Vehicle air conditioning system

Abstract

The present invention provides a vehicle air conditioning system capable of performing dehumidification and cooling operations without using an evaporator. The vehicle air-conditioning system is provided with: an air-conditioning duct (10) through which air from a vehicle cabin can flow; and an air conditioning device (20) disposed in the air conditioning duct (10). An air conditioning device (20) is provided with: a honeycomb structure (25) that has an outer peripheral wall (21) and partition walls (24) that are disposed on the inner side of the outer peripheral wall (21) and that define a plurality of cells (23) that form flow paths extending from a first end surface (22a) to a second end surface (22b), at least the partition walls (24) being made of a material having PTC characteristics; and a cooling member (26) which is provided to cover the outer peripheral wall (21) of the honeycomb structure (25), and which forms a flow path (26R), through which a refrigerant can flow, between the cooling member (26) and the honeycomb structure (25).

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 will become 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 greatly 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 and released to the outside of the vehicle by heating, thereby regenerating the functional material. 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 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. However, it is necessary to heat the functional material to an appropriate temperature according to the type of the adsorbed removal target components.

[0004] 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. Although the heater component is used for heating purposes in a vehicle compartment, it is an efficient heating mechanism because the heating area can be enlarged by having a honeycomb structure. 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, it can also suppress excessive heat generation, 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] On the other hand, from the viewpoint of improving the heating efficiency of the vehicle, an air conditioning system using a heat pump cycle has been proposed (e.g., Patent Document 4). In the air conditioning system using a heat pump cycle, during the dehumidification and cooling operation modes, the air is cooled and dehumidified by the evaporator constituting the heat pump cycle. However, the evaporator is prone to condensation and is therefore prone to mold due to the adhesion of dust and the like. If the air contacts the evaporator in such a state, the environment in the vehicle cabin is impaired and may also cause allergic symptoms to the driver. In addition, due to condensation on the evaporator, the ventilation resistance will also increase.

[0006] Prior art literature

[0007] Patent Literature

[0008] Patent Document 1: Japanese Patent Application Publication No. 2020-104774

[0009] Patent Document 2: Japanese Patent Application Publication No. 2020-111282

[0010] Patent Document 3: International Publication No. 2020 / 036067

[0011] Patent Document 4: German Patent Application Publication No. 102006026359 Summary of the invention

[0012] 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 performing dehumidification and cooling operations without using an evaporator.

[0013] The inventor of the present invention has conducted intensive research on a vehicle air conditioning system using a heat pump cycle, and found that the above-mentioned problem can be solved by arranging a predetermined air conditioning device including a cooling member capable of circulating a refrigerant in an air conditioning passage instead of an evaporator, thereby completing the present invention. That is, the present invention is exemplified as follows.

[0014] [1] A vehicle air conditioning system comprising:

[0015] an air conditioning passage capable of circulating air from the vehicle cabin; and

[0016] an air conditioning device, the air conditioning device being arranged in the air conditioning passage,

[0017] The air conditioning device includes: a honeycomb structure having an outer peripheral wall and partition walls, the partition walls are arranged on the inner side of the outer peripheral wall and divide into a plurality of compartments, the plurality of compartments form a flow path extending from a first end face to a second end face, at least the partition walls are made of a material having PTC properties; and a cooling component, the cooling component covers the outer peripheral wall of the honeycomb structure and forms a flow path for the circulation of refrigerant between the cooling component and the honeycomb structure.

[0018] [2] The vehicle air conditioning system according to [1], wherein:

[0019] The air conditioning device further includes a dehumidification layer formed on a surface of the partition wall.

[0020] [3] The vehicle air conditioning system according to [1] or [2], wherein:

[0021] The flow path through which the refrigerant can flow is connected to a heat pump cycle.

[0022] [4] The vehicle air conditioning system according to [3], wherein:

[0023] The vehicle air conditioning system further includes a control unit that controls the air conditioning device and the heat pump cycle according to an operation mode.

[0024] [5] The vehicle air conditioning system according to [3] or [4], wherein:

[0025] The air conditioning passage has more than two branch paths.

[0026] The air conditioning device is disposed in each of the two or more branch paths.

[0027] The two or more branch paths include: an inflow path for allowing the air to flow into the vehicle compartment on the downstream side of the air conditioning device, and an outflow path for allowing the air to flow out of the vehicle, and a switching valve capable of switching the flow of the air is provided between the inflow path and the outflow path.

[0028] The heat pump cycle includes a condenser that performs heat exchange between the heat energy of the refrigerant and the air in the air-conditioning passage connected to the vehicle cabin on the downstream side of the air-conditioning device.

[0029] [6] The vehicle air conditioning system according to [5], wherein:

[0030] The operation mode of the air conditioning device includes a dehumidification mode and a dehumidification regeneration mode.

[0031] In the dehumidification mode, the switching valve is controlled in all the branch paths so that the air flows into the inflow path, thereby allowing the air to flow through the air conditioning device to be dehumidified.

[0032] In the dehumidification regeneration mode, in a part of the branch paths, the switching valve is controlled so that the air flows into the inlet path, thereby allowing the air to circulate in the air conditioning device for dehumidification, and in the remaining branch paths, the switching valve is controlled so that the air flows out to the outflow path, thereby heating the air conditioning device while allowing the air to circulate, thereby regenerating the dehumidification layer.

[0033] [7] The vehicle air conditioning system according to [5] or [6], wherein:

[0034] The heat pump cycle also has:

[0035] A compressor, which compresses and discharges the refrigerant;

[0036] an outdoor heat exchanger for exchanging heat between the refrigerant and the outside air;

[0037] an expansion valve that expands the refrigerant; and

[0038] an in-outflow path heat exchanger for performing heat exchange between the refrigerant and the heated air flowing through the outflow path,

[0039] The operation mode of the heat pump cycle includes a cooling operation mode and a heating operation mode.

[0040] In the cooling operation mode, the refrigerant expanded by the expansion valve is circulated through the air-conditioning device, thereby cooling the air-conditioning device and cooling the air.

[0041] In the heating operation mode, the refrigerant having undergone heat exchange in the outdoor heat exchanger and the outflow path heat exchanger is compressed by the compressor, and the refrigerant discharged from the compressor is introduced into the condenser to heat the air.

[0042] [8] The vehicle air conditioning system according to any one of [1] to [7], wherein:

[0043] The material having the PTC characteristic contains barium titanate as a main component.

[0044] [9] The vehicle air conditioning system according to any one of [1] to [8], wherein:

[0045] 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.

[0046]

[10] The vehicle air conditioning system according to any one of [6] to [9], wherein:

[0047] 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 dehumidification regeneration mode when the glass fogging is detected, and executes the dehumidification mode when the glass fogging is not detected.

[0048]

[11] The vehicle air conditioning system according to

[10] , wherein:

[0049] The monitoring unit monitors fogging of the glass based on temperature and humidity in the vehicle cabin.

[0050] Effects of the Invention

[0051] According to the present invention, it is possible to provide a vehicle air conditioning system capable of performing dehumidification and cooling operations without using an evaporator. BRIEF DESCRIPTION OF THE DRAWINGS

[0052] Figure 1 It is a schematic configuration diagram of a vehicle air conditioning system according to an embodiment of the present invention.

[0053] Figure 2A It is a schematic cross-sectional view parallel to the flow path direction of an air conditioning device used in a vehicle air conditioning system according to an embodiment of the present invention.

[0054] Figure 2B yes Figure 2A A schematic cross-sectional view of line a-a' in an air conditioning device.

[0055] Figure 3A It is a schematic cross-sectional view parallel to the flow path direction of another air conditioning device used in the vehicle air conditioning system according to the embodiment of the present invention.

[0056] Figure 3B yes Figure 3A A schematic cross-sectional view of line bb' in an air conditioning device.

[0057] Figure 4A It is a schematic configuration diagram of a vehicle air conditioning system according to an embodiment of the present invention, and is a diagram showing an operation state in a dehumidification / cooling operation mode.

[0058] Figure 4B It is a schematic configuration diagram of a vehicle air conditioning system according to an embodiment of the present invention, and is a diagram showing an operation state in a dehumidification regeneration / cooling operation mode.

[0059] Figure 4C It is a schematic configuration diagram of a vehicle air conditioning system according to an embodiment of the present invention, and is a diagram showing an operation state in a dehumidification regeneration / cooling operation mode.

[0060] Figure 4D It is a schematic configuration diagram of a vehicle air conditioning system according to an embodiment of the present invention, and is a diagram showing an operation state in a dehumidification regeneration / heating operation mode.

[0061] Figure 4E It is a schematic configuration diagram of a vehicle air conditioning system according to an embodiment of the present invention, and is a diagram showing an operation state in a dehumidification regeneration / heating operation mode.

[0062] Figure 4F It is a schematic configuration diagram of a vehicle air conditioning system according to an embodiment of the present invention, and is a diagram showing an operation state in a regeneration / non-cooling / heating operation mode.

[0063] Explanation of symbols

[0064] 10…air conditioning passage, 11, 11a, 11b…branch path, 12, 12a, 12b…inflow path, 13, 13a, 13b…outflow path, 14, 14a, 14b…switching valve, 20…air conditioning device, 21…outer peripheral wall, 22a…first end surface, 22b…second end surface, 23…compartment, 24…partition wall, 25…honeycomb structure, 26…cooling component, 26a…supply port, 26b…discharge port, 26R…flow path, 28…insulating layer, 28a, 28b…a pair of electrodes, 29…terminal, 30…heat pump cycle, 31…condenser, 33…compressor, 34…outdoor heat exchanger, 35…heat exchanger in outflow path, 36a~36c…expansion valve, 37a~37g…stop valve, 40…control unit, 50…power supply, 60…ventilator, 70…air mix door, 80…dehumidification layer. DETAILED DESCRIPTION

[0065] The vehicle air conditioning system of the present invention comprises: an air conditioning passage, which can provide air circulation from the vehicle compartment; and an air conditioning device, which is arranged in the air conditioning passage, the air conditioning device comprising: a honeycomb structure, which 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 extending from the first end face to the second end face, at least the partition wall is made of a material having PTC properties; and a cooling component, which covers the outer peripheral wall of the honeycomb structure and forms a flow path for the circulation of refrigerant between the honeycomb structure and the honeycomb structure. The vehicle air conditioning system of the present invention adopts the above-mentioned structure, thereby being able to implement dehumidification and cooling operation without using an evaporator. Therefore, various problems caused by the evaporator (such as mold caused by the adhesion of dust and the like due to the occurrence of condensation, damage to the environment in the vehicle compartment and causing allergic symptoms to the driver, or increased ventilation resistance, etc.) can be eliminated.

[0066] 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.

[0067] 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.

[0068] 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 an air conditioning device used in a vehicle air conditioning system according to an embodiment of the present invention. Figure 2B yes Figure 2A A schematic cross-sectional view of line a-a' in an air conditioning device. Figure 3A It is a schematic cross-sectional view parallel to the flow path direction of another air conditioning device used in the vehicle air conditioning system according to the embodiment of the present invention. Figure 3B yes Figure 3A A schematic cross-sectional view of line bb' in an air conditioning device.

[0069] like Figure 1 As shown, the vehicle air conditioning system according to the embodiment of the present invention comprises: an air conditioning duct 10 capable of circulating air from a vehicle compartment, and an air conditioning device 20 disposed in the air conditioning duct 10. The vehicle air conditioning system may further comprise: a power supply 50 for applying a voltage to the air conditioning device 20, and a control unit 40 for controlling the power supply 50.

[0070] like Figure 2A and Figure 2B As shown, the air conditioning device 20 includes: a honeycomb structure 25, which has an outer peripheral wall 21 and a partition wall 24, the partition wall 24 is arranged on the inner side of the outer peripheral wall 21 and is divided into a plurality of compartments 23, the plurality of compartments 23 form a flow path extending from the first end face 22a to the second end face 22b, at least the partition wall 24 is made of a material having PTC characteristics; and a cooling member 26, which covers the outer peripheral wall 21 of the honeycomb structure 25, and forms a flow path 26R for cooling medium to flow between the honeycomb structure 25. The air conditioning device 20 may further include: an insulating layer 27, which is formed on the outer peripheral surface of the outer peripheral wall 21 parallel to the direction in which the compartments 23 extend; a pair of electrodes 28a, 28b, which are used to apply voltage to the honeycomb structure 25; and a terminal 29, which is connected to the pair of electrodes 28a, 28b.

[0071] In the vehicle air conditioning system having the above structure, air from the vehicle compartment or the outside of the vehicle flows into the air conditioning device 20 through the air conditioning duct 10. The air conditioning device 20 is cooled by the cooling member 26 through which the refrigerant flows, and can cool the air and remove the moisture in the air by condensation, similarly to the evaporator used in the conventional vehicle air conditioning system. Moreover, the cooled and dehumidified air passes through the air conditioning duct 10 and returns to the vehicle compartment.

[0072] The method for discharging the moisture in the air that has condensed in the air conditioning device 20 is not particularly limited, and it is preferred that the air conditioning duct 10 is provided with an outflow path 13 for discharging the moisture. That is, the air conditioning duct 10 preferably has an inflow path 12 for allowing air to flow into the vehicle compartment on the downstream side of the air conditioning device 20, and an outflow path 13 for allowing air to flow out of the vehicle. In addition, it is preferred that a switching valve 14 capable of switching the flow of air is provided between the inflow path 12 and the outflow path 13. In the vehicle air conditioning system having the above structure, by applying a voltage to a pair of electrodes 28a, 28b, the honeycomb structure 25 is heated, so that the condensed moisture can be evaporated and discharged from the outflow path 13 to the outside of the vehicle.

[0073] like Figure 3A and Figure 3B As shown, the air conditioning device 20 may further include: a dehumidification layer 80 formed on the surface of the partition wall 24. By using such an air conditioning device 20, the dehumidification layer 80 can be used to capture (remove) moisture in the air while the air from the vehicle compartment or the outside of the vehicle passes through the air conditioning device 20, thereby improving the dehumidification performance. In addition, since the dehumidification layer 80 is directly heated by heating the honeycomb structure 25, the moisture captured by the dehumidification layer 80 can be efficiently separated or reacted from the dehumidification layer 80 and released, and discharged from the outflow path 13 to the outside of the vehicle.

[0074] The flow path 26R formed between the honeycomb structure 25 and the cooling member 26 and through which the refrigerant can flow is preferably connected to the heat pump cycle 30. By connecting the flow path 26R to the heat pump cycle 30, an air conditioning operation similar to that of a conventional vehicle air conditioning system using a heat pump cycle can be performed.

[0075] Figure 4A to Figure 4F 1 is a schematic diagram of a vehicle air conditioning system according to another embodiment of the present invention, and is a diagram showing the operating state in each operation mode. In particular, Figure 4A In dehumidification / cooling operation mode, Figure 4B and Figure 4C In dehumidification regeneration / cooling operation mode, Figure 4D and Figure 4E In dehumidification regeneration / heating operation mode, Figure 4F This is the regeneration / heating mode without cooling.

[0076] A vehicle air conditioning system according to another embodiment of the present invention includes an air conditioning duct 10 , an air conditioning device 20 , a heat pump cycle 30 , and a control unit 40 . The vehicle air conditioning system may further include a power source 50 , a ventilator 60 , and an air mix door 70 .

[0077] Hereinafter, each of the above-mentioned components will be described in detail.

[0078] (1. Air conditioning duct 10)

[0079] The air conditioning passage 10 has more than two branch paths 11 (11a, 11b). The more than two branch paths 11 (11a, 11b) have: an inflow path 12 (12a, 12b) for allowing air to flow into the vehicle compartment on the downstream side of the air conditioning device 20, and an outflow path 13 (13a, 13b) for allowing air to flow out of the vehicle, and a switching valve 14 (14a, 14b) capable of switching the flow of air is provided between the inflow path 12 (12a, 12b) and the outflow path 13 (13a, 13b). The inflow paths 12 (12a, 12b) preferably merge on the downstream side to form one flow path.

[0080] The number of branch paths 11 of the air-conditioning duct 10 is not particularly limited and may be 2 or more, but is preferably 2 to 5, more preferably 2 to 4, and even more preferably 2 to 3.

[0081] The shape, size, etc. of the air-conditioning duct 10 may be appropriately adjusted according to the type of vehicle, etc., and is not particularly limited.

[0082] The switching valve 14 ( 14 a , 14 b ) may be provided at a branching portion between the inflow path 12 ( 12 a , 12 b ) and the outflow path 13 ( 13 a , 13 b ).

[0083] Regarding the switching of the switching valve 14 (14a, 14b), for example, the control unit 40 and the switching valve 14 (14a, 14b) can be connected by wires or radio, and the switch of the switching valve 14 (14a, 14b) can be operated by the control unit 40, thereby achieving the switching of the switching valve 14 (14a, 14b).

[0084] The switching valve 14 (14a, 14b) is not particularly limited as long as it is electrically driven and has the function of switching the flow path, and a solenoid valve and an electric valve can be cited. For example, the switching valve 14 (14a, 14b) can include an opening and closing door supported on a rotating shaft and an actuator such as a motor that rotates the rotating shaft. The actuator is configured to be controllable by the control unit 40.

[0085] (2. Air conditioning device 20)

[0086] The air-conditioning device 20 ( 20 a , 20 b ) is disposed in each of the two or more branch paths 11 ( 11 a , 11 b ).

[0087] The air conditioning device 20 (20a, 20b) includes: a honeycomb structure 25 having an outer peripheral wall 21 and a partition wall 24, the partition wall 24 is arranged on the inner side of the outer peripheral wall 21 and is divided into a plurality of compartments 23, the plurality of compartments 23 forming a flow path extending from the first end face 22a to the second end face 22b, at least the partition wall 24 is made of a material having PTC characteristics; and a cooling component 26, which covers the outer peripheral wall 21 of the honeycomb structure 25 and can allow the refrigerant to flow. In addition, the air conditioning device 20 may further include: an insulating layer 27, which is formed on the outer peripheral surface of the outer peripheral wall 21 parallel to the direction in which the compartment 23 extends; a pair of electrodes 28a, 28b, which are used to apply voltage to the honeycomb structure 25; and a terminal 29, which is connected to the pair of electrodes 28a, 28b. In addition, the air conditioning device 20 may further include: a dehumidification layer 80 formed on the surface of the partition wall 24.

[0088] (2-1. Honeycomb structure 25)

[0089] The shape of the honeycomb structure 25 is not particularly limited. For example, the outer shape of the cross section of the honeycomb structure 25 orthogonal to the flow path direction (the direction in which the compartment 23 extends) can be set to a quadrilateral (rectangle, square), pentagon, hexagon, heptagon, octagon, or other polygonal shape, circle, arc shape (oval, ellipse, oblong, rounded rectangle, etc.), etc. It should be noted that the end face (the first end face 22a and the second end face 22b) 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.

[0090] The shape of the compartment 23 is not particularly limited. In the cross section of the honeycomb structure 25 orthogonal to the flow path direction, it can be a polygon such as a quadrilateral, a pentagon, a hexagon, a heptagon, an octagon, a circular shape, or a circular arc shape. 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 23 of such a shape, the pressure loss during air circulation can be reduced.

[0091] The honeycomb structure 25 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 23, which is very important for ensuring air flow, can be increased.

[0092] 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 into a paste by adding a solvent such as water to a ceramic material can be used. The bonding material can contain a material having PTC properties, and can also contain the same material as the peripheral wall 21 and the partition wall 24. In addition to having the function 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.

[0093] From the viewpoints of ensuring the strength of the honeycomb structure 25, reducing the pressure loss when air passes through the cells 23, ensuring the loading amount of functional materials, and ensuring the contact area with the air flowing in the cells 23, it is preferred to well combine the thickness of the partition wall 24, the cell density, and the cell spacing (or the opening ratio of the cells 23).

[0094] 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 22a or the second end surface 22b) of the honeycomb structure 25 (the total area of ​​the partition walls 24 and the cells 23 excluding the outer peripheral wall 21).

[0095] 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 22a or the second end face 22b) of the honeycomb structure 25 (the total area of ​​the partition walls 24 and the cells 23 excluding the peripheral wall 21) 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.

[0096] In this specification, the opening ratio of the cell 23 is a value obtained by dividing the total area of ​​the cells 23 divided by the partition walls 24 by the area of ​​one end face (the first end face 22a or the second end face 22b) in a cross section perpendicular to the flow path direction of the honeycomb structure 25 (the total area of ​​the partition walls 24 and the cells 23 excluding the peripheral wall 21). It should be noted that when calculating the opening ratio of the cell 23, the pair of electrodes 28a, 28b and the dehumidification layer 80 are not considered.

[0097] In an embodiment that is advantageous from the viewpoint of supporting a sufficient amount of functional material, the thickness of the partition wall 24 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 24 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 24 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.

[0098] From the viewpoint of ensuring the strength of the honeycomb structure 25 and maintaining the electrical resistance at a low level, the lower limit of the thickness of the partition walls 24 is preferably 0.010 mm or more, more preferably 0.020 mm or more, and further preferably 0.030 mm or more.

[0099] From the viewpoints of ensuring the strength of the honeycomb structure 25, 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.

[0100] From the viewpoint of ensuring the strength of the honeycomb structure 25, 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.

[0101] 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 24 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 23 is 0.70 or more. In a preferred embodiment, the thickness of the partition wall 24 is 0.09 to 0.35 mm, and the cell density is 15 to 100 cells / cm 2 , the opening ratio of the cell 23 is 0.80 or more. In a more preferred embodiment, the thickness of the partition wall 24 is 0.14 to 0.30 mm, and the cell density is 20 to 90 cells / cm 2 , the opening ratio of the compartment 23 is greater than 0.85.

[0102] From the viewpoint of ensuring the strength of the honeycomb structure 25 , the upper limit of the opening ratio of the cells 23 is preferably 0.94 or less, more preferably 0.92 or less, and further preferably 0.90 or less.

[0103] The thickness of the outer peripheral wall 21 is not particularly limited, and is preferably determined based on the following viewpoints. First, from the viewpoint of strengthening the honeycomb structure 25, the thickness of the outer peripheral wall 21 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 21 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.

[0104] In this specification, the thickness of the outer peripheral wall 21 refers to: in a cross section of the honeycomb structure 25 orthogonal to the flow path direction, the length in the normal direction of the side surface from the boundary between the outer peripheral wall 21 and the outermost cell 23 or partition wall 24 to the side surface of the honeycomb structure 25.

[0105] The length of the honeycomb structure 25 in the flow path direction and the cross-sectional area perpendicular to the flow path direction can be adjusted according to the required size of the air conditioning device 20, and there is no particular limitation. For example, in the case of a compact air conditioning device 20 that ensures the specified function, the length of the honeycomb structure 25 in the flow path direction can be set to 2 to 20 mm, and the cross-sectional area perpendicular to the flow path 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 the following.

[0106] The partition walls 24 constituting the honeycomb structure 25 are made of a material that can generate heat by passing electricity, specifically, a material having PTC (Positive Temperature Coefficient) characteristics. As required, the peripheral wall 21 may also be made of a material having PTC characteristics like the partition walls 24. By adopting such a structure, the dehumidification layer 80 can be directly heated by utilizing the heat transfer from the heated partition walls 24 (and the peripheral wall 21 as required). In addition, the material having the PTC characteristic has the following characteristics, namely, when the temperature rises and exceeds the Curie point, the resistance value rises sharply and it becomes difficult for the current to flow. Therefore, when the partition walls 24 (and the peripheral wall 21 as required) reach a high temperature, the current flowing through them is limited, and therefore, excessive heating of the honeycomb structure 25 is suppressed. Therefore, thermal degradation of the dehumidification layer 80 caused by excessive heating can also be suppressed.

[0107] 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.

[0108] From the viewpoint of being able to generate heat when powered and having PTC characteristics, the peripheral wall 21 and the partition wall 24 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.

[0109] 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.

[0110] 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.

[0111] 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, which is not particularly limited, and is 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.

[0112] 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.

[0113] From the viewpoint of reducing the environmental load, the material used for the peripheral wall 21 and the partition wall 24 is preferably substantially free of lead (Pb). Specifically, in the peripheral wall 21 and the partition wall 24, 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 24, for example, can be safely blown toward living things such as humans. It should be noted that in the peripheral wall 21 and the partition wall 24, 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).

[0114] The Curie point of the material constituting the outer peripheral wall 21 and the partition wall 24 is preferably in a temperature range where the resistance 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 air conditioning device 20 reaches a high temperature, the current flowing through them is limited, thereby effectively suppressing excessive heating of the air conditioning device 20. Therefore, thermal degradation of the dehumidification layer 80 caused by excessive heating can be suppressed.

[0115] From the viewpoint of efficiently heating the dehumidification layer 80, the lower limit of the Curie point of the material constituting the outer peripheral wall 21 and the partition wall 24 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.

[0116] The Curie point of the material constituting the outer peripheral wall 21 and the partition wall 24 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.

[0117] 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.

[0118] (2-2. Cooling Part 26)

[0119] The cooling member 26 covers the outer peripheral wall 21 of the honeycomb structure 25, and forms a flow path 26R for the refrigerant to flow between the cooling member 26 and the honeycomb structure 25. That is, the cooling member 26 is arranged radially outside the honeycomb structure 25 at intervals so as to form a flow path 26R for the refrigerant to flow between the cooling member 26 and the honeycomb structure 25.

[0120] The cooling member 26 has a supply port 26 a through which a refrigerant can be supplied, and a discharge port 26 b through which the refrigerant can be discharged. The supply port 26 a and the discharge port 26 b of the refrigerant can be connected to the heat pump cycle 30 .

[0121] It is preferable that the axial direction of the cooling member 26 coincides with the axial direction of the honeycomb structure 25 , and the central axis of the cooling member 26 coincides with the central axis of the honeycomb structure 25 .

[0122] The shape of the cooling member 26 is not particularly limited, and may be any of various cylindrical shapes such as a cylindrical shape and a square cylindrical shape.

[0123] The diameter (outer diameter and inner diameter) of the cooling member 26 may be the same in the entire axial direction, but at least a portion (e.g., the axial center portion, the axial ends, etc.) may be reduced or expanded. It should be noted that, when the cooling member 26 is not cylindrical, the outer diameter and inner diameter of the cooling member 26 refer to the diameter of the largest circle circumscribed and inscribed in the cross-sectional shape perpendicular to the axial direction of the cooling member 26.

[0124] The material of the cooling member 26 is not particularly limited, but metal is preferred from the viewpoint of manufacturability. For example, stainless steel, titanium alloy, copper alloy, aluminum, aluminum alloy, brass, etc. can be used as the material of the cooling member 26, and aluminum is preferred.

[0125] (2-3. Insulation layer 27)

[0126] The insulating layer 27 is formed on the outer peripheral surface of the outer peripheral wall 21 of the honeycomb structure 25 parallel to the direction in which the cells 23 extend. The insulating layer 27 suppresses the conduction of electricity to the cooling member 26 when a voltage is applied to the honeycomb structure 25.

[0127] The material constituting the insulating layer 27 is not particularly limited, and a known insulating layer can be used.

[0128] From the viewpoint of efficiently cooling the honeycomb structure 25 by the refrigerant flowing through the flow path 26R, the insulating layer 27 preferably has excellent thermal conductivity. As the insulating layer 27 having excellent thermal conductivity, for example, a Si layer can be used.

[0129] The thickness of the insulating layer 27 is not particularly limited as long as it can ensure the insulating performance, but is typically about 1 mm.

[0130] The method for forming the insulating layer 27 is not particularly limited, and the insulating layer 27 can be formed by a known method such as a coating method and a vapor deposition method.

[0131] (2-4. A pair of electrodes 28a, 28b)

[0132] The positions of the pair of electrodes 28 a and 28 b are not particularly limited, and the electrodes 28 a and 28 b may be provided on the first end surface 22 a and the second end surface 22 b .

[0133] By applying a voltage between the pair of electrodes 28 a and 28 b , the honeycomb structure 25 can be heated by Joule heat.

[0134] There is no particular limitation on the pair of electrodes 28a and 28b, and for example, a metal or alloy containing at least one selected from Cu, Ag, Al, Ni and Si can be used. In addition, an ohmic electrode capable of making ohmic contact with the peripheral wall 21 and / or the partition wall 24 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, a pair of electrodes 28a and 28b can be a single-layer structure or a stacked structure of more than two layers. In the case where a pair of electrodes 28a and 28b have a stacked structure of more than two layers, the materials of each layer can be the same type or different types.

[0135] The thickness of the pair of electrodes 28a, 28b can be appropriately set according to the method for forming the pair of electrodes 28a, 28b. As the method for forming the pair of electrodes 28a, 28b, metal deposition methods such as sputtering, evaporation, electrolytic deposition, and chemical deposition can be cited. In addition, the pair of electrodes 28a, 28b can also be formed by sintering after applying the electrode paste, or by welding. In addition, the pair of electrodes 28a, 28b can also be made by joining metal plates or alloy plates.

[0136] Regarding the thickness of the pair of electrodes 28a, 28b, 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.

[0137] (2-5.Terminal 29)

[0138] The terminal 29 is connected to the pair of electrodes 28a and 28b, and is provided at least in part of the pair of electrodes 28a and 28b. The terminal 29 facilitates connection with an external power source. The terminal 29 is connected to a lead wire connected to a power source 50.

[0139] The material of the terminal 29 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.

[0140] The size and shape of the terminal 29 are not particularly limited. Figure 2A and Figure 3A As shown, the terminal 29 can be provided on the entire pair of electrodes 28a, 28b on the peripheral wall 21. In addition, the terminal 29 can be provided on: a part of the pair of electrodes 28a, 28b on the peripheral wall 21, or can be provided to extend further outside than the outer edge of the pair of electrodes 28a, 28b on the peripheral wall 21. In addition, the terminal 29 can be provided on a part of the pair of electrodes 28a, 28b on the partition wall 24, or can be provided to block a part of the compartment 23.

[0141] The thickness of the terminal 29 is not particularly limited, and is, for example, 0.01 to 10 mm, and typically 0.05 to 5 mm.

[0142] The method for connecting the terminal 29 and the pair of electrodes 28 a and 28 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.

[0143] (2-6. Dehumidification layer 80)

[0144] The dehumidification layer 80 can be disposed on the surface of the partition wall 24 (in the case of the outermost compartment 23, the partition wall 24 and the peripheral wall 21 that define and form the outermost compartment 23). By disposing the dehumidification layer 80 in this way, it is easy to heat the dehumidification layer 80 during the regeneration process, so that the dehumidification function brought by the dehumidification layer 80 can be regenerated.

[0145] The dehumidifying layer 80 contains a dehumidifying material. The dehumidifying material is not particularly limited, and a hygroscopic material can be used.

[0146] 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.

[0147] 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.

[0148] As the silica gel, type A silica gel is preferably used.

[0149] 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.

[0150] 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).

[0151] The dehumidification layer 80 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, and adsorbents and the like 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.

[0152] 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.

[0153] 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.

[0154] The volatile components contained in the air in the vehicle cabin are, for example, volatile organic compounds (VOCs) or odor components other than VOCs, etc. 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.

[0155] The thickness of the dehumidification layer 80 can be determined according to the size of the compartment 23 and is not particularly limited. For example, from the viewpoint of fully ensuring contact with the air, the thickness of the dehumidification layer 80 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 80 from peeling off from the partition 24 or the peripheral wall 21, the thickness of the dehumidification layer 80 is preferably 400 μm or less, more preferably 380 μm or less, and further preferably 350 μm or less.

[0156] The thickness of the dehumidification layer 80 is measured according to the following steps. An arbitrary cross section of the honeycomb structure 25 parallel to the flow path direction is cut out, and a cross-sectional image of about 50 times is obtained 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 25 orthogonal to the flow path. For each dehumidification layer 80 visible from the cross-sectional image, the thickness is calculated by dividing the cross-sectional area by the length of the compartment 23 in the flow path direction. This calculation is performed for all the dehumidification layers 80 visible from the cross-sectional image, and the overall average value is taken as the thickness of the dehumidification layer 80.

[0157] From the viewpoint of the dehumidification material and the like exerting the desired function in the air conditioning device 20, the amount of the dehumidification layer 80 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 25. It should be noted that the volume of the honeycomb structure 25 is a value determined according to the outer dimensions of the honeycomb structure 25.

[0158] (2-7. Method for Manufacturing Air Conditioning Device 20)

[0159] The method for manufacturing the air conditioning device 20 is not particularly limited, and can be performed according to a known method. Hereinafter, a method for manufacturing the air conditioning device 20 will be described by way of example.

[0160] The method for manufacturing the honeycomb structure 25 constituting the air conditioning device 20 includes a molding step and a firing step.

[0161] 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.

[0162] The ceramic raw material can be obtained by dry-mixing the respective powders in a desired composition.

[0163] 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.

[0164] 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.

[0165] 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.

[0166] 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

[0167] 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.

[0168] 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.

[0169] 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.

[0170] Examples of the plasticizer include polyoxyethylene alkyl ethers, polycarboxylic acid-based polymers, and alkyl phosphate esters.

[0171] The dispersant may be a surfactant such as polyoxyethylene alkyl ether, ethylene glycol, dextrin, fatty acid soap, polyol, etc. The dispersant may be used alone or in combination of two or more.

[0172] 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.

[0173] 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%.

[0174] The honeycomb molded 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 molded body.

[0175] 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.

[0176] 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 25 mainly composed of BaTiO 3 -based crystal particles in which a portion of Ba is substituted with a rare earth element.

[0177] 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 25 .

[0178] 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 25. 17 O 40 Crystalline particles.

[0179] 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.

[0180] The sintering 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 25 having a predetermined composition is easily obtained.

[0181] 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.

[0182] Furthermore, from the viewpoint of controlling electrical characteristics and manufacturing cost, the atmosphere of the firing step is preferably an air atmosphere.

[0183] 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.

[0184] A pair of electrodes 28a, 28b are formed on the honeycomb structure 25 obtained in this way. A pair of electrodes 28a, 28b can be formed by a metal precipitation method such as sputtering, evaporation, electrolytic deposition, and chemical precipitation. In addition, a pair of electrodes 28a, 28b can also be formed by sintering after applying an electrode paste. In addition, a pair of electrodes 28a, 28b can also be formed by welding. A pair of electrodes 28a, 28b 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 28a, 28b is described.

[0185] First, an electrode slurry containing an electrode material, an organic binder and a dispersion medium is prepared and applied to the first end face 22a or the second end face 22b of the honeycomb structure 25. 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 25 is removed by blowing and wiping. Thereafter, by drying the slurry, a pair of electrodes 28a, 28b can be formed on the first end face 22a or the second end face 22b of the honeycomb structure 25. 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 28 a and 28 b having a desired thickness.

[0186] Next, when providing the terminal 29, the terminal 29 is disposed at a predetermined position of the pair of electrodes 28a and 28b, and the pair of electrodes 28a and 28b are connected to the terminal 29. As a method for connecting the pair of electrodes 28a and 28b to the terminal 29, the above method can be used.

[0187] It should be noted that the terminal 29 may be provided after forming the dehumidification layer 80 described below.

[0188] Next, the dehumidification layer 80 is formed on the surfaces of the partition walls 24 and the like of the honeycomb structure 25 .

[0189] The method for forming the dehumidification layer 80 is not particularly limited, and for example, it can be formed by the following process. The honeycomb structure 25 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 25 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, by drying the slurry, the dehumidification layer 80 can be formed on the surface of the partition wall 24. The drying can be performed while the honeycomb structure 25 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 80 having a desired thickness on the surface of the partition wall 24 and the like.

[0190] (3. Heat pump cycle 30)

[0191] The heat pump cycle 30 includes a condenser 31 disposed in the air-conditioning duct 10 connected to the vehicle cabin on the downstream side of the air-conditioning device 20 .

[0192] The condenser 31 can exchange heat between the heat energy of the refrigerant and the air. Specifically, the condenser 31 can radiate heat through the high-temperature and high-pressure refrigerant flowing inside, and heat the air passing around the condenser 31.

[0193] The heat pump cycle 30 may further include, in addition to the condenser 31, a compressor 33, an outdoor heat exchanger 34, an outflow path heat exchanger 35, expansion valves 36a, 36b, 36c and stop valves 37a to 37g, and the above-mentioned components are connected via a refrigerant flow path.

[0194] The compressor 33 has a function of compressing and discharging the refrigerant. The compressor 33 is configured such that the suction portion is connected to the heat exchanger (the outdoor heat exchanger 34 and the heat exchanger 35 in the outflow path), and the discharge portion is connected to the condenser 31 via the refrigerant flow path. The compressor 33 is driven by the control unit 40, and discharges the high-temperature and high-pressure refrigerant to the condenser 31 by compressing the refrigerant.

[0195] It should be noted that a known device such as a gas-liquid separator may be provided between the compressor 33 and the heat exchanger.

[0196] The outdoor heat exchanger 34 has the function of exchanging heat between the heat of the refrigerant and the outside air. When the outdoor heat exchanger 34 is mainly in the heating operation mode, it can absorb heat from the outside air through the low-temperature and low-pressure refrigerant circulating inside, and vaporize the refrigerant by absorbing heat from the outside air. In addition, when the outdoor heat exchanger 34 is mainly in the cooling operation mode, it can release heat to the outside air through the high-temperature and high-pressure refrigerant circulating inside, and cool the refrigerant by releasing heat to the outside air.

[0197] The heat exchanger 35 in the outflow path has the function of exchanging heat between the heat of the refrigerant and the heated air flowing through the outflow path 13 (13a, 13b). When the outflow path heat exchanger 35 is mainly in the heating operation mode, it can absorb heat from the heated air through the refrigerant flowing inside, and use the heat absorbed from the external atmosphere to increase the temperature of the refrigerant.

[0198] It should be noted that Figure 4A to Figure 4F Although an example in which the in-outflow path heat exchanger 35 is provided only in the outflow path 13a is illustrated, it should be noted that the in-outflow path heat exchanger 35 may also be provided in the outflow path 13b.

[0199] The expansion valves 36a, 36b, and 36c are throttle valves whose openings can be adjusted by the control unit 40. In particular, the expansion valve 36a is configured to decompress the refrigerant discharged from the condenser 31 and expand it when the heating operation mode is executed, and then discharge the low-temperature and low-pressure refrigerant to the outdoor heat exchanger 34. In addition, the expansion valves 36b and 36c are configured to decompress the refrigerant from the outdoor heat exchanger 34 and expand it when the cooling operation mode is executed, and then discharge the low-temperature and low-pressure refrigerant to the flow path 26R of the air conditioning device 20.

[0200] The stop valves 37 a to 37 g are provided to control the flow path of the refrigerant. The opening and closing of the stop valves 37 a to 37 g are controlled by the control unit 40 .

[0201] (4. Control unit 40)

[0202] The control unit 40 controls the air conditioning device 20 and the heat pump cycle 30 in accordance with the operation mode. Therefore, the control unit 40 is electrically connected to the air conditioning device 20 and the heat pump cycle 30. Specifically, it is connected to a power supply 50 for applying a voltage to a pair of electrodes 28a and 28b of the air conditioning device 20, and by controlling the power supply 50, the heating state of the honeycomb structure 25 can be adjusted. In addition, the control unit 40 is electrically connected to the stop valves 37a to 37g of the heat pump cycle 30, and by opening and closing the stop valves 37a to 37g, the flow path of the refrigerant can be controlled. In addition, the control unit 40 is electrically connected to the expansion valves 36a, 36b, and 36c of the heat pump cycle 30, and by adjusting the opening of the expansion valves 36a, 36b, and 36c, the degree of decompression of the refrigerant can be controlled.

[0203] The control unit 40 is electrically connected to the air-conditioning device 20 and the heat pump cycle 30 as well as to the switching valve 14 , the ventilator 60 , the air mix door 70 , etc., and can control them.

[0204] The control unit 40 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 an input / output port for inputting or outputting signals to or from the outside.

[0205] (5. Power supply 50)

[0206] The power supply 50 is used to apply a voltage to the pair of electrodes 28a and 28b. The power supply 50 is electrically connected to the control unit 40, and adjusts the application state of the voltage applied to the pair of electrodes 28a and 28b according to the instruction from the control unit 40.

[0207] The power source 50 is not particularly limited, and a battery or the like can be used.

[0208] (6. Ventilator 60)

[0209] The ventilator 60 is provided to allow air to flow through the air-conditioning duct 10. The ventilator 60 is not particularly limited, and a known ventilator can be used.

[0210] The position of the ventilator 60 is not particularly limited, and the ventilator 60 may be provided, for example, on the upstream side of the air-conditioning device 20. However, the ventilator 60 may also be provided on the downstream side of the condenser 31.

[0211] (7. Air mix door 70)

[0212] The air mix door 70 is configured to rotate between a heating position that opens a heating path toward the condenser 31 and a cooling position that opens a cooling path that bypasses the condenser 31 in the air conditioning duct 10. In addition, the air mix door 70 is configured to adjust the ratio between the air passing through the condenser 31 and the air bypassing the condenser 31 by rotating between the heating position and the cooling position, thereby adjusting the temperature of the air flowing into the vehicle cabin.

[0213] In the vehicle air conditioning system involved in the embodiment of the present invention, the operation mode of the air conditioning device 20 (20a, 20b) may include: dehumidification mode, regeneration mode, and dehumidification regeneration mode. The operation mode of the air conditioning device 20 (20a, 20b) preferably includes: dehumidification mode and dehumidification regeneration mode. The operation mode of the air conditioning device 20 (20a, 20b) can be selected according to the switch operation performed by the driver, or the humidity change monitored by various monitoring units.

[0214] (A) Dehumidification mode

[0215] In dehumidification mode, Figure 4A As shown, in all branch paths 11 (11a, 11b), the switching valve 14 (14a, 14b) is controlled so that air flows into the inflow path 12 (12a, 12b), and the air is circulated in the air conditioning device 20 (20a, 20b), thereby dehumidifying. By executing such a dehumidification mode, the air from the vehicle cabin or the outside of the vehicle can be quickly dehumidified.

[0216] (B) Regeneration mode

[0217] In regeneration mode, if Figure 4F As shown, in all the branch paths 11 (11a, 11b), the switching valve 14 (14a, 14b) is controlled so that the air flows out to the outflow path 13 (13a, 13b), and the air conditioning device 20 (20a, 20b) is heated while the air is circulated, thereby regenerating the dehumidification layer 80. By executing such a regeneration mode, the moisture condensed in the air conditioning device 20 (20a, 20b) can be evaporated by heating and discharged to the outside of the vehicle, and mold and the like are less likely to be generated. In addition, when the air conditioning device 20 is equipped with a dehumidification layer 80, the moisture captured by the dehumidification layer 80 can be released, so the dehumidification layer 80 can be regenerated.

[0218] (C) Dehumidification regeneration mode

[0219] In dehumidification regeneration mode, Figure 4B to Figure 4EAs shown, in a part of the branch path 11 (11b), the switching valve 14 (14b) is controlled so that air flows into the inflow path 12 (12b), and the air is circulated in the air conditioning device 20 (20b) to be dehumidified, and in the remaining branch path 11 (11a), the switching valve 14 (14a) is controlled so that air flows out to the outflow path 13 (13a), and the air is circulated while heating the air conditioning device 20 (20a), thereby regenerating the dehumidification layer 80. By executing such a dehumidification regeneration mode, the air from the vehicle cabin or the outside of the vehicle can be dehumidified by the air conditioning device 20 (20b) and the air conditioning device 20 (20a) can be regenerated. In addition, by switching the air conditioning device 20 that performs dehumidification and regeneration every certain period, the air from the vehicle cabin or the outside of the vehicle and the regeneration of the air conditioning device 20 can be continuously performed.

[0220] In the vehicle air conditioning system involved in the embodiment of the present invention, the operation mode of the heat pump cycle 30 may include: a cooling operation mode and a heating operation mode. As the cooling operation mode, there is no particular limitation, and it is preferred to cool the air by allowing the refrigerant expanded by the expansion valves 36b and 36c to circulate in the air conditioning device 20, cooling the air conditioning device 20, and thus cooling the air. In addition, as the heating operation mode, there is no particular limitation, and it is preferred to compress the refrigerant that has undergone heat exchange by the outdoor heat exchanger 34 and the heat exchanger 35 in the outflow path by the compressor 33, and introduce the refrigerant discharged from the compressor 33 into the condenser 31 to heat the air. The operation mode of the heat pump cycle 30 can be selected based on the switch operation performed by the driver, or the temperature changes monitored by various monitoring units, etc.

[0221] Hereinafter, specific methods of the cooling operation mode and the heating operation mode will be described.

[0222] (A) First cooling operation mode

[0223] In the first cooling operation mode, if Figure 4A As shown, the stop valves 37a, 37e to 37g are opened, and the stop valves 37b to 37d are closed, thereby forming a flow path in which the refrigerant flows sequentially through the compressor 33, the outdoor heat exchanger 34, the expansion valves 36b, 36c, and the air conditioning device 20. It should be noted that Figure 4A The bold lines in FIG. 1 show the flow path through which the refrigerant flows in the cooling operation mode.

[0224] The refrigerant compressed by the compressor 33 to a high temperature and high pressure exchanges heat with the outside air in the outdoor heat exchanger 34 to release heat, thereby being cooled. The refrigerant leaving the outdoor heat exchanger 34 is decompressed and expanded by the expansion valves 36b and 36c to become a low temperature and low pressure refrigerant and enter the air conditioning devices 20a and 20b to cool the air conditioning devices 20a and 20b. The cooled air conditioning devices 20a and 20b exchange heat with the air flowing in the air conditioning duct 10 to absorb heat, thereby cooling the air. The refrigerant leaving the air conditioning devices 20a and 20b returns to the compressor 33.

[0225] When the cooling operation mode is implemented, the air flowing through the air conditioning duct 10 is cooled by the air conditioning devices 20a and 20b, and the cooled air flows into the vehicle cabin. The cooling operation mode is particularly useful when the vehicle cabin needs to be cooled quickly (strong cooling operation mode).

[0226] This cooling operation mode can be implemented when the operation mode of the air-conditioning device 20 (20a, 20b) is the dehumidification mode.

[0227] (B) Second cooling operation mode

[0228] In the second cooling operation mode, if Figure 4B As shown, the stop valves 37a, 37e, and 37g are opened, and the stop valves 37b to 37d and 37f are closed, thereby forming a flow path in which the refrigerant flows in the compressor 33, the outdoor heat exchanger 34, the expansion valve 36c, and the air conditioning device 20 in sequence. It should be noted that Figure 4B The bold lines in FIG. 1 show the flow path through which the refrigerant flows in the cooling operation mode.

[0229] The refrigerant compressed by the compressor 33 to a high temperature and high pressure exchanges heat with the outside air in the outdoor heat exchanger 34 to release heat, thereby being cooled. The refrigerant leaving the outdoor heat exchanger 34 is decompressed and expanded by the expansion valve 36c, becomes a low temperature and low pressure refrigerant, and enters the air conditioning device 20b to cool the air conditioning device 20b. The cooled air conditioning device 20b exchanges heat with the air flowing in the air conditioning duct 10 to absorb heat, thereby cooling the air. The refrigerant leaving the air conditioning device 20b returns to the compressor 33.

[0230] When the cooling operation mode is implemented, the air flowing through the air conditioning duct 10 is cooled by the air conditioning device 20b, and the cooled air flows into the vehicle cabin. The cooling operation mode is particularly useful when the vehicle cabin needs to be cooled quickly (strong cooling operation mode).

[0231] This cooling operation mode can be implemented when the operation mode of the air-conditioning device 20 (20a, 20b) is the dehumidification regeneration mode.

[0232] (C) The third cooling operation mode

[0233] In the third cooling operation mode, if Figure 4C As shown, the stop valves 37a, 37c, and 37g are opened, and the stop valves 37b, 37d to 37f are closed, thereby forming a flow path in which the refrigerant flows in the compressor 33, the condenser 31, the expansion valve 36a, the outdoor heat exchanger 34, the expansion valve 36c, and the air conditioning device 20 in sequence. It should be noted that Figure 4C The bold lines in FIG. 1 show the flow path through which the refrigerant flows in the cooling operation mode.

[0234] In the flow path of the refrigerant in the cooling operation mode, a condenser 31 and an expansion valve 36a are further arranged on the downstream side of the compressor 33. In addition, in the cooling operation mode, the cooling of the air by the air conditioning device 20 and the heating of the air by the condenser 31 can be adjusted by controlling the opening of the air mix door 70, so that the temperature of the air can be controlled to an optimal temperature.

[0235] (D) First heating operation mode

[0236] In the first heating operation mode, if Figure 4D As shown, the stop valves 37a to 37c are opened and the stop valves 37d to 37g are closed, thereby forming a flow path in which the refrigerant flows in the compressor 33, the condenser 31, the expansion valve 36a and the outdoor heat exchanger 34 in sequence. Figure 4D The thick line in FIG. 1 shows the flow path through which the refrigerant flows in the heating operation mode.

[0237] The refrigerant compressed by the compressor 33 enters the condenser 31 as a high-temperature and high-pressure refrigerant, and releases heat by exchanging heat with the air flowing in the air conditioning passage 10. The refrigerant leaving the condenser 31 is decompressed and expanded by the expansion valve 36a, becomes a low-temperature and low-pressure refrigerant, exchanges heat with the external atmosphere in the outdoor heat exchanger 34, absorbs heat, and returns to the compressor 33.

[0238] When the heating operation mode is implemented, the air flowing through the air conditioning duct 10 is heated by the condenser 31 , and the heated air flows into the vehicle cabin. The temperature of the air flowing into the vehicle cabin can be adjusted by controlling the opening degree of the air mix door 70 .

[0239] This heating operation mode can be implemented when the operation mode of the air-conditioning device 20 (20a, 20b) is the dehumidification mode or the dehumidification regeneration mode, but is particularly preferably implemented in the dehumidification mode.

[0240] (E) Second heating operation mode

[0241] In the second heating operation mode, if Figure 4E As shown, the stop valves 37b to 37d are opened, and the stop valves 37a and 37e to 37g are closed, thereby forming a flow path in which the refrigerant flows sequentially through the compressor 33, the condenser 31, the expansion valve 36a, the outdoor heat exchanger 34, and the heat exchanger 35 in the outflow path. It should be noted that Figure 4E The thick line in FIG. 1 shows the flow path through which the refrigerant flows in the heating operation mode.

[0242] In the flow path of the refrigerant in the heating operation mode, an outflow path heat exchanger 35 is further arranged on the downstream side of the outdoor heat exchanger 34. In addition, in the heating operation mode, the refrigerant that has undergone heat exchange by the outdoor heat exchanger 34 and the outflow path heat exchanger 35 is compressed by the compressor 33, and the refrigerant discharged from the compressor 33 is introduced into the condenser 31 to heat the air. Since the air that has been heated when the air conditioning device 20 (20a) is regenerated circulates in the outflow path 13 (13a), the power consumption (compression rate) of the compressor 33 can be reduced by exchanging heat between the heated air and the refrigerant. In the heating operation mode, the temperature of the air flowing into the vehicle compartment can also be adjusted by controlling the opening of the air mixing door 70.

[0243] This heating operation mode can be implemented when the operation mode of the air-conditioning device 20 (20a, 20b) is the dehumidification regeneration mode.

[0244] The vehicle air conditioning system further includes: a monitoring unit (not shown) capable of monitoring glass fogging in the vehicle cabin, and the control unit 40 preferably executes the dehumidification regeneration mode when the glass fogging in the vehicle cabin is detected, and executes the dehumidification mode when the glass fogging in the vehicle cabin is not detected. By performing such control, the glass fogging in the vehicle cabin can be suppressed, and the air conditioning device 20 can be regenerated efficiently.

[0245] 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.

[0246] When the air conditioning device 20 includes the dehumidification layer 80, in the regeneration mode of the dehumidification layer 80, in order to promote the desorption of moisture captured by the dehumidification layer 80, it is preferred to heat the dehumidification layer 80 to a desorption temperature or higher depending on the type of dehumidification material. For example, the dehumidification layer 80 is preferably heated to 70 to 150° C., more preferably 80 to 140° C., and even more preferably 90 to 130° C.

[0247] From the viewpoint of stably performing the above control, the air conditioning device 20 is preferably arranged at a position close to the compartment. Therefore, from the viewpoint of preventing electric shock, the driving voltage of the air conditioning device 20 is preferably below 60V. The honeycomb structure 25 used in the air conditioning device 20 has a low resistance at room temperature, so the heating of the honeycomb structure 25 under the low driving voltage can be performed. 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 25 is heated becomes larger, so it is necessary to make the wire thicker.

Claims

1. A vehicle air conditioning system, wherein: have: an air conditioning passage, the air conditioning passage being capable of circulating air from the vehicle compartment; as well as an air conditioning device, the air conditioning device being arranged in the air conditioning passage, The air conditioning device includes: a honeycomb structure having an outer peripheral wall and partition walls, the partition walls are arranged on the inner side of the outer peripheral wall and divide into a plurality of compartments, the plurality of compartments form a flow path extending from a first end face to a second end face, at least the partition walls are made of a material having PTC properties; and a cooling component, the cooling component covers the outer peripheral wall of the honeycomb structure and forms a flow path for the circulation of refrigerant between the cooling component and the honeycomb structure.

2. The vehicle air conditioning system according to claim 1, wherein: The air conditioning device further includes a dehumidification layer formed on a surface of the partition wall.

3. The vehicle air conditioning system according to claim 1 or 2, wherein: The flow path through which the refrigerant can flow is connected to a heat pump cycle.

4. The vehicle air conditioning system according to claim 3, wherein: The vehicle air conditioning system further includes a control unit that controls the air conditioning device and the heat pump cycle according to an operation mode.

5. The vehicle air conditioning system according to claim 3, wherein: The air conditioning passage has more than two branch paths. The air conditioning device is disposed in each of the two or more branch paths. The two or more branch paths include: an inflow path for allowing the air to flow into the vehicle compartment on the downstream side of the air conditioning device, and an outflow path for allowing the air to flow out of the vehicle, and a switching valve capable of switching the flow of the air is provided between the inflow path and the outflow path. The heat pump cycle includes a condenser that performs heat exchange between the heat energy of the refrigerant and the air in the air-conditioning passage connected to the vehicle cabin on the downstream side of the air-conditioning device.

6. The vehicle air conditioning system according to claim 5, wherein: The operation mode of the air conditioning device includes a dehumidification mode and a dehumidification regeneration mode. In the dehumidification mode, the switching valve is controlled in all the branch paths so that the air flows into the inflow path, thereby allowing the air to flow through the air conditioning device to be dehumidified. In the dehumidification regeneration mode, in a part of the branch paths, the switching valve is controlled so that the air flows into the inlet path, thereby allowing the air to circulate in the air conditioning device for dehumidification, and in the remaining branch paths, the switching valve is controlled so that the air flows out to the outflow path, thereby heating the air conditioning device while allowing the air to circulate and regenerating the dehumidification layer.

7. The vehicle air conditioning system according to claim 5, wherein: The heat pump cycle also has: A compressor, which compresses and discharges the refrigerant; an outdoor heat exchanger for exchanging heat between the refrigerant and the outside air; an expansion valve, the expansion valve causing the refrigerant to expand; as well as an in-outflow path heat exchanger for performing heat exchange between the refrigerant and the heated air flowing through the outflow path, The operation mode of the heat pump cycle includes a cooling operation mode and a heating operation mode. In the cooling operation mode, the refrigerant expanded by the expansion valve is circulated through the air-conditioning device, thereby cooling the air-conditioning device and cooling the air. In the heating operation mode, the refrigerant having undergone heat exchange in the outdoor heat exchanger and the outflow path heat exchanger is compressed by the compressor, and the refrigerant discharged from the compressor is introduced into the condenser to heat the air.

8. 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.

9. 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.

10. The vehicle air conditioning system according to claim 6, 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 dehumidification regeneration mode when the glass fogging is detected, and executes the dehumidification mode when the glass fogging is not detected.

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

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