Vehicle air conditioning device

Abstract

The vehicle air conditioning device according to the present application can provide a comfortable in-cabin environment for passengers while suppressing air conditioning energy consumption. The vehicle air conditioning device according to the present application includes an air conditioning unit having a blower, a moisture absorbing material through which air supplied by the blower flows, and a heat exchange portion through which air that has passed through the moisture absorbing material flows, and a control device capable of performing control for automatically starting pre-air conditioning based on the establishment of a starting condition. The control device can perform two types of control: first control for bringing the temperature in the cabin to a target value after regeneration of the moisture absorbing material is completed, and second control for regenerating the moisture absorbing material after the temperature in the cabin is brought to the target value. When the pre-air conditioning starting condition is established, the control device controls the first control or the second control based on the difference between the estimated end time of the pre-air conditioning and the boarding time of the passengers.

Description

Technical Field

[0001] This invention relates to air conditioning devices for vehicles. Background Technology

[0002] A desiccant-based vehicle air conditioning unit is known in the prior art. By using a moisture-absorbing material in the air conditioning unit, it can reduce energy consumption and achieve dehumidification.

[0003] For example, the desiccant-type vehicle air conditioning device in Patent Document 1 includes: an air intake port connecting an air inlet that draws in air from outside the vehicle and an air outlet that discharges air into the vehicle compartment; and a regeneration path that draws in air from inside or outside the vehicle and discharges it outside the vehicle, and a moisture-absorbing material is provided at a position adjacent to the air intake path and the regeneration path. The moisture-absorbing material can absorb moisture from the air at the location in the air intake path to dehumidify, and then move to the regeneration path to discharge the moisture from the air passing through the regeneration path, thereby completing the regeneration of the moisture-absorbing performance.

[0004] Existing technical documents

[0005] Patent documents

[0006] Patent Document 1: Japanese Patent Application Publication No. 2006-240573

[0007] Invention Summary

[0008] The technical problem that the invention aims to solve

[0009] However, in the desiccant-type vehicle air conditioning system of Patent Document 1, the moisture-absorbing material is rotated periodically or irregularly to simultaneously perform dehumidification and regeneration, without taking into account the timing of passengers entering the vehicle. Therefore, depending on when passengers enter the vehicle, the moisture-absorbing material may already be in a highly hygroscopic state. In this case, the following problems arise: to dehumidify the humid air, it is necessary to first thoroughly cool it and then heat it to a comfortable temperature, which leads to increased air conditioning energy consumption. At the same time, even if passengers have already entered the vehicle, a comfortable cabin environment cannot be provided.

[0010] The present invention was made in view of the above circumstances, and its purpose is to provide a comfortable interior environment for passengers while suppressing air conditioning energy consumption.

[0011] Technical means to solve the problem

[0012] This invention provides a vehicle air conditioning device, comprising: an air conditioning unit having a blower, a moisture-absorbing material into which air blown by the blower flows, and a heat exchange section into which air after being humidified by the moisture-absorbing material flows; and a control device capable of automatically starting pre-air conditioning based on the establishment of start-up conditions, and capable of performing reheat operation: using the heat exchange section to dehumidify and heat the air after being humidified by the moisture-absorbing material, delivering the dehumidified and heated air into the vehicle compartment, and guiding the air delivered into the vehicle compartment upstream of the moisture-absorbing material, thereby regenerating the moisture-absorbing material; the control device is also capable of performing the following two controls: The first control involves regenerating the moisture-absorbing material through the reheat operation to bring the temperature inside the carriage to a target value. The second control involves regenerating the moisture-absorbing material after the reheat operation brings the temperature inside the carriage to the target value. When the pre-air conditioning start-up conditions are met, the control device acquires the estimated end time of the pre-air conditioning and the passenger's boarding time. If the difference between the estimated end time of the pre-air conditioning and the passenger's boarding time is a first predetermined duration, the first control is executed. If the difference between the estimated end time of the pre-air conditioning and the passenger's boarding time is a second predetermined duration shorter than the first predetermined duration, the second control is executed.

[0013] In addition, the air conditioning unit may be equipped with an air valve to close the air inlet for introducing outdoor air. The control device can control the opening and closing of the air valve. When reheating is performed, the air valve can be closed to seal the air inlet.

[0014] In addition, in the second control, when the temperature inside the compartment reaches the target value, the control device determines that the regeneration of the moisture-absorbing material has been completed. In this case, the control to regenerate the moisture-absorbing material is not executed and the second control is terminated.

[0015] The effects of the invention

[0016] This invention can provide a comfortable cabin environment for passengers while suppressing air conditioning energy consumption. Attached Figure Description

[0017] Figure 1 This diagram illustrates an example of the system structure of a vehicle air conditioning device according to an embodiment of the present invention.

[0018] Figure 2 This diagram illustrates the control device of a vehicle air conditioning system according to an embodiment of the present invention.

[0019] Figure 3 This diagram illustrates the structure of a control device or the like in an electric vehicle (EV) according to an embodiment of the present invention.

[0020] Figure 4 This diagram illustrates the control process performed by the control device according to an embodiment of the present invention.

[0021] Figure 5 This diagram illustrates the control process performed by the control device according to an embodiment of the present invention. Detailed Implementation

[0022] Hereinafter, embodiments of the present invention will be described with reference to the accompanying drawings. In the following description, the same reference numerals in different drawings indicate parts having the same function, and repeated descriptions in each drawing will be appropriately omitted.

[0023] [Example of system structure for vehicle air conditioning unit]

[0024] Figure 1 An example of the structure of a vehicle air conditioning unit 1 according to an embodiment of the present invention is shown. The example shown herein is merely an example, and the specific structure is not particularly limited.

[0025] The vehicle air conditioning unit 1 includes a refrigerant circuit 10, a heat transfer medium circuit 30, and an air conditioning unit 20. The air conditioning unit 20 includes: a blower 23 that introduces air from inside the vehicle compartment (indoors) or outside the vehicle compartment (outdoors); a moisture-absorbing material 52 that absorbs moisture from the air introduced by the blower 23; an indoor heat exchanger 22 (for cooling air) through which the air absorbed by the moisture-absorbing material 52 passes; an indoor heat exchanger 21 (for heating air) through which the air cooled by the indoor heat exchanger 22 passes; and a damper 24 for adjusting the proportion of air passing through the indoor heat exchanger 21. Additionally, the air conditioning unit 20 also includes a damper 25, which is located upstream of the blower 23 in the airflow direction, switching the air introduced by the blower 23 to either indoors or outdoors. The indoor heat exchanger 22 (for cooling air) and the indoor heat exchanger 21 (for heating air) constitute a heat exchange section.

[0026] In air conditioning unit 20, air introduced by fan 23 passes through indoor heat exchangers 21 and 22 and is then blown into the room. Figure 1 When the air valve 24 is fully open, the air introduced by the blower 23 first passes through the indoor heat exchanger 22, then through the indoor heat exchanger 21, and then is blown into the room. In addition, when the air valve 24 is fully closed, the inflow side of the indoor heat exchanger 21 is sealed off, and the air introduced by the blower 23 only passes through the indoor heat exchanger 22 before being blown into the room.

[0027] In the air conditioning unit 20, the air inlet 25A, which communicates with the outside, and the air inlet 25B, which communicates with the inside, can be selectively closed by the air valve 25, thereby introducing air from one of them. Furthermore, in the air conditioning unit 20, the control device 100 can introduce outdoor or indoor air from both air inlets 25A and 25B in a desired ratio by placing the air valve 25 at a desired position between the air inlets 25A and 25B (opening and closing control).

[0028] Furthermore, operating the air conditioner with the air inlet 25A closed is a known internal circulation operation, while operating the air conditioner with the air inlet 25B closed is a known external circulation operation.

[0029] The moisture-absorbing material 52 consists of a desiccant (such as silica gel or zeolite) mounted on a circular rotor (desiccant rotor), with its upper half facing downstream of the blower 23 and its lower half facing the ventilation passage 45. Furthermore, the circular rotor (desiccant rotor) can be rotated by the motor 51, allowing it to switch between facing downstream of the blower 23 and facing the ventilation passage 45. By using the moisture-absorbing material 52, the dehumidified air can be directed towards the indoor heat exchanger 22 (for cooling air) and the indoor heat exchanger 21 (for heating air), thus reducing the energy required for cooling and heating compared to when the moisture-absorbing material 52 is not used. Moreover, when the vehicle is parked and the outside air is cold and humid, the moisture-absorbing material 52 has a higher absorption rate when the air inlet 25B is closed (outside air), compared to when the air inlet 25A is closed (inside air) and the air inlet 25B is closed (outside air). Furthermore, even if the moisture-absorbing material 52 is in a highly hygroscopic state, as long as the outside air becomes hot and low in humidity, the moisture in it will evaporate, and the moisture-absorbing function can be naturally regenerated.

[0030] [Control device]

[0031] Vehicle air conditioning unit 1 includes Figure 2 The control device 100 shown. The control device 100 controls the aforementioned air conditioning unit 20 and motor 51 based on various input signals 60 (such as air conditioning indicator signals, charger connection signals, etc.) and detection signals from the sensor unit 40.

[0032] The sensor unit 40 that inputs detection signals to the control device 100 includes: an external air sensor 41 that detects external air conditions such as external air temperature and external air humidity; a humidity sensor 42 that detects the amount of moisture in the air after it has just been absorbed by the moisture-absorbing material 52; a temperature sensor 43 that detects the temperature of the air after it has just been cooled by the indoor heat exchanger 22; and an internal air sensor 44 that detects indoor conditions such as internal air temperature and internal air humidity.

[0033] The vehicle air conditioning unit 1 is capable of performing known pre-conditioning. Specifically, pre-conditioning is performed when a signal related to the pre-conditioning operation setting is input to the control device 100 as an input signal 60. Pre-conditioning is a function that can automatically start the operation of the air conditioning unit 20 before a preset time so that the indoor temperature reaches the set temperature at the preset time. Thus, a comfortable indoor environment can be provided for occupants when they are in the vehicle.

[0034] Furthermore, the vehicle air conditioning unit 1 can perform reheat operation. Specifically, by operating the air valve 25 to close the air inlet 25A to prevent the intake of outside air, the internal air is operated, and the airflow of the blower 23 is adjusted to the maximum to supply air to the moisture-absorbing material 52, where the moisture-absorbing material 52 absorbs the moisture in the air. Then, the air passing through the moisture-absorbing material 52 is cooled by the indoor heat exchanger 22. Through this cooling, the moisture in the air condenses into water droplets, which are expelled outside the vehicle, for example. Next, the dehumidified air is heated by the indoor heat exchanger 21. Subsequently, the dehumidified and heated air is introduced into the interior. Thus, the interior environment can be adjusted before boarding. In addition, by directing the air introduced into the interior to the upstream side of the moisture-absorbing material 52, the dehumidified and heated air flows into the moisture-absorbing material 52. As a result, the moisture in the moisture-absorbing material 52 evaporates, regenerating its moisture-absorbing function. Thus, the operation of circulating the dehumidified and heated air between the interior and the moisture-absorbing material 52 is equivalent to reheat operation.

[0035] By repeating the aforementioned cycle through reheating, dehumidified and heated air can be introduced into the room, achieving a comfortable indoor environment. Furthermore, the dehumidified and heated air flowing into the moisture-absorbing material 52 promotes its drying, regenerating it and restoring its moisture absorption function. Additionally, by operating the air valve 25 to close the air inlet 25A, preventing the intake of outside air, the drying efficiency of the moisture-absorbing material 52 can be improved. Furthermore, when dehumidified and heated air flows into the moisture-absorbing material 52, the motor 51 can rotate the material 52 to ensure overall drying. Moreover, to further improve drying efficiency, the outlet of the ventilation passage 45 can also be closed using the air valve.

[0036] [Structure of the control unit in an electric vehicle (EV)]

[0037] The vehicle air conditioning unit 1 includes a control device 100 such as Figure 3As shown, the device is configured as an ECU connected to various ECUs (Electronic Control Units) responsible for controlling electric vehicles (EVs) via an in-vehicle network L. The control device 100 includes a CPU (Central Processing Unit) 101, a ROM (Read Only Memory) 102, a RAM (Random Access Memory) 103, an I / F (Interface) for input / output 104, an I / F (Interface) for in-vehicle communication 105, etc., and all hardware components are interconnected via a bus 106.

[0038] CPU 101 controls control device 100 by executing various programs stored in ROM 102. ROM 102 is a non-volatile memory. For example, ROM 102 stores programs for CPU 101 to execute, data required by CPU 101 to execute programs, etc. RAM 103 is a main storage device such as DRAM (Dynamic Random Access Memory) or SRAM (Static Random Access Memory).

[0039] For example, RAM 103 functions as the working area used by CPU 101 when executing programs. Input / output (I / F) 104 connects to various sensors and monitors installed on the EV, inputting data to CPU 101 and outputting data processed by CPU 101. In-vehicle communication (I / F) 105 connects to the vehicle network L, controlling data transmission and reception with other ECUs installed in the EV.

[0040] The control device 100 receives ambient environmental information or EV operating status data via the input / output I / F 104 and the in-vehicle general I / F 105, and uses the program executed by the CPU 101 to control the vehicle air conditioning device 1.

[0041] The EV is equipped with a battery B. The battery B is charged by connecting the charger plug PS to the battery plug BP, and also supplies power to the vehicle's air conditioning unit 1 via the battery B. The connection status of the battery plug BP and plug PS serves as a charger connection signal, which is sent to the control device 100 via the vehicle network L.

[0042] Furthermore, when the battery plug BP and plug PS are connected, the control device 100 can receive signals sent from external communication means (e.g., a mobile terminal held by the occupant, a keyless device, etc.). As an example of the sent signals, the aforementioned signals related to the setting of the pre-air conditioning operation can be listed (e.g., signals including information such as the start time of the operation, the duration of the operation, and the set temperature).

[0043] [Control process performed by the control device]

[0044] After receiving a signal related to the pre-air conditioning operation setting as input signal 60, the control device 100 can control the vehicle air conditioning unit 1 to perform the following three types of control: control to perform pre-air conditioning after the regeneration of the moisture-absorbing material 52 is completed (first control with priority regeneration); control to perform pre-air conditioning and then complete the regeneration of the moisture-absorbing material 52 (second control with priority pre-air conditioning); and control to perform pre-air conditioning only (conventional pre-air conditioning control). More strictly speaking, the above control can be divided into three categories: first control with priority regeneration (including reheat operation), second control with priority pre-air conditioning (including reheat operation), and conventional pre-air conditioning control (excluding reheat operation). These will be explained in detail below.

[0045] Specifically, such as Figure 4 As shown, in step S11, when the charger plug PS is connected to the battery plug BP and charging is underway, and the vehicle air conditioning unit 1 is powered by the battery B (charging), the control device 100 proceeds to step S12. In step S12, a signal related to the pre-air conditioning operation setting is received. When the signal related to the pre-air conditioning operation setting is received, it is determined that the pre-air conditioning start condition has been met, and the process moves to step S13. That is, the control device 100 only receives the signal related to the pre-air conditioning operation setting when charging is in progress. Furthermore, the signal can be received in advance via a timer, in real-time from a mobile terminal, keyless device, etc., or automatically by accumulating daily passenger travel times and recalling those times.

[0046] In step S13, the control device 100 determines whether a predetermined time has elapsed since the starting point. The starting point can be assumed to be the last time a passenger boarded, the last time a passenger alighted, or the last time the air conditioning was used. The predetermined time can be, for example, 5 hours. If 5 hours have elapsed since the last time a passenger alighted, it is determined that the predetermined time has elapsed, and the process proceeds to step S14; if less than 5 hours have elapsed, it is determined that the predetermined time has not elapsed, and the process proceeds to step S14. Furthermore, the last passenger's boarding time, last passenger alighting time, and last air conditioning usage time are pre-stored as information in RAM 103. When executing the determination in step S13, the stored information is read as the starting point and compared with the current time. In addition, the predetermined time can vary with the season. For example, it can be configured so that the predetermined time is shorter in winter than in summer.

[0047] In step S14, the control device 100 determines whether the environment outside the vehicle compartment is in a low-temperature, high-humidity state based on the external air temperature and humidity information input from the external air sensor 41. If it is, the process proceeds to step S15; otherwise, it proceeds to step S19. It should be noted that low-temperature, high-humidity is assumed to be, for example, a temperature below 10°C and humidity above 80%. Furthermore, for vehicles without an external air sensor 41, a rain sensor mounted on the windshield wipers can be used to determine whether the environment is in a low-temperature, high-humidity state; if the vehicle is a connected car, weather information around the vehicle can be obtained to determine the low-temperature, high-humidity state.

[0048] In step S15, the control device 100 acquires the external air temperature and external air humidity information of the vehicle air conditioning unit 1 at the expected end time of pre-air conditioning. After acquiring the external air temperature and external air humidity information of the vehicle air conditioning unit 1 at the expected end time of pre-air conditioning, the process is transferred to step S16.

[0049] Here, we illustrate a scenario where the estimated end time of the pre-cooling system 1 in a vehicle varies depending on the day's outside air temperature and humidity. For example, suppose an occupant uses the vehicle every morning at 7:00 AM. Furthermore, suppose the target indoor temperature for the pre-cooling system 1 is set to 27 degrees Celsius, and the pre-cooling is scheduled to start at 6:30 AM via a timer. Also, suppose the outside air temperature at 6:30 AM on one day is 10 degrees Celsius and the outside humidity is 80%, while on another day at 6:30 AM the outside air temperature is 15 degrees Celsius and the outside humidity is 80%. In this case, if the pre-cooling is started at 6:30 AM in both cases, the former will take longer to reach the target temperature of 27 degrees Celsius than the latter. Then, when the pre-cooling is executed based on the current outside air conditions (outside air temperature and humidity) at 6:30 AM, the estimated end time of the pre-cooling is calculated to determine how long it will take to reach the target temperature. Thus, the predicted end time of the pre-air conditioning of the vehicle air conditioning unit 1 will vary with the external air temperature and humidity of the day, and the control device 100 can obtain the predicted end time of the pre-air conditioning based on the changes in the external air temperature and humidity of the day.

[0050] Back to Figure 4 The control device 100 acquires the external air temperature and humidity information at the expected end time of pre-air conditioning in step S16, and determines whether the moisture-absorbing material 52 is in a state that needs regeneration (i.e., a state that has lost its moisture-absorbing function) based on the acquired information. For example, even at the expected end time of pre-air conditioning, if the external air temperature and humidity information are not significantly different from the current information, it is determined that the moisture-absorbing material 52 is in a state that needs regeneration, and the process is transferred to step S17; if a rapid temperature rise occurs before the expected end time of pre-air conditioning, resulting in a high-temperature and low-humidity state at the expected end time of pre-air conditioning, it is determined that the moisture-absorbing material 52 does not need to be regenerated, and the process is transferred to step S19.

[0051] In step S17, the control device 100 determines whether the duration (difference) calculated using the estimated end time of the pre-air conditioning and the passenger's boarding time (7 o'clock in the example above) is greater than a first predetermined duration (whether the duration is too long). If the duration is determined to be too long, the process proceeds to step S31; if the duration is not too long, the process proceeds to step S18. The first predetermined duration can be assumed to be, for example, 20 minutes. In addition, the passenger's boarding time can be after a predetermined duration (e.g., 30 minutes) has elapsed since receiving the pre-air conditioning operation setting signal, or it can be obtained by accumulating daily boarding times and averaging the accumulated boarding times.

[0052] In step S18, the control device 100 determines whether the duration (difference) calculated using the estimated end time of the pre-air conditioning and the passenger's boarding time (7:00 in the example above) is less than the minimum value of the second predetermined duration (whether the duration is too short). If it is determined that the duration is too short, the process proceeds to step S19; if it is neither too long nor too short, the process proceeds to step S21. Furthermore, the minimum value of the second predetermined duration is assumed to be, for example, 5 minutes. That is, the case where neither step S17 nor step S18 is true refers to a difference of 5 to 19 minutes, which corresponds to the second predetermined duration.

[0053] In step S19, the control device 100 performs conventional pre-air conditioning control to adjust the temperature to the set temperature set by the occupant. When the set temperature set by the occupant is reached and the conventional pre-air conditioning control ends... Figure 4 The flowchart ends here.

[0054] In step S21, the control device 100 begins to execute the second control of the priority pre-heating. Specifically, in step S22, the above-mentioned reheat operation is started. In step S23, it is determined whether the target value (e.g., the above-mentioned target set temperature of 27 degrees) has been reached. If the target value has not been reached, the processing of step S22 and step S23 is repeated. If the target value has been reached, the processing is transferred to step S24.

[0055] In step S24, the control device 100 determines whether the regeneration of the moisture-absorbing material 52 is complete. For example, when the humidity information input from the humidity sensor 42 exceeds a predetermined threshold, the control device 100 determines that the regeneration of the moisture-absorbing material 52 is not complete and transfers the process to step S25; when the humidity information does not exceed the predetermined threshold, the control device 100 determines that the regeneration of the moisture-absorbing material 52 is complete and transfers the process to step S37.

[0056] Furthermore, during the processes of steps S21 to S23, internal air circulation is also performed through reheating, so the dehumidified and heated air flows into the moisture-absorbing material 52. Therefore, consider the following scenario: when it is determined in step S23 that the target value (e.g., the target set temperature of 27 degrees Celsius) has been reached, the regeneration of the moisture-absorbing material 52 is complete. In this case, there is no need to perform the processes of steps S25 to S26, and the process is directly transferred to step S37. Thus, the situation where the control load of the control device 100 increases due to excessive reheating can be suppressed.

[0057] In step S25, the control device 100 continues the reheat operation. In step S26, when the regeneration time has elapsed, the process is transferred back to step S24, and steps S25 and S26 are repeated until it is determined in step S24 that the regeneration of the moisture-absorbing material 52 is complete. Furthermore, the regeneration time is assumed to be, for example, 10 minutes.

[0058] In step S31, the control device 100 begins to execute the first control of priority regeneration. Specifically, in step S32, the reheat operation is initiated, and in step S33, when it is detected that the regeneration time has elapsed, the process is transferred to step S34.

[0059] In step S34, the control device 100 determines whether the regeneration of the moisture-absorbing material 52 is complete. For example, if the humidity information input from the humidity sensor 42 exceeds a predetermined threshold, the control device 100 determines that the regeneration of the moisture-absorbing material 52 is not complete and moves the process to step S32. If the humidity information does not exceed the predetermined threshold, the control device 100 determines that the regeneration of the moisture-absorbing material 52 is complete and moves the process to step S35.

[0060] In step S35, the control device 100 continues the reheat operation. In step S36, it determines whether the target value (e.g., the aforementioned target set temperature of 27 degrees Celsius) has been reached. If the target value has not been reached, the processes of step S35 and step S36 are repeated. If the target value has been reached, the process is transferred to step S37. Then, in step S37, the reheat operation of the vehicle air conditioning unit 1 is terminated, pre-air conditioning is completed, and the process ends. Figure 5 The flowchart is shown. Alternatively, in step S35, reheat operation can be skipped, and conventional pre-air conditioning control (without reheat operation) can be performed instead.

[0062] Thus, in step S15, the estimated end time of pre-air conditioning is obtained. If the duration (difference) calculated using the estimated end time of pre-air conditioning and the passenger's travel time (7:00 AM in the aforementioned example) is greater than a first predetermined duration, steps S31 to S36 are executed. If the duration (difference) calculated using the passenger's travel time (7:00 AM in the aforementioned example) is a second predetermined duration, steps S21 to S26 are executed. In other words, when there is sufficient time before the passenger's travel time, the process related to the regeneration of the moisture-absorbing material 52 is executed first, and the pre-air conditioning process is executed after this process is completed. Furthermore, when there is insufficient time before the passenger's travel time, the process of reaching the target indoor temperature is executed first, and the process related to the regeneration of the moisture-absorbing material 52 is executed after this process is completed.

[0063] Therefore, when there is ample time before the passengers' arrival, the moisture-absorbing material 52 can be optimized to provide a comfortable interior environment at the right time, thus suppressing the increase in air conditioning energy consumption. Furthermore, when there is insufficient time before the passengers' arrival, priority is given to providing a comfortable interior environment to avoid causing discomfort to the passengers. In addition, while prioritizing a comfortable interior environment, reheating operation allows dehumidified and heated air to flow into the moisture-absorbing material 52, restoring its moisture absorption function and further suppressing the increase in air conditioning energy consumption. Moreover, by suppressing the increase in air conditioning energy consumption, the vehicle's driving range can be extended.

[0064] It should be noted that in steps S24 and S34, the completion of the regeneration of the moisture-absorbing material 52 is determined by acquiring the humidity information input from the humidity sensor 42. However, if the humidity sensor 42 is not installed, other sensors can be used instead. For example, the cooling and heating performed during reheating can be stopped, and only the blower 23 can supply air. Subsequently, the temperature sensor 43 or the internal air sensor 44 is used to detect the supplied air, and the completion of the regeneration of the moisture-absorbing material 52 can be determined based on the detected temperature information. This reduces the cost of installing the humidity sensor 42 and simplifies the determination of whether the regeneration of the moisture-absorbing material 52 is complete. On the other hand, as mentioned above, when the completion of the regeneration of the moisture-absorbing material 52 is determined by acquiring the humidity information input from the humidity sensor 42, the cooling and heating steps performed during reheating are not required, thus shortening the time and simplifying the control process.

[0065] The embodiments of the present invention have been described in detail above with reference to the accompanying drawings. However, the specific structure is not limited to the above embodiments. All design changes that do not depart from the spirit of the present invention are included in the present invention.

[0066] Symbol Explanation

[0067] 1: Vehicle air conditioning unit; 10: Refrigerant circuit; 20: Air conditioning unit; 30: Heat medium circuit; 21, 22: Indoor heat exchanger; 23: Blower; 24, 25: Air valve; 25A, 25B: Air inlet; 41: External air sensor; 42: Humidity sensor; 43: Temperature sensor; 44: Internal air sensor; 51: Motor; 52: Moisture-absorbing material; 60: Input signal; 100: Control device.

Claims

1. A vehicle air conditioning unit, comprising: An air conditioning unit, the air conditioning unit having a blower, a moisture-absorbing material into which air is supplied by the blower, and a heat exchange section into which air after being absorbed by the moisture-absorbing material is supplied. And a control device, which is capable of automatically starting the pre-air conditioning system based on the establishment of start-up conditions. The vehicle air conditioning unit is characterized in that the control device is capable of performing reheat operation, that is, dehumidifying and heating the air after it has absorbed moisture through the moisture-absorbing material via the heat exchange section, sending the dehumidified and heated air into the vehicle compartment, and guiding the air sent into the vehicle compartment upstream of the moisture-absorbing material, thereby regenerating the moisture-absorbing material. The control device is capable of performing the following two types of control: After the reheat operation is performed to regenerate the moisture-absorbing material, the temperature inside the carriage is brought to the target value by the first control. as well as After the reheat operation is performed to bring the temperature inside the carriage to the target value, a second control is implemented to regenerate the moisture-absorbing material. When the pre-air conditioning activation conditions are met, the estimated end time of the pre-air conditioning and the passengers' boarding time are obtained. If the difference between the estimated end time of the pre-air conditioning and the passenger's boarding time is a first predetermined duration, then the first control is executed. If the difference between the estimated end time of the pre-air conditioning and the passenger's boarding time is less than a second predetermined time of the first predetermined time, then the second control is executed.

2. The vehicle air conditioning unit according to claim 1, characterized in that, The air conditioning unit has a damper that closes an air inlet for introducing outdoor air. The control device can control the opening and closing of the damper. During the reheat operation, the damper is closed to seal the air inlet.

3. The vehicle air conditioning unit according to claim 1 or 2, characterized in that, In the second control, when the temperature inside the carriage reaches the target value, if it is determined that the regeneration of the moisture-absorbing material has been completed, the control device will not execute the control to regenerate the moisture-absorbing material, but will end the second control.

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