Vehicle air conditioning system

Abstract

Provided is an air-conditioning system for a vehicle, which can improve the recovery efficiency of heat generated during regeneration treatment of an air-conditioning device and suppress the adhesion of condensed water to the air-conditioning device. An air conditioning system for a vehicle is provided with: an air conditioning device (10) including an adsorption unit having an adsorbent capable of adsorbing and desorbing water, and a heating mechanism capable of heating the adsorption unit; an air-conditioning duct (20) through which air from the vehicle cabin or the outside of the vehicle can flow, in which the air-conditioning equipment (10) is disposed, and which has a first flow path (20a) through which air flows into the vehicle cabin and a second flow path (20b) through which air is discharged to the outside of the vehicle on the downstream side of the air-conditioning equipment (10); a valve (30) capable of switching the flow of air between the first flow path (20a) and the second flow path (20b); and an exhaust heat recovery member (40) provided between the air conditioner (10) and the valve (30). The distance between the air conditioning equipment (10) and the exhaust heat recovery component (40) is 5-200 mm.

Description

TECHNICAL FIELD

[0001] The present application relates to a vehicle air conditioning system. BACKGROUND

[0002] In various vehicles such as automobiles, there is a demand for improvement in the environment of the vehicle cabin. As specific demands, there can be exemplified: reduction of CO2 in the vehicle cabin to suppress drowsiness of the driver, humidification of the vehicle cabin, and removal of harmful volatile components such as odor components and allergy-inducing components in the vehicle cabin, and the like. As a countermeasure effective against such demands, air exchange can be cited, but air exchange constitutes a major cause of large consumption of heater energy in winter, leading to a decrease in energy efficiency in winter. In particular, in an electric vehicle (BEV: Battery Electric Vehicle), there is a problem that the cruising distance is significantly reduced due to energy loss.

[0003] As a method of solving the above problem, a vehicle cabin purification system (vehicle air conditioning system) is proposed, which is provided with a heater member (air conditioning device) having: a honeycomb structure body having an outer peripheral wall and a partition wall provided on the inner side of the outer peripheral wall and dividing a plurality of cells forming flow paths extending from one end surface to the other end surface, and at least the partition wall being composed of a material having PTC characteristics; a pair of electrodes composed of a first electrode provided on one end surface and a second electrode provided on the other end surface; and a functional material-containing layer provided on the surface of the partition wall, the vehicle cabin purification system further being provided with: an inflow pipe communicating the vehicle cabin and the inlet end surface of the heater member; and an outflow pipe having a first path communicating the outlet end surface of the heater member and the vehicle cabin, the outflow pipe having a first path communicating the outlet end surface of the heater member and the vehicle cabin and a second path communicating the outlet end surface of the heater member and the outside of the vehicle, and being provided with a switching valve capable of switching the flow of air flowing through the outflow pipe between the first path and the second path.

[0004] PRIOR ART DOCUMENTS

[0005] PATENT LITERATURE

[0006] Patent Literature 1: International Publication No. 2023 / 074202 SUMMARY

[0007] With the air-conditioning system for vehicle described in Patent Literature 1, during the regeneration process of the air-conditioning device (a process of causing water vapor, CO2, etc. that has been adsorbed to desorb from the functional material layer), a voltage is applied to the pair of electrodes, and the heater member is heated to cause water vapor, CO2, etc. to desorb, and air containing them is discharged to the outside of the vehicle via the second path of the outflow pipe. In this way, the air-conditioning system for vehicle described in Patent Literature 1 directly discharges the air that has been heated during the regeneration process of the air-conditioning device to the outside of the vehicle, and thus there is a problem that the heat of the air that has been heated is wasted and energy is lost. In addition, components disposed on the downstream side of the air-conditioning device are exposed to the air that has been heated during the regeneration process of the air-conditioning device, and thus are required to have heat resistance. Therefore, it is necessary to use high-priced materials having heat resistance to manufacture the components, and there is a possibility that the cost increases.

[0008] Therefore, as a method of effectively utilizing the heat generated during the regeneration process of the air-conditioning device, it is considered to dispose a heat discharge recovery component on the downstream side of the air-conditioning device. The closer the heat discharge recovery component is to the air-conditioning device, the higher the recovery efficiency of the heat generated during the regeneration process of the air-conditioning device can be made. However, if the heat discharge recovery component is close to the air-conditioning device, condensed water generated by cooling of the heat discharge recovery component is likely to adhere to the air-conditioning device, and there is a possibility that the function of the air-conditioning device is reduced or the air-conditioning device fails (for example, short circuit, increase in resistance, etc.).

[0009] The present application has been made to solve the problems described above, and has an object to provide an air-conditioning system for vehicle capable of improving the recovery efficiency of the heat generated during the regeneration process of the air-conditioning device and suppressing the adhesion of condensed water to the air-conditioning device.

[0010] The present inventors have intensively studied an air-conditioning system for vehicle provided with an air-conditioning device, and as a result, have found that the problems described above can be solved by disposing heat discharge recovery components at a prescribed interval on the downstream side of the air-conditioning device, and have completed the present application. That is, the present application is exemplified as follows.

[0011] <1> An air-conditioning system for vehicle, comprising:

[0012] an air-conditioning device including an adsorption portion having an adsorbent capable of adsorbing and desorbing moisture, and a heating mechanism capable of heating the adsorption portion;

[0013] an air-conditioning passage through which air from a vehicle cabin or the outside of the vehicle flows, the air-conditioning device being disposed inside the air-conditioning passage, and the air-conditioning passage having a first flow path through which the air flows into the vehicle cabin and a second flow path through which the air is discharged to the outside of the vehicle on the downstream side of the air-conditioning device;

[0014] a valve capable of switching the flow of the air between the first flow path and the second flow path; and

[0015] a heat-rejecting recovery member provided between the air conditioning device and the valve,

[0016] The air conditioning device and the heat-rejecting recovery member are apart from each other by 5 to 200 mm.

[0017] <2> The vehicle air conditioning system according to <1>, wherein

[0018] The air conditioning device and the heat-rejecting recovery member are apart from each other by 8 to 190 mm.

[0019] <3> The vehicle air conditioning system according to <1> or <2>, wherein

[0020] The heat-rejecting recovery member is disposed over the entire flow path cross section of the air conditioning passage.

[0021] <4> The vehicle air conditioning system according to any one of <1> to <3>, wherein

[0022] The vehicle air conditioning system further includes a heat pump cycle in the first flow path, in which a condenser that performs heat exchange between a refrigerant and the air, and an evaporator that performs heat exchange between the refrigerant and the air are disposed,

[0023] The heat-rejecting recovery member is a heat exchanger that performs heat exchange between the refrigerant in the heat pump cycle and the air flowing through the second flow path.

[0024] <5> The vehicle air conditioning system according to any one of <1> to <3>, wherein

[0025] The heat-rejecting recovery member is a heat storage structure including a honeycomb structure having an outer peripheral wall and a partition wall disposed inside the outer peripheral wall and dividing a plurality of cells extending from a first end surface to a second end surface, and a heat storage material housed in at least a portion of the cells.

[0026] <6> The vehicle air conditioning system according to any one of <1> to <5>, wherein

[0027] The adsorbent is capable of adsorbing and desorbing one or more selected from carbon dioxide and volatile components.

[0028] <7> The vehicle air conditioning system according to any one of <1> to <6>, wherein

[0029] The air conditioning device includes:

[0030] a honeycomb structure having an outer peripheral wall and a partition wall provided on an inner side of the outer peripheral wall and dividing a plurality of cells extending from a first end surface to a second end surface to be a flow path of the air;

[0031] an adsorption layer provided on a surface of the partition wall and containing the adsorbent; and

[0032] a pair of electrodes provided on the first end surface and the second end surface of the honeycomb structure or the outer peripheral wall of the honeycomb structure parallel to the direction in which the cells extend.

[0033] <8> The vehicle air conditioning system according to <7>, characterized in that

[0034] The vehicle air conditioning system further includes a power supply for applying a voltage to the pair of electrodes.

[0035] <9> The vehicle air conditioning system according to <7> or <8>, wherein

[0036] At least the partition wall of the honeycomb structure is composed of a material having a PTC property.

[0037] <10> The vehicle air conditioning system according to any one of <1> to <9>, wherein

[0038] The vehicle air conditioning system further includes a control unit that controls the air conditioning device and the valve,

[0039] The control unit can execute an air conditioning mode and a regeneration mode,

[0040] In the air conditioning mode, the valve is switched in a manner that the air flows to the first flow path,

[0041] In the regeneration mode, the air conditioning device is heated, and the valve is switched in a manner that the air flows to the second flow path.

[0042] Effects of the Invention

[0043] According to the present application, it is possible to provide a vehicle air conditioning system capable of improving the recovery efficiency of heat generated during the regeneration process of an air conditioning device and suppressing the attachment of condensed water to the air conditioning device. BRIEF DESCRIPTION OF DRAWINGS

[0044] Figure 1 is a general configuration diagram of the vehicle air conditioning system according to an embodiment of the present application.

[0045] Figure 2A is a schematic view of a cross section of the air conditioning device used in the vehicle air conditioning system according to an embodiment of the present application, taken along a line parallel to the flow direction.

[0046] Figure 2B is a schematic view of a cross section of the air conditioning device of Figure 2A

[0047] Figure 3 is a schematic view of an overall configuration of the vehicle air conditioning system when the heat recovery component is a heat exchanger.

[0048] Figure 4A is a schematic view of a cross section of the heat storage structure used in the vehicle air conditioning system according to an embodiment of the present application, taken along a line parallel to the flow direction.

[0049] Figure 4B is a schematic view of a cross section of the heat storage structure of Figure 4A

[0050] Symbol explanation

[0051] 10 air conditioning device, 11 honeycomb structure, 12 outer peripheral wall, 13a first end face, 13b second end face, 14 cell, 15 partition wall, 16 adsorption layer, 17a, 17b pair of electrodes, 18 terminal, 20 air conditioning passage, 20a first flow path, 20b second flow path, 30 valve, 40 heat recovery component, 41 honeycomb structure, 42 outer peripheral wall, 43a first end face, 43b second end face, 44 cell, 45 partition wall, 46 heat storage material, 47 plugging portion, 50 power supply, 60 ventilator, 70 control portion, 80 heat pump cycle, 81 condenser, 82 evaporator, 83 heat exchanger, 84 compressor, 85 outdoor heat exchanger, 90 air mixing door. DETAILED DESCRIPTION

[0052] ​​The vehicle air conditioning system of the present application is provided with: an air conditioning device including an adsorption section having an adsorbent capable of adsorbing and desorbing water and a heating mechanism capable of heating the adsorption section; an air conditioning passage through which air from a vehicle cabin or outside the vehicle flows, the air conditioning device being disposed inside the air conditioning passage, and the air conditioning passage having a first flow path on the downstream side of the air conditioning device through which air flows into the vehicle cabin and a second flow path through which air is discharged to the outside of the vehicle; a valve capable of switching the flow of air between the first flow path and the second flow path; and a waste heat recovery member provided between the air conditioning device and the valve. The distance between the air conditioning device and the waste heat recovery member is 5 to 200 mm. The vehicle air conditioning system of the present application can improve the recovery efficiency of heat generated during the regeneration process of the air conditioning device and suppress the attachment of condensed water to the air conditioning device by adopting such a configuration. Therefore, the heat generated during the regeneration process of the air conditioning device can be effectively utilized, and thus the member disposed on the downstream side of the air conditioning device can be made of a low-cost material that is not required to have heat resistance. In addition, since it is difficult for condensed water to attach to the air conditioning device, the occurrence of a functional decrease or malfunction (for example, short circuit between electrodes, increase in electrical resistance, and the like) of the air conditioning device can be suppressed.

[0053] Hereinafter, the embodiments of the present application will be specifically described with reference to the drawings. The present application is not limited to the following embodiments, and it should be understood that solutions obtained by appropriately modifying, improving, and the like of the following embodiments based on the common knowledge of those skilled in the art within the scope of the gist of the present application also fall within the scope of the present application.

[0054] The vehicle air conditioning system according to the embodiments of the present application can be preferably used for various vehicles such as automobiles. As the vehicle, there are no particular limitations, and automobiles and electric trains can be given as examples. As the automobile, there are no particular limitations, and gasoline vehicles, diesel vehicles, gaseous fuel vehicles using CNG (compressed natural gas) or LNG (liquefied natural gas), fuel cell vehicles, electric vehicles, and plug-in hybrid vehicles can be given as examples. The vehicle air conditioning system according to the embodiments of the present application can be particularly preferably used for vehicles that do not have an internal combustion engine, such as electric vehicles and electric trains.

[0055] Figure 1 is a schematic configuration view of the vehicle air conditioning system according to the embodiments of the present application as a whole. Figure 2A is a schematic view of a cross section parallel to the flow path direction of a typical air conditioning device used in the vehicle air conditioning system according to the embodiments of the present application. Figure 2B is a schematic view of a cross section parallel to the flow path direction of the air conditioning device of Figure 2A is a schematic view of a cross section of the a-a' line of the air conditioning device of

[0056] AsFigure 1 The vehicle air conditioning system according to an embodiment of the present application includes an air conditioning device 10, an air conditioning passage 20, a valve 30, and a heat recovery member 40. In addition, the vehicle air conditioning system can further include a power supply 50, a ventilator 60, and a control unit 70.

[0057] The air conditioning device 10 includes an adsorption section having an adsorbent capable of adsorbing and desorbing moisture, and a heating mechanism capable of heating the adsorption section.

[0058] The air conditioning passage 20 allows air from the vehicle cabin or outside the vehicle to flow therethrough, and the air conditioning device 10 is disposed inside the air conditioning passage 20. In addition, the air conditioning passage 20 has a first flow path 20a that allows air to flow into the vehicle cabin and a second flow path 20b that allows air to flow out of the vehicle cabin on the downstream side of the air conditioning device 10.

[0059] The valve 30 is capable of switching the flow of air between the first flow path 20a and the second flow path 20b.

[0060] The heat recovery member 40 is disposed between the air conditioning device 10 and the valve 30.

[0061] In the vehicle air conditioning system having the above-described structure, when air from the vehicle cabin or outside the vehicle flows through the air conditioning passage 20, adsorption or desorption of moisture (water vapor) is performed in the air conditioning device 10. In the case where moisture is adsorbed in the air conditioning device 10, an adsorption mode (air conditioning mode) in which the heating mechanism of the air conditioning device 10 is not activated is set. As for air in which moisture is reduced or removed in the air conditioning device 10 (adsorption section), by switching the valve 30 so that the air flows to the first flow path 20a, the air can be caused to flow into the vehicle cabin. On the other hand, in the case where moisture is desorbed in the air conditioning device 10, a desorption mode (regeneration mode) in which the heating mechanism of the air conditioning device 10 is activated is set, and the adsorption section is heated. As for air containing moisture desorbed from the air conditioning device 10 (adsorption section), after the heat of the air is recovered in the heat recovery member 40, by switching the valve 30 so that the air flows to the second flow path 20b, the air can be caused to flow out of the vehicle cabin. Thus, heat generated during the regeneration process of the air conditioning device 10 can be efficiently recovered by the heat recovery member 40.

[0062] The distance Dl between the air conditioning device 10 and the heat-recovery member 40 is 5 to 200 mm. By making the distance Dl between the air conditioning device 10 and the heat-recovery member 40 200 mm or less, the recovery efficiency of the heat generated at the time of the regeneration process in the heat-recovery member 40 can be improved. In addition, by making the distance Dl between the air conditioning device 10 and the heat-recovery member 40 5 mm or more, condensate water is less likely to adhere to the air conditioning device 10, and thus, it is possible to suppress the occurrence of a functional decrease or malfunction (for example, short-circuit between electrodes, increase in resistance, or the like) of the air conditioning device 10. For example, if the resistance increases, the electric power at the time of heating the adsorption section decreases, and thus, the desorption of moisture is insufficient in the desorption mode, and the amount of adsorption of moisture decreases in the adsorption mode. From the viewpoint of stably suppressing such problems, the distance Dl between the air conditioning device 10 and the heat-recovery member 40 is preferably 8 to 190 mm.

[0063] The heat-recovery member 40 can be disposed in a part of the flow passage cross section of the air conditioning passage 20, but is preferably disposed in the entire flow passage cross section of the air conditioning passage 20. By disposing the heat-recovery member 40 as such, the recovery efficiency of the heat generated at the time of the regeneration process can be improved. In addition, since the member on the downstream side of the heat-recovery member 40 is less likely to be exposed to high-temperature air, the member can be suppressed from deteriorating, and in addition, the member can be used which is composed of a low-cost material.

[0064] Hereinafter, each constituent element of the air conditioning system for vehicle will be described in detail.

[0065] (1. Air conditioning device 10)

[0066] The air conditioning device 10 includes an adsorption section having an adsorbent capable of adsorbing and desorbing moisture and a heating mechanism capable of heating the adsorption section, and is not particularly limited.

[0067] In addition, the number of air conditioning devices 10 disposed in the air conditioning passage 20 can be one or a plurality. In the case where a plurality of air conditioning devices 10 are provided, the air conditioning devices 10 can be disposed in parallel with respect to the flow of air flowing in the air conditioning passage 20, or can be disposed in series.

[0068] Figure 2A is a schematic view of a cross section of a typical air conditioning device used in the air conditioning system for vehicle according to the embodiment of the present application, in which the flow direction is parallel. Figure 2B is a schematic view of a cross section of the air conditioning device of Figure 2A is a schematic view of a cross section of the air conditioning device of

[0069] Figure 2A and Figure 2BThe illustrated air conditioning device 10 is provided with: a honeycomb structure 11 having an outer peripheral wall 12 and a partition wall 15 provided on the inner side of the outer peripheral wall 12 and dividing a plurality of cells 14 into flow paths of air extending from a first end face 13a to a second end face 13b; an adsorption layer 16 provided on the surface of the partition wall 15 and containing an adsorbent; and a pair of electrodes 17a, 17b provided on the first end face 13a and the second end face 13b of the honeycomb structure 11. Although not illustrated, the pair of electrodes 17a, 17b can also be provided on the outer peripheral wall 12 of the honeycomb structure 11 parallel to the direction in which the cells 14 extend. In addition, a connection terminal 18 can be connected to the pair of electrodes 17a, 17b.

[0070] (1-1. Honeycomb structure 11)

[0071] The shape of the honeycomb structure 11 is not particularly limited. For example, the outer shape of the cross section of the honeycomb structure 11 orthogonal to the flow path direction (the direction in which the cells 14 extend) can be a polygonal shape (rectangular shape, square shape, pentagonal shape, hexagonal shape, heptagonal shape, octagonal shape, or the like), a circular shape, or a shape with a circular arc (oval shape, elliptical shape, oblong shape, rounded rectangular shape, or the like). Note that the end faces (the first end face 13a and the second end face 13b) are the same shape as the cross section. In addition, in the case where the cross section and the end faces are polygonal, the corners can be chamfered.

[0072] The shape of the cells 14 is not particularly limited, and in the cross section of the honeycomb structure 11 orthogonal to the flow path direction, can be a polygonal shape (rectangular shape, pentagonal shape, hexagonal shape, heptagonal shape, octagonal shape, or the like), a circular shape, or a shape with a circular arc. These shapes can be a single shape or a combination of two or more. In addition, among these shapes, a rectangular shape or a hexagonal shape is preferable. By providing cells 14 of such a shape, the pressure loss when air flows through can be reduced.

[0073] The honeycomb structure 11 can be a honeycomb joined body having a plurality of honeycomb units and a joining layer joining the outer peripheral sides of the plurality of honeycomb units to each other. By using a honeycomb joined body, the generation of cracks can be suppressed, and the total cross-sectional area of the cells 14, which is important for securing the flow rate (flow velocity) of air, can be increased.

[0074] Note that the joining layer can be formed using a joining material. The joining material is not particularly limited, and a material made into a paste shape by adding a solvent such as water to a ceramic raw material can be used. The joining material can contain a material having PTC characteristics, or the same material as the outer peripheral wall 12 and the partition wall 15. The joining material can function as an outer peripheral coating material after the honeycomb units are joined, in addition to the function of joining the honeycomb units to each other.

[0075] From the viewpoints of ensuring the strength of the honeycomb structure 11, reducing the pressure loss when air passes through the cells 14, ensuring the load amount of the adsorbent, and ensuring the contact area with the air flowing in the cells 14, and the like, the thickness of the partition walls 15, the cell density, and the cell pitch (or the opening ratio of the cells 14) are preferably well combined.

[0076] In the present specification, the cell density is a value obtained by dividing the number of cells by the area of one end face (the first end face 13a or the second end face 13b) of the honeycomb structure 11 (the total area of the partition walls 15 and the cells 14 excluding the outer peripheral wall 12).

[0077] In the present specification, the cell pitch refers to a value obtained by the following calculation. First, the area of one end face (the first end face 13a or the second end face 13b) of the honeycomb structure 11 (the total area of the partition walls 15 and the cells 14 excluding the outer peripheral wall 12) is divided by the number of cells to calculate the area per 1 cell. Next, the square root of the area per 1 cell is calculated and set as the cell pitch.

[0078] In the present specification, the opening ratio of the cells 14 is a value obtained by dividing the total area of the cells 14 partitioned by the partition walls 15 in the cross section of the honeycomb structure 11 orthogonal to the flow path direction by the area of one end face (the first end face 13a or the second end face 13b) (the total area of the partition walls 15 and the cells 14 excluding the outer peripheral wall 12). Note that, in calculating the opening ratio of the cells 14, the pair of electrodes 17a, 17b and the adsorption layer 16 are not taken into account.

[0079] In an advantageous embodiment from the viewpoint of carrying a sufficient amount of functional material, the thickness of the partition walls 15 is 0.300 mm or less, the cell density is 100 cells / cm 2 or more, and the cell pitch is 1.0 mm or more. In a preferred embodiment, the thickness of the partition walls 15 is 0.200 mm or less, the cell density is 70 cells / cm 2 or more, and the cell pitch is 1.2 mm or more. In a more preferred embodiment, the thickness of the partition walls 15 is 0.130 mm or less, the cell density is 65 cells / cm 2 or more, and the cell pitch is 1.3 mm or more.

[0080] From the viewpoints of ensuring the strength of the honeycomb structure 11 and keeping the electric resistance at a low level, the lower limit of the thickness of the partition walls 15 is preferably 0.010 mm or more, more preferably 0.020 mm or more, and further preferably 0.030 mm or more.

[0081] The lower limit of the cell density is preferably 30 cells / cm from the viewpoint of ensuring the strength of the honeycomb structure 11, keeping the electric resistance at a low level, and increasing the surface area to promote reactions, adsorptions, and desorptions. 2 More preferably, the cell density is 35 cells / cm or more. 2 Further preferably, the cell density is 40 cells / cm or more. 2 .

[0082] The upper limit of the cell pitch is preferably 2.0 mm or less, more preferably 1.8 mm or less, and further preferably 1.6 mm or less, from the viewpoint of ensuring the strength of the honeycomb structure 11, keeping the electric resistance at a low level, and increasing the surface area to promote reactions, adsorptions, and desorptions.

[0083] In an advantageous embodiment from the viewpoint of simultaneously achieving a reduction in pressure loss and maintenance of strength, the thickness of the partition wall 15 is 0.08 to 0.36 mm, the cell density is 2.54 to 140 cells / cm, and the opening ratio of the cells 14 is 0.70 or more. 2 In a preferred embodiment, the thickness of the partition wall 15 is 0.09 to 0.35 mm, the cell density is 15 to 100 cells / cm, and the opening ratio of the cells 14 is 0.80 or more. 2 In a more preferred embodiment, the thickness of the partition wall 15 is 0.14 to 0.30 mm, the cell density is 20 to 90 cells / cm, and the opening ratio of the cells 14 is 0.85 or more. 2 In a more preferred embodiment, the thickness of the partition wall 15 is 0.14 to 0.30 mm, the cell density is 20 to 90 cells / cm, and the opening ratio of the cells 14 is 0.85 or more.

[0084] The upper limit of the opening ratio of the cells 14 is preferably 0.94 or less, more preferably 0.92 or less, and further preferably 0.90 or less, from the viewpoint of ensuring the strength of the honeycomb structure 11.

[0085] The thickness of the peripheral wall 12 is not particularly limited and is preferably determined based on the following viewpoints. First, the thickness of the peripheral wall 12 is preferably 0.05 mm or more, more preferably 0.06 mm or more, and further preferably 0.08 mm or more, from the viewpoint of reinforcing the honeycomb structure 11. On the other hand, the thickness of the peripheral wall 12 is preferably 1.0 mm or less, more preferably 0.5 mm or less, further preferably 0.4 mm or less, and still further preferably 0.3 mm or less, from the viewpoint of increasing the electric resistance to suppress the initial current and the viewpoint of reducing the pressure loss at the time of air flow.

[0086] In the present specification, the thickness of the peripheral wall 12 refers to the length in the normal line direction of the side surface of the honeycomb structure 11 from the boundary between the peripheral wall 12 and the outermost cell 14 or partition wall 15 to the side surface of the honeycomb structure 11 in the cross section of the honeycomb structure 11 orthogonal to the flow path direction.

[0087] The length in the flow path direction of the honeycomb structure 11 and the cross-sectional area orthogonal to the flow path direction are adjusted according to the size of the air conditioning device 10 required, and are not particularly limited. For example, in the case of an air conditioning device 10 for ensuring a prescribed function and being compact, the length in the flow path direction of the honeycomb structure 11 can be set to 2 to 20 mm, and the cross-sectional area orthogonal to the flow path direction can be set to 10 cm 2 The upper limit of the cross-sectional area orthogonal to the flow path direction is not particularly limited, and is, for example, 300 cm 2 The following.

[0088] The partition walls 15 that constitute the honeycomb structure 11 are composed of a material that can be heated by energization, and specifically, are preferably composed of a material having PTC characteristics. As needed, the outer peripheral wall 12 can also be composed of a material having PTC characteristics, like the partition walls 15. By adopting such a configuration, the adsorption layer 16 can be directly heated using the heat transfer from the partition walls 15 (and the outer peripheral wall 12, as needed) that are heated. In addition, a material having PTC characteristics has the characteristic that, when the temperature rises above the Curie point, the electric resistance value sharply rises, making it difficult for current to flow. Therefore, when the partition walls 15 (and the outer peripheral wall 12, as needed) reach a high temperature, the current flowing therethrough is limited, and thus excessive heating of the honeycomb structure 11 is suppressed. Therefore, heat deterioration of the adsorption layer 16 caused by excessive heating is also suppressed.

[0089] From the viewpoint of obtaining moderate heating, the lower limit of the volume resistivity of the material having PTC characteristics at 25°C is preferably 0.5 Ω-cm or more, more preferably 1 Ω-cm or more, and further preferably 5 Ω-cm or more. From the viewpoint of heating at a low drive voltage, the upper limit of the volume resistivity of the material having PTC characteristics at 25°C is preferably 30 Ω-cm or less, more preferably 18 Ω-cm or less, and further preferably 16 Ω-cm or less. In this specification, the volume resistivity of the material having PTC characteristics at 25°C is measured in accordance with JIS K6271:2008.

[0090] From the viewpoint of being able to be heated by energization and having PTC characteristics, the outer peripheral wall 12 and the partition walls 15 are preferably composed of a material in which barium titanate (BaTiO3) is the main component. In addition, the material is more preferably a ceramic composed of a material in which barium titanate (BaTiO3) in which a part of Ba is substituted with a rare earth element is the main component. Note that "main component" in this specification means a component that accounts for more than 50% by mass in the entire composition. The content of the BaTiO3-based crystal particles can be solved using fluorescent X-ray analysis. As for other crystal particles, measurement can also be performed in the same manner as this method.

[0091] The composition formula of the BaTiO3-based crystalline particles in which a part of Ba is substituted with a rare earth element can be represented by (Ba 1-x A x )TiO3. In the composition formula, A represents one or more rare earth elements, and 0.0001≤x≤0.010.

[0092] A is a rare earth element and 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 insufficient sintering and resulting excessive resistance at room temperature, x is preferably 0.009 or less.

[0093] The content of the BaTiO3-based crystalline particles in which a part of Ba is substituted with a rare earth element in the ceramic is an amount that becomes a main component and 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. Note that the upper limit of the content of the BaTiO3-based crystalline particles is not particularly limited and is usually 99% by mass, and is preferably 98% by mass.

[0094] From the viewpoint of reducing environmental load, the material used for the peripheral wall 12 and the partition wall 15 is preferably substantially free of lead (Pb). Specifically, in the peripheral wall 12 and the partition wall 15, the content of Pb is preferably 0.01% by mass or less, more preferably 0.001% by mass or less, and further preferably 0% by mass. With a small content of Pb, air that is heated, for example, by contact with the partition wall 15 during heating, can be safely blown toward a living organism such as a human. Note that in the peripheral wall 12 and the partition wall 15, the content of Pb is preferably less than 0.03% by mass, more preferably less than 0.01% by mass, and further preferably 0% by mass, as converted to PbO. The content of lead can be solved by ICP-MS (inductively coupled plasma mass spectrometry).

[0095] The Curie point of the material that constitutes the peripheral wall 12 and the partition wall 15 is preferably in a temperature range in which the resistance value changes to 2 times or more from the resistance value at room temperature (25°C). If the Curie point is in such a temperature range, when the air conditioning device 10 reaches a high temperature, the current flowing through them is limited, and thus excessive heating of the air conditioning device 10 can be efficiently suppressed. Therefore, thermal degradation of the adsorption layer 16 caused by excessive heating can be suppressed.

[0096] From the viewpoint of efficiently heating the adsorption layer 16, the lower limit of the Curie point of the material constituting the outer peripheral wall 12 and the partition wall 15 is preferably 80°C or higher, more preferably 100°C or higher, further preferably 110°C or higher, and particularly preferably 125°C or higher. In addition, from the viewpoint of safety as a component disposed in or near the passenger compartment, the upper limit of the Curie point is preferably 200°C or lower, more preferably 190°C or lower, further preferably 180°C or lower, and particularly preferably 150°C or lower.

[0097] The Curie point of the material constituting the outer peripheral wall 12 and the partition wall 15 can be adjusted by the kind and the added amount of the displacement agent. For example, the Curie point of barium titanate (BaTi03) is about 120°C, and by substituting a part of Ba and Ti with one or more of Sr, Sn, and Zr, the Curie point can be displaced to the low-temperature side.

[0098] In the present specification, the Curie point is measured by the following method. The sample is mounted on a sample holder for measurement, and is fitted in a measurement cell (for example, MINI-SUBZERO MC-810P manufactured by Espec Corporation), and the change in the resistance of the sample with respect to the temperature change when the temperature is increased from 10°C is measured using a direct current resistance meter (for example, multimeter 3478A manufactured by Japan HEWLETT PACKARD K.K.). From the resistance-temperature chart obtained by the measurement, the temperature at which the resistance value becomes twice the resistance value at room temperature (25°C) is set as the Curie point.

[0099] (1-2. Adsorption layer 16)

[0100] The adsorption layer 16 is a layer containing an adsorbent.

[0101] The adsorption layer 16 can be provided on the surface of the partition wall 15 (in the case of the outermost peripheral compartment 14, the partition wall 15 and the outer peripheral wall 12 that delimit the outermost peripheral compartment 14). By providing the adsorption layer 16 like this, the adsorption target substance is easily adsorbed in the adsorption mode, and the adsorption layer 16 is easily heated in the desorption mode, and thus the adsorption target substance is easily desorbed from the adsorption layer 16.

[0102] The temperature of the adsorption layer 16 is preferably determined as follows: a relationship between at least one condition parameter selected from the temperature of the honeycomb structure 11, the resistance value of the honeycomb structure 11, the current value of the honeycomb structure 11, the heating time of the honeycomb structure 11, the temperature of the air that has passed through the honeycomb structure 11, and the amount of the contained component of the air that has passed through the honeycomb structure 11 and the temperature of the adsorption layer 16 is previously determined, and the temperature of the adsorption layer 16 is determined by measuring the condition parameter. Although it is difficult to directly measure the temperature of the adsorption layer 16 in the vehicle air conditioning system, the temperature of the adsorption layer 16 can be determined by measuring the condition parameter as described above.

[0103] The adsorbent contained in the adsorption layer 16 can adsorb and desorb moisture. In addition, the adsorbent preferably can adsorb and desorb one or more selected from carbon dioxide and volatile components in addition to moisture. By using such an adsorbent, not only the air can be dehumidified by the air conditioning device 10, but also a purification effect can be obtained.

[0104] The adsorbent contained in the adsorption layer 16 preferably has a function of adsorbing moisture at or below -20 to 60°C and desorbing moisture at a temperature exceeding 60°C.

[0105] As the adsorbent, there is no particular limitation, and examples include aluminosilicate, silica gel, silicon dioxide, graphene oxide, a polymer adsorbent, polystyrene sulfonic acid, zeolite, activated carbon, alumina, low-crystalline clay, amorphous aluminosilicate complex, and metal organic framework (MOF). These materials can be used alone or in combination of two or more.

[0106] As the aluminosilicate, porous clay minerals such as zeolite of AFI type, CHA type, or BEA type, hydrous halloysite, and fibrous halloysite are preferably used. In addition, the aluminosilicate is preferably amorphous.

[0107] As the silica gel, type A silica gel is preferably used.

[0108] As the polymer adsorbent, a material having a polyacrylic acid-based polymer chain is preferably used. For example, sodium polyacrylate or the like can be used as the polymer adsorbent.

[0109] The metal organic framework is a crystalline hybrid material including a metal ion and an organic molecule (organic ligand). The metal ion is preferably a metal ion having hydrophilicity (for example, an aluminum ion).

[0110] Note that the volatile components contained in the air in the vehicle cabin are, for example, volatile organic compounds (VOCs), or odor components other than VOCs, and the like. As specific examples of the volatile components, there can be mentioned ammonia, acetic acid, isoamyl acid, nonenal, formaldehyde, toluene, xylene, p-dichlorobenzene, ethylbenzene, styrene, chlorpyrifos, di-n-butyl phthalate, tetradecane, di-2-ethylhexyl phthalate, diazinon, acetaldehyde, N-methylcarbamic acid-2-(1-methylpropyl)phenyl ester, and the like.

[0111] The adsorption layer 16 can further contain a catalyst. By containing a catalyst, carbon dioxide and / or volatile components can be purified by facilitating redox reactions and the like. As catalysts having such a function, there can be mentioned metal catalysts such as Pt, Pd, Ag, oxide catalysts such as Ce02, Zr02, and the like. The catalyst can be used singly or in combination of two or more. In addition, the catalyst can be used in combination with the functional material described above.

[0112] The thickness of the adsorption layer 16 can be determined in accordance with the size of the cells 14, and is not particularly limited. For example, from the viewpoint of sufficiently ensuring contact with air, the thickness of the adsorption layer 16 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 peeling of the adsorption layer 16 from the partition walls 15 or the peripheral wall 12, the thickness of the adsorption layer 16 is preferably 400 μm or less, more preferably 380 μm or less, and further preferably 350 μm or less.

[0113] The thickness of the adsorption layer 16 is measured in the following manner. An arbitrary cross section of the honeycomb structure 11 parallel to the flow path direction is cut out, and a cross-sectional image at a magnification of about 50 times is obtained using a scanning electron microscope or the like. In addition, the cross section is made to pass through the center of gravity position in the cross section of the honeycomb structure 11 orthogonal to the flow path direction. The thickness is calculated for each adsorption layer 16 visible from the cross-sectional image by dividing the cross-sectional area by the length in the flow path direction of the cell 14. This calculation is performed for all the adsorption layers 16 visible from the cross-sectional image, and the average value of the whole is set as the thickness of the adsorption layer 16.

[0114] From the viewpoint of exerting a desired function in the air conditioning device 10, the amount of the adsorption layer 16 relative to the volume of the honeycomb structure 11 is preferably 50 to 500 g / L, more preferably 100 to 400 g / L, and further preferably 150 to 350 g / L. Note that the volume of the honeycomb structure 11 is a value determined in accordance with the outer dimensions of the honeycomb structure 11.

[0115] (1-3. Pair of electrodes 17a, 17b)

[0116] The positions of the pair of electrodes 17a, 17b are not particularly limited, and can be, for example,Figure 2A The first end surface 13a and the second end surface 13b of the honeycomb structure 11 are shown. In addition, the pair of electrodes 17a, 17b can also be provided on the outer peripheral wall 12 of the honeycomb structure 11 in a direction parallel to the extension direction of the cells 14.

[0117] By applying a voltage between the pair of electrodes 17a, 17b, the honeycomb structure 11 can be heated by Joule heat.

[0118] There is no particular limitation on the pair of electrodes 17a, 17b, and for example, a metal or an alloy containing at least one selected from Cu, Ag, Al, Ni, and Si can be used. In addition, an ohmic electrode that can be in ohmic contact with the outer peripheral wall 12 and / or the partition wall 15 having PTC characteristics can also be used. The ohmic electrode can be, for example, an ohmic electrode containing at least one selected from Al, Au, Ag, and In as a base metal and containing at least one selected from Ni, Si, Zn, Ge, Sn, Se, and Te for n-type semiconductors as a dopant. In addition, the pair of electrodes 17a, 17b can be a 1-layer structure or a laminated structure of two or more layers. In the case where the pair of electrodes 17a, 17b has a laminated structure of two or more layers, the materials of the respective layers can be the same or different.

[0119] The thickness of the pair of electrodes 17a, 17b can be appropriately set depending on the formation method of the pair of electrodes 17a, 17b. As the formation method of the pair of electrodes 17a, 17b, metal deposition methods such as sputtering, vapor deposition, electrolytic deposition, and chemical deposition can be given. In addition, the pair of electrodes 17a, 17b can also be formed by a method in which electrode paste is applied and then sintered or by welding. Furthermore, the pair of electrodes 17a, 17b can also be made by joining metal plates or alloy plates.

[0120] Regarding the thickness of the pair of electrodes 17a, 17b, for example, in sintering of electrode paste, the thickness is preferably about 5 to 30 μm, in dry plating such as sputtering and vapor deposition, the thickness is preferably about 100 to 1000 nm, in welding, the thickness is preferably about 10 to 100 μm, and in wet plating such as electrolytic deposition and chemical deposition, the thickness is preferably about 5 to 30 μm. In addition, in joining of metal plates or alloy plates, the thickness thereof is preferably set to about 5 to 100 μm.

[0121] (1-4. Terminal 18)

[0122] The terminal 18 is connected to the pair of electrodes 17a, 17b, and the terminal 18 is provided to at least a part of the pair of electrodes 17a, 17b. By providing the terminal 18, connection to an external power source becomes easy. The terminal 18 is connected to a lead wire connected to the external power source.

[0123] The material of the terminal 18 is not particularly limited, and for example, can be a metal. As the metal, a metal element and an alloy, etc. can be used, and from the viewpoints of corrosion resistance, resistivity, and linear expansion rate, for example, an alloy containing at least one selected from the group consisting of Cr, Fe, Co, Ni, Cu, Al, and Ti is preferable, and stainless steel, an Fe-Ni alloy, and phosphor bronze are more preferable.

[0124] The size and shape of the terminal 18 are not particularly limited. For example, as shown in FIG. 6, the terminal 18 can be provided on the entire pair of electrodes 17a, 17b on the outer peripheral wall 12. In addition, the terminal 18 can be provided on a part of the pair of electrodes 17a, 17b on the outer peripheral wall 12, or can be provided so as to extend further outward than the outer edge of the pair of electrodes 17a, 17b on the outer peripheral wall 12. Furthermore, the terminal 18 can be provided on a part of the pair of electrodes 17a, 17b on the partition wall 15, or can be provided so as to block a part of the compartment 14. Figure 2A

[0125] In addition, the thickness of the terminal 18 is not particularly limited, and for example, is 0.01 to 10 mm, and typically is 0.05 to 5 mm.

[0126] The method of connecting the terminal 18 to the pair of electrodes 17a, 17b is not particularly limited, and for example, can be connected by diffusion bonding, a mechanical pressure mechanism, welding, or the like.

[0127] (1-5. Method of manufacturing the air conditioning device 10)

[0128] The method of manufacturing the air conditioning device 10 is not particularly limited, and can be performed according to a known method. Hereinafter, a method of manufacturing the air conditioning device 10 will be described by way of example.

[0129] The method of manufacturing the honeycomb structure 11 constituting the air conditioning device 10 includes a molding step and a firing step.

[0130] In the molding step, a green compact of a ceramic raw material containing a powder including BaC03powder, Ti02powder, and a nitrate or hydroxide of a rare earth is molded to produce a honeycomb molded body having a relative density of 60% or more.

[0131] The respective powders can be dry-mixed in a desired composition to obtain the ceramic raw material.

[0132] The green compact can be obtained by adding a dispersing medium, a binder, a plasticizer, and a dispersant to the ceramic raw material and kneading. The green compact can contain, as needed, a displacement agent, a metal oxide, a property improver, a conductor powder, and the like. ​

[0133] The blending amount of the component other than the ceramic raw material is not particularly limited as long as it is an amount that allows the relative density of the honeycomb molded body to be 60% or more.

[0134] Here, the "relative density of the honeycomb molded body" in the present specification refers to the proportion of the density of the honeycomb molded body to the true density of the entire ceramic raw material. Specifically, it can be solved by the following formula.

[0135] Relative density of honeycomb molded body (%) = density of honeycomb molded body (g / cm 3 ) / true density of entire ceramic raw material (g / cm 3 ) x 100

[0136] The density of the honeycomb molded body can be measured by the Archimedes method using pure water as the medium. In addition, the true density of the entire ceramic raw material can be solved by dividing the total mass (g) of each raw material by the total actual volume (cm 3 ) of each raw material.

[0137] As the dispersion medium, water, or a mixed solvent of water and an organic solvent such as alcohol, etc. can be given, and water can be particularly preferably used.

[0138] As the binder, an organic binder such as methylcellulose, hydroxypropoxy cellulose, hydroxyethyl cellulose, carboxymethyl cellulose, polyvinyl alcohol, etc. can be given. Methylcellulose and hydroxypropoxy cellulose are particularly preferably used in combination. The binder can be used alone or in combination with two or more kinds, but is preferably free of alkali metal elements.

[0139] As the plasticizer, polyoxyethylene alkyl ether, polycarboxylic acid-based polymer, alkyl phosphate, etc. can be given.

[0140] As the dispersant, a surfactant such as polyoxyethylene alkyl ether, ethylene glycol, dextrin, fatty acid soap, polyhydric alcohol, etc. can be given. The dispersant can be used alone or in combination with two or more kinds.

[0141] The honeycomb molded body can be produced by extrusion molding of a green body. At the time of extrusion molding, a die having a desired overall shape, cell shape, cell wall thickness, cell density, etc. can be used.

[0142] The relative density of the honeycomb molded body obtained by extrusion molding is 60% or more, and is preferably 65% or more. By controlling the relative density of the honeycomb molded body to be in this range, the honeycomb molded body can be densified, and the resistance at room temperature can be reduced. Note that the upper limit of the relative density of the honeycomb molded body is not particularly limited, and is typically 80%, and is preferably 75%.

[0143] The honeycomb molded body can be dried before the firing step. As the drying method, there is no particular limitation, and for example, a drying method known in the art such as hot air drying, microwave drying, dielectric drying, reduced pressure drying, vacuum drying, freeze drying, etc. can be used. Among them, from the viewpoint of being able to dry the molded body as a whole rapidly and uniformly, a drying method in which hot air drying and microwave drying or dielectric drying are combined is preferable.

[0144] The firing step includes, after holding at 1150 to 1250°C, increasing the temperature to a maximum temperature of 1360 to 1430°C at a temperature increase rate of 20 to 600°C / hour, and holding for 0.5 to 10 hours.

[0145] By holding the honeycomb molded body at a maximum temperature of 1360 to 1430°C for 0.5 to 10 hours, a honeycomb structure 11 in which BaTiO3-based crystalline particles in which a part of Ba is substituted with a rare earth element are the main component can be obtained.

[0146] Further, by holding at 1150 to 1250°C, Ba2TiO4crystalline particles generated during the firing process are easily removed, and thus the honeycomb structure 11 can be densified.

[0147] Further, by setting the temperature increase rate from 1150 to 1250°C to a maximum temperature of 1360 to 1430°C to 20 to 600°C / hour, 1.0 to 10.0 mass% of Ba6Ti 17 O 40 crystalline particles can be generated in the honeycomb structure 11.

[0148] The holding time at 1150 to 1250°C is not particularly limited, and is preferably 0.5 to 10 hours. By setting the holding time to be such, Ba2TiO4crystalline particles generated during the firing process are easily and stably removed.

[0149] The firing step preferably includes holding at 900 to 950°C for 0.5 to 5 hours during temperature increase. By holding at 900 to 950°C for 0.5 to 5 hours, BaCO3 is efficiently decomposed, and the honeycomb structure 11 having a prescribed composition can be easily obtained.

[0150] Note that, before the firing step, a debinding step for removing the binder can be performed. The atmosphere of the debinding step is preferably an atmospheric atmosphere so as to completely decompose the organic component.

[0151] Further, from the viewpoint of control of electrical properties and manufacturing cost, the atmosphere of the firing step is also preferably an atmospheric atmosphere.

[0152] As the firing furnace used for the firing step or the debinding step, there is no particular limitation, and an electric furnace, a gas furnace, etc. can be used.

[0153] The honeycomb structure 11 thus obtained is formed with a pair of electrodes 17a, 17b. The pair of electrodes 17a, 17b can be formed by a metal deposition method such as sputtering, vapor deposition, electrolytic deposition, or chemical deposition. Alternatively, the pair of electrodes 17a, 17b can be formed by sintering after applying an electrode paste. Further, the pair of electrodes 17a, 17b can be formed by welding. The pair of electrodes 17a, 17b can be composed of a single layer or a plurality of electrode layers having different compositions. Hereinafter, a representative method of forming the pair of electrodes 17a, 17b will be described.

[0154] First, an electrode slurry containing an electrode material, an organic binder, and a dispersion medium is prepared and applied to the first end face 13a or the second end face 13b of the honeycomb structure 11. The dispersion medium can be water, an organic solvent (for example, toluene, xylene, ethanol, n-butanol, ethyl acetate, butyl acetate, terpineol, dihydrotepineol, Texanol, ethylene glycol monobutyl ether acetate, diethylene glycol monoethyl ether acetate, diethylene glycol monoethyl ether, diethylene glycol monobutyl ether acetate, or diethylene glycol monobutyl ether), or a mixture thereof. The excess slurry on the outer periphery of the honeycomb structure 11 is removed by blowing and wiping. Thereafter, the pair of electrodes 17a, 17b can be formed on the first end face 13a or the second end face 13b of the honeycomb structure 11 by drying the slurry. The drying can be performed while the honeycomb structure 11 is heated to a temperature of, for example, about 120 to 600°C. The series of processes of application, slurry removal, and drying can be performed only once, or can be repeated a plurality of times to set the desired thickness of the pair of electrodes 17a, 17b.

[0155] Next, the terminals 18 are arranged at predetermined positions of the pair of electrodes 17a, 17b, and the pair of electrodes 17a, 17b and the terminals 18 are connected. As the method of connecting the pair of electrodes 17a, 17b and the terminals 18, the above-described method can be used.

[0156] It should be noted that the arrangement of the terminals 18 can be performed after the adsorbing layer 16 described below is formed.

[0157] Next, the adsorbing layer 16 is formed on the surface of the partition walls 15 and the like of the honeycomb structure 11.

[0158] The method of forming the adsorption layer 16 is not particularly limited, and for example, the following procedure can be used. The honeycomb structure 11 is immersed in a slurry containing an adsorbent, a binder, and a dispersion medium for a prescribed time, and the excess slurry on the end face and the outer periphery of the honeycomb structure 11 is removed by blowing and wiping. The binder can be an organic binder, an inorganic binder, or a combination thereof. The dispersion medium can be water, an organic solvent (for example, toluene, xylene, ethanol, n-butanol, ethyl acetate, butyl acetate, terpineol, dihydrotepineol, Texanol, 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 liquid thereof. Thereafter, by drying the slurry, the adsorption layer 16 can be formed on the surface of the partition wall 15 or the like. The drying can be performed while the honeycomb structure 11 is heated to a temperature of, for example, about 120 to 600°C. The series of procedures of immersion, slurry removal, and drying can be performed only once, or can be performed a plurality of times by repetition to provide the adsorption layer 16 of a desired thickness on the surface of the partition wall 15 or the like.

[0159] (2. Air-conditioning passage 20)

[0160] The air-conditioning passage 20 is a flow path through which air from the vehicle cabin or the outside of the vehicle flows. The upstream side of the air-conditioning passage 20 is connected to a cabin or outside air inlet. The air-conditioning passage 20 causes air from the vehicle cabin or the outside of the vehicle to flow in, and causes air that has passed through the air-conditioning device 10 to flow into the vehicle cabin or to be discharged to the outside of the vehicle. Therefore, the air-conditioning passage 20 has a structure in which the downstream side of the air-conditioning device 10 branches into a first flow path 20a that causes air to flow into the vehicle cabin and a second flow path 20b that causes air to be discharged to the outside of the vehicle.

[0161] The size of the air-conditioning passage 20 (the portion in which the air-conditioning device 10 is disposed) is not particularly limited, and the inner circumference of the cross section of the air-conditioning passage 20 is, for example, 10 to 100 cm. In addition, the inner circumference of the cross section of the first flow path 20a and the second flow path 20b is, for example, 3 to 97 cm.

[0162] (3. Valve 30)

[0163] The valve 30 is capable of switching the flow of air between the first flow path 20a and the second flow path 20b. The valve 30 can be provided at the branch portion of the first flow path 20a and the second flow path 20b in the air-conditioning passage 20.

[0164] As the valve 30, it is sufficient to have a function of electrically driving and switching a flow path, and there is no particular limitation, and a solenoid valve, an electrically driven valve, or the like can be used. For example, the valve 30 is provided with an opening and closing door supported on a rotation shaft, and an actuator such as a motor that performs a rotational operation on the rotation shaft. The actuator can be configured to be controllable by the control unit 70.

[0165] (4. Heat exhaust recovery member 40)

[0166] The heat exhaust recovery member 40 is a member that recovers heat generated at the time of the regeneration process of the air conditioning device 10. The heat exhaust recovery member 40 is provided between the air conditioning device 10 and the valve 30.

[0167] As the heat exhaust recovery member 40, it is sufficient to be able to recover heat, and there is no particular limitation, and a heat exchanger such as a radiator, a heat storage structure, or the like can be used.

[0168] Here, a schematic configuration of the vehicle air conditioning system when the heat exhaust recovery member 40 is a heat exchanger is illustrated in FIG. 8. Figure 3 .

[0169] Figure 3 In the vehicle air conditioning system illustrated in FIG. 8, the air conditioning passage 20 is branched into two, and the air conditioning device 10 and the heat exhaust recovery member 40 are respectively provided in the two branched flow paths. Note that the number of branched flow paths is not limited to two, and can be three or more.

[0170] Figure 3 The vehicle air conditioning system illustrated in FIG. 8 further has a heat pump cycle 80 in the first flow path 20a, and the heat pump cycle 80 is provided with a condenser 81 that performs heat exchange between heat of a refrigerant and air, and an evaporator 82 that performs heat exchange between cold of the refrigerant and air. In addition, the vehicle air conditioning system can further have an air mixing door 90. In the vehicle air conditioning system, the heat exhaust recovery member 40 is a heat exchanger 83 that performs heat exchange between heat of the refrigerant in the heat pump cycle 80 and air flowing through the second flow path 20b. The condenser 81 can perform heat release by the high-temperature and high-pressure refrigerant flowing inside, and thus can heat air passing around the condenser 81. The evaporator 82 can perform heat absorption by the low-temperature and low-pressure refrigerant flowing inside, and thus can cool air passing around the evaporator 82. The heat exchanger 83 can perform heat absorption from the heated air by the refrigerant flowing inside when mainly performing a heating operation mode, and thus can increase the temperature of the refrigerant by the heat absorption from the air.

[0171] Note that, Figure 3In the present embodiment, only one heat exchanger 83 is connected to the heat pump cycle 80 for the sake of simplification of the drawing, but it should be noted that another heat exchanger 83 is also connected to the heat pump cycle 80 in the same manner as the one heat exchanger 83.

[0172] The heat pump cycle 80 can further include a compressor 84, an outdoor heat exchanger 85, expansion valves 86a and 86b, and stop valves 87a to 87f in addition to the condenser 81, the evaporator 82, and the heat exchanger 83, and these components are connected by refrigerant flow paths.

[0173] The compressor 84 has a function of compressing and discharging refrigerant. The suction portion of the compressor 84 is connected to the outdoor heat exchanger 85 and the heat exchanger 83 by refrigerant flow paths, and the discharge portion thereof is connected to the condenser 81 by a refrigerant flow path. The compressor 84 is driven by the control portion 70, and by compressing the refrigerant, high-temperature and high-pressure refrigerant is discharged to the condenser 81.

[0174] Note that a known device such as a gas-liquid separator can be provided between the compressor 84 and the heat exchanger 83.

[0175] The outdoor heat exchanger 85 has a function of exchanging heat between refrigerant and external air. The outdoor heat exchanger 85 can absorb heat from external air by circulating low-temperature and low-pressure refrigerant inside when mainly performing a heating operation mode, and thus vaporize the refrigerant by heat absorption from external air. In addition, the outdoor heat exchanger 85 can release heat to external air by circulating high-temperature and high-pressure refrigerant inside when mainly performing a cooling operation mode, and thus cool the refrigerant by heat release to external air.

[0176] The expansion valves 86a and 86b are throttle valves that can adjust the opening degree by the control portion 70. In particular, the expansion valve 86a decompresses and expands the refrigerant discharged from the condenser 81 when performing the heating operation mode, and then discharges low-temperature and low-pressure refrigerant to the outdoor heat exchanger 85. In addition, the expansion valve 86b decompresses and expands the refrigerant from the outdoor heat exchanger 85 when performing the cooling operation mode, and then discharges low-temperature and low-pressure refrigerant to the evaporator 82.

[0177] The stop valves 87a to 87f are provided to control the flow path of refrigerant. The stop valves 87a to 87f are controlled to be opened and closed by the control portion 70.

[0178] The air mixing door 90 is configured to rotate in the air conditioning passage 20 between a heating position that opens a heating path toward the condenser 81 and a cooling position that opens a cooling path that bypasses the condenser 81. In addition, the air mixing door 90 adjusts the proportion of air that passes through the condenser 81 and air that bypasses the condenser 81 by rotating between the heating position and the cooling position, thereby enabling adjustment of the temperature of air that flows into the passenger compartment.

[0179] Figure 3 In the illustrated vehicle air conditioning system, the execution modes of the air conditioning device 10 can include a dehumidification mode, a regeneration mode, and a dehumidification and regeneration mode. The operation mode of the air conditioning device 10 can be selected according to the driver's switch operation, a humidity change obtained by various monitoring sections, and the like.

[0180] Regarding the dehumidification mode, the valve 30 is switched in a manner that air flows into the first flow path 20a in all branch flow paths, and air is circulated in the air conditioning device 10, thereby enabling dehumidification. By executing such a dehumidification mode, air from the passenger compartment or the outside of the vehicle can be rapidly dehumidified.

[0181] Regarding the regeneration mode, the valve 30 is switched in a manner that air flows out to the second flow path 20b in all branch flow paths, and air is circulated while the air conditioning device 10 is heated, thereby regenerating the adsorption section. By executing such a regeneration mode, the adsorption section of the air conditioning device 10 can be rapidly regenerated.

[0182] Regarding the dehumidification and regeneration mode, as illustrated, Figure 3 air is dehumidified by switching the valve 30 in a manner that air flows into the first flow path 20a in one branch flow path, and the adsorption section is regenerated by switching the valve 30 in a manner that air flows out to the second flow path 20b in the other branch flow path while the air conditioning device 10 is heated. By executing such a dehumidification and regeneration mode, air from the passenger compartment or the outside of the vehicle can be dehumidified using the air conditioning device 10, and the adsorption section of the air conditioning device 10 can be regenerated.

[0183] Figure 3 In the illustrated vehicle air conditioning system, the execution modes of the air conditioning device 10 can include a dehumidification mode, a regeneration mode, and a dehumidification and regeneration mode. The operation mode of the air conditioning device 10 can be selected according to the driver's switch operation, a humidity change obtained by various monitoring sections, and the like.

[0184] As for the heating operation mode, the shut valves 87b to 87d are opened, and the shut valves 87a, 87e, 87f are closed, whereby a flow path in which the refrigerant flows through the compressor 84, the condenser 81, the expansion valve 86a, the outdoor heat exchanger 85, and the heat exchanger 83 in this order is formed. It should be noted that Figure 3 In the heating operation mode, the flow path in which the refrigerant flows is indicated by a thick line.

[0185] In the heating operation mode, the refrigerant that has been heat-exchanged by the outdoor heat exchanger 85 and the heat exchanger 83 is compressed by the compressor 84, and the refrigerant that has been discharged from the compressor 84 is introduced into the condenser 81 to heat the air. In the case where the air conditioning device 10 is operated in the dehumidification and regeneration mode, as shown in FIG. 6, the air conditioning device 10 provided in one branch flow path is operated in the dehumidification mode, and the air conditioning device 10 provided in the other branch flow path is operated in the regeneration mode. At this time, the air that has been heated by the air conditioning device 10 is heat-exchanged with the refrigerant by the heat exchanger 83 provided on the downstream side of the air conditioning device 10 operated in the regeneration mode, whereby the power consumption (compression rate) of the compressor 84 can be reduced, and thus the heat generated in the regeneration mode of the air conditioning device 10 can be effectively utilized. It should be noted that in the heating operation mode, the temperature of the air that flows into the vehicle cabin can be adjusted by controlling the opening degree of the air mixing door 90. Figure 3

[0186] As for the heating operation mode, the shut valves 87a to 87c are opened, and the shut valves 87d to 87f are closed, whereby a flow path in which the refrigerant flows through the compressor 84, the condenser 81, the expansion valve 86a, and the outdoor heat exchanger 85 in this order can be formed. The refrigerant compressed by the compressor 84 enters the condenser 81 as high-temperature and high-pressure refrigerant, and is heat-exchanged with the air flowing in the first flow path 20a of the air conditioning passage 20 to be heat-released. The refrigerant that has left the condenser 81 is depressurized and expanded by the expansion valve 86a to become low-temperature and low-pressure refrigerant, and is heat-absorbed by the outdoor heat exchanger 85 with the outside air to return to the compressor 84. When the heating operation mode is executed, the air flowing in the first flow path 20a of the air conditioning passage 20 is heated by the condenser 81, 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 mixing door 90. It should be noted that the heating operation mode can be implemented when the execution mode of the air conditioning device 10 is the dehumidification mode or the dehumidification and regeneration mode, but it is particularly preferable to be implemented when the dehumidification mode is executed.

[0187] ​As for the cooling operation mode, the shut-off valves 87a, 87e, 87f are opened, and the shut-off valves 87b to 87d are closed, whereby a flow path in which the refrigerant flows through the compressor 84, the outdoor heat exchanger 85, the expansion valve 86b, and the evaporator 82 in this order is formed. The refrigerant that is compressed by the compressor 84 and becomes high-temperature and high-pressure is heat-exchanged with the outside air in the outdoor heat exchanger 85 to be cooled. The refrigerant that has exited the outdoor heat exchanger 85 is depressurized and expanded by the expansion valve 86b, becomes low-temperature and low-pressure refrigerant, and enters the evaporator 82 to be heat-exchanged with the air flowing in the first flow path 20a of the air conditioning passage 20 to be heated. The refrigerant that has exited the evaporator 82 returns to the compressor 84. When this cooling operation mode is executed, the air flowing in the first flow path 20a of the air conditioning passage 20 is cooled by the evaporator 82, and the cooled air flows into the vehicle cabin. This cooling operation mode is particularly useful for a case where the vehicle cabin is desired to be rapidly cooled (a strong cooling operation mode). Note that this cooling operation mode can be implemented when the execution mode of the air conditioning device 10 is the dehumidification mode or the dehumidification regeneration mode.

[0188] As for the cooling operation mode, the shut-off valves 87a, 87e, 87f are opened, and the shut-off valves 87b to 87d are closed, whereby a flow path in which the refrigerant flows through the compressor 84, the outdoor heat exchanger 85, the expansion valve 86b, and the evaporator 82 in this order is formed. The refrigerant that is compressed by the compressor 84 and becomes high-temperature and high-pressure is heat-exchanged with the outside air in the outdoor heat exchanger 85 to be cooled. The refrigerant that has exited the outdoor heat exchanger 85 is depressurized and expanded by the expansion valve 86b, becomes low-temperature and low-pressure refrigerant, and enters the evaporator 82 to be heat-exchanged with the air flowing in the first flow path 20a of the air conditioning passage 20 to be heated. The refrigerant that has exited the evaporator 82 returns to the compressor 84. When this cooling operation mode is executed, the air flowing in the first flow path 20a of the air conditioning passage 20 is cooled by the evaporator 82, and the cooled air flows into the vehicle cabin. This cooling operation mode is particularly useful for a case where the vehicle cabin is desired to be rapidly cooled (a strong cooling operation mode). Note that this cooling operation mode can be implemented when the execution mode of the air conditioning device 10 is the dehumidification mode or the dehumidification regeneration mode.

[0189] Next, a cross section of the heat storage structure used as the heat discharge recovery member 40, which is parallel to the flow path direction, is schematically shown in Figure 4A . In addition, a cross section of the heat storage structure of Figure 4A , taken along the b-b' line, is schematically shown in Figure 4B .

[0190] Figure 4A and Figure 4B The heat storage structure shown in Figs. 10 and 11 includes a honeycomb structure 41 having an outer peripheral wall 42 and a partition wall 45 provided on the inner side of the outer peripheral wall 42 and dividing a plurality of cells 44 extending from a first end face 43a to a second end face 43b, and a heat storage material 46 stored in at least a portion of the cells 44.

[0191] The honeycomb structure 41 and the cells 44 used in the heat storage structure can be the same as the honeycomb structure 11 used in the air conditioning device 10.

[0192] The thickness of the peripheral wall 42 is preferably greater than the thickness of the partition wall 45. By adopting such a configuration, the strength of the peripheral wall 42, which is likely to be damaged (e.g., cracked, broken, etc.) by an impact from the outside, thermal stress, or the like, can be improved.

[0193] The thickness of the peripheral wall 42 is preferably greater than the thickness of the partition wall 45. By adopting such a configuration, the strength of the peripheral wall 42, which is likely to be damaged (e.g., cracked, broken, etc.) by an impact from the outside, thermal stress, or the like, can be improved.

[0194] The thickness of the partition wall 45 is preferably 0.1 to 1 mm, more preferably 0.2 to 0.6 mm. By making the thickness of the partition wall 45 0.1 mm or greater, the mechanical strength of the honeycomb structure 41 can be made sufficient. In addition, by making the thickness of the partition wall 45 1 mm or less, the problem of the pressure loss becoming large due to a decrease in the opening area, or the problem of the heat recovery efficiency decreasing due to a decrease in the contact area with air, can be suppressed.

[0195] The peripheral wall 42 and the partition wall 45 have ceramic as a main component.

[0196] Here, "have ceramic as a main component" in the present specification means that the mass ratio of ceramic in the total mass is 50 mass% or greater.

[0197] The porosities of the peripheral wall 42 and the partition wall 45 are not particularly limited, and are preferably 10% or less, more preferably 5% or less, and particularly preferably 3% or less. In addition, the porosities thereof can be 0%. By making the porosities thereof 10% or less, the thermal conductivity can be improved.

[0198] The peripheral wall 42 and the partition wall 45 preferably contain SiC (silicon carbide) having high thermal conductivity as a main component.

[0199] Here, "contain SiC (silicon carbide) as a main component" in the present specification means that the mass ratio of SiC (silicon carbide) in the total mass is 50 mass% or greater.

[0200] More specifically, as the material of the peripheral wall 42 and the partition wall 45, Si-doped SiC, (Si + Al)-doped SiC, metal composite SiC, recrystallized SiC, Si3N4, SiC, or the like can be used. Among these, Si-doped SiC and (Si + Al)-doped SiC are preferably used in consideration of the fact that they can be manufactured at a low cost and have high thermal conductivity.

[0201] The cell density (i.e., the number of cells 44 per unit area) in the cross section of the honeycomb structure 41 orthogonal to the flow path direction of air is not particularly limited and can be appropriately adjusted, but is preferably in the range of 4 to 320 cells / cm 2 2 ​The above allows sufficient securing of the strength of the partition wall 45, the strength of the honeycomb structure 41 itself, and the effective GSA (geometric surface area). Further, by making the cell density 320 cells / cm 2 Hereinafter, an increase in pressure loss at the time of air flow can be suppressed.

[0202] The isostatic compressive strength of the honeycomb structure 41 is not particularly limited, and is preferably more than 100 MPa, more preferably 150 MPa or more, and further preferably 200 MPa or more. If the isostatic compressive strength of the honeycomb structure 41 is more than 100 MPa, the durability of the honeycomb structure 41 is excellent. The isostatic compressive strength of the honeycomb structure 41 can be measured according to the method for measuring the isostatic compressive strength prescribed in JASO Standard M505-87, which is an automobile standard issued by the Automotive Technology Council, an incorporated foundation.

[0203] The thermal conductivity of the honeycomb structure 41 is not particularly limited, and is preferably 50 W / (m-K) or more at 25°C, more preferably 100 to 300 W / (m-K), and further preferably 120 to 300 W / (m-K). By making the thermal conductivity of the honeycomb structure 41 in such a range, the thermal conductivity is good, and the heat recovery efficiency is improved. Note that the value of the thermal conductivity is a value measured by a laser flash method (JIS R1611: 1997).

[0204] A heat storage material 46 is held in a part of the cells 44 of the honeycomb structure 41.

[0205] The method for holding the heat storage material 46 in the cell 44 is not particularly limited, and various methods can be employed. For example, the heat storage material 46 can be applied to and fixed to the partition wall 45 that demarcates the cell 44, or the heat storage material 46 can be filled in the cell 44. In the case where the heat storage material 46 is applied to and fixed to the partition wall 45, a layer of the heat storage material 46 can be formed on the surface of the partition wall 45, or a portion where the heat storage material 46 is not present can be present in the central region of the cell 44. However, the heat storage material 46 is preferably filled in the cell 44. By filling the heat storage material 46 in the cell 44, the amount of the heat storage material 46 held is increased, and thus the amount of heat recovered from the air that can be stored is increased.

[0206] The position of the cell 44 in which the heat storage material 46 is held in the honeycomb structure 41 is not particularly limited. For example, in a cross section orthogonal to the direction in which the cell 44 extends, the heat storage material 46 can be held equally in all of the cells 44 of the honeycomb structure 41, or the heat storage material 46 can be held emphatically in the outer peripheral side, the central side, or the like of the honeycomb structure 41.

[0207] The compartment 44 filled with the heat storage material 46 is preferably sealed at the first end surface 43a side and the second end surface 43b side. That is, the compartment 44 filled with the heat storage material 46 preferably has a sealing portion 47 at the end of the first end surface 43a side and the second end surface 43b side. By adopting such a configuration, it is possible to suppress the heat storage material 46 from falling out of the compartment 44.

[0208] As the material of the sealing portion 47, there is no particular limitation, and the same material as the outer peripheral wall 42 and the partition wall 45 can be used. Alternatively, a resin sheet or the like can be used. As the method of forming the sealing portion 47, there is no particular limitation, and a publicly known method can be used.

[0209] As the heat storage material 46, there is no particular limitation, and a publicly known heat storage material in the technical field can be used. As the heat storage material 46, for example, a latent heat storage material and / or a sensible heat storage material can be used.

[0210] Here, in the present specification, the "latent heat storage material" refers to a heat storage material that stores heat using latent heat accompanying a phase change between a solid and a liquid, and the "sensible heat storage material" refers to a heat storage material that stores heat using a temperature change without accompanying a phase change.

[0211] As the latent heat storage material and the sensible heat storage material, there is no particular limitation, and a publicly known heat storage material can be used. As examples of the latent heat storage material, metal-based PCMs (Phase Change Materials) such as Al-based alloys, Cu-based alloys, Fe-based alloys, and organic-based PCMs such as paraffin can be given. In addition, as examples of the sensible heat storage material, ceramics and the like can be given. Note that the latent heat storage material can possibly flow out to the outside from the compartment 44 due to a phase change, and thus it is preferable that the honeycomb structure 41 be configured from a material having a small porosity or that a packaged latent heat storage material be used.

[0212] The heat storage structure can be manufactured by the following method.

[0213] First, a green is extruded to a desired shape to produce a honeycomb molded body including ceramic powder. At this time, by selecting an appropriate die and jig, the shape and density of the cells 44, the shape and thickness of the peripheral wall 42 and the partition wall 45, and the like can be controlled. In addition, as the material of the honeycomb molded body, the aforementioned ceramic can be used. For example, in the case of manufacturing a honeycomb molded body in which Si-impregnated SiC composite material is the main component, a binder, and water and / or an organic solvent are added to a prescribed amount of SiC powder, the resulting mixture is kneaded to produce a green, and molding is performed, whereby a honeycomb molded body of a desired shape can be obtained. Then, the resulting honeycomb molded body is dried, and metal Si is impregnated and burned into the honeycomb molded body in a non-reactive gas or vacuum under reduced pressure, whereby a honeycomb structure 41 having cells 44 partitioned by the partition wall 45 can be obtained. As the method of impregnating and burning metal Si, a method in which a block containing metal Si and the honeycomb molded body are arranged in contact with each other and burned can be given.

[0214] Next, the heat storage material 46 is held in a part of the cells 44 of the honeycomb structure 41. The holding method can use the method described above. In addition, in the case where the heat storage material 46 is filled in a part of the cells 44 of the honeycomb structure 41, a seal portion 47 is formed at one end of the cell 44 in which the heat storage material 46 is to be filled, and the heat storage material 46 is filled from the other end, and a seal portion 47 is formed at the other end.

[0215] The vehicle air conditioning system provided with the heat storage structure as described above can recover heat generated during the regeneration process of the air conditioning device 10 using the heat storage structure. By circulating air through the heat storage structure during heating operation, the heat recovered by the heat storage structure can be released, and thus can be utilized.

[0216] (5. Power supply 50)

[0217] The power supply 50 is used to apply a voltage to the air conditioning device 10, particularly the pair of electrodes 17a, 17b. The power supply 50 is electrically connected to the control portion 70, and adjusts the application state of the voltage applied to the pair of electrodes 17a, 17b in accordance with the instruction from the control portion 70.

[0218] As the power supply 50, there is no particular limitation, and a storage battery or the like can be used.

[0219] (6. Ventilator 60)

[0220] The ventilator 60 is used to flow air from the vehicle cabin or the outside of the vehicle into the air conditioning device 10, and is arranged in the air conditioning passage 20. The position of the ventilator 60 is not particularly limited, and can be, for example, the upstream side of the air conditioning device 10 as shown in FIG. 1, or the downstream side of the air conditioning device 10. Figure 1 ​

[0221] Further, the ventilator 60 is electrically connected to the control section 70, and adjusts the rotation speed in accordance with an instruction from the control section 70, thereby controlling the flow rate of the air.

[0222] (7. Control section 70)

[0223] The control section 70 controls the air conditioning device 10 and the valve 30. Further, the control section 70 can also control the ventilator 60. Furthermore, in the case where the heat discharge recovery member 40 is the heat exchanger 83 of the heat pump cycle 80, the control section 70 can also control the heat pump cycle 80. In particular, the control section 70 is electrically connected to the shutoff valves 87a to 87f in the heat pump cycle 80, and by opening and closing the shutoff valves 87a to 87f, can control the flow path of the refrigerant. Further, the control section 70 is electrically connected to the expansion valves 86a, 86b in the heat pump cycle 80, and by adjusting the opening degree of the expansion valves 86a, 86b, can control the degree of pressure reduction of the refrigerant.

[0224] The control section 70 is electrically connected to the air conditioning device 10 and the ventilator 60 by means of the power supply 50. The control section 70, by controlling the power supply 50, can control the application state of the voltage applied to the pair of electrodes 17a, 17b of the air conditioning device 10, and adjust the heating state of the honeycomb structure 11. Further, the control section 70 can control the valve 30 in such a manner that the air flows through the first flow path 20a or the second flow path 20b. Furthermore, the control section 70, by adjusting the rotation speed of the ventilator 60, can control the flow rate of the air flowing through the air conditioning passage 20.

[0225] As the control section 70, there is no particular limitation, and it is typically an ECU (Engine (electronic) Control Unit). The ECU is provided with a CPU that performs various arithmetic processing, a ROM that stores a program or data necessary for its control, a RAM that temporarily stores the results of the arithmetic processing in the CPU, and an input / output port for inputting or outputting signals to and from the outside.

[0226] The control section 70 can execute an air conditioning mode in which the valve 30 is switched in such a manner that the air flows into the first flow path 20a, and a regeneration mode in which the air conditioning device 10 is heated, and the valve 30 is switched in such a manner that the air flows into the second flow path 20b.

[0227] In the air conditioning mode, the adsorption of moisture from the air flowing through the vehicle cabin or the outside is performed, and the air from which the moisture has been reduced or removed is sent back to the vehicle cabin by passing through the first flow path 20a. Further, in the regeneration mode, the desorption of the moisture adsorbed to the adsorption layer 16 is performed, and after heat recovery by the heat discharge recovery member 40, the air is discharged to the outside by passing through the second flow path 20b.

[0228] From the viewpoint of stably performing the above-described control, the air conditioning device 10 is preferably arranged in a position close to the vehicle cabin. Therefore, from the viewpoint of preventing electric shock and the like, the driving voltage of the air conditioning device 10 is preferably 60 V or less. The honeycomb structure 11 for the air conditioning device 10 has a low resistance at room temperature, and thus, heating of the honeycomb structure 11 can be performed with this low driving voltage. Note that the lower limit of the driving voltage is not particularly limited, and is preferably 10 V or more. If the driving voltage is less than 10 V, the current at the time of heating of the honeycomb structure 11 becomes large, and thus, it is necessary to make the wire thick.

[0229] Example

[0230] Hereinafter, the present application will be described more specifically using examples, but the present application is not limited by these examples at all.

[0231] Manufacture of Air Conditioning Device

[0232] As ceramic raw materials, BaC03powder, Ti02powder, and La(NH3)3-6H20 powder were prepared. These powders were weighed so as to become a prescribed composition after firing, dry-mixed, and a mixed powder was obtained. The dry-mixing was performed for 30 minutes. Next, with respect to 100 parts by mass of the obtained mixed powder, water, a binder, a plasticizer, and a dispersant were added and kneaded in a range of 3 to 30 parts by mass in total in such a manner that a ceramic molded body having a relative density of 64.8% after extrusion molding was obtained, and a green material was obtained. As the binder, methyl cellulose was used. As the plasticizer and the dispersant, polyoxyethylene alkyl ether was used.

[0233] Next, the obtained green material was put into an extrusion molding machine, and extrusion molding was performed using a prescribed die in such a manner that a honeycomb structure having the shape shown below after firing was obtained.

[0234] Shape of the cross section of the honeycomb structure orthogonal to the flow path direction and the end face: quadrangle

[0235] Shape of the cross section of the cell orthogonal to the flow path direction: quadrangle

[0236] Thickness of the partition wall: 0.13 mm

[0237] Thickness of the peripheral wall: 0.2 mm

[0238] Cell density: 80 cells / cm 2

[0239] Cell pitch: 1.1 mm

[0240] Cross-sectional area of the honeycomb structure orthogonal to the flow path direction: 10000 mm 2

[0241] Length in the flow path direction of the honeycomb structure: 10 mm

[0242] Volume resistivity of the material constituting the peripheral wall and the partition wall at 25°C: 15 Ω-cm

[0243] Curie point of the material constituting the peripheral wall and the partition wall: 110°C

[0244] Next, after dielectric drying and hot air drying of the obtained honeycomb molded body, debinding was performed in a firing furnace under an atmosphere at 450°C for 4 hours, and then firing was performed under an atmosphere, whereby a honeycomb structure was obtained. The firing was performed as follows: after keeping at 950°C for 1 hour, the temperature was raised to 1200°C, and keeping at 1200°C for 1 hour, and then the temperature was raised to 1400°C (maximum temperature) at a temperature raising rate of 200°C / hour, and keeping at 1400°C for 2 hours.

[0245] Next, a pair of electrodes was formed on both end faces (first end face and second end face) of the obtained honeycomb structure. First, an electrode slurry containing aluminum (electrode material), ethyl cellulose, and diethylene glycol monobutyl ether (organic binder) was prepared, and applied to the first end face, and then the electrode slurry was dried, whereby an electrode was formed on the surface of the first end face. In addition, using the same electrode slurry, the electrode slurry was applied to the second end face, and then dried, whereby an electrode was formed on the second end face.

[0246] Next, the honeycomb structure on which a pair of electrodes was formed was immersed in a slurry containing zeolite (adsorbent), inorganic binder, and water, and the slurry adhered to the excess positions (periphery, etc.) was removed by blowing and wiping, and then dried at a temperature of about 550°C, whereby an adsorption layer having a thickness of 150 μm was formed on the surface of the partition wall and the surface of the peripheral wall facing the cells.

[0247] The air conditioning device and the heat recovery member obtained as described above were arranged in the air conditioning passage at the distances shown in Table 1, and an air conditioning system for a vehicle shown in Table 1 was constructed. Figure 1 As the heat recovery member, a heat exchanger in which a fluid was circulated inside was used, and was arranged in the entire flow path cross section of the air conditioning passage. In addition, the inner circumference of the cross section of the air conditioning passage (the portion in which the air conditioning device was arranged) was 46 cm, and the inner circumference of the cross section of the first flow path and the second flow path was 23 cm.

[0248] With respect to the air conditioning system for a vehicle, after the adsorption treatment of moisture was performed by the air conditioning device, the regeneration treatment was performed, and the adhesion of condensed water to the air conditioning device and the heat recovery efficiency of the heat exchanger were evaluated.

[0249] The adsorption of moisture was performed as follows: the ventilator was started so that air having a temperature of 25°C and a relative humidity of 40% was circulated in the air conditioning passage at a flow rate of 1.00 m / sec for 3 minutes. As to the regeneration process of the air conditioning device, a voltage of 12 V was applied to the air conditioning device from the direct current power supply device while air having a temperature of 25°C and a relative humidity of 40% was circulated at a flow rate of 0.1 m / sec for 3 minutes.

[0250] The condensation of water on the air conditioning device was evaluated by the resistance between the electrodes in the air conditioning device.

[0251] The current value between the electrodes circulated in the air conditioning device at the start and the end of the regeneration process was measured, and the resistance between the electrodes was calculated. Then, the increase rate of the resistance at the end of the regeneration process with respect to the resistance at the start of the regeneration process was found.

[0252] In this evaluation, the case where the increase rate of the resistance was less than 10% was indicated as A (very good), the case where the increase rate of the resistance was 10% or more and less than 20% was indicated as B (good), the case where the increase rate of the resistance was 20% or more and less than 30% was indicated as C (pass), and the case where the increase rate of the resistance was 30% or more was indicated as D (insufficient).

[0253] The heat recovery efficiency of the heat exchanger was calculated using the following equation.

[0254] Heat recovery efficiency [%] = recovered heat [W] / heat input amount [W]

[0255] In the equation, the recovered heat and the heat input amount were solved using the following equations.

[0256] Recovered heat [W] = (fluid temperature at the outlet side of the heat exchanger [°C] - fluid temperature at the inlet side of the heat exchanger [°C]) x flow rate of the fluid [kg / sec] x specific heat of the fluid [J / kg°C]

[0257] Heat input amount [W] = (air temperature before entering the heat exchanger [°C] - fluid temperature at the inlet side of the heat exchanger [°C]) x flow rate of the air [kg / sec] x specific heat of the air [J / kg°C]

[0258] In this evaluation, the case where the heat recovery efficiency was 70% or more was indicated as A (very good), the case where the heat recovery efficiency was 60% or more and less than 70% was indicated as B (good), the case where the heat recovery efficiency was 50% or more and less than 60% was indicated as C (pass), and the case where the heat recovery efficiency was less than 50% was indicated as D (insufficient).

[0259] The results described above are shown in Table 1.

[0260] Table 1

[0261]

[0262] As shown in Table 1, by making the distance between the air conditioning device and the heat exchanger (heat recovery component) in the range of 5 to 200 mm, it is possible to suppress condensation water from adhering to the air conditioning device, and to improve the heat recovery efficiency of the heat exchanger. In contrast, if the distance between the air conditioning device and the heat exchanger is less than 5 mm, it is not possible to suppress condensation water from adhering to the air conditioning device. In addition, if the distance between the air conditioning device and the heat exchanger exceeds 200 mm, the heat recovery efficiency of the heat exchanger decreases.

[0263] As a result of the above, it is possible to provide a vehicle air conditioning system capable of improving the heat recovery efficiency of heat generated during the regeneration process of the air conditioning device, and suppressing condensation water from adhering to the air conditioning device, according to the present application.

Claims

1. An air conditioning system for a vehicle, comprising: an air conditioning device including an adsorption section having an adsorbent capable of adsorbing and desorbing moisture and a heating mechanism capable of heating the adsorption section; an air conditioning passage through which air from a vehicle cabin or outside the vehicle flows, the air conditioning device being disposed inside the air conditioning passage, and the air conditioning passage having a first flow path in which the air flows into the vehicle cabin and a second flow path in which the air is discharged to the outside of the vehicle on a downstream side of the air conditioning device; a valve capable of switching the flow of the air between the first flow path and the second flow path; and a waste heat recovery member disposed between the air conditioning device and the valve, wherein a distance between the air conditioning device and the waste heat recovery member is 5 to 200 mm.

2. The air conditioning system for a vehicle according to claim 1, wherein the distance between the air conditioning device and the waste heat recovery member is 8 to 190 mm.

3. The air conditioning system for a vehicle according to claim 1 or 2, wherein the waste heat recovery member is disposed in an entire flow path cross section of the air conditioning passage.

4. The air conditioning system for a vehicle according to claim 1 or 2, wherein the air conditioning system for a vehicle further includes a heat pump cycle in which a condenser that performs heat exchange between a refrigerant and the air and an evaporator that performs heat exchange between the refrigerant and the air are disposed in the first flow path, and the waste heat recovery member is a heat exchanger that performs heat exchange between the refrigerant in the heat pump cycle and the air flowing in the second flow path.

5. The air conditioning system for a vehicle according to claim 1 or 2, wherein the waste heat recovery member is a heat storage structure including a honeycomb structure having an outer peripheral wall and a partition wall disposed on an inner side of the outer peripheral wall and dividing a plurality of cells extending from a first end surface to a second end surface, and a heat storage material accommodated in at least a portion of the cells.

6. The air conditioning system for a vehicle according to claim 1 or 2, wherein the adsorbent is capable of adsorbing and desorbing one or more selected from carbon dioxide and volatile components.

7. The air conditioning system for a vehicle according to claim 1 or 2, wherein the air conditioning device includes: a honeycomb structure having an outer peripheral wall and a partition wall disposed on an inner side of the outer peripheral wall and dividing a plurality of cells extending from a first end surface to a second end surface to form a flow path of the air; an adsorption layer disposed on a surface of the partition wall and containing the adsorbent; and a pair of electrodes disposed on the first end surface and the second end surface of the honeycomb structure or the outer peripheral wall of the honeycomb structure parallel to a direction in which the cells extend.

8. The air conditioning system for a vehicle according to claim 7, wherein ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ The vehicle air conditioning system further includes a power supply configured to apply a voltage to the pair of electrodes.

9. The vehicle air conditioning system according to claim 7, wherein At least the partition walls of the honeycomb structure are made of a material having a PTC characteristic.

10. The vehicle air conditioning system according to claim 1 or 2, wherein The vehicle air conditioning system further includes a control unit configured to control the air conditioning device and the valve, The control unit is capable of executing an air conditioning mode and a regeneration mode, In the air conditioning mode, the valve is switched in a manner such that the air flows to the first flow path, In the regeneration mode, the air conditioning device is heated, and the valve is switched in a manner such that the air flows to the second flow path.

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