the vicinity of the filter 14 of the vehicle air cleaning device 2. The arrow S indicates the direction of air flow. The ion generator 18 is arranged so that the first and

second discharge electrodes

181a and 181b face the air passages 13 on the upstream side and the downstream side of the filter 14, respectively.

At this time, the distance D2 between the second ion generator 18b and the exhaust surface 14b of the filter 14 is smaller than the distance D1 between the first ion generator 18a and the intake surface 14a of the filter 14. As a result, the positive ions generated by the second ion generator 18b easily adhere to the filter 14. Therefore, the filter 14 can be easily charged positively.

Also, negative ions released from the first discharge electrode 181a adhere to PM2.5 in the air passage 13 on the upstream side of the filter 14. As a result, PM2.5 is negatively charged and is easily collected by the positively charged filter 14.

Note that the timing of generating negative ions and positive ions by the ion generator 18 in the vicinity of the filter 14 is not particularly limited. However, when the filter 14 is positively charged by the ion generator 18 in the vicinity of the filter 14 in the first release mode of Step # 4 in FIG. 5, the process proceeds to the second release mode of Step # 5 in FIG. In this case, it is preferable because PM2.5 can be quickly collected by the filter 14.

Further, the filter 14 may be continuously charged positively by the ion generator 18 in the vicinity of the filter 14 in the second emission mode. Accordingly, it is possible to prevent a decrease in positive charge of the filter 14 due to adsorption of the negatively charged PM2.5 to the filter 14.

Alternatively, the filter 14 may be negatively charged by changing the arrangement of the first and

second discharge electrodes

181a and 181b. In this case, positive ions are mainly released by the ion generator 18 in the vicinity of the outlet 12 in the second release mode.

According to this embodiment, the same effect as that of the first embodiment can be obtained. Further, an ion generator 18 (charging device) that charges the filter 14 positively is provided in the vicinity of the filter 14. As a result, the filter 14 can be easily charged positively with the filter 14 attached to the vehicle air cleaning device 2.

In addition, the first ion generator 18a is arranged on the upstream side of the filter 14 and the second ion generator 18b is arranged on the downstream side of the filter 14, and the distance D2 between the second ion generator 18b and the filter 14 is set. The distance is shorter than the distance D1 between the first ion generator 18a and the filter 14. Thereby, the filter 14 can be positively charged positively. In addition, PM2.5 contained in the air flowing on the upstream side of the filter 14 can be positively charged negatively. Therefore, PM2.5 can be more reliably collected by the filter 14.

The charging device provided in the vicinity of the filter 14 is not limited to the ion generator 18 as long as it is a charging device that applies charge to the filter 14. For example, a charging device that releases only positive charges or only negative charges may be used.

<Fourth embodiment>
Next, a fourth embodiment of the present invention will be described. FIG. 9 is a side sectional view showing a schematic configuration of the main body 20 of the vehicle air cleaning device 2 of the present embodiment. This embodiment is different from the first embodiment in that the communication path 40 and the damper 50 are provided. Further, the position of the ion generator 18 is different from that of the first embodiment. Moreover, the ion generator 18 has the same circuit (refer FIG. 6) as 2nd Embodiment. Other parts are the same as those in the first embodiment. For convenience of explanation, the same reference numerals are assigned to the same parts as those in the first embodiment shown in FIGS.

The ion generator 18 is disposed closer to the heater core 17 than the ion generator of the first embodiment. The connecting path 40 branches from the air passage 13 downstream of the ion generator 18 and is connected to the filter 14. The opening 40a at one end of the communication passage 40 communicates with the air passage 13, and the opening 40b at the other end communicates with the storage chamber 13a between the intake surface 14a and the exhaust surface 14b of the filter 14.

The damper 50 is provided in the vicinity of the opening 40 a in the air passage 13. The damper 50 alternatively opens the communication passage 40 and the air passage 13. Thereby, the air flow path is selectively switched between the communication path 40 and the air path 13 by the damper 50.

In the vehicle air cleaning device 2 configured as described above, the damper 50 is disposed at the position A indicated by a solid line in the first release mode of Step # 4 in FIG. Thereby, the damper 50 closes the opening 40a, closes the communication passage 40, and opens the air passage 13. Then, both negative ions and positive ions generated by the ion generator 18 are sent into the passenger compartment 6 through the air outlet 12.

In addition, in the vehicle air purification apparatus 2 of this embodiment, the operation | movement at the time of the 2nd discharge | release mode of step # 5 of FIG. 5 differs from 1st Embodiment. FIG. 10 is a flowchart showing the operation of the vehicle air cleaning device 2 of this embodiment in the second release mode. If it is determined in step # 3 of FIG. 5 that the concentration of PM2.5 in the passenger compartment 6 is equal to or higher than the predetermined upper limit concentration Ci, the damper 50 is arranged in the position B indicated by the alternate long and short dash line in step # 11. Thereby, the damper 50 opens the opening 40a to open the communication passage 40 and close the air passage 13.

In step # 12, the ion generator 18 releases only positive ions. The positive ions flow through the communication path 40 and are guided to the filter 14. As a result, the filter 14 is positively charged. In step # 13, the process waits until a predetermined time (for example, 5 minutes) elapses. When the predetermined time has elapsed, the process proceeds to step # 14.

In step # 14, the damper 50 is disposed at the position A, and the communication path 40 is closed. In step # 15, only negative ions are released into the air passage 13 by the ion generator 18. Thereby, PM2.5 in the passenger compartment 6 is negatively charged. The negatively charged PM2.5 is taken into the air passage 13 from the inside air suction port 11b and is easily collected by the positively charged filter 14.

In step # 16, it waits until a predetermined time (for example, 15 minutes) elapses. When the predetermined time has elapsed, the process returns to step # 2 in FIG.

According to this embodiment, the same effect as that of the first embodiment can be obtained. Further, in the second emission mode, positive ions are generated by the ion generator 18, and the communication path 40 is opened by the damper 50 and guided to the filter 14. Then, negative ions are generated by the ion generator 18 and the damper 50 is switched and guided to the outlet 12. Thereby, the filter 14 can be charged using the ion generator 18 which supplies ion in the vehicle interior 6. FIG. Therefore, an increase in the cost of the vehicle air cleaning device 2 can be suppressed.

In the second discharge mode, negative ions are generated by the ion generator 18 and the communication path 40 is opened by the damper 50 and guided to the filter 14. Positive ions are generated by the ion generator 18 and the damper 50 is switched to blow the air. You may lead to the outlet 12.

The present invention can be used in a vehicle air cleaning device that cleans the air in the passenger compartment.

DESCRIPTION OF SYMBOLS 1 Vehicle 2 Air purifier for vehicles 3 Bonnet 4 Equipment room 5 Engine room 6 Car compartment 7 Bulkhead 8 Instrument panel 9 Cigar socket 10 Housing 11 Suction port 11a Outside air inlet 11b Inside air inlet 12 Outlet 13 Air passage 14 Filter

14a Intake surface

14b Exhaust surface 15 Blower 16 Evaporator 17 Heater core 18 Ion generator 18a First ion generator 18b Second ion generator 20 Main body 21 Particle sensor 40 Communication path 50 Damper 60 Sheet 70 Pulse generator 181a First discharge electrode 181b Second discharge electrode 182a First induction electrode 182b Second induction electrode

Claims

An air passage that communicates a suction port for sucking air outside or inside the vehicle interior and an air outlet that blows air into the vehicle interior, a blower disposed in the air passage, and fine particles that detect the concentration of particulates in the vehicle interior A sensor, an ion generator that generates negative ions and positive ions, and a filter that collects fine particles contained in the air flowing through the air passage and is charged with a predetermined polarity,
A first release mode in which both negative ions and positive ions are released into the air passage by the ion generator; and a second release mode in which ions having a polarity opposite to that of the filter are mainly released into the air passage by the ion generator. Have
A vehicle air cleaning device that switches to a second release mode when the concentration of particulates in the vehicle compartment exceeds a predetermined concentration during the first release mode.
The vehicle air cleaning device according to claim 1, wherein a charging device for charging the filter positively or negatively is provided in the vicinity of the filter.
The charging device includes a first ion generation unit that generates one of negative ions and positive ions, and a second ion generation unit that generates the other. The first ion generation unit is disposed on the upstream side of the filter. The two-ion generator is disposed downstream of the filter, and the distance between the second ion generator and the filter is shorter than the distance between the first ion generator and the filter. Vehicle air purifier.
The ion generator boosts a voltage from a power source, a first discharge electrode and a second discharge electrode connected to one end of a secondary winding of the boost transformer, and the other end of the secondary winding A first induction electrode and a second induction electrode that are connected to face the first discharge electrode and the second discharge electrode, respectively, and are grounded via a switch;
One of negative ions and positive ions is generated from the first discharge electrode, the other is generated from the second discharge electrode, the first discharge electrode is arranged downstream of the second discharge electrode, and the switch is turned off in the first discharge mode. The vehicle air cleaning device according to any one of claims 1 to 3, wherein the switch is turned on in the second release mode.
A communication passage branched from the air passage downstream of the ion generation device and connected to the filter; and a damper for selectively opening the communication passage and the air passage, and the ions in the second discharge mode. The generator generates one of negative ions and positive ions, and the damper opens the communication path and guides it to the filter, and the other generates and switches the damper to lead to the outlet. Item 2. The vehicle air cleaning device according to Item 1.