Vehicle air conditioning system

Abstract

The invention provides an air conditioning system for a vehicle, which can reduce the possibility that condensation water is transported to a vehicle cabin and the humidity of the vehicle cabin is increased. A vehicle air-conditioning system (1) is provided with: a humidity-conditioning device (2) having an adsorption unit (20) containing an adsorption material capable of adsorbing moisture at or below a predetermined temperature and removing the adsorbed moisture when the temperature exceeds the predetermined temperature, and a heating mechanism (21) capable of heating the adsorption unit (20); and a duct (3) in which the humidity control device (2) is disposed and through which air from the cabin or the outside of the vehicle can flow, the duct (3) having a cabin flow path (30) through which air (10) that has passed through the humidity control device (2) flows into the cabin and an outside flow path (31) through which air (10) that has passed through the humidity control device (2) is discharged to the outside of the vehicle, a wall (4) is erected between the humidity control device (2) and the cabin flow path (30) from the inner bottom surface (33) of the channel (3).

Description

TECHNICAL FIELD

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

[0002] In various vehicles such as automobiles, there is a demand for improving the environment in the passenger compartment. As specific demands, there can be exemplified: reducing carbon dioxide in the passenger compartment to suppress the driver's drowsiness, adjusting the humidity in the passenger compartment, and removing harmful volatile components such as odor components and allergy-inducing components in the passenger compartment, and the like. As a countermeasure effective against such demands, air exchange can be cited, but air exchange constitutes a major cause of the loss of a large amount 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] Therefore, Patent Literature 1 proposes an air conditioning (air purification) system for a vehicle, which has a first flow path and a second flow path that communicate with a passenger compartment of a vehicle, and an adsorption frame provided in each flow path. An adsorption material (zeolite) is used in the adsorption frame, which can adsorb carbon dioxide and water vapor contained in air as an adsorption object substance (purification object substance), and can desorb the adsorption object substance when air heated is passed. In addition, the first flow path and the second flow path are branched into a flow path that communicates with the passenger compartment and a flow path that communicates with the outside of the passenger compartment on the downstream side of the adsorption frame, and a valve (switching mechanism) for switching the flow of air is provided in either of these flow paths. According to the air conditioning system for a vehicle, the action of returning air after the adsorption object substance is adsorbed and purified by either of the adsorption frames to the passenger compartment of the vehicle and the action of discharging air after the adsorption object substance is desorbed by the other adsorption frame to the outside of the passenger compartment can be simultaneously achieved, and the flow of air that has not been able to be purified into the passenger compartment can be suppressed.

[0004] PRIOR ART DOCUMENTS

[0005] PATENT LITERATURE

[0006] Patent Literature 1: Japanese Patent Application Publication No. 2020-104774 SUMMARY

[0007] The adsorption material (Adsorbing material) capable of adsorption and desorption of the adsorption object substance described in Patent Literature 1 can adsorb moisture below a prescribed temperature, and desorb the adsorbed moisture when the prescribed temperature is exceeded. However, it is possible that dew is generated in the passage due to the desorbed moisture, and by the configuration of the passenger compartment flow path in which air flows into the passenger compartment, the dew is transported to the passenger compartment to increase the humidity of the passenger compartment.

[0008] The present invention was implemented to solve the problems described above, and one of its objectives is to provide a vehicle air conditioning system that can reduce the possibility of condensation being transported into the vehicle compartment and causing the humidity of the compartment to increase.

[0009] <1> In one embodiment, the present invention relates to an air conditioning system for a vehicle, comprising: a humidification device having an adsorption section and a heating mechanism capable of heating the adsorption section, the adsorption section containing an adsorption material capable of adsorbing moisture below a predetermined temperature and removing the adsorbed moisture above the predetermined temperature; and a channel, the humidification device being disposed inside the channel for air circulation from the vehicle compartment or outside the vehicle, and the channel having a compartment flow path for air passing through the humidification device to flow into the vehicle compartment and an outside flow path for air passing through the humidification device to discharge outside the vehicle.

[0010] The vehicle air conditioning system is configured to satisfy at least one of (1) and (2) below.

[0011] (1) A wall is erected between the humidity control device and the carriage flow path or within the carriage flow path from the bottom surface of the inner side of the channel, or the entrance of the carriage flow path is provided at a position higher than the bottom surface of the inner side of the channel;

[0012] (2) At least one drain hole is provided between the humidity control device and the carriage flow path or within the carriage flow path, and on the bottom surface inside the passage.

[0013] <2> Based on the vehicle air conditioning system described in the first item, the present invention may provide that the adsorption part has: a structure having an outer wall and a partition wall, the partition wall being disposed on the inner side of the outer wall and dividing to form an air flow path extending from a first end face to a second end face; and an adsorption layer containing the adsorbent, the adsorption layer being disposed on the surface of the partition wall.

[0014] <3> Based on the vehicle air conditioning system described in the second item, the present invention may provide that the heating mechanism has a pair of electrodes connected to the structure, and the structure is heated by allowing current to flow through the structure via the pair of electrodes.

[0015] <4> Based on the vehicle air conditioning system described in the third item, the present invention may be a honeycomb structure in which at least the partition walls are made of a material with PTC properties.

[0016] <5> Based on the vehicle air conditioning system described in the second item, the present invention may provide that the heating mechanism has a piping disposed inside the structure, so that the heated medium flows through the piping to heat the structure.

[0017] <6> Based on the vehicle air conditioning system described in the second item, the present invention may provide that the heating mechanism has a heater that supplies heating air to the structure, so that the heating air passes through the structure and heats the structure.

[0018] <7> Based on the vehicle air conditioning system described in any one of the first to sixth items of the present invention, the passenger compartment airflow path can be configured below or to the side of the external airflow path.

[0019] <8> Based on the vehicle air conditioning system described in any one of the first to seventh items of the present invention, when a wall is erected from the inner bottom surface of the passage and the lower end of the entrance of the passenger compartment flow path is located at the inner bottom surface of the passage, the ratio (H1 / W1) of the height (H1) of the wall to the width (W1) of the entrance of the passenger compartment flow path in the height direction is 0.02 or more and 0.7 or less.

[0020] <9> Based on the vehicle air conditioning system described in any one of the first to eighth items of the present invention, when the entrance of the passenger compartment flow path is provided at a position higher than the inner bottom surface of the passage, the ratio (H3 / H2) of the height (H3) from the inner bottom surface of the passage to the lower end of the entrance of the passenger compartment flow path to the height (H2) from the inner bottom surface of the passage to the upper end of the entrance of the passenger compartment flow path is 0.02 or more and 0.7 or less.

[0021] <10> Based on the vehicle air conditioning system described in any one of the first to ninth claims of the present invention, when the channel is provided with at least one drain hole, the total cross-sectional area of ​​the drain hole is 7 mm². 2 Above and 3000mm 2 the following.

[0022] Invention Effects

[0023] According to one embodiment of the vehicle air conditioning system of the present invention, since it is configured to satisfy at least one of (1) and (2) above, the possibility of condensation being transported into the vehicle compartment and causing the humidity of the vehicle compartment to increase can be reduced. Attached Figure Description

[0024] Figure 1 This is a schematic diagram illustrating a first embodiment of an air conditioning system for a vehicle according to an embodiment of the present invention.

[0025] Figure 2 It is shown Figure 1 A schematic diagram of the second option for the vehicle air conditioning system.

[0026] Figure 3 It is shown Figure 1 A schematic diagram of the third option for the vehicle air conditioning system.

[0027] Figure 4 It is shown Figure 3 The front view of wall 4.

[0028] Figure 5 It is shown Figure 1 A schematic diagram of the fourth option for the vehicle air conditioning system.

[0029] Figure 6 It is shown Figure 1 A schematic diagram of the fifth option for a vehicle air conditioning system.

[0030] Figure 7 It is shown Figure 1 A schematic diagram of the sixth option for a vehicle air conditioning system.

[0031] Figure 8 It is shown Figure 1 A schematic diagram of the seventh option for a vehicle air conditioning system.

[0032] Figure 9 It is shown Figure 1 The front view of the first scheme of the humidity control equipment.

[0033] Figure 10 It is shown Figure 9 Right view of the humidification equipment.

[0034] Figure 11 It is Figure 9 The magnified view of region XI is shown.

[0035] Figure 12 It is shown Figure 1 A three-dimensional view of the second scheme for the humidity control equipment.

[0036] Figure 13 It is shown Figure 1 A three-dimensional view of the third scheme for the humidity control equipment.

[0037] Symbol Explanation

[0038] 1: Vehicle air conditioning system; 2: Humidification equipment; 3: Channel; 4: Wall; 7: Drainage hole; 10: Air; 20: Adsorption section; 21: Heating mechanism; 30: Carriage flow path; 31: External flow path; 33: Internal bottom surface; 70: Structure; 70a: First end face; 70b: Second end face; 71: Adsorption layer; 81: Electrode; 82: Electrode; 85: Piping; 85a: Medium; 88: Heater; 88a: Heated air; 700: Outer wall; 701: Partition wall; 701a: Flow path. Detailed Implementation

[0039] Hereinafter, specific embodiments will be described with reference to the accompanying drawings. The present invention is not limited to each embodiment, and can be embodied by modifying the constituent elements without departing from its spirit. Furthermore, various inventions can be formed by appropriately combining the multiple constituent elements disclosed in each embodiment. For example, several constituent elements can be deleted from all the constituent elements given in the embodiments. In addition, constituent elements from different embodiments can be appropriately combined.

[0040] (1. Regarding vehicle air conditioning systems)

[0041] Figure 1 This is a schematic diagram illustrating a first embodiment of the vehicle air conditioning system 1 according to an embodiment of the present invention. The vehicle air conditioning system 1 of this embodiment is an air conditioning system installed in various vehicles such as automobiles. The vehicle is not particularly limited; examples include automobiles and electric vehicles. The automobile is not particularly limited; examples include gasoline vehicles, diesel vehicles, gas fuel vehicles using CNG (compressed natural gas) or LNG (liquefied natural gas), fuel cell vehicles, electric vehicles, and plug-in hybrid electric vehicles. The vehicle air conditioning system 1 according to the embodiment of the present invention is particularly preferred for vehicles without an internal combustion engine, such as electric vehicles and electric vehicles.

[0042] like Figure 1 As shown, the vehicle air conditioning system 1 includes a humidification device 2 and a passage 3.

[0043] The humidity control device 2 includes an adsorption section 20 and a heating mechanism 21. The adsorption section 20 contains an adsorption material capable of adsorbing moisture below a specified temperature and releasing the adsorbed moisture above a specified temperature. The heating mechanism 21 is configured to heat the adsorption section 20. By heating the adsorption section 20 with the heating mechanism 21, moisture is released from the adsorption material in the adsorption section 20.

[0044] The passageway 3 is equipped with a humidification device 2 and is configured to allow air 10 from the carriage or outside the carriage to circulate. The passageway 3 has a carriage flow path 30 that allows air 10 passing through the humidification device 2 to flow into the carriage and an outside flow path 31 that allows air 10 passing through the humidification device 2 to exit outside the carriage. The carriage flow path 30 and the outside flow path 31 are separated from each other by a passageway partition 32. Although not shown, the carriage flow path 30 and the outside flow path 31 can be arranged with a gap between them.

[0045] In the vehicle air conditioning system 1 of this embodiment, a wall 4 is erected on the inner bottom surface 33 of the passage 3 between the humidification device 2 and the carriage flow path 30.

[0046] As described above, heating the adsorption section 20 by the heating mechanism 21 causes moisture to detach from the adsorption material of the adsorption section 20. Condensation 34 is generated in the channel 3 due to the detached moisture. Depending on the configuration of the carriage flow path 30, there is a possibility that the condensation 34 will be transported into the carriage, increasing the humidity of the carriage. In particular, as... Figure 1 As shown, when the carriage flow path 30 is located below the external flow path 31, and the inner bottom surface 33 of the channel 3 forms the lower surface 30a of the carriage flow path 30, condensation 34 is easily transported into the carriage. As described above, when a wall 4 is erected between the humidification device 2 and the carriage flow path 30 from the inner bottom surface 33 of the channel 3, the wall 4 hinders the movement of condensation 34 into the carriage. Therefore, the possibility of condensation 34 being transported into the carriage and causing an increase in humidity in the carriage can be reduced.

[0047] The wall 4 can be integrally formed with the channel 3, or it can be a separate component from the channel 3. For example, the wall 4 can be integrally formed with the channel 3 by deforming the material constituting the channel 3, such as resin. When the wall 4 is formed by a separate component from the channel 3, the wall 4 can be fixed to the inner bottom surface 33 of the channel 3 by any method such as welding.

[0048] like Figure 1 As shown, a wall 4 is erected on the inner bottom surface 33 of the passage 3. When the lower end of the inlet of the car flow path 30 is located on the inner bottom surface 33 of the passage 3, the ratio (H1 / W1) of the height (H1) of the wall 4 to the width (W1) of the inlet of the car flow path 30 in the height direction is preferably 0.02 or more and 0.7 or less. A ratio (H1 / W1) of 0.02 or more reliably prevents condensate 34 from moving into the car. A ratio (H1 / W1) of 0.7 or less reliably suppresses the increase in pressure loss when supplying air 10. A ratio (H1 / W1) more preferably is 0.04 or more and 0.6 or less.

[0049] The vehicle air conditioning system 1 may have a switching valve 60 capable of switching the flow of air 10 flowing through the passage 3 between the passenger compartment flow path 30 and the external flow path 31. The switching valve 60 can cause the air 10 to flow into the passenger compartment flow path 30 when moisture in the air 10 is adsorbed by the humidification device 2, and cause the air 10 to flow into the external flow path 31 when moisture is removed from the humidification device 2. Figure 2 The diagram shows the state in which air 10 flows into the carriage flow path 30.

[0050] Regarding the switching of the switching valve 60, for example, the control unit 61 and the switching valve 60 can be connected by a wire 62 or wirelessly, allowing the control unit 61 to operate the switching valve 60 (not shown) on and off. The switching valve 60 can be an electrically driven valve with the function of switching flow paths; there are no particular limitations, and examples include solenoid valves and electric valves. In one embodiment, the switching valve 60 includes: an opening / closing gate 601 supported on a rotation shaft 600, and an actuator 602, such as a motor, that rotates the rotation shaft 600. The actuator 602 is configured to be controllable by the control unit 61.

[0051] Next, Figure 1 It is shown Figure 2 A perspective view of the second embodiment of the vehicle air conditioning system 1. (See diagram below.) Figure 3 As shown, wall 4 can rise from the inner bottom surface 33 of passage 3 within the carriage flow path 30. Other configurations are the same as in the first scheme.

[0052] Next, Figure 1 It is shown Figure 4 A perspective view of the third option of the vehicle air conditioning system 1. Figure 3 It is shown Figure 3 The front view of wall 4. (See example) Figure 4 As shown, wall 4 can be part of component 40 embedded in the carriage flow path 30. Figure 4 As shown, wall 4 is provided at the lower part of component 40. A permissive portion 41 with at least one opening 41a, allowing air 10 to flow, may be provided at the upper part of component 40. The outer shape of component 40 is designed to match the inner shape of the carriage flow path 30. Figure 5 The component 40 shown is rectangular in shape; however, it can also be circular. Such a component can be positioned between the humidification device 2 and the carriage flow path 30. Other configurations are the same as in the first and second embodiments.

[0053] Next, Figure 1 It is shown Figure 5 A perspective view of the fourth scheme of the vehicle air conditioning system 1. (See diagram below.) Figure 5 As shown, the inlet of the carriage flow path 30 can be provided at a position higher than the inner bottom surface 33 of the channel 3. In other words, the lower surface 30a of the carriage flow path 30 can be provided at a position higher than the inner bottom surface 33 of the channel 3. By providing the inlet of the carriage flow path 30 in this way, it is also possible to prevent condensation water 34 from moving into the carriage, thereby reducing the possibility of condensation water 34 being transported into the carriage and causing the humidity of the carriage to rise.

[0054] like Figure 5As shown, when the inlet of the car flow path 30 is provided at a position higher than the inner bottom surface 33 of the channel 3, the ratio (H3 / H2) of the height (H3) from the inner bottom surface 33 of the channel 3 to the lower end of the inlet of the car flow path 30 to the height (H2) from the inner bottom surface 33 of the channel 3 to the upper end of the inlet of the car flow path 30 is preferably 0.02 or more and 0.7 or less. A ratio (H3 / H2) of 0.02 or more reliably prevents condensate 34 from moving into the car. A ratio (H3 / H2) of 0.7 or less reliably suppresses the increase in pressure loss when supplying air 10. A ratio (H3 / H2) of 0.04 or more and 0.6 or less is more preferable.

[0055] Figure 6 In the fourth scheme shown, the wall 4 of the first to third schemes is omitted. However, when the entrance to the carriage flow path 30 is set at a position higher than the internal bottom surface 33 of the passage 3, as in the fourth scheme, the wall 4 of the first to third schemes can also be provided. The other configurations are the same as those of the first to third schemes.

[0056] Next, Figure 1 It is shown Figure 6 A perspective view of the fifth embodiment of the vehicle air conditioning system 1. (See diagram below.) Figure 6 As shown, at least one drain hole 7 can be provided between the humidification device 2 and the carriage flow path 30, and on the inner bottom surface 33 of the channel 3. By providing the drain hole 7 in this way, it is also possible to prevent condensation 34 from moving into the carriage, thereby reducing the possibility of condensation 34 being transported into the carriage and causing the humidity of the carriage to rise. The number and shape of the drain holes 7 can be changed arbitrarily.

[0057] When at least one drain hole 7 is provided in channel 3, the total cross-sectional area of ​​the drain hole 7 is preferably 7 mm². 2 Above and 3000mm 2 The total cross-sectional area of ​​the drain hole 7 is 7 mm². 2 The above allows for more reliable drainage of condensate 34. The total cross-sectional area of ​​the drain hole 7 is 3000 mm². 2 The following can suppress the decrease in the intensity of channel 3.

[0058] Figure 7 In the fifth embodiment shown, the wall 4 of the first to third embodiments is omitted. However, when the drainage hole 7 is provided as in the fifth embodiment, the wall 4 of the first to third embodiments can also be provided. In addition, when the drainage hole 7 is provided as in the fifth embodiment, the entrance of the carriage flow path 30 can also be provided at a position higher than the internal bottom surface 33 of the passage 3, as in the fourth embodiment. Other configurations are the same as those of the first to fourth embodiments.

[0059] Next, Figure 1 It is shown Figure 7A perspective view of the sixth scheme of vehicle air conditioning system 1. (See diagram below.) Figure 8 As shown, at least one drainage hole 7 can be provided on the inner bottom surface 33 of the passage 3 within the flow path 30 of the carriage. Other configurations are the same as those in the first to fifth schemes.

[0060] Next, Figure 1 It is shown Figures 1 to 7 A three-dimensional view of the seventh scheme of the vehicle air conditioning system 1. Figure 8 In this example, the carriage flow path 30 is positioned below the external flow path 31. However, like... Figure 8 As shown in the seventh embodiment, the carriage flow path 30 can also be configured to the side of the external flow path 31. Figure 9 In the seventh embodiment shown, the entrance to the carriage flow path 30 is located at a position higher than the inner bottom surface 33 of the passage 3, as in the fourth embodiment. However, when the carriage flow path 30 is located to the side of the external flow path 31, it can also be provided with the wall 4 of the first to third embodiments, and can also be provided with a drainage hole 7 as in the fifth to sixth embodiments. Other configurations are the same as in the first to sixth embodiments.

[0061] (2. Regarding humidity control equipment)

[0062] Next, Figure 1 It is shown Figure 10 The front view of the first scheme of the humidity control equipment 2. Figure 9 It is shown Figure 11 Right view of the humidification device 2 Figure 9 It is Figures 9 to 11 The magnified view of region XI is shown.

[0063] like Figure 11 As shown, the adsorption section 20 of the humidity control device 2 in this embodiment has a structure 70 and an adsorption layer 71. The structure 70 has an outer wall 700 and a partition wall 701. The partition wall 701 is disposed inside the outer wall 700 and divides the air 10 into a flow path 701a extending from the first end face 70a to the second end face 70b. The adsorption layer 71 is a layer containing the aforementioned adsorption material, such as... Figure 10 The partition 701 is shown to be disposed on its surface. Air 10 passes through the flow path 701a between the first end face 70a and the second end face 70b, causing the moisture in the air 10 to be adsorbed by the adsorbent material of the adsorption layer 71. The flow path 701a is sometimes referred to as a compartment.

[0064] In the first embodiment of the humidity control device 2, the heating mechanism 21 has a pair of electrodes 81 and 82 connected to the structure 70. Current flows through the structure 70 through the pair of electrodes 81 and 82, thereby heating the structure 70. Hereinafter, when referring to the electrodes 81 and 82 separately, one will be called the first electrode 81 and the other will be called the second electrode 82.

[0065] like Figure 11 Specifically, the first electrode 81 is disposed on the first end face 70a of the structure 70, and the second electrode 82 is disposed on the second end face 70b of the structure 70. The first electrode 81 and the second electrode 82 are disposed on the end face of the outer wall 700, and, as shown... Figure 9 The flow path 701a is shown to be disposed on the end face of the partition wall 701. The first electrode 81 and the second electrode 82 do not enclose the flow path 701a. However, a portion of the flow path 701a may be enclosed by the first electrode 81 and / or the second electrode 82.

[0066] like Figure 10 and Figures 9 to 11 As shown, a first metal terminal 83 can be provided on the first electrode 81, and a second metal terminal 84 can be provided on the second electrode 82. Both the first metal terminal 83 and the second metal terminal 84 are rectangular frames mounted on the outer periphery of the first end face 70a and the second end face 70b. The first metal terminal 83 and the second metal terminal 84 are provided with protrusions extending from the rectangular frame to the outer side of the structure 70 in the width direction.

[0067] A positive terminal (not shown) of a power source is connected to the protrusion of either the first metal terminal 83 or the second metal terminal 84, while a negative terminal of the power source is connected to the protrusion of the other metal terminal 84. When the protrusion of the first metal terminal 83 is connected to the positive terminal and the protrusion of the second metal terminal 84 is connected to the negative terminal, the current from the first metal terminal 83 extends through the first electrode 81 on the first end face 80a, flows through the structure 70 in the direction extending along the flow path 701a, and flows into the second metal terminal 84 through the second electrode 82 on the second end face 70b. In this way, the current flows, thereby uniformly heating the structure 70.

[0068] The structure 70 can be a honeycomb structure in which at least the partitions 701 are made of a material with PTC (Positive Temperature Coefficient) properties. Materials with PTC properties have the following characteristics: when the temperature rises above the Curie point, the resistance increases sharply, making it difficult for current to flow.

[0069] The components of the first scheme of the humidity control equipment 2 will be described in detail below.

[0070] (2-1. About Structures)

[0071] The shape of the structure 70 (honeycomb structure) is not particularly limited. For example, the shape of the cross-section of the structure 70 orthogonal to the flow path direction (the direction in which the flow path 701a extends) can be a polygon such as a quadrilateral (rectangle, square), pentagon, hexagon, heptagon, or octagon, a circle, or a shape with rounded arcs (oval, elliptical, oblong, rounded rectangle, etc.). It should be noted that the end faces (first end face 70a and second end face 70b) have the same shape as the cross-section. In addition, when the cross-section and end faces are polygonal, the corners can be chamfered.

[0072] The shape of the flow path 701a is not particularly limited. In the cross-section of the structure 70 orthogonal to the flow path direction, it can be a polygon, circle, or shape with arcs, such as a quadrilateral, pentagon, hexagon, heptagon, or octagon. These shapes can be a single shape or a combination of two or more. Furthermore, a quadrilateral or hexagonal shape is preferred among these shapes. By providing a flow path 701a with such a shape, the pressure loss during airflow 10 can be reduced. It should be noted that... Figure 11 The diagram shows an example of a quadrilateral structure 70, where the cross-section of the structure 70 is orthogonal to the flow path direction and the flow path 701a is also shown.

[0073] The structure 70 can be a honeycomb joint having multiple honeycomb cells and a bonding layer that interlocks the outer peripheral surfaces of the multiple honeycomb cells. By using the honeycomb joint, it is possible to suppress the generation of cracks and increase the total cross-sectional area of ​​the flow path 701a, which is very important for ensuring the flow rate of the air 10.

[0074] It should be noted that a bonding material can be used to form the bonding layer. There are no particular limitations on the bonding material; a paste-like material made by adding a solvent such as water to a ceramic material can be used. The bonding material may contain materials with PTC properties, or it may contain the same materials as the outer wall 700 and the partition wall 701. In addition to its function of bonding the cell units together, the bonding material can also be used as a coating material for the outer periphery of the bonded cell units.

[0075] From the viewpoints of ensuring the strength of the structure 70, reducing the pressure loss of air 10 when it passes through the flow path 701a, ensuring the load-bearing capacity of the functional materials, and ensuring the contact area with the air 10 flowing in the flow path 701a, it is preferable to appropriately combine the thickness of the partition wall 701, the compartment density, and the compartment spacing (or the compartment opening ratio).

[0076] In this specification, the compartment density is the number of compartments divided by the area of ​​one end face (first end face 70a or second end face 70b) of the structure 70 (the total area of ​​the partition walls 701 and the flow path 701a excluding the outer wall 700).

[0077] In this specification, the compartment spacing refers to the value obtained through the following calculations. First, the area of ​​one end face (first end face 70a or second end face 70b) of the structure 70 (the total area of ​​the partition walls 701 excluding the outer wall 700 and the flow path 701a) is divided by the number of compartments to calculate the area of ​​each compartment. Next, the square root of the area of ​​each compartment is calculated and set as the compartment spacing.

[0078] In this specification, the opening ratio of the compartment is: the total area of ​​the flow paths 701a divided by the partition wall 701 in a cross section of the structure 70 orthogonal to the flow path direction, divided by the area of ​​one end face (first end face 70a or second end face 70b) (the total area of ​​the partition wall 701 and the flow paths 701a excluding the outer wall 700). It should be noted that the first electrode 81 and the second electrode 82, as well as the adsorption layer 71 described later, are not considered when calculating the opening ratio of the flow paths 701a.

[0079] In an advantageous embodiment from the viewpoint of carrying a sufficient amount of functional material, the thickness of the partition 701 is 0.300 mm or less, and the compartment density is 100 compartments / cm³. 2 The compartment spacing is 1.0 mm or more. In a preferred embodiment, the thickness of the partition wall 701 is 0.200 mm or less, and the compartment density is 70 compartments / cm². 2 The compartment spacing is 1.2 mm or more. In a more preferred embodiment, the thickness of the partition wall 701 is 0.130 mm or less, and the compartment density is 65 compartments / cm². 2 The following applies, and the spacing between compartments is 1.3mm or more.

[0080] In the above embodiments, from the viewpoint of ensuring the strength of the structure 70 and keeping the resistance at a low level, the lower limit of the thickness of the partition wall 701 is preferably 0.010 mm or more, more preferably 0.020 mm or more, and even more preferably 0.030 mm or more.

[0081] In the above embodiments, from the viewpoints of ensuring the strength of the structure 70, maintaining a low resistance level, and increasing the surface area to promote reaction, adsorption, and desorption, the lower limit of the compartment density is preferably 30 compartments / cm². 2 The above is preferred to be 35 compartments / cm. 2 The above is further preferred to be 40 compartments / cm. 2 above.

[0082] In the above embodiments, from the viewpoints of ensuring the strength of the structure 70, keeping the resistance at a low level, and increasing the surface area to promote reaction, adsorption, and detachment, the upper limit of the compartment spacing is preferably 2.0 mm or less, more preferably 1.8 mm or less, and even more preferably 1.6 mm or less.

[0083] In an advantageous embodiment from the viewpoint of simultaneously reducing pressure loss and maintaining strength, the thickness of the partition wall 701 is 0.08–0.36 mm, and the compartment density is 2.54–140 compartments / cm³. 2 The opening ratio of the flow path 701a is 0.70 or higher. In a preferred embodiment, the thickness of the partition wall 701 is 0.09 to 0.35 mm, and the compartment density is 15 to 100 compartments / cm³. 2 The opening ratio of the flow path 701a is 0.80 or higher. In a more preferred embodiment, the thickness of the partition wall 701 is 0.14 to 0.30 mm, and the compartment density is 20 to 90 compartments / cm³. 2 The opening ratio of flow path 701a is 0.85 or higher.

[0084] In the above embodiments, from the viewpoint of ensuring the strength of the structure 70, the upper limit of the opening ratio of the flow path 701a is preferably 0.94 or less, more preferably 0.92 or less, and even more preferably 0.90 or less.

[0085] The thickness of the outer wall 700 is not particularly limited, but is preferably determined based on the following viewpoints. First, from the viewpoint of reinforcing the structure 70, the thickness of the outer wall 700 is preferably 0.05 mm or more, more preferably 0.06 mm or more, and even more preferably 0.08 mm or more. On the other hand, from the viewpoint of increasing resistance to suppress initial current and reducing pressure loss when air 10 flows, the thickness of the outer wall 700 is preferably 1.0 mm or less, more preferably 0.5 mm or less, even more preferably 0.4 mm or less, and even more preferably 0.3 mm or less.

[0086] In this specification, the thickness of the outer wall 700 refers to the length in the normal direction of the side surface of the structure 70, from the boundary between the outer wall 700 and the outermost peripheral flow path 701a or partition wall 701 to the side surface of the structure 70 in a cross section orthogonal to the flow path direction.

[0087] The length of the structure 70 in the flow path direction and the cross-sectional area orthogonal to the flow path direction can be adjusted according to the required size of the humidity control device 2, without any particular limitation. For example, in the case of a compact humidity control device 2 that ensures the specified function, the length in the flow path direction of the structure 70 can be set to 2 to 20 mm, and the cross-sectional area orthogonal to the flow path direction can be set to 10 cm². 2 The above should be noted. It should be stated that there is no specific upper limit to the cross-sectional area of ​​structure 70 orthogonal to the flow path direction, for example, 300 cm². 2 .

[0088] The partition wall 701 constituting the structure 70 is made of a material capable of generating heat through electrical current, specifically, a material with PTC properties. If necessary, the outer wall 700 may also be made of a material with PTC properties, similar to the partition wall 701. By employing this configuration, the adsorption layer 71 can be heated using heat transfer from the heated partition wall 701 (and, if necessary, the outer wall 700). Furthermore, the material with PTC properties exhibits a characteristic where, when the temperature rises above the Curie point, the resistance increases sharply, making it difficult for current to flow. Therefore, regarding the partition wall 701 (and, if necessary, the outer wall 700), the current flowing through them is limited when the humidity control device 2 reaches a high temperature, thus suppressing overheating of the humidity control device 2. Consequently, thermal degradation of the adsorption layer 71 caused by overheating can also be suppressed.

[0089] From the viewpoint of achieving moderate heat generation, the lower limit of the volume resistivity of the material with PTC characteristics at 25°C is preferably 0.5 Ω·cm or more, more preferably 1 Ω·cm or more, and even more preferably 5 Ω·cm or more. From the viewpoint of generating heat with a low driving voltage, the upper limit of the volume resistivity of the material with PTC characteristics at 25°C is preferably 30 Ω·cm or less, more preferably 18 Ω·cm or less, and even more preferably 16 Ω·cm or less. In this specification, the volume resistivity of the material with PTC characteristics at 25°C is measured according to JIS K6271:2008.

[0090] From the viewpoint of being able to generate heat through electricity and possessing PTC characteristics, the outer wall 700 and the partition wall 701 are preferably made of a material with barium titanate (BaTiO3) as the main component. Furthermore, this material is more preferably a ceramic made of a material whose main component is barium titanate (BaTiO3) crystalline particles in which a portion of Ba has been replaced by rare earth elements. It should be noted that in this specification, "main component" refers to a component that occupies more than 50% by mass in the total composition. The content of BaTiO3 crystalline particles can be determined using fluorescence X-ray analysis. Other crystalline particles can also be determined using the same method.

[0091] The composition of BaTiO3-based crystal particles, in which a portion of Ba is replaced by rare earth elements, can be expressed as (Ba 1－x A x TiO3 represents the rare earth element. In the composition formula, A represents one or more rare earth elements, and 0.0001≤x≤0.010.

[0092] A can be any rare earth element, without particular limitation, but preferably selected from one or more elements in 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 excessively high 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 excessively high resistance at room temperature due to insufficient sintering, x is preferably 0.009 or less.

[0093] The content of BaTiO3-based crystalline particles, in which a portion of Ba is replaced by rare earth elements, in the ceramic is sufficient to constitute a major component; there is no particular limitation, but it is preferably 90% by mass or more, more preferably 92% by mass or more, and even more preferably 94% by mass or more. It should be noted that the upper limit of the content of BaTiO3-based crystalline particles is not particularly limited, but is typically 99% by mass, preferably 98% by mass.

[0094] The content of BaTiO3 crystalline particles can be determined by fluorescence X-ray analysis. Other crystalline particles can be determined in the same manner.

[0095] From the viewpoint of reducing environmental impact, the materials used for the outer wall 700 and the partition wall 701 are preferably substantially lead-free (Pb). Specifically, the Pb content in the outer wall 700 and the partition wall 701 is preferably less than 0.01% by mass, more preferably less than 0.001% by mass, and even more preferably 0% by mass. With a low Pb content, it is possible to safely blow air 10, which is heated in contact with the heated partition wall 701, towards living organisms such as humans. It should be noted that the Pb content in the outer wall 700 and the partition wall 701, converted to PbO, is preferably less than 0.03% by mass, more preferably less than 0.01% by mass, and even more preferably 0% by mass. The lead content can be determined using ICP-MS (Inductively Coupled Plasma Mass Analysis).

[0096] From the viewpoint of efficiently heating the air 10, the lower limit of the Curie point of the material constituting the outer wall 700 and the partition wall 701 is preferably 80°C or higher, more preferably 90°C or higher, and even more preferably 100°C or higher. Furthermore, from the viewpoint of ensuring the safety of components placed in or near the vehicle compartment, the upper limit of the Curie point is preferably 250°C or lower, more preferably 225°C or lower, even more preferably 200°C or lower, and even more preferably 150°C or lower.

[0097] The Curie point of the materials constituting the outer wall 700 and the partition wall 701 can be adjusted by the type and amount of displacement agent. For example, barium titanate (BaTiO3) has a Curie point of about 120°C. By replacing a portion of Ba and Ti with one or more of Sr, Sn and Zr, the Curie point can be shifted to the low-temperature side.

[0098] In this specification, the Curie point is determined using the following method. The sample is mounted in a sample holder for measurement and fitted into a measuring chamber (e.g., MINI-SUBZERO MC-810P, manufactured by Espec Co., Ltd.). Using a DC resistance meter (e.g., multimeter 3478A, manufactured by YOKOGAWA HEWLETT PACKARD, LTD.), the change in resistance of the sample relative to temperature is measured as the temperature increases from 10°C. Based on the obtained resistance-temperature diagram, the temperature at which the resistance value becomes twice the resistance value at room temperature (20°C) is defined as the Curie point.

[0099] (2-2. First electrode and second electrode)

[0100] The first electrode 81 and the second electrode 82 are disposed on the first end face 70a and the second end face 70b, respectively. By applying a voltage between the first electrode 81 and the second electrode 82, the structure 70 can be heated by Joule heating.

[0101] The first electrode 81 and the second electrode 82 are not particularly limited, and for example, a metal or alloy containing at least one selected from Cu, Ag, Al, Ni, and Si can be used. Alternatively, an ohmic electrode capable of ohmic contact with the outer wall 700 and / or the partition wall 701 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 the base metal, and at least one selected from Ni, Si, Zn, Ge, Sn, Se, and Te for n-type semiconductors as the dopant. Furthermore, the first electrode 81 and the second electrode 82 can be a single-layer structure or a stacked structure of two or more layers. When the first electrode 81 and the second electrode 82 have a stacked structure of two or more layers, the materials of each layer can be the same type or different types.

[0102] The thicknesses of the first electrode 81 and the second electrode 82 can be appropriately set according to the method of forming the first electrode 81 and the second electrode 82. Examples of methods for forming the first electrode 81 and the second electrode 82 include metal deposition methods such as sputtering, vapor deposition, electrolytic deposition, and chemical deposition. Alternatively, the first electrode 81 and the second electrode 82 can be formed by sintering after coating with electrode paste, or by fusion deposition. Furthermore, the first electrode 81 and the second electrode 82 can also be formed by bonding metal plates or alloy plates.

[0103] Regarding the thickness of the first electrode 81 and the second electrode 82, for example, in the sintering of electrode paste, the thickness is preferably about 5 to 30 μm; in dry plating such as sputtering and evaporation, the thickness is preferably about 100 to 1000 nm; in fusion plating, 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. Furthermore, in the bonding of metal plates or alloy plates, their thickness is preferably set to about 5 to 100 μm.

[0104] (2-3. First metal terminal and second metal terminal)

[0105] By providing the first metal terminal 83 and the second metal terminal 84, connection to an external power source is facilitated. The first metal terminal 83 and the second metal terminal 84 are connected to the wires connected to the external power source.

[0106] The metals constituting the first metal terminal 83 and the second metal terminal 84 can be elemental metals or alloys. From the viewpoint of corrosion resistance, resistivity, and linear expansion, alloys containing at least one selected from the group consisting of Cr, Fe, Co, Ni, Cu, Al, and Ti are preferred, and stainless steel, Fe-Ni alloys, and phosphor bronze are more preferred. The thickness of the first metal terminal 83 and the second metal terminal 84 is not particularly limited, but is typically 0.01 to 10 mm, and usually 0.05 to 5 mm.

[0107] Regarding the connection method between the first metal terminal 83 and the second metal terminal 84 and the first electrode 81 and the second electrode 82, any electrical connection is acceptable and there are no particular limitations. For example, the connection can be made by diffusion bonding, mechanical pressure mechanism, welding, etc.

[0108] (2-4. Intermediate Materials)

[0109] An intermediate material can be provided between the first electrode 81 and the second electrode 82 and the first metal terminal 83 and the second metal terminal 84. By providing an intermediate material, the structural freedom of the connection between the first electrode 81 and the second electrode 82 and the first metal terminal 83 and the second metal terminal 84 is increased. The material of the intermediate material is not particularly limited and can be the same as the material of the first metal terminal 83 and the second metal terminal 84. Alternatively, the intermediate material can be different from the material of the first metal terminal 83 and the second metal terminal 84. In this case, the intermediate material can be formed from brazing filler metal, solder, conductive adhesive, etc. Regarding the connection method between the intermediate material and the first metal terminal 83 and the second metal terminal 84, and the first electrode 81 and the second electrode 82, an electrical connection is sufficient and is not particularly limited. For example, the connection can be performed through diffusion bonding, mechanical pressure mechanisms, welding, etc.

[0110] (2-5. Adsorption layer)

[0111] like Figure 12 As shown, the humidity control device 2 may include an adsorption layer 71 disposed on the surface of the partition wall 701. The adsorption layer 71 may be disposed on the surface of the partition wall 701 (in the case of the outermost flow path 701a, the partition wall 701 and the outer wall 700 that divide the outermost flow path 701a). By disposing the adsorption layer 71 in this way, the functional material contained in the adsorption layer 71 can be easily heated, and therefore, the desired function brought about by the functional material can be brought into play.

[0112] The adsorbent material contained in the adsorption layer 71 can be any material capable of performing the desired function, and there are no particular limitations. The adsorbent material has the function of adsorbing water vapor in the air. Preferably, the adsorbent material also has the function of adsorbing one or more other target components, such as carbon dioxide and volatile components. Furthermore, the adsorption layer 71 may further contain a catalyst. Thus, the target components can be purified. By combining the adsorbent material and the catalyst, the capture function of the target components by the adsorbent material can be improved.

[0113] The preferred adsorbent material possesses the ability to adsorb target components, such as water vapor, carbon dioxide, and volatile components, at temperatures ranging from -20°C to 40°C and to desorb them at temperatures above 60°C. Examples of adsorbent materials with this function include zeolites, silica gel, activated carbon, alumina, silicon dioxide, low-crystallinity clay, and amorphous aluminosilicate composites. The type of adsorbent material is selected appropriately based on the type of target component to be removed. One type of adsorbent material can be used alone, or two or more can be used in combination.

[0114] As a catalyst, it is preferable to have the function of promoting redox reactions. Examples of catalysts with such functions include metal catalysts such as Pt, Pd, and Ag, and oxide catalysts such as CeO2 and ZrO2. A single catalyst can be used, or two or more catalysts can be used in combination.

[0115] The volatile components in the air inside the train car include, for example, volatile organic compounds (VOCs) or odor components other than VOCs. Specific examples of volatile components include: ammonia, acetic acid, isovaleric acid, nonenal, formaldehyde, toluene, xylene, p-dichlorobenzene, ethylbenzene, styrene, chlorpyrifos, di-n-butyl phthalate, tetradecane, di-2-ethylhexyl phthalate, diazinon, acetaldehyde, and N-methylcarbamate-2-(1-methylpropyl)phenyl ester.

[0116] The thickness of the adsorption layer 71 can be determined according to the size of the flow path 701a and is not particularly limited. For example, from the viewpoint of ensuring sufficient contact with the air 10, the thickness of the adsorption layer 71 is preferably 20 μm or more, more preferably 25 μm or more, and even more preferably 30 μm or more. On the other hand, from the viewpoint of suppressing the adsorption layer 71 from peeling off from the partition wall 701 or the outer wall 700, the thickness of the adsorption layer 71 is preferably 400 μm or less, more preferably 380 μm or less, and even more preferably 350 μm or less.

[0117] The thickness of the adsorption layer 71 is measured according to the following steps: An arbitrary cross-section of the structure 70 parallel to the flow path direction is cut out, and a cross-sectional image at approximately 50x magnification is obtained using a scanning electron microscope or the like. Furthermore, this cross-section is positioned so that it passes through the centroid of a cross-section of the structure 70 orthogonal to the flow path. For each adsorption layer 71 visible from the cross-sectional image, the thickness is calculated by dividing the cross-sectional area by the length of the flow path 701a in the flow path direction. This calculation is performed for all adsorption layers 71 visible from the cross-sectional image, and the overall average value is taken as the thickness of the adsorption layer 71.

[0118] From the viewpoint that the functional material performs its desired function within the humidity control device 2, the amount of the adsorption layer 71 is preferably 50 to 500 g / L relative to the volume of the structure 70, more preferably 100 to 400 g / L, and even more preferably 150 to 350 g / L. It should be noted that the volume of the structure 70 is a value determined based on the external dimensions of the structure 70.

[0119] (3. Manufacturing method of humidity control equipment)

[0120] The method for manufacturing the humidity control device according to the embodiments of the present invention can be any method having the above-described features, and is not particularly limited, and can be carried out according to known methods. Hereinafter, the method for manufacturing the humidity control device according to the embodiments of the present invention will be described illustratively.

[0121] The manufacturing method of the honeycomb structure constituting the humidity control equipment includes a molding process and a firing process.

[0122] In the molding process, a blank containing ceramic raw materials including BaCO3 powder, TiO2 powder, and rare earth nitrates or hydroxides is molded to produce a honeycomb molded body with a relative density of more than 60%.

[0123] The powders can be dry-mixed according to the desired composition to obtain ceramic raw materials.

[0124] A green body can be obtained by adding a dispersion medium, binder, plasticizer, and dispersant to ceramic raw materials and then mixing them. The green body may contain additives such as displacement agents, metal oxides, property improvers, and conductive powders, as needed.

[0125] The amount of ingredients other than ceramic raw materials can be adjusted to achieve a relative density of 60% or more in the honeycomb molded body, without any particular limitation.

[0126] Here, the "relative density of the honeycomb molded body" in this specification refers to the ratio of the density of the honeycomb molded body to the true density of the entire ceramic raw material. Specifically, it can be calculated using the following formula.

[0127] Relative density (%) of honeycomb molded material = Density of honeycomb molded material (g / cm³) 3 True density of the ceramic raw material (g / cm³) 3 )×100

[0128] The density of the honeycomb molded body can be determined using Archimedes' method with pure water as the medium. Alternatively, the true density of the entire ceramic raw material can be calculated by dividing the total mass (g) of all raw materials by the total actual volume (cm³) of all raw materials. 3 To find the solution.

[0129] Examples of dispersion media include water, or a mixture of water and organic solvents such as alcohols, with water being particularly preferred.

[0130] Examples of adhesives include organic adhesives such as methylcellulose, hydroxypropoxycellulose, hydroxyethylcellulose, carboxymethylcellulose, and polyvinyl alcohol. The combination of methylcellulose and hydroxypropoxycellulose is particularly preferred. One type of adhesive may be used alone, or two or more may be used in combination; however, it is preferable that they do not contain alkali metal elements.

[0131] Examples of plasticizers include: polyoxyethylene alkyl ethers, polycarboxylic acid polymers, and alkyl phosphates.

[0132] Dispersants that can be used include surfactants such as polyoxyethylene alkyl ethers, ethylene glycol, dextrin, fatty acid soaps, and polyols. A single dispersant can be used, or two or more can be used in combination.

[0133] Honeycomb structures can be made by extruding preforms. During extrusion molding, a die with the desired overall shape, cell shape, cell wall thickness, cell density, etc., can be used.

[0134] The relative density of the honeycomb molded body obtained by extrusion molding is 60% or more, preferably 65% ​​or more. By controlling the relative density of the honeycomb molded body within such a range, the honeycomb molded body can be densified, thereby reducing the electrical resistance at room temperature. It should be noted that there is no particular upper limit to the relative density of the honeycomb molded body, which is typically 80%, preferably 75%.

[0135] The honeycomb molded body can be dried before the firing process. There are no particular limitations on the drying method; for example, conventionally known drying methods such as hot air drying, microwave drying, induction drying, reduced pressure drying, vacuum drying, and freeze drying can be used. However, a drying method combining hot air drying and microwave drying or induction drying is preferred in terms of achieving rapid and uniform drying of the entire molded body.

[0136] The firing process includes: holding at 1150-1250℃, then heating to a maximum temperature of 1360-1430℃ at a rate of 20-600℃ / hour, and holding for 0.5-10 hours.

[0137] By holding the honeycomb molded body at a maximum temperature of 1360–1430°C for 0.5–10 hours, a structure 70 with BaTiO3 crystalline particles, in which a portion of Ba is replaced by rare earth elements, as the main component can be obtained.

[0138] In addition, by holding the temperature at 1150–1250°C, the Ba2TiO4 crystal particles generated during the firing process can be easily removed, thus enabling the structure to be densified.

[0139] Furthermore, by setting the heating rate of the maximum temperature from 1150–1250 °C to 1360–1430 °C to 20–600 °C / hour, it is possible to generate 1.0–10.0% by mass of Ba6Ti in structure 70. 17 O 40 Crystallized particles.

[0140] The holding time at 1150–1250°C is not particularly limited, but is preferably 0.5–10 hours. By setting the holding time to this value, the Ba2TiO4 crystal particles generated during the firing process can be easily and stably removed.

[0141] The firing process preferably includes maintaining the temperature at 900–950°C for 0.5–5 hours during heating. By maintaining the temperature at 900–950°C for 0.5–5 hours, BaCO3 decomposes efficiently, easily yielding a structure 70 with a specified composition.

[0142] It should be noted that a degreasing process to remove the binder can be performed prior to the firing process. The atmosphere for the degreasing process is preferably atmospheric to ensure complete decomposition of the organic components.

[0143] Furthermore, from the perspective of controlling electrical characteristics and manufacturing costs, the atmosphere of the firing process is preferably an atmospheric atmosphere.

[0144] There are no particular restrictions on the type of furnace used in the firing or degreasing process; electric furnaces, gas furnaces, etc., can be used.

[0145] By forming the first electrode 81 and the second electrode 82 into the structure 70 obtained in this way, a humidity control device 2 can be manufactured. Furthermore, the first electrode 81 and the second electrode 82 can be formed by metal deposition methods such as sputtering, vapor deposition, electrolytic deposition, and chemical deposition. Alternatively, the first electrode 81 and the second electrode 82 can be formed by sintering after coating with electrode paste. Furthermore, the first electrode 81 and the second electrode 82 can also be formed by fusion deposition. The first electrode 81 and the second electrode 82 can be composed of a single layer or multiple electrode layers with different compositions. The following describes representative methods for forming the first electrode 81 and the second electrode 82.

[0146] First, an electrode slurry comprising electrode material, organic binder, and dispersion medium is prepared and coated onto the first end face 70a or the second end face 70b of the structure 70. The dispersion medium can be water, an organic solvent (e.g., toluene, xylene, ethanol, n-butanol, ethyl acetate, butyl acetate, terpineol, dihydroterpineol, 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 thereof. Excess slurry on the outer periphery of the structure 70 is removed by blowing and wiping. Then, by drying the slurry, a first electrode 81 and a second electrode 82 can be formed on the first end face 70a or the second end face 70b of the structure 70. Drying can be performed while the humidification device 2 is heated to a temperature of, for example, approximately 120–600°C. The series of processes of coating, slurry removal and drying can be performed only once or repeatedly to set the desired thickness of the first electrode 81 and the second electrode 82.

[0147] Next, first metal terminals 83 and second metal terminals 84 are arranged at predetermined positions on first electrode 81 and second electrode 82, and the first metal terminals 83 and second metal terminals 84 are connected. The above method can be used as a method for connecting the first electrode 81 and second electrode 82 to the terminals. Alternatively, if an intermediate material is provided between the first electrode 81 and second electrode 82 and the first metal terminals 83 and second metal terminals 84, it is sufficient to arrange and connect the intermediate material at predetermined positions on the first electrode 81 and second electrode 82, and then arrange and connect the first metal terminals 83 and second metal terminals 84 at predetermined positions on the intermediate material. The above method can be used as one of these connection methods.

[0148] It should be noted that the first metal terminal 83, the second metal terminal 84, and the intermediate material can be disposed of after the adsorption layer 71 described below is formed.

[0149] Next, by forming an adsorption layer 71 on the surface of the partition wall 701, etc., of the humidity control device 2 obtained in this way, a humidity control device with a functional material layer can be obtained.

[0150] The method for forming the adsorption layer 71 is not particularly limited; for example, it can be formed using the following steps: The humidification device 2 is immersed in a slurry containing functional materials, an organic binder, and a dispersion medium for a specified time, and excess slurry on the end faces and outer periphery of the structure 70 is removed by blowing and wiping. The dispersion medium can be water, an organic solvent (e.g., toluene, xylene, ethanol, n-butanol, ethyl acetate, butyl acetate, terpineol, dihydroterpineol, 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 thereof. Afterward, by drying the slurry, the adsorption layer 71 can be formed on the surface of the partition wall 701. Drying can be performed while heating the humidification device 2 to a temperature of, for example, approximately 120–600°C. The series of processes of impregnation, slurry removal and drying can be performed only once or repeatedly to form an adsorption layer 71 of desired thickness on the surface of the adjacent 701, etc.

[0151] (4. Second option regarding humidity control equipment)

[0152] Next, Figure 1 It is shown Figures 9 to 11 A perspective view of the second scheme of the humidity control equipment 2. Figure 12 In the first embodiment of the humidity control device 2 shown, the honeycomb structure 70 is electrically heated. However, other methods can also be used to heat the structure 70. Figure 12 In the second embodiment of the humidity control device 2 shown, the heating mechanism 21 has a pipe 85 disposed inside the structure 70, and the structure 70 is heated by allowing the heated medium 85a to flow through the pipe 85.

[0153] Piping 85 can pass through the interior of the aforementioned honeycomb structure; however, as structure 70, a structure such as a so-called radiator can also be used. Figure 12 In the second embodiment of the humidity control device 2 shown, the structure 70 has: an outer wall 700; a plurality of intermediate walls 702 disposed inside the outer wall 700; and fins serving as partitions 701 disposed between the outer wall 700 and the intermediate walls 702, and between the intermediate walls 702. The fins define flow paths 701a for air 10 extending from a first end face 70a to a second end face (the back side in the figure). An adsorption layer 71 is disposed on the surface of the fins serving as partitions 701.

[0154] An inlet 86 and an outlet 87 are provided on the outer wall 700, and a pipe 85 extends between the inlet 86 and the outlet 87. The medium 85a from the inlet 86 passes through the pipe 85 and is discharged from the outlet 87. Figure 13 The piping 85 is shown in a simplified form; however, in reality, the piping 85 is bent and / or branched throughout the structure 70. Other configurations are the same as in the first embodiment of the humidification device 2.

[0155] Next, Figure 1 It is shown Figure 12 A three-dimensional view of the third scheme of the humidity control equipment 2. Figure 13 In the third embodiment of the humidity control device 2 shown, the heating mechanism 21 has a heater 88 that supplies heating air 88a to the structure 70, so that the heating air 88a circulates through the structure 70 and heats the structure 70.

[0156] A heating mechanism 21 like this can be used in combination with a fixed structure 70; however, it can also be used as... Figure 13 This is used in conjunction with a rotatable structure 70. Specifically, the honeycomb structure 70 can be configured to rotate about a rotation axis extending along the central axis of the honeycomb structure. At this time, air 10 with adsorbed moisture can be supplied to a portion (e.g., a quarter region) of the end face of the structure 70 (honeycomb structure), while heated air 88a is supplied to other portions (e.g., other quarter regions) of the end face of the structure 70. A portion of the structure 70 with adsorbed moisture from the air 10 moves to a position receiving the heated air 88a due to the rotation of the structure 70. Thus, moisture adsorption can be performed on a portion of the structure 70 while moisture removal is performed on other portions simultaneously. The heated air 88a can flow in the same direction as the air 10, however… Figure 1 The airflow is directed in the opposite direction to that of air 10. This simplifies the piping layout. Other components are the same as in the first and second embodiments of the humidity control device 2.

[0157] The preferred embodiments of the present invention have been described in detail above with reference to the accompanying drawings; however, the present invention is not limited to these examples. Obviously, anyone skilled in the art to which this invention pertains will be able to conceive of various modifications or alterations within the scope of the technical concept described in the claims, and these modifications or alterations naturally fall within the technical scope of this invention.

[0158] Example

[0159] The present invention will now be described in more detail by way of examples. The present invention is not limited to these examples.

[0160] BaCO3 powder, TiO2 powder, and La(NH3)3·6H2O powder were prepared as ceramic raw materials. These powders were weighed according to the specified composition after firing and dry-mixed to obtain a mixed powder. Dry mixing was carried out for 30 minutes. Next, relative to 100 parts by weight of the obtained mixed powder, water, binder, plasticizer, and dispersant were added in appropriate amounts (totaling 3-30 parts by weight) to obtain a ceramic molded body with a relative density of 64.8% after extrusion molding, and the mixture was kneaded to obtain a green body. Methylcellulose was used as the binder. Polyoxyethylene alkyl ethers were used as the plasticizer and dispersant.

[0161] Next, the obtained blank is placed into an extrusion molding machine and extruded using a specified die to form a honeycomb structure of the shape given below after firing.

[0162] The shape of the cross-section and end face of the honeycomb structure orthogonal to the flow direction: quadrilateral

[0163] Dimensions of the honeycomb structure: 114mm wide (horizontal), 114mm long (vertical), 10mm long

[0164] The cross-sectional shape of the compartment orthogonal to the flow path direction: quadrilateral

[0165] The thickness of the partition wall: 0.127mm

[0166] Thickness of the outer peripheral wall: 0.8mm

[0167] Compartment density: 85.3 compartments / cm³ 2

[0168] Compartment spacing: 1.08mm

[0169] Compartment opening ratio: 0.55~0.80

[0170] The cross-sectional area of ​​the honeycomb structure orthogonal to the direction of flow path extension: 13000 mm² 2

[0171] Length of the flow path in the honeycomb structure: 10mm

[0172] The volume resistivity of the material constituting the partition (and outer peripheral wall) at 25°C is 12 Ω·cm.

[0173] Curie point of the material constituting the partition (and outer perimeter): 120°C

[0174] It should be noted that the volume resistivity of the partition wall was controlled by adjusting the proportion of raw materials or the firing conditions.

[0175] Next, the obtained honeycomb molded body was subjected to induction drying and hot air drying, and then degreased in a firing furnace under atmospheric atmosphere (450℃ × 4 hours). Following this, it was fired under atmospheric atmosphere to obtain the honeycomb structure. The firing process was as follows: after holding at 950℃ for 1 hour, the temperature was increased to 1200℃ and held at 1200℃ for 1 hour. Then, the temperature was increased to 1400℃ (maximum temperature) at a rate of 200℃ / hour and held at 1400℃ for 2 hours.

[0176] Next, a first electrode and a second electrode with a thickness of 0.05 mm are formed on the two end faces (first end face and second end face) of the obtained honeycomb structure. The first electrode and the second electrode are formed as follows. First, an electrode paste containing aluminum (electrode material), ethyl cellulose, and diethylene glycol monobutyl ether (organic binder) is prepared and coated onto one end face. Next, excess electrode paste on the outer periphery of the honeycomb structure is removed by blowing and wiping, and the electrode paste is dried, thereby forming an electrode on one end face. Similarly, an electrode is formed on the other end face.

[0177] Next, the honeycomb structure with the first electrode and the second electrode is immersed in a slurry containing zeolite (adsorbent material) as a functional material, organic binder and water. The slurry adhering to excess positions (such as the outer periphery) is removed by blowing and wiping, and then dried at a temperature of about 550°C, thereby forming a functional material layer at the specified position.

[0178] Next, a first metal terminal is joined to the first electrode, and a second metal terminal is joined to the second electrode. The first and second metal terminals are joined as follows: The first and second metal terminals are made of a strip of SUS430 metal with a width of 3.5 mm and a thickness of 0.7 mm. The overall shape of the first and second metal terminals is a quadrilateral frame. With the outer edges of the first and second metal terminals aligned with the outer edges of the two end faces of the honeycomb structure, the first and second metal terminals are joined to the first and second electrodes using solder.

[0179] (Example 1)

[0180] The sample of the humidity control device obtained as described above was placed in... No. The interior of the channel is shown. The dimensions of each part of the channel are as follows.

[0181] The internal dimensions of the passage located upstream of the branch point between the carriage flow path and the external flow path are: width 114mm, length 114mm, and length 200mm.

[0182] Location of the carriage flow path: Below the external flow path.

[0183] Internal dimensions of the carriage flow path: 114mm wide, 50mm long, 100mm long

[0184] The internal dimensions of the vehicle's external flow path are: width 114mm, length 50mm, and length 100mm.

[0185] Distance from the downstream end face of the humidification equipment to the branch point where the flow path inside the vehicle compartment and the flow path outside the vehicle branch: 170mm

[0186] Distance from the downstream end face of the humidifier to the upstream end face of the wall: 90mm

[0187] Wall thickness: 10mm

[0188] Furthermore, the ratio (H1 / W1) of the wall height (H1) to the width of the entrance to the carriage flow path in the height direction (the aforementioned longitudinal width) (W1) is changed as shown in Table 1 below, and the following evaluation is performed.

[0189] (Dehumidification performance)

[0190] After switching the vehicle's air conditioning system to regeneration mode, switch to dehumidification mode. The regeneration mode is performed as follows: Air at 25°C and 40% relative humidity is introduced at a speed of 0.05m... 3 A flow rate of [value] m / min circulates within the air conditioning channel, while a 12V voltage is applied to the humidification unit from the DC power supply for 3 minutes. The dehumidification mode is as follows: no voltage is applied to the humidification unit, and air under identical conditions flows at a rate of 0.8m... 3 A flow rate of [value] circulates within the air conditioning channel for 3 minutes. Additionally, in dehumidification mode, the absolute humidity [g / m³] at the inlet (upstream side) and outlet (downstream side) of the humidification equipment is [value]. 3 The moisture absorption amount [g] was measured and calculated using the following formula.

[0191] Moisture absorption [g] = (Absolute humidity at the inlet of the humidification equipment [g / m³]) 3 - Absolute humidity at the outlet of the humidity control equipment [g / m³] 3 ])×Flow rate[m 3 [ / minute] × Adsorption mode time [minutes]

[0192] In Table 1 below, cases with a moisture absorption of 7g or more are indicated by "〇", and cases with a moisture absorption of less than 7g are indicated by "×". It should be noted that if the moisture absorption is 7g or more, sufficient dehumidification is achieved, and therefore the condition is acceptable.

[0193] (Pressure loss)

[0194] Pressure loss was measured for vehicle air conditioning systems. The procedure was as follows: the ventilation fan was started, and air at 25°C and 40% relative humidity was introduced at a pressure of 0.8 m...3 A flow rate of [value] circulates within the air conditioning duct for 3 minutes. Pressure loss [Pa] is calculated based on the following formula.

[0195] Pressure loss = Py - Pz

[0196] In the formula, Py is the pressure [Pa] at the upstream position of the humidification equipment, and Pz is the pressure [Pa] at the downstream position of the humidification equipment.

[0197] In Table 1 below, cases with a pressure loss of less than 90 Pa are indicated by "○", and cases with a pressure loss of 90 Pa or more are indicated by "×". It should be noted that if the pressure loss is less than 90 Pa, ventilation can be achieved without increasing the output power of the blower, and therefore it is qualified.

[0198] Table 1

[0199] H1 / W1 Dehumidification performance Pressure loss Figure 5 1 0.01 × 〇 2 0.02 〇 〇 3 0.7 〇 〇 4 0.8 〇 ×

[0200] As shown in Table 1, in No. 1 with a ratio (H1 / W1) of 0.01, the dehumidification performance was rated as "×". This is believed to be because the height (H1) is low relative to the width (W1), failing to adequately prevent condensate from moving into the compartment. Furthermore, in No. 4 with a ratio (H1 / W1) of 0.8, the pressure loss was rated as "×". This is believed to be because the height (H1) is high relative to the width (W1), hindering airflow due to the wall. On the other hand, in Nos. 2 and 3 with a ratio (H1 / W1) of 0.02 or higher and 0.7 or lower, both the dehumidification performance and pressure loss were rated as "0". These results confirm that a ratio (H1 / W1) of 0.02 or higher and 0.7 or lower is preferred.

[0201] (Example 2)

[0202] The sample of the humidity control device obtained as described above was placed in... No. The interior of the channel is shown. The dimensions of each part of the channel are as follows.

[0203] The internal dimensions of the passage located upstream of the branch point between the carriage flow path and the external flow path are: width 114mm, length 114mm, and length 200mm.

[0204] Location of the carriage flow path: Below the external flow path.

[0205] The internal dimensions of the carriage flow path are: width 114mm, length according to the proportions in Table 2, and length 100mm.

[0206] The internal dimensions of the vehicle's external flow path are: width 114mm, length 50mm, and length 100mm.

[0207] Distance from the downstream end face of the humidification equipment to the branch point where the flow path inside the vehicle compartment and the flow path outside the vehicle branch: 170mm

[0208] Furthermore, the ratio (H3 / H2) of the height (H3) from the bottom of the passage to the lower end of the entrance to the carriage flow path to the height (H2) from the bottom of the passage to the upper end of the entrance to the carriage flow path (the longitudinal width of the carriage flow path) is changed as shown in Table 2 below, and the dehumidification performance and pressure loss are evaluated in the same way as in Example 1 above.

[0209] Table 2

[0210] H3 / H2 Dehumidification performance Pressure loss Figure 6 5 0.01 × 〇 6 0.02 〇 〇 7 0.7 〇 〇 8 0.8 〇 ×

[0211] As shown in Table 2, in No. 5, where the ratio (H3 / H2) is 0.01, the dehumidification performance is rated as "×". This is believed to be because the height (H3) is relatively low relative to the height (H2), failing to adequately prevent condensate from moving into the carriage. Furthermore, in No. 8, where the ratio (H3 / H2) is 0.8, the pressure loss is rated as "×". This is believed to be because the height (H3) is relatively high relative to the height (H2), and the step at the entrance of the carriage flow path obstructs airflow. On the other hand, in Nos. 6 and 7, where the ratio (H3 / H2) is 0.02 or higher and 0.7 or lower, both the dehumidification performance and pressure loss are rated as "0". These results confirm that a ratio (H3 / H2) of 0.02 or higher and 0.7 or lower is preferred.

[0212] (Example 3)

[0213] The sample of the humidity control device obtained as described above was placed in... No. The interior of the channel is shown. The dimensions of each part of the channel are as follows.

[0214] The internal dimensions of the passage located upstream of the branch point between the carriage flow path and the external flow path are: width 114mm, length 114mm, and length 200mm.

[0215] Location of the carriage flow path: Below the external flow path.

[0216] Internal dimensions of the carriage flow path: 114mm wide, 50mm long, 100mm long

[0217] The internal dimensions of the vehicle's external flow path are: width 114mm, length 50mm, and length 100mm.

[0218] Distance from the downstream end face of the humidification equipment to the branch point where the flow path inside the vehicle compartment and the flow path outside the vehicle branch: 170mm

[0219] Drain hole shape: round

[0220] Size and number of drainage holes: According to the total cross-sectional area of ​​drainage holes in Table 3

[0221] Distribution of drainage holes: arranged in parallel (the number of rows is based on the total cross-sectional area of ​​the drainage holes in Table 3).

[0222] Distance from the downstream end face of the humidifier to the upstream end of the drain hole: 60mm

[0223] Furthermore, the total cross-sectional area of ​​the drain holes was changed as shown in Table 3 below, and the dehumidification performance was evaluated in the same manner as in Examples 1 and 2 described above. Additionally, in Example 3, the yield strength evaluation was performed instead of the pressure loss evaluation.

[0224] (Yield Strength)

[0225] The yield strength was calculated based on tests according to JIS Z 2241. The reduction rate (%) of yield strength due to the presence of holes was calculated based on the following formula.

[0226] The reduction rate of yield strength = {(yield strength without porosity - yield strength with porosity) / yield strength without porosity} × 100

[0227] In Table 3 below, cases where the yield strength reduction rate is less than 50% are indicated by "○", and cases where the yield strength reduction rate is greater than 50% are indicated by "×". It should be noted that if the yield strength reduction rate is less than 50%, the possibility of breakage during use is low, and therefore it is qualified.

[0228] Table 3

[0229] Dehumidification performance Total cross-sectional area [mm 2 ]]]> Yield strength ​ 9 5 × 〇 10 7 〇 〇 11 3000 〇 〇 12 3500 〇 ×

[0230] As shown in Table 3, the total cross-sectional area of ​​the drainage holes is 5 mm². 2 In item No. 9, the dehumidification performance was rated "×". This was attributed to the following: the total cross-sectional area of ​​the drain holes was too small, failing to adequately prevent condensation from moving into the passenger compartment. Additionally, the total cross-sectional area of ​​the drain holes was 3500 mm². 2 In No. 12, the yield strength was rated as "×". This is believed to be because the total cross-sectional area of ​​the drainage holes is large, resulting in a decrease in the strength of the channel due to the drainage holes. On the other hand, the total cross-sectional area of ​​the drainage holes is 7 mm. 2 Above and 3000mm 2 In items No. 10 and 11 below, the evaluation of dehumidification performance and yield strength is "0". This result confirms that the preferred total cross-sectional area of ​​the drain holes is 7 mm². 2 Above and 3000mm 2 the following.

Claims

1. An air conditioning system for a vehicle, comprising: A humidity control device comprising an adsorption section and a heating mechanism for heating the adsorption section, the adsorption section containing an adsorption material capable of adsorbing moisture below a predetermined temperature and releasing the adsorbed moisture above the predetermined temperature; and The passageway, in which the humidification device is disposed, allows air circulation from the vehicle compartment or outside the vehicle. The passageway has a compartment flow path for the air that has passed through the humidification device to flow into the vehicle compartment and an outside flow path for the air that has passed through the humidification device to exhaust outside the vehicle. The vehicle air conditioning system is configured to satisfy at least one of (1) and (2) below. (1) A wall is erected between the humidity control device and the carriage flow path or within the carriage flow path from the bottom surface of the inner side of the channel, or the entrance of the carriage flow path is provided at a position higher than the bottom surface of the inner side of the channel; (2) At least one drain hole is provided between the humidification device and the carriage flow path or in the carriage flow path, and on the bottom surface inside the passage.

2. The vehicle air conditioning system according to claim 1, wherein, The adsorption section has: A structure having an outer wall and a partition wall disposed on the inner side of the outer wall and dividing an airflow path extending from a first end face to a second end face; and An adsorption layer containing the adsorption material is disposed on the surface of the partition wall.

3. The vehicle air conditioning system according to claim 2, wherein, The heating mechanism has a pair of electrodes connected to the structure, through which current flows through the structure to heat it.

4. The vehicle air conditioning system according to claim 3, wherein, The structure is a honeycomb structure in which at least the partitions are made of a material with PTC properties.

5. The vehicle air conditioning system according to claim 2, wherein, The heating mechanism has piping located inside the structure, through which the heated medium flows to heat the structure.

6. The vehicle air conditioning system according to claim 2, wherein, The heating mechanism has a heater that supplies heating air to the structure, thereby heating the structure by passing the heating air through it.

7. The vehicle air conditioning system according to any one of claims 1 to 6, wherein, The carriage flow path is located below or to the side of the external flow path.

8. The vehicle air conditioning system according to any one of claims 1 to 6, wherein, When a wall is erected on the inner bottom surface of the passage, and the lower end of the entrance to the carriage flow path is located on the inner bottom surface of the passage, the ratio of the height H1 of the wall to the width W1 of the entrance to the carriage flow path in the height direction, H1 / W1, is 0.02 or more and 0.7 or less.

9. The vehicle air conditioning system according to any one of claims 1 to 6, wherein, When the entrance to the carriage flow path is located at a position higher than the inner bottom surface of the passage, the ratio H3 of the height H3 from the inner bottom surface of the passage to the lower end of the entrance to the carriage flow path to the height H2 of the height H2 from the inner bottom surface of the passage to the upper end of the entrance to the carriage flow path is 0.02 or more and 0.7 or less.

10. The vehicle air conditioning system according to any one of claims 1 to 6, wherein, When the channel is provided with at least one drainage hole, the total cross-sectional area of ​​the drainage hole is 7 mm². 2 Above and 3000mm 2 the following.

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