JP6664766B1 - Vehicle air conditioning system - Google Patents

Abstract

PROBLEM TO BE SOLVED: To suppress power consumption in an air conditioning system for a vehicle while traveling and to extend a cruising distance of the vehicle. An air conditioning system (100) adjusts the temperature of air in a vehicle interior (5) and a dehumidification mechanism (1) that allows the air in a vehicle interior (5) to pass through a moisture absorption unit (13) to dehumidify the air and blow out the dehumidified air. A temperature control mechanism 2 including a temperature control unit 23, and a control mechanism for controlling the dehumidification mechanism 1 and the temperature control mechanism 2 are provided. The control mechanism has, as a control mode, a hygroscopic force regeneration mode in which the air heated by the temperature adjustment unit 23 is supplied to the hygroscopic unit 13. [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, mounted with a storage battery and driven using electric energy have been put to practical use. In the technical field of such vehicles, it has been a conventional problem to reduce the amount of electric power used in order to extend the cruising distance.

  In electric vehicles and the like, electric power is used not only for running vehicles but also for various purposes. One of the uses of electric power is an air conditioning system for cooling and heating the interior of a vehicle and removing dew condensation on windows, and operating such an air conditioning system requires a lot of electric power.

  Conventionally, in an electric vehicle or the like, the following method has been adopted in order to remove dew condensation (clouding) on a window. That is, 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, the air is heated by hot water obtained by electric heating) to be heated. In this case, the dew condensation on the window is removed by blowing out the air of low relative humidity and high temperature toward the dewed window. Here, a large amount of electric power is consumed to heat the air (to make hot water). Therefore, the power consumption of the storage battery is increased, and as a result, the cruising distance of the electric vehicle or the like is reduced.

  Therefore, as a method of removing dew condensation on a window, as disclosed in Patent Documents 1 to 4, air in a vehicle cabin is taken in, moisture in the taken-in air is absorbed by a desiccant, and moisture can be absorbed after the moisture is absorbed. A method of blowing air having a low relative humidity toward a window is known. This method does not heat the air using hot water or the like to remove dew condensation on the window, so that power consumption can be suppressed.

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

JP 2013-226942 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 vehicle air-conditioning system while traveling and extend the 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 is a dehumidifying mechanism that dehumidifies the air by passing the air in the cabin through the moisture absorbing unit, and blows out the dehumidified air,
A temperature control mechanism including a temperature control unit that controls the temperature of the air in the vehicle interior;
A control mechanism for controlling the dehumidifying mechanism and the temperature control mechanism,
The control mechanism has, as a control mode, a hygroscopic power regeneration mode for supplying air heated by the temperature control unit to the hygroscopic unit.

Further, the vehicle air conditioning system according to the present invention, a dehumidifying mechanism that passes air in the passenger compartment through the moisture absorbing unit to dehumidify the air and blows out the dehumidified air,
An inlet for introducing heated air from a temperature control mechanism including a temperature control unit that controls the temperature of the air in the vehicle compartment;
And a control mechanism for controlling the dehumidification mechanism,
The control mechanism has, as a control mode, a hygroscopic power regeneration mode for supplying air introduced from the inlet to the hygroscopic unit.

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

  In the dew-condensation removal mode, the wind speed and the air volume for blowing out the dehumidified air may be smaller than the minimum wind speed and the minimum air volume for blowing out the air temperature-controlled by the temperature control unit.

The dehumidifying mechanism has a first inside air suction port for taking in air in the vehicle interior, and a first outlet for blowing out dehumidified air toward the window,
The distance between the first inside air inlet and the window may be longer than the distance between the first outlet and the window.

The control mechanism further includes, as a control mode, an icing removal mode for removing an icing component of the window,
In the icing removal mode, the air heated by the temperature control unit may be blown toward the window to defrost the icing component, and the hygroscopic power regeneration mode may be performed.

  In the hygroscopic power regeneration mode, it is preferable that heated temperature-regulated air is supplied to the moisture absorbing unit when heating is used, and air heated by absorbing waste heat is supplied to the moisture absorbing unit when cooling is used.

The dehumidifying mechanism including the dew condensation removing mechanism includes a heater that heats the air heated by the temperature control unit,
The control mechanism may supply the air heated by the heater to the moisture absorbing unit in the moisture absorbing power regeneration mode.

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

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

  When the residual moisture absorbing power of the moisture absorbing unit is less than a predetermined value, the moisture absorbing power regeneration mode may be performed prior to the operation of the dehumidifying mechanism.

  As a result, the moisture absorption power of the moisture absorption unit is regenerated by using the heating air heated by the temperature control unit having high energy efficiency or the air containing waste heat generated by the cooling, so that the regeneration of the moisture absorption power is performed. Power consumption can be suppressed. Therefore, the vehicle air-conditioning system according to the present invention can suppress power consumption in the air-conditioning system during traveling and can increase the cruising range of the vehicle.

It is a piping diagram of an air-conditioning system at the time of performing a moisture absorption power regeneration mode using heating. It is a piping diagram of an air conditioning system at the time of performing a moisture absorption power regeneration mode using cooling. It is a figure showing an air-conditioning system containing other embodiments of a dew condensation removal mechanism. It is a piping diagram of an air conditioning system at the time of performing a 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 air outlet. It is a piping diagram of an air conditioning system at the time of 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 dehumidifying mechanism, a temperature adjusting mechanism 2, and a control mechanism that controls the dehumidifying mechanism and the temperature adjusting mechanism 2. When the electric vehicle runs, 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 dehumidifies the air by passing the air in the cabin 5 through the moisture absorbing unit 13 and blows out the dehumidified air into the cabin 5. The dehumidifying method will be described later with reference to FIG. The cabin 5 refers to a space in which the occupant gets on. The outside of the cabin 5 includes, in addition to the outside of the vehicle, a space in which devices such as a motor and a battery of the vehicle are mounted, a trunk room separated from a space where a passenger is located, and the like.

  In the present embodiment, the dehumidifying mechanism is used as the dew condensation removing mechanism 1 that is mainly used for removing dew condensation on the window 4 that partitions 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 removing dew. For example, a purpose of providing an outlet for blowing out dehumidified air at a ceiling, a front seat (a driver seat and a passenger seat), a rear seat, or the like, and blowing comfortable dehumidified air toward an occupant during high temperature and high humidity. A dehumidifying mechanism may be used. Further, the dehumidifying mechanism may be used for both the purpose of removing dew and the purpose other than removing dew.

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

  Further, the polymer sorbent can release moisture (release moisture absorbed) by supplying air of relatively high temperature and low relative humidity, and can regenerate the moisture absorbing power. Since moisture is released with air at a lower temperature (for example, 80 degrees or less) than moisture-absorbing materials such as silica gel, activated carbon, and zeolite, power consumption required for regeneration of moisture absorption can be suppressed. Since a polymer sorbent expands when it absorbs moisture and contracts the resin structure, the hygroscopic power is regenerated more quickly than a hygroscopic material such as silica gel, activated carbon, and zeolite.

  The shape of the desiccant block does not necessarily have to be a cube or a rectangular parallelepiped, and may be formed in a shape that matches the required hygroscopic force and the mounting space. The moisture absorbing unit 13 may use a moisture absorbing material other than the polymer sorbent, for example, silica gel, activated carbon, and zeolite.

  By the way, the main factors that cause condensation on the window of the automobile are the temperature difference between the inside air and the outside air and the relative humidity in the vehicle interior. The greatest cause of the increase in the relative humidity while driving a vehicle is the water vapor that the occupants keep releasing. Therefore, it is preferable to perform the dehumidification continuously or intermittently in order to maintain a state without dew condensation.

  Here, it is assumed that the temperature difference between the inside of the vehicle and the outside of the vehicle does not change, and that only one adult emits 50 g of water vapor per hour. Then, under the condition that four adults ride on a car having a dehumidifying mechanism using a desiccant unit 13 using three desiccant blocks having a moisture absorption capacity of 160 g of water per liter, the moisture absorption capacity of the desiccant block is regenerated. Without dew condensation, the window can be kept free of condensation for 2.4 hours continuously. However, as will be described later, the moisture absorption of the desiccant block may be regenerated at a stage where the moisture absorption of the desiccant block remains.

  The temperature control mechanism 2 will be described. The temperature control mechanism 2 is a cooling and 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 room 5). In the present embodiment, a heat pump type excellent in energy efficiency is employed as the temperature control unit 23. A closed refrigerant flow path (not shown) is provided in the temperature control unit 23, and the temperature control mechanism 2 has a primary side (heat source side) and a secondary side (use side) sandwiching the refrigerant flow path. .

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

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

  To heat the 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 type heater may be adopted. A heater may be used in combination. Further, the waste heat generated in each part of the electric vehicle such as the motor, the inverter and the electronic board may be collected and used for heating the air.

  At the time of cooling use, on the secondary side, air inside the vehicle cabin 5 is taken in from the second inside air suction port 21 or air outside the vehicle cabin 5 is taken in from the first outside air intake 26, and the air is adjusted by the temperature control unit 23. After cooling, the cooled air is blown out from the second outlet 24 and the third outlet 25 into the passenger compartment 5. On the primary side, air containing waste heat, which is higher in temperature than 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. You may. 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. In addition, the control mechanism receives an electric signal or a command signal from an electronic control unit that integrates various control of the vehicle, a control device of the temperature control unit, various sensors, and the like, and sends a state signal indicating a state of the control mechanism to them. May be sent.

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

<Hygroscopic regeneration mode>
FIG. 1A shows the states of the switching valves V1 to V6 and the flow of air when performing the hygroscopic power regeneration mode while using heating. The switching valves V1 to V6 are switched to the following states.
Switching valve V1 The switching valve V4 communicates with the switching valve V3.
The switching valve V2 connects the moisture absorbing unit 13 and the first discharge port 18.
Switching valve V3 The switching valve V1 communicates with the moisture absorbing unit 13.
Switching valve V4 The temperature control unit 23, the second and third outlets (24, 25), and the switching valve V1 are communicated.
The switching valve V5 communicates the temperature control unit 23 with the second discharge port 28.
The switching valve V6 connects the second inside air suction port 21 and the temperature control unit 23.

  As a result, the inside air is heated by the temperature control unit 23, and a part of the heated temperature control air is supplied to the moisture absorption unit 13 while most of the heated temperature control air is used for heating the interior of the passenger compartment 5, The moisture absorbing power of the moisture absorbing unit 13 is regenerated. The air whose moisture has been collected by the moisture absorption unit 13 is discharged outside the vehicle 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 inlet communicates with the temperature control unit 23, and the outside air having a low relative humidity is controlled by the temperature control unit. It is preferable that the mixture be heated at 23 and supplied to the moisture absorbing unit 13 for use in regenerating moisture absorbing power.

  The air supplied to the moisture absorbing unit 13 in the moisture absorbing power regeneration mode is temperature-regulated air heated by the temperature regulating unit 23 having high energy efficiency, so that power consumption required for regeneration of the moisture absorbing power can be suppressed. Further, since the temperature control unit 23 takes in the inside air having a higher temperature than the outside air and heats it, the temperature rise width of the air is small and the power consumption can be suppressed. Therefore, power consumption for obtaining high-temperature air to be supplied to the moisture absorbing unit in the moisture absorbing power regeneration mode can be suppressed.

  In particular, when a heat pump type is used as the temperature control unit 23, the energy efficiency in the temperature control unit 23 is particularly high, so that the effect of suppressing power consumption is high. Further, since a dedicated heater for regenerating the hygroscopic power is not required, space saving and cost reduction can be achieved if no dedicated heater is provided. In addition, since only a small amount of the temperature-controlled air generated by the temperature control unit 23 is allocated to the regeneration of the hygroscopic power, the decrease in the heating capacity due to the distribution of the temperature-controlled air to the regeneration of the hygroscopic power is limited.

FIG. 1B shows the states of the switching valves V1 to V6 and the flow of air when performing the hygroscopic power regeneration mode while using cooling. The switching valves V1 to V6 are switched to the following states.
Switching valve V1 Not used (regardless of switching direction).
The switching valve V2 connects the moisture absorbing unit 13 and the first discharge port 18.
Switching valve V3 The switching valve V5 communicates with the moisture absorbing unit 13.
The switching valve V4 connects the temperature control unit 23 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.
Switching valve V6 The second inside air suction port 21 communicates with the temperature control unit 23, or the first outside air intake 26 communicates with the temperature control unit 23.

  Thereby, the inside air or the outside air is cooled by the temperature control unit 23, and the cooled temperature-controlled air is used for cooling in the vehicle compartment 5. At the primary outlet of the temperature control unit 23, air containing waste heat higher than the outside air is discharged. A necessary portion of the air containing waste heat is supplied to the moisture absorbing unit 13 to regenerate the moisture absorbing power of the moisture absorbing unit 13. The air whose moisture has been collected by the moisture absorption unit 13 is discharged outside the vehicle compartment. An excess portion of the air containing waste heat is discharged from the second outlet 28. As for the air introduced into the secondary side of the temperature control unit 23, the lower one of the inside air and the outside air may be selected in consideration of the cooling efficiency, or the outside air may be selected in consideration of the ventilation.

  When performing the hygroscopic power regeneration mode while using cooling, the waste heat generated by the cooling can be used to regenerate the hygroscopic power, so the power consumption for heating the air to regenerate the hygroscopic power is significantly reduced. it can.

  The hygroscopic power regeneration mode may be performed based on the detection result of the hygroscopic amount detection unit using a hygroscopic amount detection unit that detects the amount of hygroscopicity of the hygroscopic unit 13. The mass and volume of the desiccant block in the moisture absorption unit 13 increase as the amount of moisture absorption increases. Therefore, the mass or volume of the desiccant block may be detected, the amount of moisture absorption and the residual moisture absorption power may be calculated from the increase in the mass or volume, and it may be determined whether to perform the moisture absorption power regeneration mode. After performing the dew condensation mode for a predetermined time, the hygroscopic power regeneration mode may be performed. Further, the relative humidity difference before and after the moisture absorbing unit is measured by the relative humidity meter in the dew condensation mode, and when the moisture absorbing power decreases and the predetermined relative humidity difference cannot be obtained, it is determined that the residual moisture absorbing power has decreased. Alternatively, a hygroscopic power regeneration mode may be performed.

  The hygroscopic power regeneration mode does not necessarily have to be performed after the residual hygroscopic power of the hygroscopic unit 13 becomes zero. That is, the hygroscopic power may be regenerated at a stage where the hygroscopic power remains. Further, the regeneration need not be performed until the residual hygroscopicity is completely recovered. For example, the time required to regenerate the amount of water collected by performing the dew condensation mode for about 10 minutes is about 5 minutes. Can be maintained. Therefore, by repeating the dew condensation mode and the hygroscopic power regeneration mode at short intervals, it is possible to maintain a state in which no dew condensation occurs without the moisture absorbing unit 13 reaching the maximum moisture absorption amount.

  FIG. 2 shows an air conditioning system including another embodiment of the condensation removing mechanism. In the air conditioning system 110, the dew condensation removing mechanism 51 has a heater 17 between the switching valve V <b> 3 and the moisture absorption unit 13 for reheating the air heated by the temperature control unit 23. When generating high-temperature air exceeding the heating capability of the temperature control mechanism 2 or when using the temperature control mechanism 2 in a weak operation, additional heating is performed by the heater 17 to shorten the regeneration time of the hygroscopic force. it can. Although additional heating involves power consumption, it is expected that power consumption will be reduced due to shortening of the regeneration time of the hygroscopic force. Therefore, performing additional heating by the heater 17 can suppress power consumption as a whole.

  The regeneration of the hygroscopic force is preferably performed by using the force of the temperature control mechanism 2 blowing out air. However, when performing the hygroscopic power regeneration mode, the temperature control mechanism 2 does not always operate with the air volume that blows out sufficient air. Therefore, by providing a suction fan (not shown) for sucking air between the switching valve V3 and the moisture absorption unit 13 of the dew condensation removing mechanism 1, for example, air necessary for the regeneration of moisture absorption may be secured. .

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

FIG. 3 shows the states of the switching valves V1 to V6 and the flow of air when the dew condensation removal mode is performed. The switching valves V1 to V6 are switched to the following states.
Switching valve V1 The switching valve V3 communicates with the first outlet 14.
Switching valve V2 The suction fan 12 and the moisture absorption unit 13 are communicated.
Switching valve V3 The moisture absorbing unit 13 and the switching valve V1 are communicated.
Switching valve V4 When using cooling and heating, the temperature control unit 23 and the second and third outlets (24, 25) are communicated.
Switching valve V5 When using cooling and heating, the temperature control unit 23 and the second discharge port 28 are communicated.
Switching valve V6 The second inside air suction port 21 communicates with the temperature control unit 23, or the first outside air intake 26 communicates with the temperature control unit 23.

  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 absorbing unit 13 is blown out toward the window 4 from a first outlet 14 arranged near the window 4. Details of the first outlet 14 will be described later.

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

  In the dew condensation mode, the temperature control mechanism 2 may be operated. Using heating when removing dew is advantageous for removing dew because the temperature of the inside air is raised and the relative humidity is reduced. The use of cooling at the time of dew condensation removal is not preferable for the dew condensation removal in that the temperature of the inside air is reduced. However, by switching the switching valve V6 to introduce outside air with a low relative humidity, or by adopting a method of retaining dehumidified air near the window 4 as described later, the dew condensation on the window 4 can be achieved even when cooling is used. Can be removed.

  The outlet of the air conditioning system 100 will be described. FIG. 4A is a side view schematically showing the front of the front seat of the electric vehicle. The electric vehicle 6 has 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 beside the driver seat. The first outlet 14a is provided on the upper surface of the dashboard 63 and near the front window 4a.

  The first outlet 14a blows air toward the front window 4a. It is preferable that the first outlet 14a has a shape extending in the width direction of the front window 4a (in the lateral direction of the vehicle and in a direction orthogonal to the plane of FIG. 4A). Dew can be removed over the width of the front window 4a. The first outlet 14a may be constituted by one opening extending in the width direction of the front window 4a, or may be constituted by a plurality of openings divided into a plurality in 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 second outlet 24 has a center register provided at the center of the vehicle in the width direction, and a side register provided at an end (near the door) in the width direction of the vehicle. The second outlet 24 blows out the temperature-controlled air mainly toward the upper body of the occupant sitting on the front seat 61. The third outlet 25 blows out the temperature-controlled air mainly toward the feet of the occupant sitting on the front seat 61. Although not shown, an outlet for blowing out the temperature-controlled air toward the occupant sitting on the rear seat may be provided.

Regarding the wind speed of the air blown out from the first blowout port 14 toward the front window 4a in the dew condensation mode, the inventor has experimentally performed a method of blowing out the wind toward the front window 4a with a slight wind (ie, reducing the wind speed). However, it has been found that dew condensation on the front window 4a can be removed more effectively than jetting vigorously. It is preferable that the breeze has a wind speed and an air volume smaller than the minimum wind speed and the 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 by the breeze from the first air outlet 14a slowly flows in the wd1 direction in 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. . Thereby, the air of low relative humidity stays on the inner surface of the vehicle compartment 5 of the front window 4a to cover the front window 4a, and the high humidity air in the vehicle compartment 5 is prevented from contacting the front window 4a. Thereby, dew condensation on the front window 4a can be effectively removed.

  As described above, the temperature control mechanism 2 may be operated in the dew condensation mode. Even if the temperature control mechanism 2 is operated, the wd2 direction of the second outlet 24 and the wd3 direction of the third outlet 25 are different from the wd1 direction of the first outlet 14, so that the front window 4a is covered. It is difficult to disturb the stagnation of air with low relative humidity.

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

  Further, the first outlet 14 may have not only an outlet that blows out toward the front window 4a, but also an outlet that blows out toward a side window provided on a door beside the seat. By removing the dew condensation on the side windows, it is possible to secure the lateral view of the vehicle and also to ensure the visibility of the door mirror that is seen through the side windows. Further, 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 between the first inside air inlet 11 and the window 4 is preferably longer than the distance between the first outlet 14 and the window 4. This makes it difficult to suck the low relative humidity air remaining on the inner surface of the vehicle compartment 5 of the window 4 from the first inside air suction port 11, so that the stagnation of the window 4 is easily maintained without being disturbed. Similarly, it is preferable that the distance of the second inside air inlet 21 from the window 4 is also longer than the distance of the first outlet 14 from the window 4. The first inside air suction port 11 and the second inside air suction port 21 may be arranged, for example, behind the feet of the front seat or the rear seat.

  Regarding the control of the start and end of the decondensing mode, an ON / OFF switch for the decondensing mode may be provided on the controller panel of the air conditioning system 100 to start and end the decondensing mode by an occupant. Alternatively, the start and end of the dew condensation removal mode may be performed.

  When the control mechanism automatically starts and ends the dew condensation mode, for example, the relative humidity in the vehicle interior and the temperature inside and outside the vehicle interior are measured, and the dew condensation on the window 4 is estimated from the measurement result to remove the dew condensation mode. May be started and ended, or the dew condensation on the window 4 may be detected by an optical sensor or a camera.

<Icing removal mode>
The icing removal mode will be described. The control mechanism controls the temperature control mechanism 2 so as to defrost and remove icing components such as frost, ice or snow attached to the window 4. The control mechanism simultaneously controls the dew condensation removing mechanism 1 so as to regenerate the moisture absorbing power of the moisture absorbing unit 13.

FIG. 5 shows the states of the switching valves V1 to V6 and the air flow when performing the icing removal mode for removing the icing component of the window 4.
Switching valve V1 The switching valve V4, the switching valve V3, and the first outlet 14 are communicated.
The switching valve V2 connects the moisture absorbing unit 13 and the first discharge port 18.
Switching valve V3 The switching valve V1 communicates with the moisture absorbing unit 13.
Switching valve V4 The temperature control unit 23 and the switching valve V1 are communicated. Further, it may be connected to the second and third outlets (24, 25).
The switching valve V5 communicates the temperature control unit 23 with the second discharge port 28.
The switching valve V6 connects the second inside air suction port 21 and the temperature control unit 23.

  Thereby, a large amount of temperature-controlled air is formed by the temperature control unit 23, most of the formed temperature is blown out from the first 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 power is consumed to form a large amount of temperature-controlled air, the energy consumption per unit flow of the temperature-controlled air is reduced, and the energy efficiency is increased. Therefore, performing the regeneration of the moisture absorption unit 13 together with the icing removal leads to a reduction in the power consumption as a whole, rather than performing the operation of the temperature control unit 23 and the regeneration of the moisture absorption of the moisture absorption unit 13 individually. .

  When the electric vehicle is connected to an external power supply (including during charging or after charging is completed), 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, dehumidification of the vehicle interior, removal of dew condensation and icing of the window 4, and cooling and heating may be started before a predetermined time for starting traveling. Thereby, the power consumption of the storage battery after the start of traveling can be suppressed.

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

  Even when the outlet of the condensation removing mechanism 1 is only the first outlet 14 used for removing the condensation of the window 4, the inside of the vehicle compartment 5 can be dehumidified by continuing the condensation removing mode. The interior of the cabin 5 is made of a large number of fiber materials having a moisture-absorbing effect, such as floor mats and ceiling interior materials. When the vehicle is connected to an external power supply before starting traveling, the interior of the cabin is dehumidified. Thereby, the moisture absorbing effect of such a fiber material can be recovered. The moisture absorbing effect of the fiber material contributes to the suppression of dew 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 required for the regeneration of the hygroscopic force.

  The piping layout of the air conditioning system described above is an example, and another piping layout 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 the flow rate or the flow rate ratio, etc. may be appropriately provided in each of the pipes, the moisture absorption unit, or the temperature control unit. A flow control valve may be provided.

  In another embodiment, the air conditioning system is a portable type having at least the dehumidifying mechanism, an inlet for introducing air heated 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 installed in an existing temperature control mechanism afterwards to execute the hygroscopic power regeneration mode. When executing the above-described various control modes, it is preferable that the control mechanism that controls the dehumidification mechanism communicates with and works with a control mechanism that controls the existing temperature control mechanism.

  The dehumidifying mechanism of the portable type air conditioning system has a suction port for taking in air, a suction fan for sucking air from the suction port, a moisture absorption unit, an outlet for blowing out air after dehumidification, and heating from the introduction port. A suction fan for sucking sucked air, a heater for heating the sucked air, an outlet for discharging air used for regeneration of the moisture absorbing unit, a pipe to which these elements are connected, and each of the elements and the pipe. 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 from a battery of the vehicle.

  Although the air-conditioning system for an electric vehicle has been described in the above-described embodiment, the air-conditioning system is not limited to the electric vehicle, but can be applied to other vehicles such as a hydrogen vehicle and a hybrid vehicle. Further, the present invention can be applied to vehicles other than automobiles. The vehicle is not limited to a vehicle having wheels, tires, and the like, but refers to an entire vehicle on which a person can ride.

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

1, 51: dew condensation removing mechanism 2: temperature control mechanism 4: window 4a: front window 5: cabin 11: first inside air suction port 12: suction fan 13: moisture absorption unit 14: first air 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 to V6: switching valve

Claims (6)

A dehumidifying mechanism , which includes a suction fan that forms airflow for blowing air after dehumidification by passing air in the passenger compartment through a moisture absorbing unit to dehumidify the air,
A temperature adjustment unit that adjusts the temperature of the air in the vehicle interior , and a blower fan that forms a flow of air during temperature adjustment , a temperature adjustment mechanism,
A control mechanism for controlling the dehumidifying mechanism and the temperature control mechanism,
The dehumidifying mechanism includes a dew condensation removing mechanism that removes dew condensation on a window that partitions the interior of the vehicle and the exterior of the vehicle,
The control mechanism has, as a control mode, a dew condensation removal mode for blowing air after dehumidification toward the window,
In the dew-condensation removal mode, a wind speed and an air volume at which the suction fan blows out the air after the dehumidification are smaller than a minimum wind speed and a minimum air volume at which the blower fan blows out the air temperature-controlled by the temperature control unit. , Vehicle air conditioning system. The dehumidifying mechanism has a first inside air suction port for taking in air in the vehicle interior, and a plurality of first outlets for blowing out dehumidified air toward the window,
The vehicle air conditioning system according to claim 1, wherein a distance of the first inside air inlet from the window is longer than a distance of the first outlet from the window. The window is a front window,
The air outlet for blowing out the dehumidified air includes an air outlet for blowing out the dehumidified air from above the front window, and an air outlet for blowing out the dehumidified air from below the front window. Or the air conditioning system for vehicles according to 2.   The vehicle according to any one of claims 1 to 3, wherein in the dew condensation mode, the air whose temperature has been adjusted by the temperature control unit is blown out from a blowout outlet that blows out the dehumidified air. Air conditioning system. The air after the dehumidification, air is blown in wind speed as the hour 50 m ³ or less of the air volume, the vehicular air conditioning system according to any one of claims 1 to 4.   The vehicle air conditioning system according to any one of claims 1 to 5, wherein the control mechanism is configured to start and end the dew condensation removal mode.

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