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WO2017163580A1 - Dispositif de climatisation monté dans un véhicule - Google Patents

Dispositif de climatisation monté dans un véhicule Download PDF

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Publication number
WO2017163580A1
WO2017163580A1 PCT/JP2017/002251 JP2017002251W WO2017163580A1 WO 2017163580 A1 WO2017163580 A1 WO 2017163580A1 JP 2017002251 W JP2017002251 W JP 2017002251W WO 2017163580 A1 WO2017163580 A1 WO 2017163580A1
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WO
WIPO (PCT)
Prior art keywords
air
exhaust
channel
vehicle
peltier module
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/JP2017/002251
Other languages
English (en)
Japanese (ja)
Inventor
智裕 寺田
健太朗 黒田
剛平 塚本
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Panasonic Intellectual Property Management Co Ltd
Original Assignee
Panasonic Intellectual Property Management Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority claimed from JP2016059826A external-priority patent/JP2017171132A/ja
Priority claimed from JP2016059824A external-priority patent/JP2017171130A/ja
Priority claimed from JP2016059823A external-priority patent/JP2017171129A/ja
Priority claimed from JP2016059825A external-priority patent/JP2017171131A/ja
Application filed by Panasonic Intellectual Property Management Co Ltd filed Critical Panasonic Intellectual Property Management Co Ltd
Priority to CN201780016518.6A priority Critical patent/CN108778802A/zh
Publication of WO2017163580A1 publication Critical patent/WO2017163580A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating [HVAC] devices
    • B60H1/32—Cooling devices
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F25—REFRIGERATION OR COOLING; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS; MANUFACTURE OR STORAGE OF ICE; LIQUEFACTION SOLIDIFICATION OF GASES
    • F25B—REFRIGERATION MACHINES, PLANTS OR SYSTEMS; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS
    • F25B21/00—Machines, plants or systems, using electric or magnetic effects
    • F25B21/02—Machines, plants or systems, using electric or magnetic effects using Peltier effect; using Nernst-Ettinghausen effect

Definitions

  • This disclosure relates to an air conditioner mounted on a vehicle.
  • This disclosure provides a technique for improving comfort in air conditioning using a Peltier module.
  • the on-vehicle air conditioner includes a blower, a blowout port, an exhaust port, an air conditioning channel, an exhaust channel, a Peltier module, a door, and a control unit.
  • a blower outlet sends out the air sent from the blower to the vehicle interior.
  • the exhaust port sends out air sent from the blower to the outside of the vehicle.
  • the air conditioning flow path is provided from the blower to the blower outlet.
  • the exhaust passage is provided from the blower to the exhaust port.
  • the Peltier module cools or heats the air flowing through the air conditioning channel and exhausts heat into the air flowing through the exhaust channel.
  • the door can adjust the amount of air sent from the blower to the air conditioning flow path and the amount of air sent from the blower to the exhaust flow path.
  • the control unit controls the door to send air to both the air conditioning channel and the exhaust channel.
  • the control unit controls the door so as to reduce the amount of air sent to the air conditioning channel and increase the amount of air sent to the exhaust channel.
  • FIG. 1 is a configuration diagram of an air conditioner according to various embodiments of the present disclosure.
  • FIG. 2 is a block diagram showing a functional configuration of the vehicle including the air conditioner shown in FIG.
  • FIG. 3 is a diagram showing a basic air flow during the cooling operation in the air conditioner shown in FIG. 1.
  • FIG. 4 is a diagram showing a basic air flow during the heating operation in the air conditioner shown in FIG. 1.
  • FIG. 5 is a top view of the Peltier module of the air conditioner according to the first embodiment. 6 is a cross-sectional view of the Peltier module shown in FIG.
  • FIG. 7 is a cross-sectional view of the Peltier module of the air conditioner according to the second embodiment.
  • FIG. 8 is a flowchart showing the operation of the air conditioner according to the third embodiment.
  • FIG. 8 is a flowchart showing the operation of the air conditioner according to the third embodiment.
  • FIG. 9 is a diagram illustrating the air flow during the cleaning process in the air conditioner according to the third embodiment.
  • FIG. 10 is a diagram illustrating an air flow after the air-conditioning change condition is satisfied during the cooling operation in the air-conditioning apparatus according to the fourth embodiment.
  • FIG. 11 is a diagram illustrating the air flow after the air-conditioning change condition is satisfied during the heating operation in the air-conditioning apparatus according to the fourth embodiment.
  • FIG. 12 is a flowchart showing the operation of the air conditioner according to the fifth embodiment.
  • FIG. 13 is a flowchart showing in detail the automatic air conditioning control in S36 of FIG.
  • FIG. 14 is a flowchart showing in detail the air conditioning control in the maximum air volume mode in S52 of FIG. FIG.
  • FIG. 15 is a diagram illustrating an air flow during the cooling operation in the maximum air volume mode in the air conditioner according to the fifth embodiment.
  • FIG. 16 is a flowchart showing in detail air conditioning control in the middle air volume / intercooling mode in S58 of FIG.
  • FIG. 17 is a flowchart showing in detail the air conditioning control in the low air volume / strong cooling mode in S60 of FIG.
  • FIG. 18 is a diagram illustrating the air flow during the cooling operation in the low air volume / strong cooling mode in the air conditioner according to the fifth embodiment.
  • the present embodiment relates to an air conditioner mounted on a vehicle, and more particularly to an air conditioner mounted on a small electric vehicle called a “commuter”.
  • the vehicle compartment may not become a sealed space in order to prevent fogging of the windshield and ensure visibility. Therefore, even if the entire commuter compartment is air-conditioned, the air-conditioning effect is small.
  • the air conditioner according to the present embodiment performs air conditioning on individual seats such as seats, not on the entire cabin.
  • the air conditioner of the present embodiment uses the Peltier module as a heat exchanger. Furthermore, the commuter is required to be lighter and save power. Therefore, the air conditioner of this embodiment uses a single blower. As described above, the present embodiment proposes an in-vehicle air conditioner that improves comfort in air conditioning for individual seats under the constraints of a Peltier module and a single blower.
  • the commuter is described as an example of the vehicle.
  • the air conditioner proposed in the embodiment can be applied to an electric vehicle, a gasoline vehicle, a hybrid vehicle, and the like other than the commuter. In particular, it can be widely applied to cooling and heating using a Peltier module.
  • the features of the proposed air conditioner will be described below from the first embodiment to the fifth embodiment. First, the configuration and operation common to each embodiment will be described.
  • FIG. 1 is a configuration diagram of an air conditioner 10 according to various embodiments of the present disclosure.
  • the air conditioner 10 is provided below and behind a vehicle seat cushion 12a and a seat back 12b (hereinafter collectively referred to as "seat 12").
  • the air conditioner 10 includes a Peltier module 14, a blower 22, a shoulder outlet 24, a foot outlet 28, an exhaust outlet 32, and a ventilation pipe 33 that forms an air flow path between these members.
  • the shoulder opening 24 is installed in the upper part of the seat back 12b, typically near the shoulder of the passenger.
  • a temperature sensor 26 is installed at the shoulder outlet 24. The temperature sensor 26 detects the temperature of air blown from the shoulder opening 24 to the outside of the air conditioner 10.
  • the foot outlet 28 is installed below the seat cushion 12a, typically near the feet of the passenger.
  • a temperature sensor 30 is installed at the foot outlet 28. The temperature sensor 30 detects the temperature of air blown out from the foot outlet 28 to the outside of the air conditioner 10.
  • the exhaust port 32 is a blowout port that blows out air including exhaust heat from the Peltier module 14 to the outside of the vehicle.
  • the exhaust port 32 is typically installed facing the outside of the vehicle.
  • the blower 22 and the Peltier module 14 are provided under the seat 12.
  • the blower 22 is disposed in front of the Peltier module 14 (on the front side of the seat 12).
  • the blower 22 sends out the air taken in from the air inlet 21 from the air outlet 23.
  • the blower 22 may be a sirocco fan, for example.
  • the air sent from the blower 22 is sent from at least one of the shoulder outlet 24, the foot outlet 28, and the exhaust outlet 32 via the Peltier module 14.
  • the Peltier module 14 includes a heat utilization surface 16 and a heat exhaust surface 18 configured by Peltier elements.
  • the heat utilization surface 16 cools or heats air for air conditioning blown out from the shoulder outlet 24 or the foot outlet 28 according to the polarity of the applied voltage.
  • the heat exhaust surface 18 heats or cools the air sent from the exhaust port 32 to the outside of the vehicle.
  • the exhaust heat surface 18 transmits the exhaust heat generated by the cooling or heating on the use heat surface 16 to the air exhausted outside the vehicle.
  • the heat utilization surface 16 functions as a cooling surface
  • the exhaust heat surface 18 functions as a heating surface.
  • the use heat surface 16 functions as a heating surface
  • the exhaust heat surface 18 functions as a cooling surface. Therefore, the exhaust heat surface 18 cools the air exhausted outside the vehicle during the heating operation.
  • the ventilation pipe 33 is also called an air duct. Inside the ventilation pipe 33, a plurality of doors for adjusting the direction and amount of air flow are provided. In the present embodiment, an air distribution control door 34, an air path switching door 36, an exhaust control door 37, and a return control door 38 are provided. Each door is also called a valve or an air damper, and may be, for example, a motor damper. Each door is provided at a branch point of the air flow path inside the ventilation pipe 33. Each door causes the branch source channel and the branch destination channel to communicate in response to a signal received from the control unit 64 described later. Moreover, each door can further adjust mechanically the air volume sent to each of one or more branch destination flow paths.
  • the air flow path inside the ventilation pipe 33 includes a blow flow path 39, an air conditioning flow path 40, a shoulder outlet flow path 42, a first return flow path 44, a foot blow flow path 45, a second return flow path 46, and a first exhaust.
  • a flow path 48 and a second exhaust flow path 50 are included.
  • the air flow passage 39 is a portion between the air outlet 23 of the blower 22 and the air distribution control door 34, and guides air blown from the blower 22 toward the Peltier module 14. That is, the air flow path 39 is connected to the blower 22 and connected to the air conditioning flow path 40.
  • the air conditioning channel 40 is a portion between the air distribution control door 34 and the air path switching door 36, and guides the air blown from the blower 22 to the heat utilization surface 16 of the Peltier module 14.
  • the first exhaust passage 48 is a portion between the air distribution control door 34 and the exhaust port 32, and guides the air blown from the blower 22 to the exhaust port 32 through the heat exhaust surface 18 of the Peltier module 14.
  • the shoulder opening air flow passage 42 is a portion between the air passage switching door 36 and the shoulder opening air outlet 24, and guides the air flowing through the air conditioning passage 40 to the shoulder opening air outlet 24.
  • the first return flow path 44 is a portion between the air path switching door 36 and the return control door 38, and guides the air flowing through the air conditioning flow path 40 to the foot outlet 28 or the blower 22.
  • the second exhaust channel 50 is a portion between the air path switching door 36 and the exhaust control door 37, and guides the air that has flowed through the air conditioning channel 40 to the exhaust port 32. That is, the exhaust port 32 sends out the air exhausted by the cooling or heating in the Peltier module 14 to the outside of the vehicle.
  • the foot outlet passage 45 is a portion between the return control door 38 and the foot outlet 28, and guides the air flowing through the first return passage 44 to the foot outlet 28.
  • the second return flow path 46 is a portion between the return control door 38 and the blower 22, and guides the air flowing through the first return flow path 44 to the blower 22.
  • the first return channel 44 and the second return channel 46 form a channel that is sent from the blower 22 and returns the air cooled or heated by the Peltier module 14 to the blower 22 again.
  • the blower 22 has an intake port (not shown) that takes in air flowing through the second return flow path 46 from other than the surface of the seat 12.
  • the air distribution control door 34 is provided at a branch point from the air flow path 39 to the air conditioning flow path 40 and the first exhaust flow path 48. That is, the air distribution control door 34 is provided at the connection point between the air flow path 39 and the air conditioning flow path 40.
  • the first exhaust passage 48 is provided between the air distribution control door 34 and the exhaust port 32.
  • the air distribution control door 34 adjusts so that the air flowing in from the air flow path 39 flows into at least one of the air conditioning flow path 40 and the first exhaust flow path 48. Further, the air distribution control door 34 can be switched so that the air flowing through the air conditioning channel 40 flows to the exhaust port 32.
  • the air path switching door 36 is provided at a branch point of the air conditioning channel 40, the shoulder outlet channel 42, the first return channel 44, and the second exhaust channel 50. The air path switching door 36 adjusts so that the air flowing in from the air conditioning channel 40 flows into at least one of the shoulder outlet channel 42, the first return channel 44, and the second exhaust channel 50.
  • the return control door 38 is provided at a branch point of the first return flow path 44, the foot outlet flow path 45, and the second return flow path 46.
  • the return control door 38 adjusts so that the air flowing in from the first return flow path 44 flows into at least one of the foot outlet flow path 45 and the second return flow path 46.
  • the exhaust control door 37 is provided at the junction of the first exhaust passage 48 and the second exhaust passage 50.
  • the exhaust control door 37 is a check valve and allows air to flow from the second exhaust flow path 50 to the first exhaust flow path 48, while air flows from the first exhaust flow path 48 to the second exhaust flow path 50. To prevent.
  • the air conditioning flow path 40 and the heat utilization surface 16 of the Peltier module 14 are drawn apart, but the heat utilization surface 16 of the Peltier module 14 is air that flows through the air conditioning flow path 40. You may touch directly.
  • the exhaust heat surface 18 of the Peltier module 14 may be in direct contact with the air flowing through the first exhaust passage 48.
  • the utilization heat surface 16 and the exhaust heat surface 18 may include a heat exchange member for efficient heat exchange.
  • FIG. 2 is a block diagram showing a functional configuration of the vehicle 100 according to the embodiment.
  • Each block of the block diagram in the present specification can be realized by hardware, an element such as a CPU and memory of a computer, or a mechanical device, and can be realized by a computer program or the like in terms of software. , Depicts functional blocks realized by their cooperation. Therefore, these functional blocks can be realized in various forms by a combination of hardware and software.
  • any combination of the constituent elements, the expression of the present disclosure, a system, a computer program, a non-transient recording medium in which the computer program is recorded, a recording medium in which the apparatus is installed, and the like are also included in this book. This is effective as an aspect of the disclosure.
  • the vehicle 100 includes an ignition switch (hereinafter referred to as IG switch) 102, a power management device 104, an operation management device 106, and the air conditioner 10 shown in FIG. These devices may be connected by wired communication such as a dedicated line or a CAN (Controller Area Network). Further, it may be connected by wired communication or wireless communication such as USB, Ethernet (registered trademark), Wi-Fi (registered trademark), or Bluetooth (registered trademark).
  • the IG switch 102 is an ignition switch for the occupant to control on / off of the motor or engine of the vehicle 100.
  • the power management device 104 manages the power state of the vehicle 100. For example, the power management apparatus 104 holds information indicating whether the IG switch 102 is currently on or currently off. The power management apparatus 104 also holds information indicating whether or not the vehicle 100 is currently being charged.
  • the operation management device 106 manages the driving state (behavior, etc.) of the vehicle 100 based on signals from various detection devices (not shown) and signals from the driving operation unit (not shown).
  • the detection device includes, for example, a speed sensor and a position detection device (GPS: Global Positioning System).
  • the driving operation unit includes a steering, an accelerator pedal, and a brake pedal.
  • the operation management device 106 holds information indicating the current speed (vehicle speed) of the vehicle 100.
  • the operation management device 106 holds information indicating an elapsed time from the start of operation of the vehicle 100 (hereinafter referred to as “operation time”).
  • the operation management device 106 may acquire information indicating that the IG switch 102 is turned on from the power management device 104, and measure the elapsed time from the acquisition of the information to the present time as the operation time.
  • the air conditioner 10 includes the Peltier module 14, the blower 22, the air distribution control door 34, the air path switching door 36, the feedback control door 38, the temperature sensor 26, and the temperature sensor 30 illustrated in FIG. 1.
  • the air conditioner 10 further includes an operation input unit 60, an information acquisition unit 62, and a control unit 64.
  • the operation input unit 60 is a user interface device that receives an occupant's operation for instructing the operation of the air conditioner 10.
  • the operation input unit 60 includes a button or a touch panel display, and may be integrated with a screen of the car navigation system.
  • the operation input unit 60 outputs an operation signal indicating an air conditioning operation instruction input by the occupant to the control unit 64.
  • the information acquisition unit 62 periodically acquires information indicating the power state of the vehicle 100 held in the power management device 104.
  • the information indicating the power state includes information indicating the on / off state of the IG switch 102 and includes information indicating whether or not the vehicle 100 is currently being charged.
  • the information acquisition unit 62 periodically acquires information indicating the driving state of the vehicle 100 held in the driving management device 106.
  • the information indicating the driving state of the vehicle 100 includes information indicating the driving time and includes information indicating the vehicle speed.
  • the information acquisition unit 62 outputs the acquired information to the control unit 64.
  • the control unit 64 receives an operation signal input from the operation input unit 60 and an information input from the information acquisition unit 62. In addition, the control unit 64 receives a signal indicating the detected temperature from the temperature sensors 26 and 30. The control unit 64 determines the operation mode of the air conditioner 10 according to these input data. The control unit 64 controls the Peltier module 14, the blower 22, the air distribution control door 34, the air path switching door 36, and the return control door 38 according to the determined operation mode.
  • control unit 64 controls the presence / absence of voltage application to the Peltier module 14 and the polarity of the applied voltage. Further, the control unit 64 controls the presence / absence of voltage application to the blower 22. Moreover, the control part 64 controls the direction and amount of the ventilation in each door by controlling each actuator of the air distribution control door 34, the air path switching door 36, and the return control door 38. In other words, the control unit 64 controls the opening direction and the opening amount of each door.
  • the control unit 64 applies a voltage to the Peltier module 14 with a polarity that allows the use heat surface 16 of the Peltier module 14 to function as a cooling surface. Further, the control unit 64 adjusts the air distribution control door 34 so that the air sent from the blower 22 flows through both the air conditioning channel 40 and the first exhaust channel 48. Furthermore, the control part 64 makes the air-conditioning flow path 40 and the shoulder opening blowing flow path 42 communicate. That is, the control unit 64 adjusts the air path switching door 36 so that all the air from the air conditioning channel 40 flows to the shoulder outlet channel 42. Furthermore, the control unit 64 applies a voltage to the blower 22 to start blowing.
  • FIG. 3 shows the basic air flow during the cooling operation.
  • the air sent from the blower 22 flows through both the air conditioning channel 40 and the first exhaust channel 48.
  • the air that has flowed into the air conditioning channel 40 is cooled by the heat utilization surface 16 of the Peltier module 14, and the cooled air is sent out from the shoulder outlet 24 through the shoulder outlet channel 42.
  • the air that has flowed to the first exhaust passage 48 is heated by the exhaust heat surface 18 of the Peltier module 14, and the heated air is discharged from the exhaust port 32 to the outside of the vehicle.
  • the control unit 64 applies a voltage to the Peltier module 14 with a polarity that allows the use heat surface 16 of the Peltier module 14 to function as a heating surface. Further, the control unit 64 adjusts the air distribution control door 34 so that the air sent from the blower 22 flows through both the air conditioning channel 40 and the first exhaust channel 48. Furthermore, the control unit 64 causes the air conditioning channel 40 and the first return channel 44 to communicate with each other. That is, the control unit 64 adjusts the air path switching door 36 so that all the air from the air conditioning flow path 40 flows to the first return flow path 44. Furthermore, the control part 64 makes the 1st return flow path 44 and the foot blowing flow path 45 connect. That is, the control unit 64 adjusts the feedback control door 38 so that all the air from the first return channel 44 flows to the foot outlet channel 45. Furthermore, the control unit 64 applies a voltage to the blower 22 to start blowing.
  • Fig. 4 shows the basic air flow during heating operation.
  • the air sent from the blower 22 flows through both the air conditioning channel 40 and the first exhaust channel 48.
  • the air that has flowed into the air conditioning channel 40 is heated by the heat utilization surface 16 of the Peltier module 14, and the heated air passes through the first return channel 44 and the foot outlet channel 45, and the foot outlet 28. Is sent from.
  • the air flowing into the first exhaust passage 48 is cooled by the heat exhaust surface 18 of the Peltier module 14, and the cooled air is discharged from the exhaust port 32 to the outside of the vehicle.
  • the heat utilization surface 16 of the Peltier module 14 becomes a cooling surface, and condensation occurs on the heat utilization surface 16. If the water generated on the heat utilization surface 16 is left as it is, mold and the like may propagate and an unpleasant odor may be produced during the subsequent air conditioning operation. It is difficult to install a duct that discharges water from the use heat surface 16 of the Peltier module 14 to the outside of the vehicle because it requires a change in the vehicle structure. Moreover, in an electric vehicle, a battery is often mounted on the bottom surface of the vehicle, and it is not preferable to flow water near the battery.
  • Patent Document 2 described above proposes an automobile seat configured to blow out air heated or cooled by a Peltier element from a blowout port.
  • the above-mentioned patent document 3 has proposed the heating-cooling apparatus for sheets which changes the voltage applied to an air blower and a Peltier element according to the environmental condition in a vehicle interior. However, it has not been studied from the above viewpoint.
  • a technique for removing water generated on the heat utilization surface 16 of the Peltier module 14 is proposed. Specifically, in the first embodiment, in the Peltier module 14, the water pipe 20 that penetrates from the use heat surface 16 to the heat removal surface 18 is provided so that water generated on the use heat surface 16 is discharged to the heat removal surface. Move to 18.
  • FIG. 5 is a top view of the Peltier module 14 according to the first embodiment, showing the heat utilization surface 16.
  • the heat utilization surface 16 of the Peltier module 14 is provided with a plurality of heat dissipating members 53 for transmitting heat generated by the Peltier effect to the air flowing through the air conditioning channel 40.
  • the metal is formed in a rod shape or a plate shape.
  • the utilization heat surface 16 is provided with a plurality of water inlets 52 at predetermined positions between the heat radiation members 53 (five in FIG. 5).
  • it is preferable that the use heat surface 16 is inclined toward the water inlet 52. Thereby, the water generated on the use heat surface 16 can easily move toward the water inlet 52, and the discharge of water from the use heat surface 16 can be promoted.
  • FIG. 6 is a cross-sectional view of the Peltier module 14 according to the first embodiment, showing a cross section taken along line VI-VI in FIG.
  • the Peltier module 14 is installed so that the heat utilization surface 16 is on the upper side and the heat removal surface 18 is on the lower side.
  • the utilization heat surface 16 is provided with a plurality of water inlets 52, and the heat exhaust surface 18 is also provided with drain ports 54 for discharging water (two in FIG. 6).
  • a water pipe 20 penetrating from the heat utilization surface 16 to the heat removal surface 18 is provided in the interior of the Peltier module 14. That is, the water pipe 20 communicates from the water inlet 52 to the drain outlet 54. Further, the water pipe 20 is preferably provided with an inclination toward the drain port 54. Thereby, it can promote that the water inside the water flow pipe 20 moves to the drain outlet 54.
  • a plurality of heat dissipating members 56 are provided on the heat exhaust surface 18 of the Peltier module 14 to transmit the exhaust heat generated by the Peltier effect to the air flowing through the first exhaust passage 48.
  • the metal is formed in a rod shape or a plate shape.
  • the heat radiating member 56 on the heat exhaust surface 18 and the heat radiating member 53 on the heat utilization surface 16 may be the same structure or may be different structures.
  • a structure for increasing the surface area of the attached water is provided particularly on the surface of the heat radiating member 56 of the exhaust heat surface 18. This structure is a groove in the first embodiment, but may be an uneven structure.
  • the water pipe 20 of the Peltier module 14 is configured such that water that has passed through the water pipe 20 adheres to the heat radiating member 56.
  • the drain outlet 54 of the water pipe 20 is installed in the vicinity of the heat radiating member 56 and on the upstream side of the air flow in the first exhaust flow channel 48 from the at least one heat radiating member 56.
  • the heat utilization surface 16 of the Peltier module 14 becomes a cooling surface, and condensation occurs on the heat utilization surface 16.
  • the water generated on the heat utilization surface 16 moves to the heat removal surface 18 through the water inlet 52 and the water pipe 20 due to its own weight.
  • the water discharged from the drain outlet 54 of the heat exhaust surface 18 is blown to the heat radiating member 56 by the air flow in the first exhaust passage 48.
  • the water sprayed on the heat radiating member 56 evaporates due to the warm air flowing through the first exhaust passage 48 and the heat of the heat radiating member 56 itself.
  • a water pipe 20 penetrating from the heat utilization surface 16 of the Peltier module 14 to the heat removal surface 18 is provided. Therefore, it becomes easy to remove the water generated on the use heat surface 16 during the cooling operation from the use heat surface 16. Thereby, it becomes easy to prevent generation
  • water can be promoted by flowing the water generated on the heat utilization surface 16 to the heat radiating member 56 on the heat removal surface 18. Moreover, the Peltier effect can be improved by the latent heat of vaporization, and the air conditioning effect can be enhanced. Furthermore, since the groove
  • FIG. 7 is a cross-sectional view of the Peltier module 14 according to the second embodiment.
  • the same members as those in the first embodiment are denoted by the same reference numerals.
  • a water retaining member 58 is further provided on the heat exhaust surface 18 of the Peltier module 14.
  • the water pipe 20 is configured such that water transmitted through the water pipe 20 flows to the water retention member 58.
  • the water outlet 54 of the water pipe 20 is provided at an upper position of the water retention member 58.
  • the water retention member 58 is preferably formed of a material having high water retention and air permeability, and may be a filter made of a highly water absorbent polymer, for example.
  • a water retaining member 58 is provided at a position where the air heated by the heat radiating member 56 hits. Specifically, the water retaining member 58 is installed at a position different from the heat radiating member 56, and at a position downstream of the air flow in the first exhaust flow channel 48 with respect to the heat radiating member 56. In the example shown in FIG. 7, a water retaining member 58 is installed downstream of any heat radiating member 56.
  • the heat utilization surface 16 of the Peltier module 14 becomes a cooling surface, and condensation occurs on the heat utilization surface 16.
  • the water generated on the heat utilization surface 16 moves to the heat removal surface 18 through the water inlet 52 and the water pipe 20 due to its own weight.
  • the water discharged from the drain outlet 54 in the heat exhaust surface 18 flows to the water retention member 58 and is held by the water retention member 58.
  • the water held in the water retaining member 58 evaporates when the hot air heated by the heat radiating member 56 hits the first exhaust passage 48.
  • the water generated on the heat utilization surface 16 during the cooling operation can be easily removed from the heat utilization surface 16 as in the first embodiment. Further, the air sufficiently heated by the heat radiating member 56 is applied to the water retaining member 58 to promote the evaporation of the water retained by the water retaining member 58. Furthermore, since the water generated on the heat utilization surface 16 is not directly applied to the heat radiating member 56, the heat radiating member 56 can be prevented from being stained and damaged.
  • the operation input unit 60 shown in FIG. 2 is provided with a button (hereinafter referred to as a “cleaning button”) that allows the occupant to select whether or not to perform automatic cleaning of the Peltier module 14.
  • the cleaning button may be a physical button or a button image displayed on the touch panel display.
  • the operation input unit 60 inputs an operation signal indicating whether the cleaning button is on or off (that is, whether or not automatic cleaning is performed) to the control unit 64.
  • the information acquisition unit 62 acquires information indicating that from the power management device 104 and outputs the information to the control unit 64.
  • the information acquisition unit 62 acquires information indicating that from the power management device 104 and outputs the information to the control unit 64.
  • the control unit 64 stores whether or not the cooling operation has been executed immediately before. In other words, the control unit 64 identifies whether or not the use heat surface 16 of the Peltier module 14 is functioning as a cooling surface until immediately before the IG switch 102 is turned off. Further, the control unit 64 determines whether or not an operation signal indicating that the cleaning button is turned on has been received. Furthermore, control unit 64 determines whether or not information indicating that vehicle 100 is in a charged state has been input.
  • the control unit 64 satisfies all the conditions that (1) the IG switch 102 is off, (2) the cooling operation is being executed when the IG switch 102 is off, (3) the cleaning button is on, and (4) the vehicle 100 is charging. If it has been determined, it is determined that the cleaning execution condition is satisfied. When the cleaning execution condition is satisfied, the control unit 64 executes a cleaning process for the Peltier module 14. Specifically, the control unit 64 causes the heat utilization surface 16 of the Peltier module 14 to function as a heating surface, and heats the air flowing through the air conditioning channel 40.
  • FIG. 8 is a flowchart showing the operation of the air conditioner 10 according to the third embodiment, and shows a cleaning process for the Peltier module 14. While the IG switch 102 is on (N in S10), the subsequent operation is skipped and the flow is terminated. If the IG switch 102 is off (Y in S10), the cleaning process has not been executed (N in S12), and the cleaning process is not being executed (N in S14), the control unit 64 satisfies the cleaning execution condition. It is determined whether or not. If the cleaning button is on (Y in S16), the controller 64 is in cooling operation when the IG switch 102 is turned off (Y in S18), and the vehicle 100 is being charged (Y in S20). ), It is determined that the cleaning execution condition is satisfied.
  • the control unit 64 starts the heating operation (S22). Specifically, the control unit 64 applies a voltage to the Peltier module 14 with a polarity that allows the use heat surface 16 of the Peltier module 14 to function as a heating surface. This polarity is opposite to that during cooling operation. Further, the control unit 64 adjusts the air distribution control door 34 so that the air sent from the blower 22 flows to both the air conditioning channel 40 and the first exhaust channel 48. Furthermore, the control unit 64 causes the air conditioning channel 40 and the second exhaust channel 50 to communicate with each other. That is, the control unit 64 adjusts the air passage switching door 36 so that all the air from the air conditioning passage 40 flows to the second exhaust passage 50. Furthermore, the control unit 64 applies a voltage to the blower 22 to start blowing.
  • FIG. 9 shows the air flow during the cleaning process.
  • the air sent from the blower 22 flows through both the air conditioning channel 40 and the first exhaust channel 48.
  • the air that has flowed into the air conditioning channel 40 is heated by the heat utilization surface 16 of the Peltier module 14.
  • the air heated in the air conditioning channel 40 follows the air path switching door 36, the second exhaust channel 50, the exhaust control door 37, the first exhaust channel 48, and is sent out of the vehicle from the exhaust port 32.
  • the water generated on the heat utilization surface 16 in other words, the air conditioning flow path 40) by the cooling operation is evaporated by the hot air flowing through the air conditioning flow path 40 and the heat of the heat utilization surface 16 during the cleaning process, and is discharged outside the vehicle. Is done.
  • the control part 64 stops heating operation (S28). Specifically, in Y of S24, the control unit 64 stops the voltage application to the Peltier module 14 and the blower 22. On the other hand, in Y of S26, the control part 64 restarts the air_conditionaing
  • a value that is assumed to be necessary for the specified time, which is an end condition of the heating operation, to evaporate the water on the heat utilization surface 16 may be set. For example, an appropriate specified time may be determined based on the knowledge of the developer or an experiment using the air conditioner 10.
  • the flow of this figure is terminated, that is, the heating operation is continued. While the IG switch 102 is off, the air conditioner 10 periodically repeats the operation shown in FIG. If the cleaning process is being executed (Y of S14), the process of S16 to S22 is skipped and the process proceeds to S24 for determining the execution time of the heating operation. The cleaning process has been executed (Y in S12), the cleaning button is turned off (N in S16), the cooling operation is not performed when the IG switch 102 is turned off (N in S18), or the vehicle 100 is being charged. If not (N in S20), the flow ends. That is, the cleaning process is not executed.
  • the air conditioner 10 of the third embodiment if the cooling operation is executed immediately before the IG switch 102 is turned off, the heating operation is automatically executed while the IG switch 102 is turned off. Therefore, the water generated on the heat utilization surface 16 of the Peltier module 14 can be dried at an early stage. Further, the cleaning process of the Peltier module 14 is executed on the condition that the battery is being charged. Therefore, it can be ensured that the IG switch 102 is off. In addition, the battery of the vehicle 100 can be prevented from running out. In addition, since the occupant often leaves the vehicle during charging, it is easy to avoid applying high-temperature and high-humidity wind to the occupant during the cleaning process.
  • the air conditioner 10 when the Peltier module 14 is cleaned, the air heated by the heat utilization surface 16 is discharged from the exhaust port 32 to the outside of the vehicle. Thereby, it can prevent reliably that a wind of high temperature and high humidity hits a passenger
  • a combination of the first embodiment and the third embodiment, and a combination of the second embodiment and the third embodiment are also useful. According to the configuration of the first embodiment or the second embodiment, drainage of the heat utilization surface 16 during the cooling operation execution while the IG switch 102 is on can be realized, but the configuration of the third embodiment Further, drainage while the IG switch 102 is OFF can be further realized.
  • the use heat surface 16 of the Peltier module 14 functions as a cooling surface during the cooling operation, and the air flowing through the air conditioning channel 40 is cooled by the use heat surface 16. Further, the heating surface 16 of the Peltier module 14 functions as a heating surface during the heating operation, and the air flowing through the air conditioning channel 40 is heated by the heating surface 16. So far, a specific method for enhancing the air conditioning effect in an air conditioner using the Peltier module 14 has not been sufficiently proposed.
  • the amount of air flowing from the blower 22 to the heat utilization surface 16 of the Peltier module 14 and the amount of air flowing to the heat removal surface 18 of the Peltier module 14 are as follows. Control the ratio with quantity.
  • the air conditioner 10 controls the ratio of the air inflow amount to the air conditioning channel 40 and the air inflow amount to the first exhaust channel 48 in the air sent from the blower 22. Thereby, the air-conditioning effect by the air conditioner 10 using the Peltier module 14 is further enhanced.
  • air sent from the blower 22 is always supplied to both the air conditioning channel 40 and the first exhaust channel 48 during the cooling operation and the heating operation. For example, the air delivery to the first exhaust passage 48 is not stopped.
  • the control unit 64 illustrated in FIG. 2 controls the air distribution control door 34 so as to open toward both the air conditioning channel 40 and the first exhaust channel 48 during the cooling operation or the heating operation in the air conditioner 10.
  • both the opening to the air conditioning flow path 40 and the opening to the first exhaust flow path 48 in the air distribution control door 34 are controlled so as to be always larger than 0%.
  • the control unit 64 reduces the amount of air sent to the air-conditioning flow path 40 when a predetermined condition (herein referred to as “air-conditioning change condition”) that should enhance the air-conditioning effect by the air-conditioning apparatus 10 is satisfied.
  • the air distribution control door 34 is controlled so as to increase the amount of air sent to the one exhaust passage 48. That is, the control unit 64 transmits a signal for controlling the air distribution control door 34 to the air distribution control door 34.
  • the control unit 64 distributes air so as to reduce the amount of air sent to the air conditioning channel 40 and increase the amount of air sent to the first exhaust channel 48 than before the air conditioning change condition is satisfied.
  • the control door 34 may be instructed. Further, the control unit 64 sets the opening to the air conditioning flow path 40 in the air distribution control door 34 to be larger than 0% and smaller than the opening to the first exhaust flow path 48. 34 may be instructed.
  • the air conditioning change condition during the cooling operation is a condition for determining whether or not the temperature of the air delivered from the shoulder outlet 24 should be further reduced.
  • the air conditioning change condition during the heating operation is a condition for determining whether or not the temperature of the air sent from the foot outlet 28 should be further increased. Note that the air conditioning change condition may be appropriately set based on the knowledge of the developer or an experiment using the air conditioner 10.
  • the air conditioning change condition of the fourth embodiment is determined so that whether or not there is a satisfaction is determined using temperature as a parameter.
  • the control unit 64 may receive a signal indicating the current vehicle interior temperature from a temperature sensor (not shown) that detects the temperature in the vehicle interior of the vehicle 100.
  • the air conditioning change condition may be satisfied when the difference between the set temperature by the occupant input from the operation input unit 60 and the passenger compartment temperature is equal to or greater than a predetermined value.
  • the control unit 64 may receive a signal indicating the temperature outside the vehicle 100 from a temperature sensor (not shown) that detects the temperature outside the vehicle 100.
  • the air conditioning change condition may be satisfied when the temperature outside the vehicle 100 is equal to or higher than a predetermined value (during cooling operation) or equal to or lower than a predetermined value (during heating operation).
  • the control unit 64 may receive a signal indicating the blowing temperature at the shoulder opening 24 from the temperature sensor 26 of the shoulder opening 24. Moreover, the control part 64 may receive the signal which shows the blowing temperature in the foot outlet 28 from the temperature sensor 30 of the foot outlet 28.
  • the air conditioning change condition during the cooling operation may be satisfied when the blowing temperature at the shoulder opening 24 is equal to or higher than a predetermined value. Alternatively, the difference may be satisfied when the difference between the blowing temperature and the set temperature input from the operation input unit 60 is a predetermined value or more. Moreover, the air-conditioning change condition at the time of heating operation may be satisfy
  • the temperature that is a parameter of the air conditioning change condition may be another temperature that can be detected by a known sensor.
  • the surface temperature of the seat 12 or the skin temperature of an occupant sitting on the seat 12 may be used.
  • the skin temperature can be sensed by using an infrared sensor or the like, and by making the skin temperature a parameter of the air conditioning change condition, it is possible to realize control that is more comfortable for the passenger.
  • parameters other than temperature may be used as parameters for air conditioning change conditions.
  • the amount of solar radiation may be set as a parameter so that whether or not the air conditioning change condition is satisfied is determined.
  • the control unit 64 receives a signal indicating the amount of solar radiation to the occupant from a solar radiation sensor (not shown) that detects the amount of solar radiation to the occupant sitting on the seat 12.
  • the air conditioning change condition may be satisfied when the amount of solar radiation to the occupant is not less than a predetermined value (during cooling operation) or not more than a predetermined value (during heating operation).
  • a clo value that is an index indicating the heat insulation and heat retention of the occupant's clothes sitting on the seat 12 may be used as a parameter.
  • control unit 64 does not change the applied voltage to the blower 22 and the applied voltage to the Peltier module 14 regardless of whether the air conditioning change condition is satisfied during both the cooling operation and the heating operation.
  • control unit 64 maintains a predetermined applied voltage both before and after the air conditioning change condition is satisfied.
  • This applied voltage is a standard voltage supplied to electrical components in the vehicle 100, for example, a battery voltage, and may be 12V.
  • the control unit 64 Before the air conditioning change condition is satisfied, the control unit 64 has a one-to-one ratio (50%: 50%) between the amount of air sent to the air conditioning channel 40 and the amount of air sent to the first exhaust channel 48. Thus, a signal for instructing the opening degree may be transmitted to the air distribution control door 34.
  • the control unit 64 periodically determines whether or not the air conditioning change condition is satisfied.
  • the control unit 64 reduces the amount of air sent from the blower 22 to the air conditioning channel 40 and reduces the amount of air sent to the first exhaust channel 48.
  • the air distribution control door 34 is controlled so as to increase the amount.
  • the control unit 64 may set the ratio of the amount of air sent to the air conditioning channel 40 and the amount of air sent to the first exhaust channel 48 to 1 to 2 (33.3%: 66.7%).
  • a signal instructing opening adjustment may be transmitted to the air distribution control door 34.
  • FIG. 10 shows the air flow after the air conditioning change condition is satisfied during the cooling operation.
  • the air sent from the blower 22 flows through both the air conditioning channel 40 and the first exhaust channel 48, but the amount of air flowing into the air conditioning channel 40 is smaller than before the air conditioning change condition is satisfied.
  • the amount of air flowing to the first exhaust passage 48 is larger than before the air conditioning change condition is satisfied. That is, after the air conditioning change condition is satisfied, the difference between the amount of air flowing to the air conditioning channel 40 and the amount of air flowing to the first exhaust channel 48 becomes large. As a result, the amount of cool air that is cooled by the heat utilization surface 16 of the Peltier module 14 and blown out from the shoulder outlet 24 becomes smaller than before the air conditioning change condition is satisfied.
  • the cooling effect by the heat utilization surface 16 of the Peltier module 14 on the air flowing through the air-conditioning flow path 40 can be further enhanced.
  • the exhaust heat efficiency at the exhaust heat surface 18 of the Peltier module 14 is increased, the Peltier effect is enhanced, and the heat utilization surface 16 can be further cooled. .
  • the air conditioner 10 can achieve low air speed and strong cooling, and can improve the comfort of air conditioning.
  • the control unit 64 of the air conditioner 10 has a one-to-one (50%: 50) ratio of the amount of air sent to the air conditioning channel 40 and the amount of air sent to the first exhaust channel 48. %) May be transmitted to the air distribution control door 34 to instruct the opening adjustment.
  • the control unit 64 periodically determines whether or not the air conditioning change condition is satisfied.
  • the control unit 64 reduces the amount of air sent from the blower 22 to the air conditioning passage 40 and reduces the amount of air sent to the first exhaust passage 48.
  • the air distribution control door 34 is controlled so as to increase the amount.
  • the control unit 64 sets the ratio of the amount of air sent to the air conditioning channel 40 and the amount of air sent to the first exhaust channel 48 to 1 to 2 (33.3%: 66.7%).
  • a signal instructing opening adjustment may be transmitted to the air distribution control door 34.
  • FIG. 11 shows the air flow after the air conditioning change condition is satisfied during the heating operation.
  • the air sent from the blower 22 flows through both the air conditioning channel 40 and the first exhaust channel 48, but the amount of air flowing into the air conditioning channel 40 is smaller than before the air conditioning change condition is satisfied.
  • the amount of air flowing to the first exhaust passage 48 is larger than before the air conditioning change condition is satisfied. That is, after the air conditioning change condition is satisfied, the difference between the amount of air flowing to the air conditioning channel 40 and the amount of air flowing to the first exhaust channel 48 becomes large. As a result, the amount of warm air heated by the heat utilization surface 16 of the Peltier module 14 and blown out from the foot outlet 28 becomes smaller than before the air conditioning change condition is satisfied.
  • the air conditioner 10 can realize low wind speed and strong heating, and can improve the comfort of air conditioning.
  • the air conditioning temperature is adjusted by adjusting the opening of the air distribution control door 34 without changing the voltage applied to the Peltier module 14 and the blower 22. Thereby, the transformation for adjusting the air conditioning temperature becomes unnecessary, and the efficient use of energy can be realized. Moreover, the cost concerning a transformer can also be reduced.
  • Patent Document 3 it is necessary to change the voltage applied to either or both of the blower and the Peltier element in order to adjust the blowing temperature in the seat air conditioning. At the time of transformation, loss occurs and a part of energy is lost as heat.
  • the air conditioner 10 of the fifth embodiment adjusts the opening degree of the door provided in the air flow path in the apparatus without changing the voltage applied to the Peltier module 14 and the blower 22. Change the air flow and temperature of the air conditioning.
  • the air volume and temperature of the air conditioner are controlled based on temperature information detected by temperature sensors installed at various locations in the vehicle.
  • temperature sensors installed at various locations in the vehicle.
  • air outside the vehicle always flows into the vehicle, so air conditioning control based on temperature information may not always be optimal.
  • the air conditioner 10 controls the air volume and temperature of the air conditioning using the operation time of the vehicle 100 and the vehicle speed as parameters.
  • the fifth embodiment is characterized by the control of the air volume and temperature during the cooling operation, and the modes of the cooling operation are “maximum air volume mode”, “medium air volume / medium cooling mode”, and “low air volume / strong cooling mode”. Are provided. In the maximum air volume mode, uncooled air is blown from the shoulder opening 24 with the maximum air volume.
  • the target value of the blowing temperature in the “medium air volume / cooling mode” is set to a temperature 2 to 7 degrees lower than the temperature outside the vehicle 100, for example.
  • This target value includes a first target value that is 2 to 5 degrees lower than the temperature outside the vehicle 100, and a second target value that is 5 to 7 degrees lower than the temperature outside the vehicle 100.
  • the details may be set as described above.
  • the vehicle 100 may further include a temperature sensor (not shown) that detects the temperature outside the vehicle 100.
  • the target value of the blowing temperature in the “low air volume / strong cooling mode” is set to a temperature that is 10 degrees or more lower than the temperature outside the vehicle 100, for example.
  • the control unit 64 shown in FIG. 2 switches the operation mode of the cooling operation between the medium air amount / intermediate cooling mode and the low air amount / strong cooling mode in accordance with the speed of the vehicle 100. Further, the control unit 64 may further switch the setting between the first target value and the second target value according to the speed of the vehicle 100 in the medium air volume / cooling mode. For example, when the speed of the vehicle 100 is greater than a predetermined threshold (for example, 20 km / hour), the control unit 64 may set the target value of the blowing temperature to the first target value, and the speed of the vehicle 100 is predetermined. The target value of the blowing temperature may be set to the second target value when the threshold value is equal to or lower than the threshold value (for example, 20 km / hour). Specifically, the control unit 64 adjusts the opening degrees of the air distribution control door 34, the air path switching door 36, and the feedback control door 38 according to the speed of the vehicle 100.
  • a predetermined threshold for example, 20 km / hour
  • the control unit 64 switches the operation mode of the cooling operation between the maximum air volume mode and the medium air volume / intermediate cooling mode according to the operation time of the vehicle 100. Specifically, the control unit 64 switches presence / absence of voltage application to the Peltier module 14 according to the operation time of the vehicle 100. Further, the control unit 64 adjusts the opening degree of the air distribution control door 34 and the air path switching door 36 according to the operation time of the vehicle 100.
  • the control unit 64 applies a voltage to the Peltier module 14 and sends air to both the air conditioning flow path 40 and the first exhaust flow path 48. 34 is controlled.
  • the control unit 64 stops the voltage application to the Peltier module 14 and increases the amount of air sent to the air conditioning channel 40 than in the medium air volume / intermediate cooling mode. Then, the air distribution control door 34 is controlled.
  • the storage unit (not shown) of the air conditioner 10 includes an air distribution control door 34, an air path switching door 36, respectively in the maximum air volume mode, the medium air volume / medium cooling mode, and the low air volume / strong cooling mode.
  • the control part 64 may determine the opening degree of each door corresponding to the cooling operation mode which should be performed now with reference to the table. And the control part 64 may control the branching mode of the air in each door by transmitting the signal which instruct
  • the storage unit (not shown) of the air conditioner 10 is information indicating the target value of the temperature of the air blown from the shoulder outlet 24 in each of the maximum air volume mode, the medium air volume / medium cooling mode, and the low air volume / strong cooling mode. May be stored.
  • the control unit 64 refers to the table and distributes the air so that the temperature information received from the temperature sensor 26 installed at the shoulder outlet 24 (the temperature of the air blown out from the shoulder outlet 24) approaches the target value.
  • the opening degree of the control door 34, the air path switching door 36, and the return control door 38 may be determined. And the control part 64 may control the branching mode of the air in each door by transmitting the signal which instruct
  • the control unit 64 applies the voltage to the Peltier module 14 or the blower 22 regardless of whether the mode of the cooling operation is the maximum air volume mode, the medium air volume / medium cooling mode, or the low air volume / strong cooling mode.
  • the applied voltage is not changed.
  • the control unit 64 does not transform the standard voltage (for example, 12V) supplied from the battery or battery (not shown) of the vehicle 100 regardless of the cooling operation mode, and transforms the Peltier module 14 and the blower 22. To at least one of the above.
  • FIG. 12 is a flowchart illustrating an operation during the cooling operation of the air conditioner 10 according to the fifth embodiment.
  • the control unit 64 selects the automatic air conditioning mode (so-called auto air conditioner). It is determined whether or not.
  • the control unit 64 executes the automatic air conditioning control described later (S36).
  • the control unit 64 executes air-conditioning control according to the mode set by the passenger (S38).
  • the occupant inputs a cooling operation mode to the operation input unit 60.
  • a cooling operation mode For example, “maximum wind speed mode”, “medium air volume / medium cooling mode”, and “low air volume / strong cooling mode” are displayed on the screen of the operation input unit 60 as selectable cooling operation modes. Any mode may be selected.
  • the operation input unit 60 may input an operation signal indicating a cooling operation mode input by the occupant to the control unit 64.
  • the control unit 64 executes air conditioning control in the mode indicated by the operation signal in S38. Details of the air-conditioning control in each mode will be described later with reference to FIGS. 14, 16, and 17.
  • the control unit 64 ends the cooling operation (S42). For example, the control unit 64 ends the voltage application to the Peltier module 14 and ends the voltage application to the blower 22.
  • This termination condition is satisfied, for example, when the IG switch 102 is switched off, and also when the air conditioning switch (not shown) is switched off. If the termination condition is not satisfied (N in S40), the process returns to S34. If the IG switch 102 is off (N in S30) or the air conditioning switch (not shown) is off (N in S32), the subsequent processing is skipped and the flow is terminated.
  • FIG. 13 is a flowchart showing in detail the automatic air conditioning control in S36 of FIG.
  • the information acquisition unit 62 illustrated in FIG. 2 periodically acquires information indicating the operation time of the vehicle 100 from the operation management device 106 and inputs the information to the control unit 64.
  • the information acquisition unit 62 periodically acquires information indicating the current speed of the vehicle 100 from the operation management device 106 and inputs the information to the control unit 64. If 5 minutes have not elapsed since the start of operation (for example, engine start), that is, if the operation time is less than 5 minutes (N in S50), the control unit 64 performs air conditioning control in the maximum air volume mode. (S52).
  • the control unit 64 executes air conditioning control in the medium air volume / intercooling mode. (S58). In addition, even if 15 minutes have elapsed since the start of operation (Y in S54), if the vehicle is not stopped (N in S56), the control unit 64 executes air conditioning control in the medium air volume / intercooling mode (S58). . On the other hand, if 15 minutes have elapsed from the start of operation (Y in S54) and the vehicle is stopped (Y in S56), air conditioning control in the low wind speed / strong cooling mode is executed (S60). Note that the control unit 64 may determine that the vehicle 100 is stopped when the speed of the vehicle 100 is 0, and that the vehicle 100 is stopped when the speed of the vehicle 100 is less than a predetermined threshold S (S> 0). You may judge.
  • the air conditioner 10 repeatedly executes the process of FIG. 13 until the air conditioning end condition is satisfied.
  • the mode of the cooling operation is optimally adjusted according to changes in the driving time and the vehicle speed.
  • FIG. 14 is a flowchart showing in detail the air conditioning control in the maximum air volume mode in S52 of FIG. If a voltage is being applied to the Peltier module 14 (Y in S70), the control unit 64 ends the voltage application to the Peltier module 14 (S72). If no voltage is being applied to the Peltier module 14 (N in S70), S72 is skipped.
  • the control unit 64 controls the air distribution control door 34 so that the air sent from the blower 22 is preferentially sent to the air conditioning channel 40 (S74). For example, the control unit 64 adjusts the opening so that the ratio of the amount of air sent to the air conditioning channel 40 and the amount of air sent to the first exhaust channel 48 is 1 to 0 (100%: 0%). An instructing signal is transmitted to the air distribution control door 34.
  • the control unit 64 causes the air conditioning channel 40 and the shoulder outlet channel 42 to communicate with each other. That is, the control part 64 adjusts the air path switching door 36 so that all the air from the air-conditioning flow path 40 flows to the shoulder outlet flow path 42 (S76). If the voltage is not being applied to the blower 22 and the air is not being blown (N in S78), the control unit 64 starts applying the voltage to the blower 22 and starts blowing from the blower 22 (S80). If a voltage is being applied to the blower 22 (Y in S78), S80 is skipped.
  • FIG. 15 shows the air flow during the cooling operation in the maximum air volume mode, and shows the air flow after S80 in FIG. Since the Peltier module 14 is off, the air flowing through the air conditioning channel 40 is not cooled. However, since all the air sent from the blower 22 is blown out from the shoulder opening 24 through the air conditioning passage 40 and the shoulder opening passage 42, the maximum amount of wind can be provided to the occupant.
  • FIG. 16 is a flowchart showing in detail the air conditioning control in the middle air volume / intercooling mode in S58 of FIG. If a voltage is not being applied to the Peltier module 14 (Y in S90), the control unit 64 starts applying a voltage to the Peltier module 14. That is, the control unit 64 starts cooling the use hot surface 16 of the Peltier module 14 (S92). If a voltage is being applied to the Peltier module 14 (N in S90), S92 is skipped.
  • the control unit 64 adjusts the air distribution control door 34 so that the air sent from the blower 22 flows to both the air conditioning channel 40 and the first exhaust channel 48 (S94). For example, the control unit 64 adjusts the opening so that the ratio of the amount of air sent to the air conditioning channel 40 and the amount of air sent to the first exhaust channel 48 is 1: 1 (50%: 50%).
  • An instructing signal is transmitted to the air distribution control door 34.
  • the control unit 64 causes the air conditioning channel 40 and the shoulder outlet channel 42 to communicate with each other. That is, the control unit 64 adjusts the air path switching door 36 so that all the air from the air conditioning channel 40 flows to the shoulder outlet channel 42 (S96).
  • S98 and S100 are the same as S78 and S80 in FIG.
  • the air flow during the cooling operation in the medium air volume / intermediate cooling mode, in other words, the air flow after S100 is the same as in FIG.
  • the air volume blown out from the shoulder outlet 24 is about half of the air volume sent out by the blower 22, but the air cooled moderately by the use heat surface 16 of the Peltier module 14 is provided to the occupant. it can.
  • the processing order of S94 for controlling the air distribution control door 34 and S96 for adjusting the air path switching door 36 may be reversed, and the control unit 64 controls the order in an integrated manner.
  • FIG. 17 is a flowchart showing in detail the air conditioning control in the low air volume / strong cooling mode in S60 of FIG. Steps S110 to S114 are the same as steps S90 to S94 in FIG.
  • the control unit 64 controls the air path switching door 36 so that the air flowing in from the air conditioning channel 40 flows to both the shoulder outlet channel 42 and the first return channel 44 (S116). For example, the control unit 64 adjusts the opening so that the ratio of the amount of air sent to the shoulder outlet passage 42 and the amount of air sent to the first return passage 44 is 1: 1 (50%: 50%). Is transmitted to the air path switching door 36.
  • the control unit 64 controls the feedback control door 38 so that the air flowing in from the first return flow path 44 flows only to the second return flow path 46 (S118). That is, the controller 64 adjusts the opening so that the ratio of the amount of air sent to the second return flow path 46 and the amount of air sent to the foot outlet flow path 45 is 1 to 0 (100%: 0%). Is transmitted to the feedback control door 38.
  • S120 and S122 are the same as S78 and S80 in FIG.
  • FIG. 18 shows the air flow during the cooling operation in the low air volume / strong cooling mode, and shows the air flow after S122 in FIG.
  • the air sent from the blower 22 toward the Peltier module 14 flows into both the air conditioning channel 40 and the first exhaust channel 48.
  • the air flowing into the air conditioning channel 40 is cooled by the heat utilization surface 16 of the Peltier module 14.
  • a part of the air cooled in the air-conditioning flow path 40 (half in the fifth embodiment) is sent from the shoulder opening 24 through the shoulder opening outlet 42.
  • the air cooled in the air conditioning channel 40 (half in the fifth embodiment) is returned to the blower 22 via the first return channel 44 and the second return channel 46.
  • the blower 22 sends the air flowing in from the second return flow path 46 to the Peltier module 14.
  • the air once cooled in the air conditioning channel 40 flows again into the air conditioning channel 40 and is further cooled.
  • the cooled air is also sent to the first exhaust passage 48, and the Peltier effect is further enhanced.
  • the air volume blown out from the shoulder outlet 24 is about 1/4 of the air volume sent out by the blower 22, but the air cooled further than the medium air volume / intermediate cooling mode. It can be provided to passengers.
  • the air damper in the air flow path is opened.
  • the degree By adjusting the degree, the air volume and temperature of the air conditioning can be adjusted. Thereby, the energy loss accompanying a transformation can be controlled. Moreover, the cost concerning a transformer can also be reduced.
  • the air volume and temperature of the air conditioning are adjusted using the operation time as a parameter.
  • the Peltier module 14 is turned off and the maximum air volume can be set to provide a high cool-down effect.
  • the occupant can be cooled by the cooled air while suppressing the air volume.
  • the air volume and temperature of the air conditioning are adjusted using the vehicle speed as a parameter.
  • crew's comfort can be improved.
  • the vehicle 100 is moving, the occupant is provided with cool air that has been moderately cooled.
  • the in-vehicle temperature is likely to rise, so that cooler cool air can be provided to the occupant.
  • This mode is particularly suitable for a commuter in which the wind enters from the outside of the vehicle during movement but the wind from the outside of the vehicle to the inside of the vehicle stops and the temperature inside the vehicle tends to rise when the vehicle is stopped.
  • the heating operation is performed as the cleaning process for the Peltier module 14.
  • a ventilation operation with the Peltier module 14 turned off may be executed.
  • the control unit 64 may start blowing air from the blower 22 without applying a voltage to the Peltier module 14.
  • the control part 64 may adjust the air distribution control door 34 so that the air sent from the blower 22 may flow through only the air conditioning channel 40. That is, the control unit 64 may execute the maximum air volume operation described in the fifth embodiment as the cleaning process for the Peltier module 14.
  • the air conditioner 10 of the modified example When the cooling operation is executed when the IG switch 102 is on, it is considered that the outside air temperature or the passenger compartment temperature is high.
  • relatively high-temperature air can be applied to the use heat surface 16 of the Peltier module 14 with a strong air volume while the Peltier module 14 is kept off. Therefore, also in the air conditioner 10 of a modification, the water produced on the utilization heat surface 16 of the Peltier module 14 can be dried at an early stage. Further, since the Peltier module 14 is not energized, power consumption in the vehicle 100 can be reduced.
  • control unit 64 determines that the Peltier module 14 is used when the temperature detected by the temperature sensor 26 or the temperature sensor 30 is equal to or higher than a predetermined threshold value, or when the temperature outside the vehicle or the vehicle interior temperature is equal to or higher than the predetermined threshold value. You may perform the ventilation operation in the OFF state. This threshold temperature may be determined based on a developer's knowledge or an experiment using the air conditioner 10. If the detected temperature is lower than the threshold temperature, the control unit 64 may execute the heating operation described in the third embodiment as the cleaning process of the Peltier module 14.
  • the air conditioner 10 of the fourth embodiment adjusts the air blowing temperature during the cooling operation and the heating operation using the temperature as a parameter.
  • the air conditioner 10 may adjust the air blowing temperature using at least one of the operation time and the vehicle speed as a parameter, as in the fifth embodiment.
  • a combination of the fourth embodiment and the fifth embodiment is also useful as an embodiment of the present disclosure.
  • the configuration of the fourth embodiment that adjusts the air distribution control door 34 and the configuration of the fifth embodiment that adjusts the air path switching door 36 and the return control door 38, a more detailed air volume. Adjustment and temperature adjustment can be realized.
  • the control unit 64 determines the air volume ratio between the air conditioning flow path 40 and the first exhaust flow path 48 in the air distribution control door 34 in the cooling operation in the medium air volume / intercooling mode of the fifth embodiment. From the one-to-one (50%: 50%) state, the ratio of flow to the first exhaust flow path 48 is increased. By this control, it is possible to send out the air cooled with a lower air volume. Further, the control unit 64 sets the air volume ratio between the air conditioning flow path 40 and the first exhaust flow path 48 in the air distribution control door 34 in the low air volume / strong cooling mode cooling operation of the fifth embodiment. From the state of (50%: 50%), the rate of flow to the first exhaust flow path 48 is increased. By this control, it is possible to send out the air cooled with a lower air volume. In this way, by combining the fourth embodiment and the fifth embodiment, the air conditioning effect can be further enhanced, and various combinations of air volume and temperature can be realized.
  • the control unit 64 of the air conditioner 10 reduces the flow rate to the air conditioning channel 40 side when the blowing temperature should be lower than the current level in the cooling operation in the middle air volume / middle cooling mode.
  • the flow rate to the first exhaust passage 48 is increased from the current level.
  • the opening degree of the air distribution control door 34 may be adjusted.
  • the control unit 64 increases the air volume toward the air conditioning channel 40 when the blowing temperature should be increased from the current air temperature.
  • the air volume to the 1st exhaust flow path 48 is made smaller than the present. In this way, the opening degree of the air distribution control door 34 may be adjusted.
  • the control unit 64 determines that the blowing temperature should be lower than the current value. May be.
  • the control unit 64 should raise the blowing temperature from the current value. May be determined.
  • the control part 64 may perform such opening degree adjustment processing of the air distribution control door 34 in the low air volume / strong cooling mode.
  • the control unit 64 of the air conditioner 10 first sets the flow rate to the air conditioning channel 40 to a predetermined minimum value and sets the flow rate to the first exhaust channel 48 to a predetermined maximum value.
  • the opening degree of the air distribution control door 34 may be adjusted.
  • the control part 64 may adjust the opening degree of the air path switching door 36 and the feedback control door 38 so that a part of cold wind may be returned to the blower 22 when blowing temperature should be lowered
  • the control unit 64 adjusts the opening degree of the air passage switching door 36 and the feedback control door 38 a plurality of times so as to gradually increase the amount of cool air returning to the blower 22, so that the blowing temperature gradually approaches the target value. Good.
  • the air conditioner 10 includes a blower 22, an air outlet (shoulder outlet 24), an exhaust port 32, an air conditioning channel 40, an exhaust channel (first exhaust channel 48), And a Peltier module 14.
  • the shoulder opening 24 sends the air sent from the blower 22 into the vehicle interior.
  • the exhaust port 32 sends the air sent from the blower 22 out of the vehicle.
  • the air conditioning channel 40 is provided from the blower 22 to the shoulder opening 24.
  • the first exhaust channel 48 is provided so as to reach from the blower 22 to the exhaust port 32.
  • the Peltier module 14 cools the air flowing through the air conditioning flow path 40 and exhausts heat into the air flowing through the first exhaust flow path 48 along with the cooling.
  • the Peltier module 14 is provided with a through-hole (water pipe 20) shown in FIG. 6 penetrating from the heat utilization surface 16 facing the air conditioning flow path 40 to the heat exhaust surface 18 facing the first exhaust flow path 48. Yes.
  • the water generated on the heat utilization surface 16 that is the cooling surface of the Peltier module 14 is moved to the heat exhaust surface 18 through the water pipe 20 and evaporated by the hot air on the heat exhaust surface 18.
  • the air can be exhausted from the exhaust port 32.
  • fever surface 16 of the Peltier module 14 can be suppressed.
  • a duct for discharging condensed water to the outside of the vehicle is not necessary.
  • a heat radiating member 56 may be provided on the heat exhaust surface 18 facing the first exhaust flow path 48 of the Peltier module 14.
  • the heat radiating member 56 transmits exhaust heat from the Peltier module 14.
  • the water pipe 20 of the Peltier module 14 is configured such that water generated on the heat utilization surface 16 facing the air conditioning channel 40 adheres to the heat radiating member 56.
  • the heat radiating member 56 may be provided with a groove. Thereby, the surface area of the water adhering to the heat radiating member 56 is increased, and the evaporation of water can be promoted.
  • a heat radiating member 56 and a water retaining member 58 may be provided on the heat exhaust surface 18 facing the first exhaust flow path 48 of the Peltier module 14.
  • the heat radiating member 56 transmits exhaust heat from the Peltier module 14, and the water retaining member 58 receives water generated on the heat utilization surface 16 facing the air conditioning channel 40.
  • the water pipe 20 of the Peltier module 14 is configured such that water generated on the heat utilization surface 16 flows to the water retaining member 58, and the water retaining member 58 is provided at a position where the air heated by the heat radiating member 56 is exposed. .
  • the air conditioner 10 includes a blower 22, a Peltier module 14, an air conditioning flow path 40, and a control unit 64.
  • the Peltier module 14 cools or heats the air sent from the blower 22.
  • the air conditioning channel 40 flows air that is cooled or heated by the Peltier module 14.
  • the control unit 64 The module 14 is heated by the air flowing through the air conditioning channel 40.
  • water generated by dew condensation on the cooling surface (especially the heat utilization surface 16) of the Peltier module 14 can be dried at an early stage, and generation of mold or the like that causes unpleasant odor can be prevented.
  • the control unit 64 cools the air flowing through the air-conditioning flow path 40 when the Peltier module 14 is cooling, and the IG switch 102 is charged.
  • the air flowing through the air conditioning channel 40 may be heated by the Peltier module 14 while is off.
  • the air conditioner 10 may further include an exhaust port 32, a door (air path switching door 36), and an exhaust passage (second exhaust passage 50).
  • the exhaust port 32 sends out the air exhausted by the cooling or heating in the Peltier module 14 to the outside of the vehicle.
  • the air path switching door 36 is provided at a branch point between the air conditioning channel 40 and the second exhaust channel 50 so that air flowing through the air conditioning channel 40 flows to the exhaust port 32 via the second exhaust channel 50. Can be switched.
  • the controller 64 heats the air flowing through the air conditioning channel 40 in the Peltier module 14 while the IG switch 102 is off, the air path switching door 36 so that the heated air flows to the exhaust port 32. To control.
  • the air conditioner 10 includes a blower 22, an outlet (shoulder outlet 24), an exhaust outlet 32, an air conditioning passage 40, an exhaust passage (first exhaust passage 48), a Peltier module 14, a door ( The air distribution control door 34) and the control unit 64 are provided.
  • the shoulder opening 24 sends the air sent from the blower 22 into the vehicle interior.
  • the exhaust port 32 sends the air sent from the blower 22 out of the vehicle.
  • the air conditioning channel 40 is provided from the blower 22 to the shoulder opening 24.
  • the first exhaust channel 48 is provided so as to reach from the blower 22 to the exhaust port 32.
  • the Peltier module 14 cools or heats the air flowing through the air-conditioning flow path 40, and exhausts heat to the air flowing through the first exhaust flow path 48 in accordance with the cooling or heating.
  • the air distribution control door 34 can adjust the amount of air sent from the blower 22 to the air conditioning flow path 40 and the amount of air sent from the blower 22 to the first exhaust flow path 48.
  • the control unit 64 controls the air distribution control door 34 so as to send air to both the air conditioning channel 40 and the first exhaust channel 48.
  • the control unit 64 reduces the amount of air sent to the air-conditioning flow path 40 and increases the amount of air sent to the first exhaust flow path 48 when the conditions for enhancing the air-conditioning effect are satisfied. 34 is controlled.
  • low air volume and low temperature cold air can be sent out during cooling, and low air volume and high temperature warm air can be sent out during heating, thereby enhancing the air conditioning effect.
  • the air conditioner 10 includes a blower 22, a Peltier module 14, an outlet (shoulder outlet outlet 24), a first channel (shoulder outlet outlet channel 42), and a second channel (first return channel 44 and first outlet channel). 2 return flow path 46), a door (air path switching door 36), and a control unit 64.
  • the Peltier module 14 cools the air sent from the blower 22.
  • the shoulder opening 24 sends out the air cooled by the Peltier module 14 into the passenger compartment.
  • the shoulder opening air flow passage 42 guides the air cooled by the Peltier module 14 to the shoulder opening air outlet 24.
  • the second flow path returns the air cooled by the Peltier module 14 to the blower 22.
  • the air path switching door 36 is provided at a branch point between the shoulder outlet flow path 42 and the second flow path, and adjusts the amount of air flowing to the second flow path.
  • the control unit 64 controls the air path switching door 36 according to the speed of the vehicle 100.
  • the air conditioner 10 includes a blower 22, a Peltier module 14, an outlet (shoulder outlet 24), an exhaust outlet 32, an air conditioning passage 40, an exhaust passage (first exhaust passage 48), a door ( The air distribution control door 34) and the control unit 64 are provided.
  • the Peltier module 14 cools the air sent from the blower 22.
  • the shoulder opening 24 sends out the air cooled by the Peltier module 14 into the passenger compartment.
  • the exhaust port 32 is configured to send out the exhausted air with cooling by the Peltier module 14 to the outside of the vehicle.
  • the air conditioning channel 40 is provided so as to reach the shoulder outlet 24 via the Peltier module 14.
  • the first exhaust channel 48 is provided so as to reach the exhaust port 32 via the Peltier module 14.
  • the air distribution control door 34 can adjust the amount of air sent to the air conditioning channel 40 and the amount of air sent to the first exhaust channel 48.
  • the control unit 64 switches between the following first mode and second mode according to the driving time of the vehicle 100.
  • a voltage is applied to the Peltier module 14 to control the air distribution control door 34 so as to send air to both the air conditioning channel 40 and the first exhaust channel 48.
  • the second mode the application of voltage to the Peltier module 14 is stopped, and the air distribution control door 34 is controlled so that the amount of air sent to the air conditioning channel 40 is larger than that in the first mode.
  • the control unit 64 in item 4-2 controls the air distribution control door 34 in the second mode for a predetermined period immediately after the engine start of the vehicle 100, and after the predetermined period has elapsed, the air distribution control in the first mode.
  • the door 34 may be controlled.
  • the in-vehicle air conditioner according to the present disclosure is particularly suitable as an air conditioner for a small electric vehicle.

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  • Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • Mechanical Engineering (AREA)
  • Thermal Sciences (AREA)
  • General Engineering & Computer Science (AREA)
  • Air-Conditioning For Vehicles (AREA)

Abstract

L'invention concerne un dispositif de climatisation monté dans un véhicule, un module Peltier refroidissant ou chauffant l'air s'écoulant à travers un passage d'air à climatiser et évacuant la chaleur dans l'air s'écoulant à travers un passage d'air à évacuer. Une porte peut réguler à la fois la quantité d'air devant être distribuée d'une soufflante au passage d'air à climatiser et la quantité d'air devant être fourni de la soufflante au passage d'air à évacuer. Une unité de commande commande la porte de sorte que de l'air est distribué à la fois au passage d'air à climatiser et au passage d'air à évacuer. Lorsque l'effet de climatisation doit être augmenté, l'unité de commande commande la porte de manière à réduire la quantité d'air à distribuer au passage d'air à climatiser et à augmenter la quantité d'air à distribuer au passage d'air à évacuer.
PCT/JP2017/002251 2016-03-24 2017-01-24 Dispositif de climatisation monté dans un véhicule Ceased WO2017163580A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
CN201780016518.6A CN108778802A (zh) 2016-03-24 2017-01-24 车载空调装置

Applications Claiming Priority (8)

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JP2016059826A JP2017171132A (ja) 2016-03-24 2016-03-24 車載空調装置
JP2016-059824 2016-03-24
JP2016059824A JP2017171130A (ja) 2016-03-24 2016-03-24 車載空調装置
JP2016-059825 2016-03-24
JP2016-059823 2016-03-24
JP2016059823A JP2017171129A (ja) 2016-03-24 2016-03-24 車載空調装置
JP2016059825A JP2017171131A (ja) 2016-03-24 2016-03-24 車載空調装置
JP2016-059826 2016-03-24

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WO2017163580A1 true WO2017163580A1 (fr) 2017-09-28

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JP2006341840A (ja) * 2005-05-11 2006-12-21 Denso Corp シート空調ユニット
JP2008254637A (ja) * 2007-04-06 2008-10-23 Toyota Motor Corp 車両用除加湿装置
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US12025151B2 (en) 2010-11-05 2024-07-02 Gentherm Incorporated Low-profile blowers and methods
JP2022511801A (ja) * 2018-11-30 2022-02-01 ジェンサーム インコーポレイテッド 熱電調整システム及び方法
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