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WO2025134600A1 - Dispositif de climatisation de véhicule - Google Patents

Dispositif de climatisation de véhicule Download PDF

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Publication number
WO2025134600A1
WO2025134600A1 PCT/JP2024/040175 JP2024040175W WO2025134600A1 WO 2025134600 A1 WO2025134600 A1 WO 2025134600A1 JP 2024040175 W JP2024040175 W JP 2024040175W WO 2025134600 A1 WO2025134600 A1 WO 2025134600A1
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WO
WIPO (PCT)
Prior art keywords
air
passage
flow rate
vehicle
damper
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Pending
Application number
PCT/JP2024/040175
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English (en)
Japanese (ja)
Inventor
潤一郎 粕谷
政幸 帆苅
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Sanden Corp
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Sanden Corp
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Filing date
Publication date
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Publication of WO2025134600A1 publication Critical patent/WO2025134600A1/fr
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    • 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
    • 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
    • B60H3/00—Other air-treating devices

Definitions

  • the present invention relates to a vehicle air conditioning system that conditions the interior of a vehicle.
  • Patent Document 1 describes an example of a conventional vehicle air conditioner.
  • the vehicle air conditioner described in Patent Document 1 includes a first air duct that can introduce outside air and inside air, a second air duct that can introduce outside air, an evaporator and a heater core that make each of the air ducts that pass through the first air duct and the second air duct into conditioned air at a desired temperature, an exhaust passage that exhausts the inside air introduced from an inside air inlet for ventilation that opens into the vehicle cabin to the outside, and a total heat exchanger for exhaust heat recovery that exchanges both the sensible heat and latent heat of the inside air exhausted from the exhaust passage and the outside air introduced from the second air duct, and is configured to blow the conditioned air passing through the first air duct from a defroster outlet and to blow the conditioned air passing through the second air duct from at least one of a vent outlet and a foot outlet.
  • the vehicle air conditioner described in Patent Document 1 is said to be able to improve heating performance and blow warm air with a moderate humidity toward the occupants
  • the above-mentioned conventional vehicle air conditioner requires an exhaust passage (and a ventilation blower fan) for discharging the inside air in addition to the first and second air ducts for introducing outside air and inside air. This inevitably makes the device large, which may impair the ease of installation of the device in the vehicle.
  • the present invention aims to provide an air conditioner for vehicles that can ventilate the vehicle interior while cooling and dehumidifying the outside air during cooling operation, and can ventilate the vehicle interior while heating and humidifying the outside air or dehumidifying the inside air during heating operation, without compromising ease of installation in the vehicle.
  • the present invention provides an air conditioner for vehicles that can ventilate the vehicle interior while cooling and dehumidifying the outside air during cooling operation, and can ventilate the vehicle interior while heating and humidifying the outside air or dehumidifying the inside air during heating operation, without compromising ease of installation in the vehicle.
  • FIG. 4 is a diagram showing an air flow in an initial state of a heating operation.
  • FIG. 13 is a diagram showing the air flow when the vehicle is in heating operation and there are two occupants.
  • FIG. 13 is a diagram showing the air flow when the vehicle is in heating operation and there are two occupants.
  • FIG. 1 is a schematic diagram of the overall configuration of the vehicle air conditioner 1 according to the first embodiment
  • Fig. 2 is a block diagram showing the electrical configuration of the vehicle air conditioner 1 according to the first embodiment.
  • the vehicle air conditioner 1 is mounted on a vehicle such as an automobile, and is configured to air condition the interior of the vehicle (not shown) by blowing conditioned air into the interior of the vehicle.
  • the vehicle air conditioner 1 includes an air conditioning unit 2 (Fig. 1) and an air conditioning control device 5 (Fig. 2).
  • a blower fan 28 is disposed at the one end side within the air conditioning case 21.
  • the blower fan 28 is an electric blower having an electric motor.
  • the blower fan 28 operates based on a control signal from the air conditioning control device 5 (see FIG. 2) and is configured to generate an air flow from the one end side to the other end side within the air conditioning case 21.
  • the blower fan 28 is controlled by the air conditioning control device 5 and is configured to blow outside air introduced from the outside air inlet 22 and/or inside air introduced from the inside air inlet 23 toward the inside of the vehicle cabin via the air outlets (defroster outlet 25, face outlet 26, and/or foot outlet 27).
  • An evaporator 29 is disposed downstream of the blower fan 28 in the air conditioning case 21, i.e., closer to the outlets (defroster outlet 25, face outlet 26, and foot outlet 27) than the blower fan 28 in the air conditioning case 21.
  • the evaporator 29 is configured to exchange heat between the refrigerant and the air flowing in the air conditioning case 21 in conjunction with the operation of the refrigeration cycle 40 (operation of the compressor 41), thereby cooling the air flowing in the air conditioning case 21.
  • the operation of the refrigeration cycle 40 (operation of the compressor 41) is controlled by the air conditioning control device 5 (see FIG. 2).
  • An air mix door 30A is provided upstream of the heater core 30 in the air conditioning case 21, specifically between the evaporator 29 and the heater core 30 in the air conditioning case 21.
  • the air mix door 30A is rotated by an electric actuator 68 that operates based on a control signal from the air conditioning control device 5 (see FIG. 2).
  • the air mix door 30A is configured to adjust the distribution between the flow rate of air passing through the heater core 30 and the flow rate of air bypassing the heater core 30 (passing through bypass passage B) depending on its rotation position.
  • the evaporator 29 that cools the air flowing inside the air conditioning case 21 and the heater core 30 that heats the air flowing inside the air conditioning case 21 each correspond to the "temperature adjustment unit" of the present invention.
  • first communication passage CP1, a second communication passage CP2, a first passage P1, and a second passage P2 are formed on the one end side of the air conditioning case 21. These passages are partitioned by the inner surface of the air conditioning case 21, the outer surface of the inside air duct 24, and/or the partitions 31a to 31d.
  • the first communication passage CP1 and the first passage P1 are disposed at the upper side in the air conditioning case 21 in FIG. 1.
  • the first communication passage CP1 is provided closer to the one end side than the first passage P1.
  • the one end side end of the first communication passage CP1 is connected to the outside air inlet 22, and the other end side end of the first communication passage CP1 is connected to the one end side end of the first passage P1.
  • the one end side end of the first passage P1 is connected to the outside air inlet 22 via the first communication passage CP1.
  • the one end side end of the first passage P1 is also connected to the inside air inlet 23.
  • the first passage P1 extends from the other end side end of the first communication passage CP1 and the one end side end connected to the inside air inlet 23 to a predetermined position between the blower fan 28 and the evaporator 29.
  • a first switching damper 32 is provided near the end of the first passage P1 on the one side.
  • the first switching damper 32 is configured to selectively connect the first passage P1 (the end of the first passage P1) to the outside air inlet 22 or the inside air inlet 23.
  • the first switching damper 32 is configured to be able to switch between a first state in which the first passage P1 and the outside air inlet 22 are connected (via the first communication passage CP1) while the communication between the first passage P1 and the inside air inlet 23 is blocked, and a second state in which the first passage P1 and the inside air inlet 23 are connected while the communication between the first passage P1 and the outside air inlet 22 (via the first communication passage CP1) is blocked.
  • the first passage P1 When the first switching damper 32 connects the first passage P1 to the outside air inlet 22 (i.e., when in the first state), the first passage P1 can guide the air (outside air) introduced from the outside air inlet 22 to the evaporator 29, and when the first switching damper 32 connects the first passage P1 to the inside air inlet 23 (i.e., when in the second state), the first passage P1 can guide the air (inside air) introduced from the inside air inlet 23 to the evaporator 29.
  • the first passage P1 is configured to be connected to the outside air inlet 22 to guide the outside air introduced from the outside air inlet 22 to the evaporator 29, and to be connected to the inside air inlet 23 to guide the inside air introduced from the inside air inlet 23 to the evaporator 29.
  • the air (outside air, inside air) that is guided to the evaporator 29 by the first passage P1 i.e., the air (outside air, inside air) that flows through the first passage P1
  • first air the air (outside air, inside air) that flows through the first passage P1
  • the second communication passage CP2 and the second passage P2 are arranged on the lower side in the air conditioning case 21 in FIG. 1 so as to correspond to the first communication passage CP1 and the first passage P1.
  • the second communication passage CP2 is provided on the one end side of the second passage P2.
  • the one end side end of the second communication passage CP2 is connected to the outside air inlet 22, and the other end side end of the second communication passage CP2 is connected to the one end side end of the second passage P2.
  • the one end side end of the second passage P2 is connected to the outside air inlet 22 via the second communication passage CP2.
  • the one end side end of the second passage P2 is also connected to the inside air inlet 23.
  • the second passage P2, like the first passage P1, extends from the other end side end of the second communication passage CP2 and the one end side end connected to the inside air inlet 23 to a predetermined position between the blower fan 28 and the evaporator 29.
  • a second switching damper 33 is provided near the end of the second passage P2 on the one side.
  • the second switching damper 33 is configured to selectively connect the second passage P2 (the end of the one side) to the outside air inlet 22 or the inside air inlet 23.
  • the second switching damper 33 is configured to be able to switch between a third state in which the second passage P2 and the outside air inlet 22 are connected (via the second communication passage CP2) while the communication between the second passage P2 and the inside air inlet 23 is blocked, and a fourth state in which the second passage P2 and the inside air inlet 23 are connected while the communication between the second passage P2 and the outside air inlet 22 (via the second communication passage CP2) is blocked.
  • the second passage P2 When the second switching damper 33 connects the second passage P2 to the outside air inlet 22 (i.e., when in the third state), the second passage P2 can guide the air (outside air) introduced from the outside air inlet 22 to the evaporator 29, and when the second switching damper 33 connects the second passage P2 to the inside air inlet 23 (i.e., when in the fourth state), the second passage P2 can guide the air (inside air) introduced from the inside air inlet 23 to the evaporator 29.
  • the second passage P2 is configured to be connected to the outside air inlet 22 to guide the outside air introduced from the outside air inlet 22 to the evaporator 29, and to be connected to the inside air inlet 23 to guide the inside air introduced from the inside air inlet 23 to the evaporator 29.
  • the air (outside air, inside air) that is guided to the evaporator 29 by the second passage P2 i.e., the air (outside air, inside air) that flows through the second passage P2 is referred to as "second air.”
  • a first flow rate adjustment damper 34 is provided in the first passage P1.
  • the first flow rate adjustment damper 34 is configured to be able to adjust the flow rate of air (first air) flowing through the first passage P1.
  • a second flow rate adjustment damper 35 is provided in the second passage P2.
  • the second flow rate adjustment damper 35 is configured to be able to adjust the flow rate of air (second air) flowing through the second passage P2.
  • the first switching damper 32, the second switching damper 33, the first flow rate adjustment damper 34, and the second flow rate adjustment damper 35 are each driven to rotate by electric actuators 61, 62, 63, and 64 that operate based on control signals from the air conditioning control device 5 (see FIG. 2).
  • the first switching damper 32, the second switching damper 33, the first flow rate adjustment damper 34, and the second flow rate adjustment damper 35 are controlled by the air conditioning control device 5.
  • the first switching damper 32 and the second switching damper 33 are configured to be able to switch the intake mode of the vehicle air conditioning system 1 between inside air mode, outside air mode, or inside/outside air mode by combining their respective rotation positions. For example, as shown by solid lines in FIG.
  • the intake mode of the vehicle air conditioner 1 is an inside/outside air mode in which outside air and inside air are introduced into the air conditioning case 21.
  • a face door 26A is provided at the face outlet 26, and a foot door 27A is provided at the foot outlet 27.
  • An outlet switching door 36 is also disposed in the space between the defroster outlet 25 and the foot outlet 27.
  • the defroster outlet 25 can be opened and closed by the outlet switching door 36.
  • the face outlet 26 can be opened and closed by the face door 26A.
  • the foot outlet 27 can be opened and closed by the foot door 27A.
  • the face door 26A, the foot door 27A, and the exit switching door 36 are each rotated by electric actuators 65, 66, and 67 that operate based on control signals from the air conditioning control device 5 (see FIG. 2). In other words, the face door 26A, the foot door 27A, and the exit switching door 36 are controlled by the air conditioning control device 5.
  • the air outlet mode of the vehicle air conditioner 1 becomes the defroster-foot mode in which air in the air conditioning case 21 is blown into the vehicle cabin from the defroster outlet 25 and the foot outlet 27.
  • a total heat exchanger 37 is provided between the blower fan 28 and the evaporator 29 in the air conditioning case 21, and more specifically, between the downstream end (the other end side) of the first passage P1 in the air conditioning case 21 and the evaporator 29.
  • the first air flowing in the first passage P1 is introduced into the total heat exchanger 37, and at least a portion of the second air flowing in the second passage P2 can be introduced into the total heat exchanger 37.
  • the total heat exchanger 37 is configured to be able to exchange total heat (temperature and humidity) between the introduced first air and second air.
  • the air conditioning case 21 further has an exhaust port 38 for discharging the air inside (i.e., inside the air conditioning case 21) to the outside of the vehicle cabin.
  • the exhaust port 38 is formed at the downstream end (the other end) of the first passage P1 in the air conditioning case 21, more specifically, at the part facing the total heat exchanger 37.
  • FIG. 3 is a perspective view showing a typical total heat exchange element used in the total heat exchanger 37.
  • the total heat exchange element used in the total heat exchanger 37 is, for example, a partition member 371 formed by applying a polymer adsorption material to a fibrous base material, and a corrugated spacing member 372 laminated in one direction.
  • the total heat exchange element is configured so that the direction in which air XA is introduced and sent out as supply air SA and the direction in which air YA is introduced and sent out as exhaust air EA are alternately different by 90° between each layer.
  • the polymer adsorption material used in the partition member 371 is, for example, composed of a crosslinked sodium polyacrylate.
  • the partition member 371 formed by applying a polymer adsorption material to a fibrous base material has heat conductivity and moisture permeability.
  • the total heat exchanger 37 is disposed adjacent to the downstream end of the first passage P1 so that the flow direction of the air XA-supply air SA in the total heat exchange element shown in FIG. 3 is along the flow direction of the air (first air) in the first passage P1 in the air conditioning case 21.
  • the total heat exchanger 37 is disposed at the downstream end of the first passage P1 so that the flow direction of the air YA-exhaust air EA in the total heat exchange element in FIG. 3 is perpendicular to the flow direction of the first air in the first passage P1 in the air conditioning case 21, the inlet surface of the air YA in the total heat exchange element faces the second passage P2, and the exhaust surface of the exhaust air EA faces the exhaust port 38.
  • the first air flowing in the first passage P1 and the second air flowing in the second passage P2 do not mix, and total heat (temperature and humidity) can be exchanged between the first air and the second air.
  • the exchange efficiency of the total heat exchanger 37 in this embodiment can be 50%.
  • a flow rate distribution adjustment damper 39 is provided outside the second air inlet surface of the total heat exchanger 37, that is, below the total heat exchanger 37 in FIG. 1.
  • the flow rate distribution adjustment damper 39 is rotated by an electric actuator 69 that operates based on a control signal from the air conditioning control device 5 (see FIG. 2).
  • the flow rate distribution adjustment damper 39 is controlled by the air conditioning control device 5.
  • the flow rate distribution adjustment damper 39 is configured to be able to adjust the distribution between the flow rate of the second air introduced into the total heat exchanger 37 and the flow rate of the second air sent to the evaporator 29, among the second air flowing in the second passage P2, according to its rotation position. For example, as shown by the solid line in FIG.
  • the air conditioning control device 5 ( Figure 2) is composed of a microcomputer including a CPU, memories such as ROM and RAM, and I/O ports.
  • the air conditioning control device 5 performs various calculations based on the programs stored in the ROM, input detection signals from various sensors, and input operation signals from various switches, and is configured to control the operation of the vehicle air conditioner 1, more specifically, to output control signals to various devices electrically connected to the air conditioning control device 5 to control the various devices.
  • the air conditioning control device 5 corresponds to the "control unit" of the present invention.
  • the various sensors include a temperature sensor group 71 installed at various locations inside and outside the air conditioning unit 2, a humidity sensor group 72 installed at various locations inside and outside the air conditioning unit 2, a seat weight sensor 73, and a CO 2 concentration sensor 74.
  • the temperature sensor group 71 includes an outside air temperature sensor that detects the temperature of the outside air, an inside air temperature sensor that detects the temperature of the inside air, a temperature sensor that detects the surface temperature of the window glass of the vehicle, and a temperature sensor that detects the temperature of the air near the window glass in the vehicle cabin.
  • the humidity sensor group 72 includes an outside air humidity sensor that detects the humidity of the outside air, an inside air humidity sensor that detects the humidity of the inside air, and a humidity sensor that detects the humidity of the air near the window glass in the vehicle cabin.
  • the seat weight sensor 73 is a sensor that detects the weight of each seat installed in the vehicle cabin.
  • the CO 2 concentration sensor 74 is a sensor that detects the concentration of carbon dioxide (CO 2 ) in the vehicle cabin.
  • the air conditioning control device 5 can determine the number of occupants in the vehicle cabin based on the change in the weight of each seat detected by the seat weight sensor 73.
  • the various switches are provided on an operation panel 75 installed, for example, at the front of the vehicle interior so that they can be operated by the occupants.
  • the various switches include an ON/OFF switch for turning the vehicle air conditioner 1 ON/OFF, an AUTO switch for turning the automatic control of the vehicle air conditioner 1 ON/OFF, an A/C switch for turning the cooling function ON/OFF, a HEAT switch for turning the heating function ON/OFF, an intake mode switch for switching the intake mode, an outlet mode switch for switching the outlet mode, and an air volume setting switch for setting the volume of the conditioned air blown into the vehicle interior.
  • the vehicle air conditioner 1 is configured to be capable of ventilating the vehicle cabin while processing (cooling and dehumidifying) outside air during cooling operation, and to be capable of ventilating the vehicle cabin while processing (heating and humidifying) outside air or while processing (dehumidifying) inside air during heating operation.
  • (Initial state of cooling operation) 4 shows the air flow in the initial state of the cooling operation.
  • the air inlet mode is set to the inside air mode
  • the air outlet mode is set to the face mode.
  • the flow distribution adjustment damper 39 is positioned along the flow direction of the second air in the second passage P2, as shown by the solid line in Figure 4, i.e., its opening angle is 0°, blocking the inlet surface of the second air in the total heat exchanger 37.
  • the blower fan 28 is driven by a control signal output from the air conditioning control device 5 in accordance with the air volume setting (e.g., 200 m3 /h), and the blower fan 28 operates in a state where it can flow air at a flow rate of 100 m3 /h through each of the first passage P1 and the second passage P2.
  • the air volume setting e.g. 200 m3 /h
  • the refrigeration cycle 40 is operated by the air conditioning control device 5, and the evaporator 29 functions as a cooler that cools the air flowing inside the air conditioning case 21.
  • the heat medium heating device 50 electric heater 51
  • the electric pump 52 are stopped, and the heater core 30 does not function as a heater.
  • the air conditioning control device 5 checks the number of occupants in the vehicle cabin based on information from the seat weight sensor 73 during cooling operation.
  • the number of occupants in the vehicle cabin is used as a parameter that can estimate the degree of increase in CO2 concentration in the vehicle cabin. That is, since the CO2 concentration in the vehicle cabin increases mainly due to the breath of the occupants, the degree of increase in CO2 concentration also changes in proportion to the number of occupants in the vehicle cabin or the total weight of the occupants.
  • the air conditioning control device 5 i.e., the vehicle air conditioner 1 estimates the change in CO2 concentration in the vehicle cabin during cooling operation from the number of occupants and controls the ventilation volume.
  • the air conditioning control device 5 may control the ventilation volume using the CO2 concentration in the vehicle cabin detected by the CO2 concentration sensor 74.
  • the first switching damper 32 connects the first passage P1 to the outside air inlet 22 while blocking the connection between the first passage P1 and the inside air inlet 23 (the first state).
  • the blower fan 28 operates in a state in which it can flow air at a flow rate of 200 m3 /h into each of the first passage P1 and the second passage P2.
  • the first flow rate adjustment damper 34 is held in a position where the flow rate of the first air flowing through the first passage P1 is 102 m3 /h.
  • the flow rate distribution adjustment damper 39 is held in a position where the flow rate of the second air, of the second air flowing through the second passage P2, introduced into the total heat exchanger 37 is 102 m3 /h and the flow rate of the second air sent to the evaporator 29 is 98 m3 /h.
  • the second switching damper 33 keeps the second passage P2 communicating with the inside air inlet 23, and the second flow rate adjustment damper 35 keeps the second passage P2 fully open.
  • the state of the air flowing through each part of the air conditioning unit 2 changes as shown in Table 1.
  • outside air (OA) is introduced into the air conditioning case 21 from the outside air inlet 22 at a flow rate of 102 m 3 /h
  • inside air (RA) is introduced into the air conditioning case 21 from the inside air inlet 23 at a flow rate of 200 m 3 /h.
  • the outside air (OA) introduced into the air conditioning case 21 passes through the first passage P1 as the first air (OA1) and is introduced into the total heat exchanger 37.
  • the inside air (RA) introduced into the air conditioning case 21 passes through the second passage P2 as the second air (RA2) and is divided into two directions by the flow rate distribution adjustment damper 39, and the inside air (RA2-1) at a flow rate of 102 m 3 /h is introduced into the total heat exchanger 37, and the inside air (RA2-2) at a flow rate of 98 m 3 /h is sent to the evaporator 29.
  • total heat exchanger 37 total heat (temperature and humidity) is exchanged between the introduced outside air (OA1) and inside air (RA2-1).
  • the outside air (OA1) is cooled and dehumidified, becoming air (SA) with a temperature of 30°C and a relative humidity of 51.3%, which flows out of the total heat exchanger 37 and is sent to the evaporator 29.
  • the inside air (RA2-1) is also heated and humidified, becoming air (EA) with a temperature of 29.9°C and a relative humidity of 50.1%, which flows out of the total heat exchanger 37 and is exhausted to the outside of the passenger compartment through the exhaust port 38.
  • the vehicle air conditioner 1 uses the total heat exchanger 37, that is, when ventilation (introducing outside air and discharging inside air) is performed while processing (cooling and dehumidifying) outside air with the total heat exchanger 37, the specific enthalpy of the air (CA1) introduced into the evaporator 29 is 52.6 kJ/kg (total heat exchanger in Table 1: present).
  • the air (CA1) introduced into the evaporator 29 has a temperature of 30°C, a relative humidity of 51.2%, and a specific enthalpy of 65.0 kJ/kg (total heat exchanger in Table 1: absent).
  • the specific enthalpy of the conditioned air (CA2) blown out from the face outlet 26 is 18.6 kJ/kg.
  • a portion (RA2-1) of the inside air (RA2) as the second air flowing through the second passage P2 is introduced into the total heat exchanger 37.
  • this is not limited to this.
  • the entire amount of the inside air (RA2) as the second air flowing through the second passage P2 may be introduced into the total heat exchanger 37.
  • the air conditioning control device 5 of the vehicle air conditioner 1 performs a correction to increase the set value of the ventilation amount per occupant (51 m3 /h) described above, thereby realizing a state in which the CO2 concentration in the vehicle cabin is controlled to be equal to or less than the reference value.
  • the vehicle air conditioner 1 performs heating operation in winter when the temperature of the outside air is low.
  • the vehicle air conditioner 1 performs heating operation, it is desirable to set the intake mode to the inside air mode and perform inside air circulation in which the conditioned air is circulated in the vehicle cabin in order to increase the heating efficiency.
  • the heating operation is performed with the inside air circulation at 100%, the CO2 concentration in the vehicle cabin increases due to the breath of the occupants, as in the case of cooling operation, and ventilation of the vehicle cabin (introduction of outside air and exhaust of inside air) is required.
  • ventilation of the vehicle cabin introduction of outside air and exhaust of inside air
  • condensation is likely to occur on the window glass of the vehicle.
  • (Initial state of heating operation) 6 shows the air flow in the initial state of the heating operation.
  • the air inlet mode is set to the inside air mode
  • the air outlet mode is set to the foot mode.
  • the air conditioning control device 5 controls the first switching damper 32, the second switching damper 33, the first flow rate adjustment damper 34, and the second flow rate adjustment damper 35 to the positions shown by solid lines in FIG. 6, similar to the initial state of cooling operation. That is, the first switching damper 32 connects the first passage P1 to the inside air inlet 23 while blocking the connection between the first passage P1 and the outside air inlet 22 (the second state). The second switching damper 33 connects the second passage P2 to the inside air inlet 23 while blocking the connection between the second passage P2 and the outside air inlet 22 (the fourth state). The first flow rate adjustment damper 34 fully opens the first passage P1, and the second flow rate adjustment damper 35 fully opens the second passage P2.
  • the air conditioning control device 5 controls the face door 26A, the foot door 27A, and the outlet switching door 36 to the positions shown by the solid lines in FIG. 6. That is, the face door 26A closes the face outlet 26, the foot door 27A opens the foot outlet 27, and the outlet switching door 36 closes the defroster outlet 25.
  • the flow distribution adjustment damper 39 is positioned along the flow direction of the second air in the second passage P2, similar to the initial state of cooling operation, i.e., its opening angle is 0°, blocking the inlet surface of the second air in the total heat exchanger 37.
  • the air mix door 30A located upstream of the heater core 30 is set in a state in which all of the air flowing through the air conditioning case 21 passes through the heater core 30.
  • the blower fan 28 is driven by a control signal output from the air conditioning control device 5 in accordance with the air volume setting (e.g., 200 m3 /h), and the blower fan 28 operates in a state where it can flow air at a flow rate of 100 m3 /h through each of the first passage P1 and the second passage P2.
  • the air volume setting e.g. 200 m3 /h
  • the heat medium heating device 50 (electric heater 51) and the electric pump 52 are driven by the air conditioning control device 5, and the heater core 30 functions as a heater that heats the air flowing through the air conditioning case 21, but the refrigeration cycle 40 (compressor 41) is stopped and the evaporator 29 does not function as a cooler.
  • the inside air (RA) at a flow rate of 200 m3 /h is introduced into the air conditioning case 21 from the inside air inlet 23, and the inside air (RA) introduced into the air conditioning case 21 is divided and flows into the first passage P1 and the second passage P2.
  • the inside air (RA1) as the first air flowing through the first passage P1 is introduced into the heater core 30 via the total heat exchanger 37 and the evaporator 29, and the inside air (RA2) as the second air flowing through the second passage P2 is introduced into the heater core 30 via the evaporator 29.
  • the heater core 30 heats the introduced air (RA1+RA2), and the air (RA1+RA2) heated by the heater core 30 is blown out from the foot outlet 27 into the passenger compartment as the conditioned air CA at a flow rate of 200 m3 /h. In this way, the vehicle air conditioner 1 performs heating operation with 100% inside air circulation.
  • the air conditioner control device 5 checks the number of occupants in the vehicle cabin based on information from the seat weight sensor 73. The air conditioner control device 5 also determines the dew point temperature of the air near the window glass using the detection values of the temperature sensor and humidity sensor installed near the window glass among the temperature sensor group 71 and humidity sensor group 72. The air conditioner control device 5 then controls each part of the vehicle air conditioner 1 so that ventilation (introduction of outside air and exhaust of inside air) is performed according to the number of occupants in the vehicle cabin, and the dew point temperature of the air near the window glass is lower than the surface temperature of the window glass.
  • ventilation introduction of outside air and exhaust of inside air
  • Heating operation with two occupants - outside air processing 7 and 8 show the air flow when the heating operation is performed and outside air processing is performed with two occupants.
  • the first switching damper 32 connects the first passage P1 to the outside air inlet 22, while blocking the connection between the first passage P1 and the inside air inlet 23 (the first state).
  • the blower fan 28 operates in a state in which it can flow air at a flow rate of 200 m 3 /h into each of the first passage P1 and the second passage P2.
  • the first flow rate adjustment damper 34 is held in a position where the flow rate of the first air flowing through the first passage P1 is 102 m 3 /h.
  • the flow rate distribution adjustment damper 39 is held in a position where the flow rate of the second air, of the second air flowing through the second passage P2, introduced into the total heat exchanger 37 is 102 m 3 /h, and the flow rate of the second air sent to the heater core 30 via the evaporator 29 is 98 m 3 /h.
  • the second switching damper 33 keeps the second passage P2 communicating with the inside air inlet 23, and the second flow rate adjustment damper 35 keeps the second passage P2 fully open.
  • the state of the air flowing through each part of the air conditioning unit 2 changes as shown in Table 2.
  • outside air (OA) is introduced into the air conditioning case 21 from the outside air inlet 22 at a flow rate of 102 m 3 /h
  • inside air (RA) is introduced into the air conditioning case 21 from the inside air inlet 23 at a flow rate of 200 m 3 /h.
  • the outside air (OA) introduced into the air conditioning case 21 passes through the first passage P1 as the first air (OA1) and is introduced into the total heat exchanger 37.
  • total heat exchanger 37 total heat (temperature and humidity) is exchanged between the introduced outside air (OA1) and inside air (RA2-1).
  • the outside air (OA1) is heated and humidified, becoming air (SA) with a temperature of 14.3°C and a relative humidity of 41.4%, which flows out of the total heat exchanger 37 and is sent to the heater core 30 via the evaporator 29.
  • the inside air (RA2-1) is also cooled and dehumidified, becoming air (EA) with a temperature of 15°C and a relative humidity of 40.7%, which flows out of the total heat exchanger 37 and is exhausted to the outside of the passenger compartment through the exhaust port 38.
  • the conditioned air (CA2) having a temperature of 50°C and a relative humidity of 6.5% is blown out from the foot outlet 27 toward the feet of the occupants in the vehicle cabin.
  • the dew point temperature of the conditioned air (CA2) is 3.9° C., which is lower than the outside air temperature ( ⁇ surface temperature of the window glass) of 5° C. Therefore, the occurrence of condensation (fogging) on the window glass can be suppressed.
  • the specific enthalpy of the air (CA1) introduced into the heater core 30 is 32.2 kJ/kg, and the specific enthalpy of the conditioned air (CA2) blown out from the foot outlet 27 is 63.3 kJ/kg.
  • the relative humidity of the conditioned air (CA2) blown out from the foot outlet 27 is 3.5%
  • the relative humidity of the conditioned air (CA2) blown out from the foot outlet 27 is 6.5%. Therefore, the decrease in humidity inside the vehicle cabin can also be suppressed.
  • the air conditioning control device 5 compares the dew point temperature of the air near the window glass with a threshold value, and when the dew point temperature of the air near the window glass reaches the threshold value, it reduces the amount of inside air introduced into the total heat exchanger 37, i.e., the amount of inside air that heats and humidifies the outside air to be introduced into the vehicle cabin. This is to reduce the humidity introduced into the vehicle cabin and prevent condensation (fogging) on the window glass.
  • the threshold value is set based on the surface temperature of the window glass. Although not limited to this, in this embodiment, the threshold value is set to a temperature lower than the surface temperature of the window glass, for example, "window glass surface temperature -1°C". However, this is not limited to this, and the surface temperature of the window glass may be set as the threshold value.
  • the air conditioning control device 5 reduces the opening degree of the flow rate distribution adjustment damper 39 by a first predetermined amount from the state shown in Fig. 7.
  • the air conditioning control device 5 also controls the second flow rate adjustment damper 35 in a direction to close the second passage P2, specifically, in this case, to maintain the flow rate (98 m3 /h) of the inside air (RA2-2) sent to the heater core 30 via the evaporator 29.
  • the air conditioning control device 5 reduces the opening degree of the flow rate distribution adjustment damper 39 by the first predetermined amount each time the dew point temperature of the air near the window glass reaches the threshold value, and accordingly controls the second flow rate adjustment damper 35 in a direction to close the second passage P2.
  • the air conditioning control device 5 controls the flow distribution adjustment damper 39 to gradually reduce the flow rate of the inside air (RA2-1) introduced into the total heat exchanger 37 so that the dew point temperature of the air near the window glass does not exceed the threshold value, and more specifically, so that the dew point temperature of the air near the window glass does not become the surface temperature of the window glass.
  • the air conditioning control device 5 controls the blower fan 28, the first flow rate adjustment damper 34, and the second flow rate adjustment damper 35.
  • the blower fan 28 operates in a state in which it can flow air at a flow rate of 102 m 3 /h into each of the first passage P1 and the second passage P2, for example, the first flow rate adjustment damper 34 fully opens the first passage P1, and the second flow rate adjustment damper 35 is held in a position where the flow rate of the second air flowing through the second passage P2 is 98 m 3 /h (FIG. 8).
  • the state of the air flowing through each part of the air conditioning unit 2 (vehicle air conditioner 1) changes as shown in Table 3.
  • outside air (OA) is introduced into the air conditioning case 21 from the outside air inlet 22 at a flow rate of 102 m3 /h
  • inside air (RA) is introduced into the air conditioning case 21 from the inside air inlet 23 at a flow rate of 98 m3 /h.
  • the outside air (OA) introduced into the air conditioning case 21 passes through the first passage P1 as the first air (OA1), and is introduced into the heater core 30 via the total heat exchanger 37 and the evaporator 29.
  • the inside air (RA) introduced into the air conditioning case 21 passes through the second passage P2 as the second air (RA2), and is sent to the heater core 30 via the evaporator 29.
  • the air (OA1) sent from the first passage P1 at a flow rate of 102 m 3 /h and the inside air (RA2) sent from the second passage P2 at a flow rate of 98 m 3 /h are introduced into the heater core 30 in a mixed state.
  • air (CA1) having a temperature of 14.4°C and a relative humidity of 41.3% is introduced into the heater core 30.
  • the flow rate of the air (CA1) introduced into the heater core 30 is 200 m 3 /h.
  • the air CA1 is heated by the heater core 30 and then blown out from the foot outlet 27 into the vehicle cabin as conditioned air (CA2).
  • the conditioned air (CA2) having a temperature of 50°C and a relative humidity of 5.5% is blown out from the foot outlet 27 toward the feet of the occupants in the vehicle cabin.
  • the dew point temperature of the conditioned air (CA2) is 1.5° C., which is lower than the dew point temperature (3.9° C.) of the conditioned air (CA2) in the state shown in Fig. 7. This can further suppress the occurrence of condensation (fogging) on the window glass.
  • the specific enthalpy of the air (CA1) introduced into the heater core 30 is 25.2 kJ/kg, and the specific enthalpy of the conditioned air (CA2) blown out from the foot outlet 27 is 61.2 kJ/kg.
  • the relative humidity of the conditioned air (CA2) blown out from the foot outlet 27 is 3.5%
  • the relative humidity of the conditioned air (CA2) blown out from the foot outlet 27 is 5.5%. Therefore, the decrease in humidity inside the vehicle cabin can also be suppressed.
  • the air conditioning control device 5 switches the air conditioning unit 2 (vehicle air conditioner 1) from a state in which the total heat exchanger 37 can process (heat and humidify) the outside air (outside air processing possible state) to a state in which the total heat exchanger 37 can process (dehumidify) the inside air (inside air processing possible state) (Fig. 8 ⁇ Fig. 9). Specifically, the air conditioning control device 5 controls the first switching damper 32, the second switching damper 33, the first flow rate adjustment damper 34, and the second flow rate adjustment damper 35 from the state shown in Fig. 8.
  • the first switching damper 32 connects the first passage P1 to the inside air inlet 23 while blocking the communication between the first passage P1 and the outside air inlet 22 (second state).
  • the second switching damper 33 connects the second passage P2 to the outside air inlet 22 while blocking the communication between the second passage P2 and the inside air inlet 23 (third state).
  • the first flow rate adjustment damper 34 is held in a position where the flow rate of the first air flowing through the first passage P1 is 98 m3 /h, and the second flow rate adjustment damper 35 fully opens the second passage P2.
  • outside air (OA) is introduced into the air conditioning case 21 from the outside air inlet 22 at a flow rate of 102 m3 /h
  • inside air (RA) is introduced into the air conditioning case 21 from the inside air inlet 23 at a flow rate of 98 m3 /h.
  • the inside air (RA) introduced into the air conditioning case 21 passes through the first passage P1 as the first air (RA1) and is introduced into the heater core 30 via the total heat exchanger 37 and the evaporator 29.
  • the outside air (OA) introduced into the air conditioning case 21 passes through the second passage P2 as the second air (OA2) and is sent to the heater core 30 via the evaporator 29.
  • the inside air (RA1) sent from the first passage P1 at a flow rate of 98 m 3 /h and the outside air (OA2) sent from the second passage P2 at a flow rate of 102 m 3 /h are introduced into the heater core 30 in a mixed state.
  • air (CA1) having a temperature of 14.4°C and a relative humidity of 41.3% is introduced into the heater core 30 via the evaporator 29.
  • the flow rate of the air (CA1) introduced into the heater core 30 is 200 m 3 /h.
  • the air CA1 is heated by the heater core 30 and then blown out from the foot outlet 27 into the vehicle cabin as conditioned air (CA2).
  • the conditioned air (CA2) having a temperature of 50°C and a relative humidity of 5.5% is blown out from the foot outlet 27 toward the feet of the occupants in the vehicle cabin.
  • the dew point temperature of the conditioned air (CA2), the energy saving effect, etc. are the same as those in the state before switching of the air conditioning unit 2 (vehicle air conditioner 1) (the state shown in FIG. 8).
  • the air conditioning control device 5 switches the air conditioning unit 2 (vehicle air conditioner 1) from a state capable of processing outside air to a state capable of processing inside air ( Figure 8 ⁇ Figure 9), it reduces the humidity introduced into the vehicle cabin by introducing outside air into the total heat exchanger 37 via the flow distribution adjustment damper 39, i.e., by processing the inside air in the total heat exchanger 37 (dehumidifying the inside air with the outside air).
  • the air conditioning control device 5 switches the air conditioning unit 2 from an outside air processing capable state to an inside air processing capable state, it increases the opening degree of the flow rate distribution adjustment damper 39 by a second predetermined amount, and accordingly controls the blower fan 28, the first flow rate adjustment damper 34, and the second flow rate adjustment damper 35 so as to increase the flow rate of the outside air (OA2-1) introduced into the total heat exchanger 37 while maintaining the flow rate (98 m 3 /h) of the inside air (RA1) flowing through the first passage P1 and the flow rate (102 m 3 /h) of the outside air (OA2-2) sent to the heater core 30 via the evaporator 29.
  • the air conditioning control device 5 increases the opening degree of the flow rate distribution adjustment damper 39 by a second predetermined amount every time the dew point temperature of the air near the window glass reaches the threshold value, and accordingly controls the blower fan 28, the first flow rate adjustment damper 34, and the second flow rate adjustment damper 35.
  • the air conditioning control device 5 controls the blower fan 28, the second flow rate control damper 35, and the flow rate distribution control damper 39 to gradually increase the flow rate of the outside air (OA2-1) introduced into the total heat exchanger 37 so that the dew point temperature of the air near the window glass does not exceed the threshold value, and more specifically, so that the dew point temperature of the air near the window glass does not become the surface temperature of the window glass.
  • the blower fan 28 operates in a state where it can flow air at a flow rate of 200 m3 /h into each of the first passage P1 and the second passage P2, and the first flow rate adjustment damper 34 is held in a position where the flow rate of the first air flowing through the first passage P1 is 98 m3 /h.
  • the state of the air flowing through each part of the air conditioning unit 2 changes as shown in Table 5.
  • the specific enthalpy of the air (CA1) introduced into the heater core 30 is 18.5 kJ/kg, and the specific enthalpy of the conditioned air (CA2) blown out from the foot outlet 27 is 59.3 kJ/kg.
  • the relative humidity of the conditioned air (CA2) blown out from the foot outlet 27 is 3.5%
  • the relative humidity of the conditioned air (CA2) blown out from the foot outlet 27 is 4.5%. Therefore, the decrease in humidity inside the vehicle cabin can also be suppressed.
  • the air conditioning control device 5 controls the blower fan 28, the first flow control damper 34, and the flow distribution control damper 39 so that heating operation is performed with 100% outside air intake.
  • the heating operation is performed in the following order: inside air circulation 100% (Fig. 6) ⁇ outside air processing (Figs. 7, 8) ⁇ switching from outside air processing to inside air processing (Fig. 9) ⁇ inside air processing (Fig. 10) ⁇ outside air introduction 100% (Fig. 11) ⁇ switching from outside air processing to inside air processing (Fig. 10) ⁇ ...
  • this is not limited to the above.
  • the outside air processing (Figs. 7, 8) and the switching from outside air processing to inside air processing (Fig. 9) may be omitted, and the heating operation may be performed in the following order: inside air circulation 100% (Fig. 6) ⁇ inside air processing (Fig. 10) ⁇ outside air introduction 100% (Fig. 11) ⁇ inside air processing (Fig. 10) ⁇ ...
  • the first passage P1 is connected to the outside air inlet 22 by the first switching damper 32
  • the second passage P2 is connected to the inside air inlet 23 by the second switching damper 33
  • at least a part of the inside air flowing through the second passage P2 is introduced into the total heat exchanger 37 by the flow rate distribution adjustment damper 39, so that it is possible to ventilate the vehicle interior (introduce outside air and exhaust inside air) while heating and humidifying the outside air with the inside air during heating operation.
  • the first passage P1 is connected to the inside air inlet 23 by the first switching damper 32
  • the second passage P2 is connected to the outside air inlet 22 by the second switching damper 33
  • at least a part of the outside air flowing through the second passage P2 is introduced into the total heat exchanger 37 by the flow rate distribution adjustment damper 39, so that it is possible to ventilate the vehicle interior (introduce outside air and exhaust inside air) while dehumidifying the inside air with the outside air during heating operation. Therefore, the vehicle air conditioner 1 according to the first embodiment reduces heat loss caused by ventilation (introducing outside air and expelling inside air), and can reduce power consumption during cooling and heating operations.
  • the air conditioning control device 5 controls the first switching damper 32 to communicate the first passage P1 with the outside air inlet 22 and the second switching damper 33 to communicate the second passage P2 with the inside air inlet 23 during each of the cooling operation and the heating operation, and then appropriately controls the blower fan 28 , the first flow rate adjustment damper 34, the second flow rate adjustment damper 35, and the flow rate distribution adjustment damper 39 so that outside air (OA) flows through the first passage P1 at a flow rate corresponding to the number of occupants in the vehicle cabin as information on the CO2 concentration in the vehicle cabin, and inside air (RA) flows into the total heat exchanger 37 at a flow rate corresponding to the number of occupants in the vehicle cabin. Therefore, during each of the cooling operation and the heating operation, ventilation (introduction of outside air and exhaust of inside air) in the vehicle cabin is efficiently performed and power consumption can be suppressed.
  • the air conditioning control device 5 controls the flow distribution adjustment damper 39 to gradually reduce the flow rate of the inside air (RA2-1) as the second air introduced into the total heat exchanger 37 during heating operation so that the dew point temperature of the air near the window glass does not exceed a threshold value set based on the surface temperature of the window glass. This makes it possible to reduce the humidity introduced into the vehicle cabin and effectively prevent condensation (fogging) on the window glass.
  • the air conditioning control device 5 controls the first switching damper 32 to connect the first passage P1 to the inside air inlet 23, and controls the second switching damper 33 to connect the second passage P2 to the outside air inlet 22, and then appropriately controls the blower fan 28, the second flow rate adjustment damper 35, and the flow rate distribution adjustment damper 39 so that a portion (OA2-1) of the outside air (OA) as the second air flowing through the second passage P2 is introduced into the total heat exchanger 37, and the outside air (OA2-2) at a flow rate corresponding to the number of occupants in the vehicle cabin is sent to the evaporator 29.
  • the air conditioning control device 5 controls the flow rate distribution adjustment damper 39 to gradually increase the flow rate of the outside air (OA2-1) as the second air introduced into the total heat exchanger 37 so that the dew point temperature of the air near the window glass does not exceed a threshold value set based on the surface temperature of the window glass. This makes it possible to more effectively prevent condensation (fogging) on the window glass.
  • Fig. 13 is a schematic diagram of the overall configuration of the vehicle air conditioner 10 according to the second embodiment.
  • the main differences between the vehicle air conditioner 1 according to the first embodiment (Fig. 1) and the vehicle air conditioner 10 according to the second embodiment (Fig. 13) are as follows. Note that other than that, the vehicle air conditioner 1 according to the second embodiment is basically the same as the vehicle air conditioner 1 according to the first embodiment, so a description thereof will be omitted.
  • the configuration upstream of the evaporator 29 (the one end side) is upside down. That is, in the vehicle air conditioner 1 according to the first embodiment (FIG. 1), the first communication passage CP1, the first passage P1 (first flow rate control damper 34), and the total heat exchanger 37 (exhaust port 38) are arranged on the upper side within the air conditioning case 21, and the second communication passage CP2, the second passage P2 (second flow rate control damper 35), and the flow rate distribution control damper 39 are arranged on the lower side within the air conditioning case 21. In contrast, in the vehicle air conditioner 10 according to the second embodiment (FIG.
  • the first communication passage CP1, the first passage P1 (first flow rate adjustment damper 34), and the total heat exchanger 37 (exhaust port 38) are disposed on the lower side within the air conditioning case 21, and the second communication passage CP2, the second passage P2 (second flow rate adjustment damper 35), and the flow rate distribution adjustment damper 39 are disposed on the upper side within the air conditioning case 21.
  • the first air sent from the first passage P1 via the total heat exchanger 37 and the second air sent from the second passage P2 are mixed and introduced into the evaporator 29 and/or the heater core 30, cooled and/or heated, and led to the defroster outlet 25, the face outlet 26, and/or the foot outlet 27.
  • the space between the total heat exchanger 37 and the evaporator 29 and the space between the evaporator 29 and the heater core 30 are partitioned by partitions 31e and 31f into the first passage P1 side and the second passage P2 side, respectively.
  • the air passage in the evaporator 29 and the air passage in the heater core 30 are divided and formed so that the air flowing through the first passage P1 and the air flowing through the second passage P2 do not mix. That is, in the second embodiment, the first passage P1 and the second passage P2 are extended compared to the first embodiment.
  • the second passage P2 arranged on the upper side in the air conditioning case 21 can guide the second air to the defroster outlet 25 via the evaporator 29 and the heater core 30 (or the bypass passage B) when the outlet switching door 36 is in the neutral position.
  • the first passage P1 arranged on the lower side in the air conditioning case 21 can guide the first air to the face outlet 26 and/or the foot outlet 27 via the total heat exchanger 37, the evaporator 29, and the heater core 30 (or the bypass passage B) when the outlet switching door 36 is in the neutral position.
  • Example of operation of the vehicle air conditioner 10 in winter shows the air flow in the initial state of the heating operation.
  • the vehicle air conditioner 10 performs the heating operation with 100% inside air circulation, as in the first embodiment. That is, the first switching damper 32 connects the first passage P1 to the inside air inlet 23, while blocking the communication between the first passage P1 and the outside air inlet 22 (the second state).
  • the second switching damper 33 connects the second passage P2 to the inside air inlet 23, while blocking the communication between the second passage P2 and the outside air inlet 22 (the fourth state).
  • the first flow rate adjustment damper 34 fully opens the first passage P1
  • the second flow rate adjustment damper 35 fully opens the second passage P2.
  • the flow rate distribution adjustment damper 39 closes the inlet surface of the second air in the total heat exchanger 37.
  • the face door 26A closes the face outlet 26
  • the foot door 27A opens the foot outlet 27, and the outlet switching door 36 closes the defroster outlet 25.
  • the blower fan 28 operates in a state in which it can flow air at a flow rate of 100 m3 /h through each of the first passage P1 and the second passage P2, for example.
  • the inside air (RA) is introduced into the air conditioning case 21 from the inside air inlet 23 at a flow rate of 200 m 3 /h.
  • the inside air (RA) introduced into the air conditioning case 21 is divided into a first passage P1 and a second passage P2 and flows.
  • the inside air (RA1) as the first air flowing through the first passage P1 is introduced into the heater core 30 via the total heat exchanger 37 and the evaporator 29, and the inside air (RA2) as the second air flowing through the second passage P2 is introduced into the heater core 30 via the evaporator 29.
  • the heater core 30 heats the introduced airs RA1 and RA2, respectively, and the air (RA1+RA2) heated by the heater core 30 is blown out into the vehicle compartment from the foot outlet 27 at a flow rate of 200 m 3 /h as conditioned air CA. In this manner, the automotive air conditioner 10 performs heating operation with 100% inside air circulation.
  • Heating operation with two occupants 15 and 16 show the air flow in the case of heating operation with two occupants.
  • the air conditioning control device 5 controls the outlet switching door 36 so that the air outlet mode becomes the defroster/foot mode (FIG. 15).
  • the second switching damper 33 connects the second passage P2 to the outside air inlet 22, while blocking the communication between the second passage P2 and the inside air inlet 23 (the third state).
  • the blower fan 28 operates in a state in which it can flow air at a flow rate of 102 m 3 /h into each of the first passage P1 and the second passage P2.
  • the first flow rate adjustment damper 34 is held in a position where the flow rate of the first air flowing through the first passage P1 is 98 m 3 /h.
  • the outlet switching door 36 is held in a neutral position away from both the defroster outlet 25 and the foot outlet 27.
  • the first switching damper 32 keeps the first passage P1 connected to the inside air inlet 23, and the second flow rate adjustment damper 35 keeps the second passage P2 fully open.
  • outside air (OA) is introduced into the air conditioning case 21 from the outside air inlet 22 at a flow rate of 102 m3 /h
  • inside air (RA) is introduced into the air conditioning case 21 from the inside air inlet 23 at a flow rate of 98 m3 /h.
  • the inside air RA introduced into the air conditioning case 21 passes through the first passage P1 as the first air (RA1), passes through the total heat exchanger 37 and the evaporator 29, is introduced into the heater core 30, is heated by the heater core 30, and is blown out from the foot outlet 27 into the passenger compartment as conditioned air (CA2).
  • the conditioned air (CA2) having a temperature of 50°C and a relative humidity of 7.7% is blown out from the foot outlet 27 toward the feet of the occupants in the passenger compartment.
  • the outside air (OA) introduced into the air conditioning case 21 passes through the second passage P2 as the second air (OA2), is introduced into the heater core 30 via the evaporator 29, is heated by the heater core 30, and is then blown out from the defroster outlet 25 into the vehicle cabin as the conditioned air (CA3).
  • the conditioned air (CA3) having a temperature of 50° C. and a relative humidity of 3.5% is blown out from the defroster outlet 25 toward the window glass in the vehicle cabin.
  • the dew point temperature of the conditioned air (CA3) i.e., the dew point temperature of the air near the window glass, is ⁇ 4.0° C., which is lower than the temperature of the outside air ( ⁇ the surface temperature of the window glass), which is 5° C.
  • the occurrence of condensation (fogging) on the window glass can be suppressed.
  • the relative humidity of the conditioned air CA2 blown out is 3.5%
  • the relative humidity of the conditioned air (CA2) blown out from the foot outlet 27 is 7.7%. Therefore, the decrease in humidity inside the vehicle cabin can be suppressed compared to when heating operation is performed with 100% outside air intake.
  • the specific enthalpy of the conditioned air (CA2) blown out from the foot outlet 27 is 65.6 kJ/kg, and the specific enthalpy of the conditioned air (CA3) blown out from the defroster outlet 25 is 57.3 kJ/kg.
  • the dew point temperature of the conditioned air (CA2) blown out from the foot outlet 27 is 6.3°C.
  • the air conditioning control device 5 reduces the humidity introduced into the vehicle cabin by introducing outside air into the total heat exchanger 37, i.e., by processing the inside air in the total heat exchanger 37 (dehumidifying the inside air with the outside air). Specifically, when the dew point temperature of the air near the window glass reaches the threshold value during heating operation in the state shown in Fig. 15, the air conditioning control device 5 increases the opening degree of the flow distribution adjustment damper 39 by a predetermined amount, and controls the blower fan 28 and the first flow rate adjustment damper 34 accordingly.
  • the air conditioning control device 5 increases the opening degree of the flow distribution adjustment damper 39 by a predetermined amount, and controls the blower fan 28 and the first flow adjustment damper 34 accordingly.
  • the blower fan 28 operates in a state where it can flow air at a flow rate of 200 m3 /h into each of the first passage P1 and the second passage P2.
  • the first flow rate adjustment damper 34 is held in a position where the flow rate of the first air flowing through the first passage P1 is 98 m3 /h.
  • the state of the air flowing through each part of the air conditioning unit 2 changes as shown in Table 7.
  • outside air (OA) is introduced into the air conditioning case 21 from the outside air inlet 22 at a flow rate of 200 m 3 /h
  • inside air (RA) is introduced into the air conditioning case 21 from the inside air inlet 23 at a flow rate of 98 m 3 /h.
  • the inside air (RA) introduced into the air conditioning case 21 passes through the first passage P1 as the first air (RA1) and is introduced into the total heat exchanger 37.
  • the outside air (OA) introduced into the air conditioning case 21 passes through the second passage P2 as the second air (OA2) and is divided into two directions by the flow rate distribution adjustment damper 39, and the outside air (OA2-1) with a flow rate of 98 m 3 /h is introduced into the total heat exchanger 37, and the outside air (OA2-2) with a flow rate of 102 m 3 /h is sent to the heater core 30 via the evaporator 29.
  • total heat exchanger 37 total heat (temperature and humidity) is exchanged between the introduced inside air (RA1) and the outside air (OA2-1).
  • the inside air (RA1) is cooled and dehumidified, becoming air (SA) with a temperature of 15°C and a relative humidity of 40.7%, which flows out of the total heat exchanger 37 and is sent to the heater core 30 via the evaporator 29.
  • the outside air (OA2-1) is also heated and humidified, becoming air (EA) with a temperature of 14°C and a relative humidity of 41.8%, which flows out of the total heat exchanger 37 and is exhausted to the outside of the passenger compartment through the exhaust port 38.
  • the air (SA) sent from the total heat exchanger 37 to the heater core 30 at a flow rate of 98 m 3 /h is heated by the heater core 30 and then blown out as conditioned air (CA2) from the foot outlet 27 into the vehicle cabin.
  • the conditioned air (CA2) having a temperature of 50° C. and a relative humidity of 5.6% is blown out from the foot outlet 27 toward the feet of the passengers in the vehicle cabin.
  • the outside air (OA2-2) sent to the heater core 30 at a flow rate of 102 m 3 /h is heated by the heater core 30 and then blown out as conditioned air (CA3) from the defroster outlet 25 into the vehicle cabin.
  • the dew point temperature of the conditioned air (CA3) blown out from the defroster outlet 25 is -4°C, which is the same as the dew point temperature of the conditioned air (CA3) blown out from the defroster outlet 25 in the state shown in Fig. 15, but the dew point temperature of the conditioned air (CA2) blown out from the foot outlet 27 is 1.8°C, which is lower than the outside air temperature ( ⁇ surface temperature of the window glass), which is 5°C. Therefore, the occurrence of condensation (fogging) on the window glass can be further suppressed.
  • the relative humidity of the conditioned air (CA2) blown out from the foot outlet 27 is 3.5%
  • the relative humidity of the conditioned air (CA2) blown out from the foot outlet 27 is 5.6%. Therefore, the decrease in humidity inside the vehicle cabin is suppressed compared to when heating operation is performed with 100% outside air intake.
  • the specific enthalpy of the conditioned air (CA2) blown out from the foot outlet 27 is 61.5 kJ/kg, and the specific enthalpy of the conditioned air (CA3) blown out from the defroster outlet 25 is 57.3 kJ/kg.
  • the vehicle air conditioner 10 of the second embodiment is capable of ventilating the vehicle cabin (introducing outside air and discharging inside air) while cooling and dehumidifying the outside air with the inside air during cooling operation without compromising ease of installation in the vehicle, is capable of ventilating the vehicle cabin (introducing outside air and discharging inside air) while heating and humidifying the outside air with the inside air during heating operation, and is capable of ventilating the vehicle cabin (introducing outside air and discharging inside air) while dehumidifying the inside air with the outside air during heating operation.

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  • Air-Conditioning For Vehicles (AREA)

Abstract

Le problème décrit par la présente invention est de fournir un dispositif de climatisation de véhicule qui, sans affecter les performances d'installation sur un véhicule, peut : effectuer une ventilation dans une cabine tout en refroidissant et déshumidifiant l'air extérieur pendant l'opération de refroidissement ; et effectuer une ventilation dans la cabine tout en chauffant et en humidifiant l'air extérieur ou en déshumidifiant l'air à l'intérieur pendant l'opération de chauffage. La solution selon l'invention porte sur un dispositif de climatisation de véhicule 1, un premier passage P1 mis en communication avec une entrée d'air extérieur 22 ou une entrée d'air intérieur 23 par un premier amortisseur de commutation 32, et un second passage P2 mis en communication avec l'entrée d'air extérieur 22 ou l'entrée d'air intérieur 23 par un second amortisseur de commutation 33. Dans un échangeur de chaleur total 37, un premier air s'écoulant dans le premier passage P1 est introduit, et une partie d'un second air s'écoulant dans le second passage P2 est introduite par un amortisseur d'ajustement de distribution de débit 39. Le premier air ayant subi un échange de chaleur total dans l'échangeur de chaleur total 37 et le second air restant s'écoulant dans le second passage P2 sont introduits dans un évaporateur 29 et un noyau de dispositif de chauffage 30, et le second air ayant subi un échange de chaleur total dans l'échangeur de chaleur total 37 est évacué vers l'extérieur de la cabine.
PCT/JP2024/040175 2023-12-21 2024-11-12 Dispositif de climatisation de véhicule Pending WO2025134600A1 (fr)

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JP2023-215374 2023-12-21

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Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2018193570A1 (fr) * 2017-04-20 2018-10-25 三菱電機株式会社 Équipement de climatisation de véhicule
WO2020084265A1 (fr) * 2018-10-26 2020-04-30 Valeo Systemes Thermiques Dispositif de chauffage, ventilation et/ou climatisation pour vehicule automobile
WO2021130831A1 (fr) * 2019-12-23 2021-07-01 三菱電機株式会社 Ventilateur pour véhicule
JP2024167823A (ja) * 2023-05-22 2024-12-04 サンデン株式会社 車両用空調装置

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2018193570A1 (fr) * 2017-04-20 2018-10-25 三菱電機株式会社 Équipement de climatisation de véhicule
WO2020084265A1 (fr) * 2018-10-26 2020-04-30 Valeo Systemes Thermiques Dispositif de chauffage, ventilation et/ou climatisation pour vehicule automobile
WO2021130831A1 (fr) * 2019-12-23 2021-07-01 三菱電機株式会社 Ventilateur pour véhicule
JP2024167823A (ja) * 2023-05-22 2024-12-04 サンデン株式会社 車両用空調装置

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