Vehicle air conditioning system

Abstract

An air conditioning system for a vehicle is provided with: a dehumidification device; a power supply; an inflow pipe; a first outflow pipe that returns the air dehumidified by the dehumidification device to the vehicle interior; a second outflow pipe through which air including moisture released by the regeneration process of the dehumidification device flows; and a switching valve which is provided at a branch part between the first outflow pipe and the second outflow pipe and which can switch the flow of air to the first outflow pipe or the second outflow pipe, the dehumidification device comprising: a honeycomb structure which has an outer peripheral wall and partition walls which are disposed on the inner side of the outer peripheral wall and which define a plurality of cells, a plurality of cells forming a flow path extending from the first end surface to the second end surface, at least the partition wall being made of a material having PTC characteristics; a pair of electrodes provided on the first end surface and the second end surface; and a dehumidification layer formed on the surface of the partition wall. A drain valve is provided in the second outflow piping. The second outflow pipe merges with the first outflow pipe on the downstream side of the drain valve.

Description

Technical Field

[0001] The present invention relates to an air conditioning system for a vehicle. Background Art

[0002] In various vehicles such as cars, the demand for improving the cabin environment is increasing. Specific demands include: reducing CO2 in the cabin to suppress the driver's drowsiness, adjusting the humidity in the cabin, and removing harmful volatile components such as odor components and allergy-inducing components in the cabin. As an effective countermeasure to such demands, ventilation can be cited. However, ventilation is the main reason for the loss of a large amount of heater energy in winter, resulting in reduced energy efficiency in winter. In particular, electric vehicles (BEV: Battery Electric Vehicle) have the problem of significantly reducing the cruising range due to their energy loss.

[0003] As a method for solving the above-mentioned problem, patent documents 1 and 2 disclose a vehicle air conditioning system, wherein after the removal target components such as moisture (water vapor) and CO2 in the air of the vehicle compartment are captured by functional materials such as adsorbent materials, the removal target components are reacted or detached by heating and released to the outside of the vehicle to regenerate the functional materials. In the above-mentioned vehicle air conditioning system, it is required that: the air and the functional material are in contact as much as possible to ensure the capture performance of the removal target components, and in addition, the functional material can be heated to a specified temperature to promote the regeneration of the functional material. Regarding regeneration, for example, regeneration is performed by a method of removing the removal target components adsorbed on the functional material by an oxidation reaction, and a method of detaching the removal target components adsorbed on the functional material and discharging them, but both require that the functional material be heated to an appropriate temperature according to the type of the adsorbed removal target components.

[0004] On the other hand, Patent Document 3 discloses a heater component, which has a columnar honeycomb structure, the columnar honeycomb structure has an outer peripheral wall and a partition wall, the partition wall is arranged on the inner side of the outer peripheral wall and is divided into a plurality of compartments, the plurality of compartments form a flow path from the first end face to the second end face, the partition wall has a PTC characteristic, the average thickness of the partition wall is less than 0.13 mm, and the opening ratio in the first end face and the second end face is greater than 0.81. The heater component is used for heating purposes in a vehicle compartment, and the heating area can be enlarged by having a honeycomb structure, so the heater component is an efficient heating mechanism. Therefore, it can be considered that if such a heater component is used as a carrier of a functional material, it can contribute to shortening the regeneration time of the functional material. In particular, it can be considered that the heater component can be heated by powering on and has a PTC characteristic, so that the functional material can be easily heated, and on the other hand, excessive heat can be suppressed, thereby suppressing thermal degradation of the functional material. Furthermore, since the possibility of reaching an excessively high temperature is avoided, even if the initial resistance is set to be small and the heating speed is increased, safety can be ensured and the temperature can be raised in a short time.

[0005] Prior art literature

[0006] Patent Literature

[0007] Patent Document 1: Japanese Patent Application Publication No. 2020-104774

[0008] Patent Document 2: Japanese Patent Application Publication No. 2020-111282

[0009] Patent Document 3: International Publication No. 2020 / 036067 Summary of the invention

[0010] In the conventional vehicle air conditioning system, the functional material is heated during the regeneration process of the functional material, thereby causing the removal target component captured in the functional material to react or detach and be released to the outside of the vehicle together with the heated air, resulting in a waste of heat energy. However, in the case where the removal target component is moisture, although a dehumidifying material is used as the functional material, it is believed that if the moisture released into the air during the regeneration process of the dehumidifying material can be selectively removed, the heated air can be effectively used for heating, etc.

[0011] The present invention has been made to solve the above-mentioned problems, and an object of the present invention is to provide a vehicle air conditioning system capable of selectively removing moisture released into the air during regeneration of a dehumidifying material (dehumidifying layer) and effectively utilizing heated air.

[0012] The inventor of the present invention has conducted intensive research on a vehicle air conditioning system having a dehumidification device having a dehumidification layer formed on the partition wall of a honeycomb structure, and found that the above-mentioned problem can be solved by providing a steam trap in a pipe through which air including moisture released by regeneration of the dehumidification device circulates, and merging the pipe with a pipe for returning air to a vehicle compartment on the downstream side of the steam trap, thereby completing the present invention. That is, the present invention is exemplified as follows.

[0013] (1) A vehicle air conditioning system comprising:

[0014] A dehumidification device, the dehumidification device comprising: a honeycomb structure having an outer peripheral wall and a partition wall, the partition wall being arranged on the inner side of the outer peripheral wall and partitioning a plurality of compartments, the plurality of compartments forming a flow path extending from a first end face to a second end face, at least the partition wall being made of a material having a PTC characteristic; a pair of electrodes, the pair of electrodes being arranged on the first end face and the second end face; and a dehumidification layer, the dehumidification layer being formed on a surface of the partition wall;

[0015] a power source for applying a voltage to the pair of electrodes;

[0016] an inflow pipe for allowing air from a vehicle cabin or outside of the vehicle to flow into the dehumidification device;

[0017] a first outflow pipe for returning the air dehumidified by passing through the dehumidification device to the vehicle compartment;

[0018] a second outflow pipe through which the air including moisture released by the regeneration process of the dehumidification device flows; and

[0019] a switching valve, the switching valve being provided at a branch portion between the first outflow pipe and the second outflow pipe and capable of switching the flow of the air to the first outflow pipe or the second outflow pipe,

[0020] A steam trap is provided in the second outflow pipe.

[0021] The second outflow pipe merges with the first outflow pipe on the downstream side of the steam trap.

[0022] (2) The vehicle air conditioning system according to (1), wherein:

[0023] The switching valve is a differential pressure valve capable of switching the flow of the air to the first outflow pipe or the second outflow pipe.

[0024] The vehicle air conditioning system further comprises:

[0025] a first ventilator that controls the differential pressure valve so as to switch the flow of the air to the first outflow pipe; and

[0026] A second ventilator controls the differential pressure valve so as to switch the flow of the air to the second outflow pipe.

[0027] (3) The vehicle air conditioning system according to (1) or (2), wherein:

[0028] The branch portion between the first outflow pipe and the second outflow pipe has a double pipe structure in which the second outflow pipe is arranged inside the first outflow pipe.

[0029] (4) The vehicle air conditioning system according to (2) or (3), wherein:

[0030] The first fan is disposed in the inlet pipe.

[0031] (5) The vehicle air conditioning system according to any one of (2) to (4), wherein:

[0032] The second fan is disposed in the second outflow pipe.

[0033] (6) The vehicle air conditioning system according to any one of (1) to (5), wherein:

[0034] The material having the PTC characteristic contains barium titanate as a main component.

[0035] (7) The vehicle air conditioning system according to any one of (1) to (6), wherein:

[0036] The dehumidification layer further includes an adsorbent having a function of adsorbing at least one selected from carbon dioxide and volatile components, and / or a catalyst.

[0037] (8) The vehicle air conditioning system according to any one of (1) to (7), wherein:

[0038] The vehicle air conditioning system further includes: a control unit capable of executing a dehumidification mode and a regeneration mode;

[0039] In the dehumidification mode, the switching valve is controlled so as to switch the flow of the air to the first outflow pipe, thereby dehumidifying the interior of the vehicle.

[0040] In the regeneration mode, a voltage is applied to the pair of electrodes of the dehumidification device, and the switching valve is controlled so as to switch the flow of the air to the second outflow pipe, thereby performing a regeneration process of the dehumidification layer.

[0041] (9) The vehicle air conditioning system according to (8), wherein:

[0042] The vehicle air conditioning system further includes a monitoring unit capable of monitoring glass fogging in the vehicle cabin, wherein the control unit executes the regeneration mode when the glass fogging is detected, and executes the dehumidification mode when the glass fogging is not detected.

[0043] (10) The vehicle air conditioning system according to (9), wherein:

[0044] The monitoring unit monitors fogging of the glass based on temperature and humidity in a vehicle cabin.

[0045] Effects of the Invention

[0046] According to the present invention, it is possible to provide a vehicle air conditioning system capable of selectively removing moisture released into the air during the regeneration process of a dehumidifying material (dehumidifying layer) and effectively utilizing the heated air. BRIEF DESCRIPTION OF THE DRAWINGS

[0047] Figure 1 It is a schematic configuration diagram of a vehicle air conditioning system according to an embodiment of the present invention.

[0048] Figure 2A It is a schematic cross-sectional view parallel to the flow path direction of a dehumidification device used in a vehicle air conditioning system according to an embodiment of the present invention.

[0049] Figure 2B yes Figure 2A Schematic diagram of the cross section of the a-a' line in the dehumidification device.

[0050] Figure 3 It is a schematic configuration diagram of a vehicle air conditioning system according to another embodiment of the present invention.

[0051] Figure 4A It is a partially enlarged view showing the state of the differential pressure valve in the dehumidification mode.

[0052] Figure 4B It is a partially enlarged view showing the state of the differential pressure valve in the regeneration mode.

[0053] Explanation of symbols

[0054] 10…dehumidification device, 11…outer wall, 12a…first end surface, 12b…second end surface, 13…compartment, 14…partition wall, 15…honeycomb structure, 16a, 16b…a pair of electrodes, 17…dehumidification layer, 18…terminal, 20…power supply, 30…inflow pipe, 40…first outflow pipe, 50…second outflow pipe, 60…switching valve, 65…differential pressure valve, 66…base, 67a, 67b…opening and closing portion, 68a, 68b…spring portion, 70…drain valve, 80…ventilator, 85a…first fan, 85b…second fan, 90…control unit, 100…vehicle air conditioning system. DETAILED DESCRIPTION

[0055] The vehicle air conditioning system of the present invention comprises: a dehumidification device; a power supply for applying voltage to a pair of electrodes; an inflow pipe for allowing air from a vehicle cabin or outside of a vehicle to flow into the dehumidification device; a first outflow pipe for returning air dehumidified by the dehumidification device to the vehicle cabin; a second outflow pipe for circulating air including moisture released by regeneration of the dehumidification device; and a switching valve, which is arranged at a branching portion of the first outflow pipe and the second outflow pipe and is capable of switching the flow of air to the first outflow pipe or the second outflow pipe. The dehumidification device comprises: a honeycomb structure having an outer peripheral wall and a partition wall, the partition wall being arranged on the inner side of the outer peripheral wall and partitioning a plurality of compartments, the plurality of compartments forming a flow path extending from a first end face to a second end face, at least the partition wall being provided with a PTC (Positive Temperature Coefficient) Temperature Coefficient) characteristics of the material; a pair of electrodes, which are arranged on the first end face and the second end face; and a dehumidification layer, which is formed on the surface of the partition wall, a steam trap is arranged in the second outflow piping, and the second outflow piping merges with the first outflow piping on the downstream side of the steam trap. The vehicle air conditioning system of the present invention adopts the above-mentioned structure, thereby, the moisture released into the air during the regeneration process can be selectively removed by the steam trap. In addition, the heated air can be returned to the vehicle, so it can be effectively used for heating, etc. Therefore, the energy efficiency can be improved in winter in particular.

[0056] The embodiments of the present invention are described in detail below with reference to the accompanying drawings. The present invention is not limited to the following embodiments, and it should be understood that the following embodiments may be appropriately modified or improved based on the common knowledge of those skilled in the art without departing from the gist of the present invention.

[0057] The vehicle air conditioning system according to the embodiment of the present invention is used for various vehicles such as automobiles. The vehicle is not particularly limited, and examples thereof include automobiles and electric cars. The vehicle is not particularly limited, and examples thereof include gasoline vehicles, diesel vehicles, gas fuel vehicles using CNG (compressed natural gas) or LNG (liquefied natural gas), fuel cell vehicles, electric vehicles, and plug-in hybrid vehicles. The vehicle air conditioning system according to the embodiment of the present invention can be particularly preferably used for vehicles that do not have an internal combustion engine, such as electric vehicles and electric cars.

[0058] Figure 1 It is a schematic configuration diagram of a vehicle air conditioning system according to an embodiment of the present invention. Figure 2A It is a schematic cross-sectional view parallel to the flow path direction of a dehumidification device used in a vehicle air conditioning system according to an embodiment of the present invention. Figure 2B yes Figure 2A Schematic diagram of the cross section of the a-a' line in the dehumidification device.

[0059] like Figure 1 As shown, the vehicle air conditioning system 100 according to the embodiment of the present invention includes: a dehumidification device 10, a power supply 20, an inflow pipe 30, a first outflow pipe 40, a second outflow pipe 50, a switching valve 60, and a drain valve 70. In addition, the vehicle air conditioning system 100 may further include: a ventilator 80 for circulating air through the pipes (the inflow pipe 30, the first outflow pipe 40, and the second outflow pipe 50), and a control unit 90 for controlling the power supply 20, the switching valve 60, the ventilator 80, etc.

[0060] like Figure 2A and Figure 2BAs shown, the dehumidification device 10 includes: a honeycomb structure 15, which has an outer peripheral wall 11 and a partition wall 14, the partition wall 14 is arranged on the inner side of the outer peripheral wall 11 and is divided into a plurality of compartments 13, the plurality of compartments 13 forming a flow path extending from the first end face 12a to the second end face 12b; a pair of electrodes 16a, 16b, which are arranged on the first end face 12a and the second end face 12b; and a dehumidification layer 17, which is formed on the surface of the partition wall 14. The power supply 20 can apply a voltage to the pair of electrodes 16a, 16b. The inflow pipe 30 can allow air from the vehicle cabin or the outside of the vehicle to flow into the dehumidification device 10. The first outflow pipe 40 can return the air dehumidified by the dehumidification device 10 to the vehicle cabin. The second outflow pipe 50 can circulate air including moisture released by the regeneration process of the dehumidification device 10. The switching valve 60 is provided at the branching portion of the first outflow pipe 40 and the second outflow pipe 50, and can switch the flow of air to the first outflow pipe 40 or the second outflow pipe 50. The steam trap 70 is used to remove moisture from the air flowing through the second outflow pipe 50, and is arranged in the second outflow pipe 50. The second outflow pipe 50 merges with the first outflow pipe 40 on the downstream side of the steam trap 70.

[0061] In the vehicle air conditioning system 100 having the above-described configuration, air from the vehicle cabin or the outside of the vehicle flows into the dehumidification device 10 through the inflow pipe 30, and moisture in the air is captured (removed) by the dehumidification layer 17 while passing through the dehumidification device 10. Then, the air with reduced moisture passes through the first outflow pipe 40 and returns to the vehicle cabin. The mode in which moisture contained in the air from the vehicle cabin or the outside of the vehicle is removed and returned to the vehicle cabin is referred to as a dehumidification mode.

[0062] On the other hand, the performance of the dehumidification layer 17 gradually decreases as the amount of moisture captured increases, so the dehumidification layer 17 must be regenerated. A voltage is applied to a pair of electrodes 16a and 16b to heat the honeycomb structure 15, thereby regenerating the dehumidification layer 17. Since the dehumidification layer 17 is directly heated by heating the honeycomb structure 15, the moisture captured by the dehumidification layer 17 is efficiently detached or reacted and released from the dehumidification layer 17. The released air passes through the second outlet pipe 50 and flows into the steam trap 70. The steam trap 70 selectively separates (removes) moisture in the air and discharges the heated air. The heated air passes through the second outlet pipe 50 and merges with the first outlet pipe 40 and returns to the vehicle compartment. The mode in which the dehumidification layer 17 is regenerated in this way is called a regeneration mode.

[0063] Hereinafter, each component of the vehicle air conditioning system 100 will be described in detail.

[0064] (1. Dehumidification device 10)

[0065] like Figure 2A and Figure 2B As shown, the dehumidification device 10 includes: a honeycomb structure 15 having an outer peripheral wall 11 and a partition wall 14, the partition wall 14 is arranged on the inner side of the outer peripheral wall 11 and partitions a plurality of compartments 13, the plurality of compartments 13 forming a flow path extending from a first end face 12a to a second end face 12b; a pair of electrodes 16a, 16b, which are arranged on the first end face 12a and the second end face 12b; and a dehumidification layer 17 formed on the surface of the partition wall 14. In addition, the dehumidification device 10 may further include a terminal 18 connected to the pair of electrodes 16a, 16b as needed.

[0066] (1-1. Honeycomb structure 15)

[0067] The shape of the honeycomb structure 15 is not particularly limited. For example, the outer shape of the cross section of the honeycomb structure 15 orthogonal to the flow path direction (the direction in which the cells 13 extend) can be set to a quadrilateral (rectangle, square), pentagon, hexagon, heptagon, octagon or other polygon, circle, arc shape (oval, ellipse, oblong, rounded rectangle, etc.). It should be noted that the end face (the first end face 12a and the second end face 12b) is the same shape as the cross section. In addition, when the cross section and the end face are polygonal, the corners can be chamfered.

[0068] The shape of the compartment 13 is not particularly limited. In the cross section of the honeycomb structure 15 orthogonal to the flow path direction, it can be a polygon such as a quadrilateral, pentagon, hexagon, heptagon, octagon, a circle, or a shape with a circular arc. These shapes can be single or a combination of two or more. In addition, among these shapes, a quadrilateral or a hexagon is preferred. By providing a compartment 13 of such a shape, the pressure loss during air circulation can be reduced.

[0069] The honeycomb structure 15 may be a honeycomb bonded body having a plurality of honeycomb units and a bonding layer bonding the outer peripheral sides of the plurality of honeycomb units to each other. By using the honeycomb bonded body, the occurrence of cracks can be suppressed and the total cross-sectional area of ​​the cells 13, which is very important for ensuring air flow, can be increased.

[0070] It should be noted that a bonding material can be used to form a bonding layer. As a bonding material, there is no particular limitation, and a material made by adding a solvent such as water to a ceramic material and making a paste can be used. The bonding material can contain a material with PTC properties, and can also contain the same material as the peripheral wall 11 and the next door 14. In addition to having the effect of bonding the honeycomb units to each other, the bonding material can also be used as a peripheral coating material after bonding the honeycomb units.

[0071] From the viewpoints of ensuring the strength of the honeycomb structure 15, reducing the pressure loss when air passes through the cells 13, ensuring the loading amount of functional materials, and ensuring the contact area with the air flowing in the cells 13, it is preferred to well combine the thickness of the partition wall 14, the cell density, and the cell spacing (or the opening ratio of the cells 13).

[0072] In this specification, the cell density is a value obtained by dividing the number of cells by the area of ​​one end surface (the first end surface 12a or the second end surface 12b) of the honeycomb structure 15 (the total area of ​​the partition walls 14 and the cells 13 excluding the external peripheral wall 11).

[0073] In this specification, the cell spacing refers to a value obtained by the following calculation. First, the area of ​​one end face (the first end face 12a or the second end face 12b) of the honeycomb structure 15 (the total area of ​​the partition walls 14 and the cells 13 excluding the peripheral wall 11) is divided by the number of cells to calculate the area of ​​each cell. Next, the square root of the area of ​​each cell is calculated and set as the cell spacing.

[0074] In this specification, the opening ratio of the cell 13 is a value obtained by dividing the total area of ​​the cells 13 divided by the partition walls 14 in the cross section perpendicular to the flow path direction of the honeycomb structure 15 by the area of ​​one end face (the first end face 12a or the second end face 12b) of the honeycomb structure 15 (the total area of ​​the partition walls 14 and the cells 13 excluding the peripheral wall 11). It should be noted that when calculating the opening ratio of the cell 13, the pair of electrodes 16a, 16b and the dehumidification layer 17 are not considered.

[0075] In an embodiment that is advantageous from the viewpoint of supporting a sufficient amount of functional material, the thickness of the partition wall 14 is 0.300 mm or less, and the cell density is 100 cells / cm 2 In a preferred embodiment, the thickness of the partition wall 14 is 0.200 mm or less, and the cell density is 70 cells / cm 2 In a more preferred embodiment, the thickness of the partition wall 14 is 0.130 mm or less, and the cell density is 65 cells / cm 2 Below, and the compartment spacing is above 1.3 mm.

[0076] From the viewpoint of ensuring the strength of the honeycomb structure 15 and maintaining the electrical resistance at a low level, the lower limit of the thickness of the partition walls 14 is preferably 0.010 mm or more, more preferably 0.020 mm or more, and further preferably 0.030 mm or more.

[0077] From the viewpoints of ensuring the strength of the honeycomb structure 15, keeping the resistance low, and increasing the surface area to promote reaction, adsorption, and desorption, the lower limit of the cell density is preferably 30 cells / cm 2 More than 35 cells / cm 2 More preferably, 40 cells / cm 2 above.

[0078] From the viewpoint of ensuring the strength of the honeycomb structure 15, maintaining the electrical resistance at a low level, and increasing the surface area to promote reaction, adsorption, and desorption, the upper limit of the cell spacing is preferably 2.0 mm or less, more preferably 1.8 mm or less, and further preferably 1.6 mm or less.

[0079] In an embodiment that is advantageous from the viewpoint of simultaneously achieving a reduction in pressure loss and maintaining strength, the thickness of the partition wall 14 is 0.08 to 0.36 mm, and the cell density is 2.54 to 140 cells / cm 2 , the opening ratio of the cell 13 is 0.70 or more. In a preferred embodiment, the thickness of the partition wall 14 is 0.09 to 0.35 mm, and the cell density is 15 to 100 cells / cm 2 , the opening ratio of the cell 13 is 0.80 or more. In a more preferred embodiment, the thickness of the partition wall 14 is 0.14 to 0.30 mm, and the cell density is 20 to 90 cells / cm 2 , the opening ratio of the compartment 13 is greater than 0.85.

[0080] From the viewpoint of ensuring the strength of the honeycomb structure 15 , the upper limit of the opening ratio of the cells 13 is preferably 0.94 or less, more preferably 0.92 or less, and further preferably 0.90 or less.

[0081] The thickness of the outer peripheral wall 11 is not particularly limited, and is preferably determined based on the following viewpoints. First, from the viewpoint of reinforcing the honeycomb structure 15, the thickness of the outer peripheral wall 11 is preferably 0.05 mm or more, more preferably 0.06 mm or more, and further preferably 0.08 mm or more. On the other hand, from the viewpoint of increasing the resistance to suppress the initial current, and from the viewpoint of reducing the pressure loss during air circulation, the thickness of the outer peripheral wall 11 is preferably 1.0 mm or less, more preferably 0.5 mm or less, further preferably 0.4 mm or less, and further preferably 0.3 mm or less.

[0082] In this specification, the thickness of the outer peripheral wall 11 refers to the length in the normal direction of the side surface from the boundary between the outer peripheral wall 11 and the outermost cell 13 or partition wall 14 to the side surface of the honeycomb structure 15 in a cross section perpendicular to the flow path direction.

[0083] The length of the honeycomb structure 15 in the flow direction and the cross-sectional area perpendicular to the flow direction can be adjusted according to the required size of the dehumidification device 10, and there is no particular limitation. For example, in the case of a compact dehumidification device 10 that ensures the specified function, the length of the honeycomb structure 15 in the flow direction can be set to 2 to 20 mm, and the cross-sectional area perpendicular to the flow direction can be set to 10 cm. 2 It should be noted that the upper limit of the cross-sectional area perpendicular to the flow path direction is not particularly limited, and is, for example, 300 cm 2 .

[0084] The partition walls 14 constituting the honeycomb structure 15 are made of a material that can generate heat by passing electricity, specifically, a material having PTC characteristics. As required, the peripheral wall 11 may also be made of a material having PTC characteristics like the partition walls 14. By adopting such a structure, the dehumidification layer 17 can be directly heated by utilizing the heat transfer from the heated partition walls 14 (and the peripheral wall 11 as required). In addition, the material having PTC characteristics has the following characteristics, namely, when the temperature rises and exceeds the Curie point, the resistance value rises sharply and makes it difficult for the current to flow. Therefore, when the partition walls 14 (and the peripheral wall 11 as required) reach a high temperature, the current flowing through them is limited, so that excessive heating of the honeycomb structure 15 is suppressed. Therefore, thermal degradation of the dehumidification layer 17 caused by excessive heating can also be suppressed.

[0085] From the viewpoint of obtaining moderate heat generation, the lower limit of the volume resistivity of the material having the PTC characteristic at 25°C is preferably 0.5Ω·cm or more, more preferably 1Ω·cm or more, and further preferably 5Ω·cm or more. From the viewpoint of making it generate heat at a low driving voltage, the upper limit of the volume resistivity of the material having the PTC characteristic at 25°C is preferably 30Ω·cm or less, more preferably 18Ω·cm or less, and further preferably 16Ω·cm or less. In this specification, the volume resistivity of the material having the PTC characteristic at 25°C is measured in accordance with JIS K6271:2008.

[0086] From the viewpoint of being able to generate heat when powered and having PTC characteristics, the peripheral wall 11 and the partition wall 14 are preferably composed of a material with barium titanate (BaTiO3) as the main component. In addition, the material is more preferably a ceramic composed of a material with barium titanate (BaTiO3)-based crystalline particles in which a part of Ba is replaced by a rare earth element as the main component. It should be noted that the "main component" in this specification refers to a component that occupies a proportion of more than 50% by mass in the overall composition. The content of BaTiO3-based crystalline particles can be solved by fluorescent X-ray analysis. Regarding other crystalline particles, they can also be measured in the same way as this method.

[0087] The composition formula of BaTiO3-based crystal particles in which a part of Ba is replaced by a rare earth element can be expressed as (Ba 1-x A x )TiO3. In the composition formula, A represents one or more rare earth elements, and 0.0001≤x≤0.010.

[0088] A may be a rare earth element, but is not particularly limited, and is preferably one or more selected from the group consisting of La, Ce, Pr, Nd, Eu, Gd, Dy, Ho, Er, Y, and Yb, and more preferably La. From the viewpoint of suppressing excessive resistance at room temperature, x is preferably 0.001 or more, and more preferably 0.0015 or more. On the other hand, from the viewpoint of suppressing excessive resistance at room temperature due to insufficient sintering, x is preferably 0.009 or less.

[0089] The content of BaTiO3-based crystalline particles in which a part of Ba is replaced by rare earth elements in the ceramic is: the amount of the main component is not particularly limited, preferably 90% by mass or more, more preferably 92% by mass or more, and further preferably 94% by mass or more. It should be noted that the upper limit of the content of BaTiO3-based crystalline particles is not particularly limited, and is usually 99% by mass, preferably 98% by mass.

[0090] The content of the BaTiO3-based crystal particles can be measured by fluorescent X-ray analysis. Other crystal particles can also be measured in the same manner as this method.

[0091] From the viewpoint of reducing the environmental load, the material used for the peripheral wall 11 and the partition wall 14 is preferably substantially free of lead (Pb). Specifically, in the peripheral wall 11 and the partition wall 14, the Pb content is preferably 0.01% by mass or less, more preferably 0.001% by mass or less, and further preferably 0% by mass. With a low Pb content, air heated by contact with the heating partition wall 14, for example, can be safely blown toward living things such as humans. It should be noted that in the peripheral wall 11 and the partition wall 14, the Pb content is preferably less than 0.03% by mass, more preferably less than 0.01% by mass, and further preferably 0% by mass, in terms of PbO. The lead content can be determined using ICP-MS (inductively coupled plasma mass spectrometry).

[0092] The Curie point of the material constituting the peripheral wall 11 and the partition wall 14 is preferably in a temperature range where the resistance value at room temperature (25°C) changes to a resistance value that is more than twice the resistance value. If the Curie point is in such a temperature range, when the dehumidification device 10 reaches a high temperature, the current flowing through them is limited, so that the excessive heat of the dehumidification device 10 can be effectively suppressed. Therefore, thermal degradation of the dehumidification layer 17 caused by excessive heat can be suppressed.

[0093] From the viewpoint of efficiently heating the dehumidification layer 17, the lower limit of the Curie point of the material constituting the outer peripheral wall 11 and the partition wall 14 is preferably 80°C or more, more preferably 100°C or more, further preferably 110°C or more, and particularly preferably 125°C or more. In addition, from the viewpoint of the safety of the components placed in or near the vehicle compartment, the upper limit of the Curie point is preferably 200°C or less, more preferably 190°C or less, further preferably 180°C or less, and particularly preferably 150°C or less.

[0094] The Curie point of the material constituting the peripheral wall 11 and the partition wall 14 can be adjusted by the type and amount of the shifting agent. For example, the Curie point of barium titanate (BaTiO3) is about 120°C, and the Curie point can be shifted to the low temperature side by replacing a part of Ba and Ti with one or more of Sr, Sn and Zr.

[0095] In this specification, the Curie point is measured by the following method. The sample is mounted on a sample holder for measurement and assembled in a measurement tank (e.g., MINI-SUBZERO MC-810P manufactured by Espec Co., Ltd.), and the change in the resistance of the sample relative to the temperature change when the temperature is increased from 10°C is measured using a DC resistance meter (e.g., multimeter 3478A manufactured by YOKOGAWA HEWLETT PACKARD, LTD). Based on the resistance-temperature graph obtained by the measurement, the temperature at which the resistance value becomes twice the resistance value at room temperature (20°C) is set as the Curie point.

[0096] (1-2. A pair of electrodes 16a, 16b)

[0097] like Figure 2A As shown, a pair of electrodes 16a and 16b are disposed on the first end surface 12a and the second end surface 12b.

[0098] By applying a voltage between the pair of electrodes 16 a and 16 b , the honeycomb structure 15 can generate heat by Joule heat.

[0099] There is no particular limitation on the pair of electrodes 16a and 16b, and for example, metals or alloys containing at least one selected from Cu, Ag, Al, Ni and Si can be used. In addition, ohmic electrodes that can make ohmic contact with the peripheral wall 11 and / or the partition wall 14 having PTC characteristics can also be used. The ohmic electrode can be, for example, an ohmic electrode containing at least one selected from Al, Au, Ag and In as a base metal, and containing at least one selected from Ni, Si, Zn, Ge, Sn, Se and Te for n-type semiconductors as a dopant. In addition, the pair of electrodes 16a and 16b can be a single-layer structure or a stacked structure of more than two layers. In the case where a pair of electrodes 16a and 16b has a stacked structure of more than two layers, the materials of each layer can be the same type or different types.

[0100] The thickness of the pair of electrodes 16a, 16b can be appropriately set according to the method for forming the pair of electrodes 16a, 16b. As the method for forming the pair of electrodes 16a, 16b, metal deposition methods such as sputtering, evaporation, electrolytic deposition, and chemical deposition can be cited. In addition, the pair of electrodes 16a, 16b can also be formed by a method of sintering after applying an electrode paste, or by welding. In addition, the pair of electrodes 16a, 16b can also be made by joining metal plates or alloy plates.

[0101] Regarding the thickness of the pair of electrodes 16a, 16b, for example, in the sintering of the electrode paste, the thickness is preferably about 5 to 30 μm, in the dry plating such as sputtering and evaporation, the thickness is preferably about 100 to 1000 nm, in the welding, the thickness is preferably about 10 to 100 μm, in the wet plating such as electrolytic deposition and chemical deposition, the thickness is preferably about 5 to 30 μm. In addition, in the joining of metal plates or alloy plates, it is preferred that their thickness is set to about 5 to 100 μm.

[0102] (1-3.Terminal 18)

[0103] The terminal 18 is connected to the pair of electrodes 16a and 16b, and is provided at least in part of the pair of electrodes 16a and 16b. The terminal 18 facilitates connection with an external power source. The terminal 18 is connected to a lead wire connected to a power source 20.

[0104] The material of the terminal 18 is not particularly limited, and may be metal, for example. As the metal, a metal single substance or an alloy may be used, and from the viewpoint of corrosion resistance, resistivity, and linear expansion coefficient, for example, an alloy containing at least one selected from the group consisting of Cr, Fe, Co, Ni, Cu, Al, and Ti is preferred, and stainless steel, Fe-Ni alloy, and phosphor bronze are more preferred.

[0105] The size and shape of the terminal 18 are not particularly limited. Figure 2A As shown, the terminal 18 can be provided on the entire pair of electrodes 16a, 16b on the peripheral wall 11. In addition, the terminal 18 can be provided on: a part of the pair of electrodes 16a, 16b on the peripheral wall 11, or can be provided to extend further outside than the outer edge of the pair of electrodes 16a, 16b on the peripheral wall 11. In addition, the terminal 18 can be provided on: a part of the pair of electrodes 16a, 16b on the partition wall 14, or can be provided to block a part of the compartment 13.

[0106] The thickness of the terminal 18 is not particularly limited, but is, for example, 0.01 to 10 mm, and typically 0.05 to 5 mm.

[0107] The method for connecting the terminal 18 and the pair of electrodes 16 a and 16 b is not particularly limited as long as they are electrically connected, and the connection may be performed by, for example, diffusion bonding, a mechanical pressurization mechanism, welding, or the like.

[0108] (1-4. Dehumidification layer 17)

[0109] The dehumidification layer 17 can be disposed on the surface of the partition wall 14 (in the case of the outermost compartment 13, the partition wall 14 and the peripheral wall 11 that define the outermost compartment 13). By disposing the dehumidification layer 17 in this way, it is easy to heat the dehumidification layer 17 during the regeneration process, so that the dehumidification function brought by the dehumidification layer 17 can be regenerated.

[0110] The dehumidifying layer 17 contains a dehumidifying material. The dehumidifying material is not particularly limited, and a hygroscopic material can be used.

[0111] The hygroscopic material preferably has the function of being able to adsorb water (water vapor) at -20 to 40°C and to release it at a high temperature of 60°C or higher. Examples of hygroscopic materials having such a function include aluminosilicates, silica gel, silicon dioxide, graphene oxide, polymer hygroscopic materials, polystyrene sulfonic acid, and metal organic frameworks (MOF). These materials may be used alone or in combination of two or more.

[0112] As the aluminosilicate, porous clay minerals such as AFI type, CHA type or BEA type zeolite, allophane, and filamentous allophane are preferably used. In addition, the aluminosilicate is preferably amorphous.

[0113] As the silica gel, type A silica gel is preferably used.

[0114] As the polymer hygroscopic material, a material having a polyacrylic acid-based polymer chain is preferred. For example, sodium polyacrylate or the like can be used as the polymer hygroscopic material.

[0115] The metal organic structure is a crystalline hybrid material containing metal ions and organic molecules (organic ligands). The metal ions are preferably hydrophilic metal ions (such as aluminum ions).

[0116] The dehumidification layer 17 may contain: functional materials other than the dehumidification material, or a catalyst. As the functional material other than the dehumidification material, it is a material that can make it perform the desired function, and there is no particular limitation. Adsorbents, catalysts, etc. can be used. The adsorbent material preferably has: the function of adsorbing at least one selected from carbon dioxide and volatile components. In addition, by using a catalyst, the removal target component can be purified. In addition, in order to improve the capture function of the adsorbent material to capture the removal target component, etc., the adsorbent material and the catalyst can be used in combination.

[0117] Examples of adsorbents include zeolite, silica gel, activated carbon, alumina, silicon dioxide, low-crystalline clay, amorphous aluminosilicate complexes, and the like. Some of these components can also function as hygroscopic materials. The adsorbents can be used alone or in combination of two or more.

[0118] As a catalyst, it is preferred to have a function of promoting the redox reaction. As catalysts having such a function, metal catalysts such as Pt, Pd, and Ag, oxide catalysts such as CeO2 and ZrO2, etc. can be cited. The catalyst can be used alone or in combination of two or more.

[0119] The volatile components contained in the air in the vehicle cabin are, for example, volatile organic compounds (VOCs) or odor components other than VOCs. Specific examples of volatile components include ammonia, acetic acid, isovaleric acid, nonenal, formaldehyde, toluene, xylene, p-dichlorobenzene, ethylbenzene, styrene, chlorpyrifos, di-n-butyl phthalate, tetradecane, di-2-ethylhexyl phthalate, diazinon, acetaldehyde, and 2-(1-methylpropyl)phenyl N-methylcarbamate.

[0120] The thickness of the dehumidification layer 17 can be determined according to the size of the compartment 13 and is not particularly limited. For example, from the viewpoint of fully ensuring contact with the air, the thickness of the dehumidification layer 17 is preferably 20 μm or more, more preferably 25 μm or more, and further preferably 30 μm or more. On the other hand, from the viewpoint of suppressing the dehumidification layer 17 from peeling off from the partition 14 or the peripheral wall 11, the thickness of the dehumidification layer 17 is preferably 400 μm or less, more preferably 380 μm or less, and further preferably 350 μm or less.

[0121] The thickness of the dehumidification layer 17 is measured according to the following steps. Cut out any cross section of the honeycomb structure 15 parallel to the flow path direction, and obtain a cross-sectional image of about 50 times using a scanning electron microscope or the like. In addition, the cross section is passed through the center of gravity position in the cross section of the honeycomb structure 15 that is orthogonal to the flow path. For each dehumidification layer 17 visible from the cross-sectional image, the thickness is calculated by dividing the cross-sectional area by the length of the compartment 13 in the flow path direction. This calculation is performed for all the dehumidification layers 17 visible from the cross-sectional image, and the overall average value is set as the thickness of the dehumidification layer 17.

[0122] From the viewpoint of the dehumidification material etc. performing the desired function in the dehumidification device 10, the amount of the dehumidification layer 17 is preferably 50 to 500 g / L, more preferably 100 to 400 g / L, and further preferably 150 to 350 g / L relative to the volume of the honeycomb structure 15. It should be noted that the volume of the honeycomb structure 15 is a value determined according to the outer dimensions of the honeycomb structure 15.

[0123] (1-5. Method for manufacturing dehumidification device 10)

[0124] The method for manufacturing the dehumidification device 10 is not particularly limited, and can be carried out according to a known method. Hereinafter, a method for manufacturing the dehumidification device 10 will be described exemplarily.

[0125] The method for manufacturing the honeycomb structure 15 constituting the dehumidification device 10 includes a molding step and a firing step.

[0126] In the molding step, a blank containing a ceramic raw material including BaCO3 powder, TiO2 powder, and powder of a nitrate or hydroxide of a rare earth is molded to produce a honeycomb molded body having a relative density of 60% or more.

[0127] The ceramic raw material can be obtained by dry-mixing the respective powders in a desired composition.

[0128] The green material can be obtained by adding a dispersion medium, a binder, a plasticizer, and a dispersant to a ceramic raw material and kneading the mixture. The green material may contain additives such as a displacement agent, a metal oxide, a property improving agent, and a conductor powder as required.

[0129] The blending amount of the components other than the ceramic raw material is not particularly limited as long as it is an amount such that the relative density of the honeycomb formed body becomes 60% or more.

[0130] Here, the "relative density of the honeycomb formed body" in the present specification refers to the ratio of the density of the honeycomb formed body to the true density of the entire ceramic raw material. Specifically, it can be solved by the following formula.

[0131] Relative density of honeycomb molded body (%) = Density of honeycomb molded body (g / cm 3 ) / True density of ceramic raw material as a whole (g / cm 3 )×100

[0132] The density of the honeycomb molded body can be measured by the Archimedean method using pure water as the medium. In addition, the true density of the entire ceramic raw material can be obtained by dividing the total mass (g) of each raw material by the total actual volume (cm 3 ) to solve.

[0133] Examples of the dispersion medium include water and a mixed solvent of water and an organic solvent such as alcohol, and water can be particularly preferably used.

[0134] Examples of the binder include organic binders such as methylcellulose, hydroxypropoxycellulose, hydroxyethylcellulose, carboxymethylcellulose, and polyvinyl alcohol. It is particularly preferred to use methylcellulose and hydroxypropoxycellulose in combination. The binder may be used alone or in combination of two or more, but preferably does not contain an alkali metal element.

[0135] Examples of the plasticizer include polyoxyethylene alkyl ethers, polycarboxylic acid-based polymers, and alkyl phosphate esters.

[0136] As the dispersant, a surfactant such as polyoxyethylene alkyl ether, ethylene glycol, dextrin, fatty acid soap, polyol, etc. may be used. The dispersant may be used alone or in combination of two or more.

[0137] The honeycomb molded body can be produced by extrusion molding a blank. During the extrusion molding, a die having a desired overall shape, cell shape, cell wall thickness, cell density, etc. can be used.

[0138] The relative density of the honeycomb formed body obtained by extrusion molding is 60% or more, preferably 65% ​​or more. By controlling the relative density of the honeycomb formed body to such a range, the honeycomb formed body can be densified and the resistance at room temperature can be reduced. It should be noted that the upper limit of the relative density of the honeycomb formed body is not particularly limited, and is generally 80%, preferably 75%.

[0139] The honeycomb formed body may be dried before the firing step. The drying method is not particularly limited, and for example, conventionally known drying methods such as hot air drying, microwave drying, dielectric drying, reduced pressure drying, vacuum drying, and freeze drying may be used. Among them, a drying method combining hot air drying with microwave drying or dielectric drying is preferred in terms of being able to quickly and uniformly dry the entire formed body.

[0140] The sintering process includes: after maintaining at 1150-1250° C., heating it to a maximum temperature of 1360-1430° C. at a heating rate of 20-600° C. / hour, and maintaining it for 0.5-10 hours.

[0141] By maintaining the honeycomb formed body at a maximum temperature of 1360 to 1430° C. for 0.5 to 10 hours, it is possible to obtain a honeycomb structure 15 mainly composed of BaTiO 3 -based crystal particles in which a portion of Ba is substituted with a rare earth element.

[0142] Furthermore, by maintaining the temperature at 1150 to 1250° C., Ba 2 TiO 4 crystal particles generated during the firing process can be easily removed, thereby making it possible to densify the honeycomb structure 15 .

[0143] Furthermore, by setting the heating rate from 1150 to 1250° C. to the maximum temperature of 1360 to 1430° C. to 20 to 600° C. / hour, 1.0 to 10.0 mass % of Ba6Ti can be generated in the honeycomb structure 15. 17 O 40 Crystalline particles.

[0144] The holding time at 1150 to 1250° C. is not particularly limited, but is preferably 0.5 to 10 hours. By setting such a holding time, Ba 2 TiO 4 crystal particles generated during the sintering process can be easily and stably removed.

[0145] The calcining step preferably includes maintaining the temperature at 900 to 950° C. for 0.5 to 5 hours. By maintaining the temperature at 900 to 950° C. for 0.5 to 5 hours, BaCO 3 is efficiently decomposed, and the honeycomb structure 15 having a predetermined composition is easily obtained.

[0146] Note that a degreasing step for removing the binder may be performed before the calcining step. The atmosphere of the degreasing step is preferably an air atmosphere so that the organic components can be completely decomposed.

[0147] Furthermore, from the viewpoint of controlling electrical characteristics and manufacturing cost, the atmosphere of the firing step is preferably an air atmosphere.

[0148] The firing furnace used in the firing step or the degreasing step is not particularly limited, and an electric furnace, a gas furnace, or the like can be used.

[0149] A pair of electrodes 16a and 16b are formed on the honeycomb structure 15 obtained in this way. A pair of electrodes 16a and 16b can be formed by a metal precipitation method such as sputtering, evaporation, electrolytic deposition, and chemical precipitation. In addition, a pair of electrodes 16a and 16b can also be formed by sintering after applying an electrode paste. In addition, a pair of electrodes 16a and 16b can also be formed by welding. A pair of electrodes 16a and 16b can be composed of a single layer or a plurality of electrode layers with different compositions. Below, a representative method for forming a pair of electrodes 16a and 16b is described.

[0150] First, an electrode slurry containing an electrode material, an organic binder and a dispersion medium is prepared and applied to the first end face 12a or the second end face 12b of the honeycomb structure 15. The dispersion medium can be water, an organic solvent (e.g., toluene, xylene, ethanol, n-butanol, ethyl acetate, butyl acetate, terpineol, dihydroterpineol, Texanol (Japanese: テキサノール), ethylene glycol monobutyl ether acetate, diethylene glycol monoethyl ether acetate, diethylene glycol monoethyl ether, diethylene glycol monobutyl ether acetate, diethylene glycol monobutyl ether) or a mixture thereof. Excess slurry on the periphery of the honeycomb structure 15 is removed by blowing and wiping. Thereafter, by drying the slurry, a pair of electrodes 16a, 16b can be formed on the first end face 12a or the second end face 12b of the honeycomb structure 15. Drying can be performed in a state where the heater member is heated to a temperature of, for example, about 120 to 600°C. A series of steps of coating, slurry removal, and drying may be performed only once, or may be repeated a plurality of times to provide the pair of electrodes 16 a and 16 b having a desired thickness.

[0151] Next, when providing the terminal 18, the terminal 18 is arranged at a predetermined position of the pair of electrodes 16a and 16b, and the pair of electrodes 16a and 16b are connected to the terminal 18. As a method for connecting the pair of electrodes 16a and 16b to the terminal 18, the above method can be used.

[0152] It should be noted that the terminal 18 may be provided after the dehumidification layer 17 described below is formed.

[0153] Next, the dehumidification layer 17 is formed on the surfaces of the partition walls 14 and the like of the honeycomb structure 15 .

[0154] The method for forming the dehumidification layer 17 is not particularly limited, and for example, it can be formed by the following process. The honeycomb structure 15 is immersed in a slurry containing a dehumidification material, an organic binder, and a dispersion medium for a specified time, and the excess slurry on the end face and periphery of the honeycomb structure 15 is removed by blowing and wiping. The dispersion medium can be: water, an organic solvent (for example: toluene, xylene, ethanol, n-butanol, ethyl acetate, butyl acetate, terpineol, dihydroterpineol, Texanol (Japanese: テキサノール), ethylene glycol monobutyl ether acetate, diethylene glycol monoethyl ether acetate, diethylene glycol monoethyl ether, diethylene glycol monobutyl ether acetate, diethylene glycol monobutyl ether) or a mixture thereof. Thereafter, the dehumidification layer 17 can be formed on the surface of the partition wall 14 by drying the slurry. The drying can be performed while the honeycomb structure 15 is heated to a temperature of, for example, about 120 to 600°C. The series of steps of immersion, slurry removal, and drying may be performed only once, or may be repeated a plurality of times to provide the dehumidifying layer 17 having a desired thickness on the surface of the partition walls 14 and the like.

[0155] (2. Power supply 20)

[0156] The power supply 20 is used to apply voltage to the pair of electrodes 16a and 16b. The power supply 20 is electrically connected to the control unit 90, and adjusts the voltage application state to the pair of electrodes 16a and 16b according to the instruction from the control unit 90.

[0157] The power source 20 is not particularly limited, and a battery or the like can be used.

[0158] (3. Inflow pipe 30)

[0159] The inflow pipe 30 is a pipe for allowing air from the vehicle interior or the outside of the vehicle to flow into the dehumidification device 10 .

[0160] The shape, size, etc. of the inflow pipe 30 may be appropriately adjusted according to the type of vehicle, etc., and is not particularly limited.

[0161] (4. First Outflow Pipe 40 and Second Outflow Pipe 50)

[0162] The first outflow pipe 40 and the second outflow pipe 50 are both pipes for circulating the air passing through the dehumidification device 10. In particular, the first outflow pipe 40 is a pipe for returning the air dehumidified by passing through the dehumidification device 10 to the vehicle compartment, and the second outflow pipe 50 is a pipe for circulating the air including the moisture released by the regeneration process of the dehumidification device 10.

[0163] The shape and size of the first outflow pipe 40 and the second outflow pipe 50 can be appropriately adjusted according to the type of vehicle, etc., and are not particularly limited. In addition, the first outflow pipe 40 and the second outflow pipe 50 can be another pipe different from the inflow pipe 30, but can also be a pipe integrally formed with the inflow pipe 30.

[0164] The second outflow pipe 50 merges with the first outflow pipe 40 downstream of the steam trap 70. With such a configuration, the heated air from which moisture has been removed by the steam trap 70 can be returned to the first outflow pipe 40, and can be effectively used for heating or the like.

[0165] like Figure 3 As shown, the first outflow piping 40 and the second outflow piping 50 may have a double-tube structure at the branching portion between the first outflow piping 40 and the second outflow piping 50: the second outflow piping 50 is arranged inside the first outflow piping 40. By adopting such a structure, the structure around the branching portion between the first outflow piping 40 and the second outflow piping 50 can be made compact, and the commercially available differential pressure valve 65 described below can be used at the branching portion. It should be noted that Figure 3 It is a schematic configuration diagram of a vehicle air conditioning system according to another embodiment of the present invention.

[0166] (5. Switching valve 60)

[0167] The switching valve 60 is provided at a branching portion between the first outflow pipe 40 and the second outflow pipe 50 , and has a function of switching the flow of air to the first outflow pipe 40 or the second outflow pipe 50 .

[0168] For example, by connecting the control unit 90 and the switching valve 60 by wire or radio, the switching valve 60 can be switched by operating the control unit 90 to open or close the switching valve 60 .

[0169] The switching valve 60 is not particularly limited as long as it is electrically driven and has the function of switching the flow path, and examples thereof include a solenoid valve and an electric valve. For example, the switching valve 60 may include an opening and closing door supported on a rotating shaft, and an actuator such as a motor that performs a swinging operation on the rotating shaft. The actuator is configured to be controllable by the control unit 90.

[0170] The switching valve 60 is preferably: Figure 3 The differential pressure valve 65 shown can switch the flow of air to the first outflow pipe 40 or the second outflow pipe 50. By using the differential pressure valve 65, it is not necessary to provide a driving unit (such as an actuator) around the switching valve 60, so the structure around the branch part can be made compact.

[0171] The differential pressure valve 65 may be disposed at a branching portion between the first outflow pipe 40 and the second outflow pipe 50 and may open or close the flow path of the first outflow pipe 40 or the second outflow pipe 50 according to the pressure in the pipe, without particular limitation.

[0172] For example, Figure 4A and Figure 4B As shown, the differential pressure valve 65 includes: a base 66, opening and closing parts 67a, 67b, and spring parts 68a, 68b connecting the base 66 and the opening and closing parts 67a, 67b. The differential pressure valve 65 having such a structure can control the pressure at which the opening and closing parts 67a, 67b open by adjusting the strength of the spring parts 68a, 68b.

[0173] It should be noted that the differential pressure valve 65 can be controlled by a first blower 85a and a second blower 85b described below.

[0174] (6. Steam trap 70)

[0175] The steam trap 70 is a self-operated valve that automatically removes moisture (condensed water) from the air including moisture released by the regeneration process of the dehumidification device 10. The steam trap 70 has a mechanism that opens the valve to discharge the condensed water when condensed water accumulates and closes the valve when condensed water disappears. By arranging the steam trap 70 in the second outflow pipe 50, moisture can be selectively removed from the air including moisture released by the regeneration process of the dehumidification device 10.

[0176] The type of steam trap 70 is not particularly limited, and a known steam trap can be used. For example, a mechanical trap that uses the buoyancy of a float to operate a valve by utilizing the difference in specific gravity between steam and condensate (condensed water), a thermostatic trap that uses the expansion and contraction force of a temperature-sensitive body to operate a valve by utilizing the temperature difference between steam and condensate (condensed water), and a thermodynamic trap that uses the fluid mechanics or thermodynamics characteristics generated by the difference in flow rates between steam and condensate (condensed water) to operate a valve. The steam trap 70 is commercially available, and therefore, a commercially available product can be used.

[0177] (7. Ventilator 80)

[0178] The fan 80 is provided to circulate air through the pipes (the inflow pipe 30, the first outflow pipe 40, and the second outflow pipe 50). The fan 80 is not particularly limited, and a known fan can be used.

[0179] The position of the ventilator 80 is not particularly limited and may be Figure 1Although shown as being provided in the inflow pipe 30 , it may be provided in the outflow pipe (for example, a position downstream of the junction of the first outflow pipe 40 and the second outflow pipe 50 , or both of the first outflow pipe 40 and the second outflow pipe 50 ).

[0180] When the differential pressure valve 65 is used as the switching valve 60, Figure 3 As shown, a first blower 85a for controlling the differential pressure valve 65 by switching the flow of air to the first outflow pipe 40 and a second blower 85b for controlling the differential pressure valve 65 by switching the flow of air to the second outflow pipe 50 are provided. Specifically, the first blower 85a is provided to control the opening and closing portion 67a of the differential pressure valve 65 to be in an open state, and the second blower 85b is provided to control the opening and closing portion 67b of the differential pressure valve 65 to be in an open state. There is no particular limitation on the first blower 85a and the second blower 85b, and known blowers can be used.

[0181] Here, a partial enlarged diagram showing the state of the differential pressure valve 65 in the dehumidification mode is shown in FIG. Figure 4A A partial enlarged diagram showing the state of the differential pressure valve 65 in the regeneration mode is shown in FIG. Figure 4B .

[0182] In the dehumidification mode, the second ventilator 85b is stopped and the first ventilator 85a is started. Figure 4A As shown, the differential pressure valve 65 is controlled to switch the flow of air to the first outflow pipe 40. In addition, in the regeneration mode, the first fan 85a is stopped and the second fan 85b is started, thereby Figure 4B As shown, the differential pressure valve 65 is controlled so as to switch the flow of air to the second outflow pipe 50 .

[0183] The position of the first blower 85a is not particularly limited as long as it is a position capable of controlling the differential pressure valve 65 as described above.

[0184] For example, the first fan 85a may be disposed in the inflow piping 30. When the first fan 85a is disposed in such a position, when the first fan 85a is activated, a positive pressure is formed in the piping upstream of the differential pressure valve 65. Due to the positive pressure, only the opening and closing portion 67a of the differential pressure valve 65 is opened, and air flows into the first outflow piping 40.

[0185] In order to open only the opening and closing portion 67a of the differential pressure valve 65 by the positive pressure, the spring portion 68a may be set to have a strength that allows it to be opened by the positive pressure, and the spring portion 68b may be set to have a strength that prevents it from being opened by the positive pressure.

[0186] In addition, the first ventilator 85a may be located in the first outflow pipe 40 downstream of the differential pressure valve 65 (a location upstream of the junction with the second outflow pipe 50). When the first ventilator 85a is located in such a location, if the first ventilator 85a is started, the first outflow pipe 40 between the differential pressure valve 65 and the first ventilator 85a becomes negative pressure. Due to the negative pressure, only the opening and closing portion 67a of the differential pressure valve 65 becomes open, and air flows into the first outflow pipe 40. In this case, the strength of the spring portion 68a and the spring portion 68b of the differential pressure valve 65 may be the same.

[0187] The position of the second blower 85 b is not particularly limited as long as it is a position that can control the differential pressure valve 65 as described above.

[0188] For example, the second fan 85b may be disposed in the second outflow pipe 50 (at a position upstream of the junction with the first outflow pipe 40). When the second fan 85b is disposed in such a position, if the second fan 85b is activated, a negative pressure is formed in the second outflow pipe 50 between the differential pressure valve 65 and the second fan 85b. Due to the negative pressure, only the opening and closing portion 67b of the differential pressure valve 65 is opened, and air flows into the second outflow pipe 50.

[0189] (8. Control unit 90)

[0190] The control unit 90 may be provided to control the power supply 20, the switching valve 60, the ventilator 80 (the first ventilator 85a and the second ventilator 85b), etc. The control unit 90 is electrically connected to the power supply 20, the switching valve 60, the ventilator 80 (the first ventilator 85a and the second ventilator 85b), etc.

[0191] The control unit 90 controls the power source 20 for applying a voltage to the pair of electrodes 16 a and 16 b of the dehumidification device 10 , thereby being able to adjust the heating state of the honeycomb structure 15 .

[0192] The control unit 90 controls the switching valve 60 , thereby being able to switch the flow of air to the first outflow pipe 40 or the second outflow pipe 50 .

[0193] The control unit 90 activates the ventilator 80 , thereby allowing air to flow through the pipe.

[0194] When the differential pressure valve 65 is used as the switching valve 60, the control unit 90 can start the first ventilator 85a to control the flow of air at the differential pressure valve 65 to be switched to the first outflow pipe 40. In addition, the control unit 90 can start the second ventilator 85b to control the flow of air at the differential pressure valve 65 to be switched to the second outflow pipe 50.

[0195] The control unit 90 is not particularly limited, but is generally an ECU (Engine (electronic) Control Unit). The ECU includes a CPU that performs various calculations, a ROM that stores programs or data required for its control, a RAM that temporarily stores calculation results in the CPU, and input / output ports for inputting or outputting signals to or from the outside.

[0196] The control unit 90 is preferably capable of executing a dehumidification mode and a regeneration mode. In the dehumidification mode, the switching valve 60 is controlled so as to switch the flow of air to the first outflow pipe 40, thereby dehumidifying the interior of the vehicle. In the regeneration mode, a voltage is applied to a pair of electrodes 16a and 16b of the dehumidification device 10, and the switching valve 60 is controlled so as to switch the flow of air to the second outflow pipe 50, thereby regenerating the dehumidification layer 17. In particular, when the switching valve 60 is a differential pressure valve 65, the control unit 90 is preferably capable of executing a dehumidification mode and a regeneration mode. In the dehumidification mode, the first ventilator 85a is activated, and the differential pressure valve 65 is controlled so as to switch the flow of air to the first outflow pipe 40, thereby dehumidifying the interior of the vehicle. In the regeneration mode, the second ventilator 85b is activated, and a voltage is applied to a pair of electrodes 16a and 16b of the dehumidification device 10, and the differential pressure valve 65 is controlled so as to switch the flow of air to the second outflow pipe 50, thereby regenerating the dehumidification layer 17. If such a mode can be executed, moisture contained in the air from the vehicle cabin can be removed and returned to the vehicle cabin in the dehumidification mode, and moisture captured by the dehumidification layer 17 can be discharged to the outside of the vehicle using the steam trap 70 in the regeneration mode, and the heated air can be returned to the vehicle cabin.

[0197] The vehicle air conditioning system 100 further includes a monitoring unit (not shown) capable of monitoring glass fogging in the vehicle cabin. The control unit 90 preferably executes the regeneration mode when glass fogging in the vehicle cabin is detected, and executes the dehumidification mode when glass fogging in the vehicle cabin is not detected. By performing such control, glass fogging in the vehicle cabin can be suppressed, and the dehumidification layer 17 can be efficiently regenerated.

[0198] The monitoring unit capable of monitoring the fogging of the glass in the vehicle cabin is not particularly limited, but preferably monitors the fogging of the glass in the vehicle cabin based on the temperature and humidity in the vehicle cabin. If the monitoring unit has such a function, the fogging of the glass can be stably monitored.

[0199] In the regeneration mode of the dehumidification layer 17, the dehumidification layer 17 is preferably heated to a dehumidification temperature or higher depending on the type of dehumidification material in order to promote the desorption of moisture captured by the dehumidification layer 17. For example, the dehumidification layer 17 is preferably heated to 70 to 150°C, more preferably 80 to 140°C, and even more preferably 90 to 130°C.

[0200] From the viewpoint of stably performing the above-mentioned control, the dehumidification device 10 is preferably arranged at a position close to the vehicle compartment. Therefore, from the viewpoint of preventing electric shock, etc., the driving voltage of the dehumidification device 10 is preferably below 60V. The honeycomb structure 15 used in the dehumidification device 10 has a low resistance at room temperature, so the honeycomb structure 15 can be heated at this low driving voltage. It should be noted that the lower limit of the driving voltage is not particularly limited, and is preferably above 10V. If the driving voltage is less than 10V, the current when the honeycomb structure 15 is heated becomes larger, so it is necessary to make the wire thicker.

Claims

1. A vehicle air conditioning system, wherein: have: A dehumidification device, the dehumidification device comprising: a honeycomb structure having an outer peripheral wall and a partition wall, the partition wall being arranged on the inner side of the outer peripheral wall and partitioning a plurality of compartments, the plurality of compartments forming a flow path extending from a first end face to a second end face, at least the partition wall being made of a material having a PTC characteristic; a pair of electrodes, the pair of electrodes being arranged on the first end face and the second end face; and a dehumidification layer, the dehumidification layer being formed on a surface of the partition wall; a power source for applying a voltage to the pair of electrodes; an inflow pipe for allowing air from a vehicle cabin or outside of the vehicle to flow into the dehumidification device; a first outflow pipe for returning the air dehumidified by passing through the dehumidification device to the vehicle compartment; a second outflow pipe through which the air including moisture released by the regeneration process of the dehumidification device flows; and a switching valve, the switching valve being provided at a branch portion between the first outflow pipe and the second outflow pipe and capable of switching the flow of the air to the first outflow pipe or the second outflow pipe, A steam trap is provided in the second outflow pipe. The second outflow pipe merges with the first outflow pipe on the downstream side of the steam trap.

2. The vehicle air conditioning system according to claim 1, wherein: The switching valve is a differential pressure valve capable of switching the flow of the air to the first outflow pipe or the second outflow pipe. The vehicle air conditioning system further comprises: a first ventilator that controls the differential pressure valve in such a manner as to switch the flow of the air to the first outflow pipe; as well as A second ventilator controls the differential pressure valve so as to switch the flow of the air to the second outflow pipe.

3. The vehicle air conditioning system according to claim 1 or 2, wherein: The branch portion between the first outflow pipe and the second outflow pipe has a double pipe structure in which the second outflow pipe is arranged inside the first outflow pipe.

4. The vehicle air conditioning system according to claim 2, wherein: The first fan is disposed in the inlet pipe.

5. The vehicle air conditioning system according to claim 2, wherein: The second fan is disposed in the second outflow pipe.

6. The vehicle air conditioning system according to claim 1 or 2, wherein: The material having the PTC characteristic contains barium titanate as a main component.

7. The vehicle air conditioning system according to claim 1 or 2, wherein: The dehumidification layer further includes an adsorbent having a function of adsorbing at least one selected from carbon dioxide and volatile components, and / or a catalyst.

8. The vehicle air conditioning system according to claim 1 or 2, wherein: The vehicle air conditioning system further includes: a control unit capable of executing a dehumidification mode and a regeneration mode; In the dehumidification mode, the switching valve is controlled so as to switch the flow of the air to the first outflow pipe, thereby dehumidifying the interior of the vehicle. In the regeneration mode, a voltage is applied to the pair of electrodes of the dehumidification device, and the switching valve is controlled so as to switch the flow of the air to the second outflow pipe, thereby performing a regeneration process of the dehumidification layer.

9. The vehicle air conditioning system according to claim 8, wherein: The vehicle air conditioning system further includes a monitoring unit capable of monitoring glass fogging in the vehicle cabin, wherein the control unit executes the regeneration mode when the glass fogging is detected, and executes the dehumidification mode when the glass fogging is not detected.

10. The vehicle air conditioning system according to claim 9, wherein: The monitoring unit monitors fogging of the glass based on temperature and humidity in a vehicle cabin.

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