Vehicle air conditioning device

Abstract

This invention provides an automotive air conditioning device that, without compromising its compatibility with vehicles, simultaneously cools and dehumidifies the external air while ventilating the vehicle interior during cooling operation, and simultaneously heats and humidifies the external air while dehumidifying the internal air during heating operation, while also ventilating the vehicle interior. In the automotive air conditioning device (1), a first passage (P1) is connected to either an external air inlet (22) or an internal air inlet (23) via a first switching baffle 23, and a second passage (P2) is connected to either an external air inlet (22) or an internal air inlet (23) via a second switching baffle (33). A portion of the first air flowing in the first passage (P1) is introduced into the total heat exchanger (37), and a portion of the second air flowing in the second passage (P2) is introduced into the second passage (P2) via a flow ratio adjustment baffle (39). The first air after total heat exchange in the total heat exchanger (37) and the remaining second air flowing in the second passage (P2) are introduced into the evaporator (29) and the heater core (30), and the second air after total heat exchange in the total heat exchanger (37) is discharged to the outside of the vehicle.

Description

Technical Field

[0001] This invention relates to an automotive air conditioning device for regulating the air inside a vehicle. Background Technology

[0002] Patent Document 1 describes an example of a conventional automotive air conditioning device. The automotive air conditioning device described in Patent Document 1 comprises: a first air supply path capable of introducing external gas and internal gas; a second air supply path capable of introducing external gas; an evaporator and heater core that delivers air through the first and second air supply paths as air conditioning air at a desired temperature; an exhaust passage that discharges internal gas introduced from an internal gas inlet opening into the vehicle interior to the outside of the vehicle; and a waste heat recovery heat exchanger that exchanges the sensible and latent heat of the internal gas discharged from the exhaust passage and the external gas introduced from the second air supply path, and is capable of blowing the air conditioning air through the first air supply path out of a defrost outlet, and of blowing the air conditioning air through the second air supply path out of at least one of a ventilation outlet and a footwell outlet. According to Patent Document 1, the vehicle air conditioning device can improve heating capacity and blow warm air with appropriate humidity to passengers while preventing the windows from fogging up.

[0003] Existing technical documents

[0004] Patent documents

[0005] Patent Document 1: Japanese Patent Application Publication No. 2010-76506 Summary of the Invention

[0006] The technical problem that the invention aims to solve

[0007] The existing automotive air conditioning system requires an exhaust passage (and ventilation blower fan) separate from the first and second air supply paths used for introducing external and internal gases. This inevitably results in a larger device, potentially compromising its fit with the vehicle.

[0008] The purpose of this invention is to provide an automotive air conditioning device that, without compromising its compatibility with the vehicle, simultaneously cools and dehumidifies the external air and ventilates the vehicle interior during cooling operation, and simultaneously heats and humidifies the external air or dehumidifies the internal air and ventilates the vehicle interior during heating operation.

[0009] Technical solutions adopted to solve technical problems

[0010] According to one aspect of the present invention, a novel vehicle air conditioning device is provided. The provided vehicle air conditioning unit includes: an air conditioning housing having an external gas inlet for introducing external gas (air outside the vehicle) and an internal gas inlet for introducing internal gas (air inside the vehicle) at one end, and an outlet for blowing air into the vehicle interior at the other end; a blower fan disposed within the air conditioning housing and generating an airflow from one end to the other end within the air conditioning housing; a temperature regulating unit disposed within the air conditioning housing closer to the outlet than the blower fan, and regulating the temperature of the air flowing within the air conditioning housing; a first passage formed within the air conditioning housing and configured to guide external gas introduced from the external gas inlet as first air to the temperature regulating unit through communication with the external gas inlet, and to guide internal gas introduced from the internal gas inlet as first air to the temperature regulating unit through communication with the internal gas inlet; a first switching baffle capable of selectively communicating the first passage with the external gas inlet or the internal gas inlet; and a second passage within the air conditioning housing. The system comprises: a second passage formed separately from the first passage and configured to guide external gas introduced from the external gas inlet as second air to the temperature regulating unit, and an internal gas introduced from the internal gas inlet as second air to the temperature regulating unit; a second switching baffle capable of selectively connecting the second passage to either the external gas inlet or the internal gas inlet; a total heat exchanger disposed between the blower and the temperature regulating unit within the air conditioning housing, configured to introduce first air flowing in the first passage and at least a portion of second air flowing in the second passage, performing total heat exchange between the introduced first air and the second air; a flow ratio regulating baffle capable of regulating the ratio of the flow rate of the second air flowing in the second passage to the total heat exchanger and the flow rate of the second air supplied to the temperature regulating unit; and a control unit capable of controlling the blower, the first switching baffle, the second switching baffle, and the flow ratio regulating baffle. Furthermore, the vehicle air conditioning unit is configured such that the first air after total heat exchange in the total heat exchanger and the remaining second air flowing in the second passage are introduced into the temperature regulating unit, and the second air after total heat exchange in the total heat exchanger is discharged to the outside of the vehicle.

[0011] Invention Effects

[0012] According to the present invention, an automotive air conditioning device is provided that, without compromising its compatibility with the vehicle, simultaneously cools and dehumidifies the external air and ventilates the vehicle interior during cooling operation, and simultaneously heats and humidifies the external air or dehumidifies the internal air and ventilates the vehicle interior during heating operation. Attached Figure Description

[0013] Figure 1 This is a schematic diagram showing the overall structure of the vehicle air conditioning unit according to the first embodiment.

[0014] Figure 2 This is a block diagram showing the electrical structure of the vehicle air conditioning unit according to the first embodiment.

[0015] Figure 3 It is a schematic perspective view of the total heat exchange elements used in a total heat exchanger.

[0016] Figure 4 This is a diagram showing the airflow in the initial state of refrigeration operation.

[0017] Figure 5 This is a diagram showing the airflow when the refrigerator is running and there are two occupants.

[0018] Figure 6 This is a diagram showing the airflow in the initial state of heating operation.

[0019] Figure 7 This is a diagram showing the airflow when handling outside air during heating operation with two occupants.

[0020] Figure 8 This is a diagram showing the airflow when handling outside air during heating operation with two occupants.

[0021] Figure 9 This diagram illustrates the transition from a state where external gases can be processed while the system is operating in heating mode and there are two people present, to a state where internal gases can be processed.

[0022] Figure 10 This is a diagram showing the airflow during the handling of internal gases in heating operation with two occupants.

[0023] Figure 11 This is a diagram showing the airflow when 100% external gas is introduced during heating operation with two occupants.

[0024] Figure 12 This is a diagram showing the airflow when 100% external air is introduced during heating operation with two occupants.

[0025] Figure 13 This is a schematic diagram showing the overall structure of the vehicle air conditioning unit according to the second embodiment.

[0026] Figure 14 This is a diagram showing the airflow in the initial state of heating operation.

[0027] Figure 15 This is a diagram showing the airflow when the vehicle is in heating mode and has two occupants.

[0028] Figure 16 This is a diagram showing the airflow when the vehicle is in heating mode and has two occupants. Detailed Implementation

[0029] Hereinafter, embodiments of the present invention will be described with reference to the accompanying drawings.

[0030] [First Implementation Method]

[0031] Figure 1 and Figure 2 The structure of a vehicle air conditioning device according to the first embodiment of the present invention is shown. Figure 1 This is a schematic diagram of the overall structure of the vehicle air conditioning unit 1 according to the first embodiment. Figure 2 This is a block diagram showing the electrical structure of the vehicle air conditioning unit 1 according to the first embodiment.

[0032] An automotive air conditioning unit 1 is installed in a vehicle such as a car and is configured to regulate the air inside the vehicle (not shown) by blowing air conditioning air into the vehicle's interior. The automotive air conditioning unit 1 includes an air conditioning unit 2 ( Figure 1 ) and air conditioning control device 5 ( Figure 2 ).

[0033] Air conditioning unit 2 is, for example, located in the front of the vehicle interior. Air conditioning unit 2 includes an air conditioning housing 21. The air conditioning housing 21 may also be referred to as an air conditioning duct. Furthermore, hereinafter, Figure 1 The left side of the middle is called the "one-end side". Figure 1 The right side of the middle is called the "other end side".

[0034] An external gas inlet 22 and an internal gas inlet 23 are provided on one end side of the air conditioning housing 21. That is, the air conditioning housing 21 has an external gas inlet 22 and an internal gas inlet 23 on one end side. The external gas inlet 22 is an intake port for introducing (drawing in) external gas, which is outside the vehicle, into the air conditioning housing 21. The internal gas inlet 23 is an intake port for introducing internal gas, which is inside the vehicle, into the air conditioning housing 21. Although not particularly limited, in this embodiment, the external gas inlet 22 is formed on the end wall of the air conditioning housing 21 at one end. The internal gas inlet 23 is formed on the side wall of the internal gas pipe 24 at the other end, the internal gas pipe 24 leading to the air conditioning housing 21... Figure 1 The wall on the deep side of the paper extends through and into the air conditioner housing 21. That is, in this embodiment, the internal gas inlet 23 is located inside the air conditioner housing 21.

[0035] A defrost outlet 25, a face outlet 26, and a foot outlet 27 are provided on the other end side of the air conditioning housing 21. That is, the air conditioning housing 21 has a defrost outlet 25, a face outlet 26, and a foot outlet 27 on the other end side. The defrost outlet 25 is an outlet for blowing air from the air conditioning housing 21 toward the vehicle's window glass (mainly the windshield, not shown). The face outlet 26 is an outlet for blowing air from the air conditioning housing 21 toward the upper body of the occupants inside the vehicle. The foot outlet 27 is an outlet for blowing air from the air conditioning housing 21 toward the heels of the occupants inside the vehicle.

[0036] A blower fan 28 is disposed at one end of the air conditioner housing 21. The blower fan 28 is an electric blower with an electric motor. The blower fan 28 is configured to operate based on a control signal from the air conditioner control device 5 (see reference). Figure 2 This generates an airflow from one end to the other within the air conditioning housing 21. In other words, the blower fan 28 is controlled by the air conditioning control device 5 and configured to deliver external gas introduced from the external gas inlet 22 and / or internal gas introduced from the internal gas inlet 23 into the vehicle interior via the air outlets (defrost outlet 25, face outlet 26, and / or foot outlet 27).

[0037] An evaporator 29 is disposed downstream of the blower fan 28 inside the air conditioner housing 21, that is, closer to the air outlets (defrost outlet 25, face outlet 26, and foot outlet 27) than the blower fan 28 inside the air conditioner housing 21. The evaporator 29, together with the compressor 41, condenser 42, liquid separator 43, and expansion valve 44, is arranged in the refrigerant circulation path 45 to form a refrigeration cycle 40. The evaporator 29 is configured to exchange heat between the refrigerant and the air flowing inside the air conditioner housing 21 as the refrigeration cycle 40 operates (compressor 41 operates), thereby cooling the air flowing inside the air conditioner housing 21. The operation of the refrigeration cycle 40 (compressor 41 operation) is controlled by the air conditioning control device 5 (see reference). Figure 2 ).

[0038] A heater core 30 is provided downstream of the evaporator 29 within the air conditioner housing 21, specifically closer to the outlet side than the blower fan 28 and evaporator 29 within the air conditioner housing 21. Furthermore, a heater core 30 is located around the periphery of the heater core 30. Figure 1 A bypass passage B is formed behind the heater core 30 (on the paper depth side). Figure 1 (The dashed line). The bypass passage B is a passage used to allow air flowing within the air conditioning housing 21 to bypass the heater core 30.

[0039] The heater core 30, together with the heat carrier heating device 50 containing the electric heater 51, is arranged in a heat carrier circulation path 53 where a heat carrier such as water is circulated by an electric pump 52. The heater core 30 is configured such that, with the operation of the electric heater 51 and the electric pump 52 of the heat carrier heating device 50, heat exchange occurs between the heat carrier heated by the electric heater 51 and the air flowing within the air conditioning housing 21 (excluding bypass passage B). In other words, the heated heat carrier flowing within itself heats the air flowing within the air conditioning housing 21 (excluding bypass passage B). The operation of the heat carrier heating device 50 (electric heater 51) and the electric pump 52, i.e., the supply of the heated heat carrier to the heater core 30, is controlled by the air conditioning control device 5 (see reference). Figure 2 ).

[0040] An air mixing door 30A is provided upstream of the heater core 30 within the air conditioner housing 21, specifically between the evaporator 29 and the heater core 30 within the air conditioner housing 21. The air mixing door 30A is driven to rotate by an electric actuator 68 that operates based on a control signal from the air conditioning control unit 5 (see reference). Figure 2 The air mixing gate 30A is configured to adjust the ratio of the airflow passing through the heater core 30 and the airflow bypassing the heater core 30 (through the bypass passage B) according to its rotation position.

[0041] In addition, in this embodiment, the evaporator 29 that cools the air flowing inside the air conditioner housing 21 and the heater core 30 that heats the air flowing inside the air conditioner housing 21 are respectively equivalent to the "temperature regulating unit" of the present invention.

[0042] Furthermore, a first connecting path CP1, a second connecting path CP2, a first passage P1, and a second passage P2 are formed on one end side within the air conditioner housing 21. These passages are demarcated by the inner surface of the air conditioner housing 21, the outer surface of the internal gas pipe 24, and / or partitions 31a to 31d.

[0043] In this embodiment, the first connecting path CP1 and the first passage P1 are in Figure 1 The first connecting path CP1 is disposed on the upper side inside the air conditioner housing 21. It is located further away from the first passage P1 than the first connecting path P1. The end of the first connecting path CP1 at one end communicates with the external gas inlet 22, and the end of the first connecting path CP1 at the other end communicates with the end of the first passage P1 at one end. That is, the end of the first passage P1 at one end communicates with the external gas inlet 22 via the first connecting path CP1. Furthermore, the end of the first passage P1 at one end also communicates with the internal gas inlet 23. The first passage P1 extends from the end of the first connecting path CP1 at the other end and the end communicating with the internal gas inlet 23 to a predetermined position between the blower fan 28 and the evaporator 29.

[0044] A first switching baffle 32 is provided near the end of the first passage P1 at one end. The first switching baffle 32 is configured to selectively connect the first passage P1 (the end of the first passage at one end) to either the external gas inlet 22 or the internal gas inlet 23. In other words, the first switching baffle 32 is configured to switch between a first state in which the first passage P1 is connected to the external gas inlet 22 (via the first connection path CP1) but the connection between the first passage P1 and the internal gas inlet 23 is cut off, and a second state in which the first passage P1 is connected to the internal gas inlet 23 but the connection between the first passage P1 and the external gas inlet 22 (via the first connection path CP1) is cut off.

[0045] When the first switching baffle 32 connects the first passage P1 to the external gas inlet 22 (i.e., in the first state), the first passage P1 can guide the air (external gas) introduced from the external gas inlet 22 to the evaporator 29. When the first switching baffle 23 connects the first passage P1 to the internal gas inlet 23 (i.e., in the second state), the first passage P1 can guide the air (internal gas) introduced from the internal gas inlet 23 to the evaporator 29. In other words, the first passage P1 is configured to guide the external gas introduced from the external gas inlet 22 to the evaporator 29 by connecting with the external gas inlet 22, and to guide the internal gas introduced from the internal gas inlet 23 to the evaporator 29 by connecting with the internal gas inlet 23. Hereinafter, the air (external gas, internal gas) guided to the evaporator 29 through the first passage P1, that is, the air (external gas, internal gas) flowing in the first passage P1, will be referred to as "first air".

[0046] The second connected path CP2 and the second path P2 correspond to the first connected path CP1 and the first path P1 in a manner that... Figure 1 The second passage P2 is disposed on the lower side within the air conditioner housing 21. Furthermore, the second connecting path CP2 is located further away from the first end than the second passage P2. The end of the second connecting path CP2 at one end communicates with the external gas inlet 22, and the end of the second connecting path CP2 at the other end communicates with the end of the second passage P2 at one end. In other words, the end of the second passage P2 is connected to the external gas inlet 22 via the second connecting path CP2. Furthermore, the end of the second passage P2 at one end also communicates with the internal gas inlet 23. The second passage P2, like the first passage P1, extends from the end of the second connecting path CP2 at the other end and the end connected to the internal gas inlet 23 to a predetermined position between the blower fan 28 and the evaporator 29.

[0047] A second switching baffle 33 is provided near the end of one end of the second passage P2. The second switching baffle 33 is configured to selectively connect the second passage P2 (the end of one end) to either the external gas inlet 22 or the internal gas inlet 23. Specifically, the second switching baffle 33 is configured to switch between a third state in which the second passage P2 is connected to the external gas inlet 22 (via the second connection path CP2) but the connection between the second passage P2 and the internal gas inlet 23 is cut off, and a fourth state in which the second passage P2 is connected to the internal gas inlet 23 but the connection between the second passage P2 and the external gas inlet 22 (via the second connection path CP2) is cut off.

[0048] When the second switching baffle 33 connects the second passage P2 to the external gas inlet 22 (i.e., in the third state), the second passage P2 can guide the air (external gas) introduced from the external gas inlet 22 to the evaporator 29. When the second switching baffle 33 connects the second passage P2 to the internal gas inlet 23 (i.e., in the fourth state), the second passage P2 can guide the air (internal gas) introduced from the internal gas inlet 23 to the evaporator 29. In other words, the second passage P2 is configured similarly to the first passage P1 to guide the external gas introduced from the external gas inlet 22 to the evaporator 29 through connection with the external gas inlet 22, and to guide the internal gas introduced from the internal gas inlet 23 to the evaporator 29 through connection with the internal gas inlet 23. Furthermore, the air (external gas, internal gas) guided to the evaporator 29 through the second passage P2, i.e., the air (external gas, internal gas) flowing in the second passage P2, will be referred to as "second air".

[0049] A first flow regulating baffle 34 is provided in the first passage P1. The first flow regulating baffle 34 is configured to regulate the flow rate of the air (first air) flowing in the first passage P1. A second flow regulating baffle 35 is provided in the second passage P2. The second flow regulating baffle 35 is configured to regulate the flow rate of the air (second air) flowing in the second passage P2.

[0050] The first switching baffle 32, the second switching baffle 33, the first flow regulating baffle 34, and the second flow regulating baffle 35 are respectively driven to rotate by electric actuators 61, 62, 63, and 64 that operate based on control signals from the air conditioning control device 5 (see reference). Figure 2 In other words, the first switching baffle 32, the second switching baffle 33, the first flow regulating baffle 34, and the second flow regulating baffle 35 are controlled by the air conditioning control device 5.

[0051] The first switching baffle 32 and the second switching baffle 33, furthermore, the first switching baffle 32, the second switching baffle 33, the first flow baffle 34, and the second flow regulating baffle 35 are configured to switch the intake mode of the vehicle air conditioning unit 1 to an internal gas mode, an external gas mode, or an internal and external gas mode through a combination of their respective rotational positions. For example, as Figure 1As shown by the solid line, when the first switching baffle 32 is in the position that connects the first passage P1 and the internal gas inlet 23 but cuts off the connection between the first passage P1 and the external gas inlet 22 (the second state); when the second switching baffle 33 is in the position that connects the second passage P2 and the external gas inlet 22 but cuts off the connection between the second passage P2 and the internal gas inlet 23 (the third state); when the first flow regulating baffle 34 is in the position that opens the first passage P1; and when the second flow regulating baffle 35 is in the position that opens the second passage P2, the intake mode of the vehicle air conditioning unit 1 becomes an internal and external gas mode in which external gas and internal gas are introduced into the air conditioning housing 21.

[0052] On the other end of the air conditioner housing 21, a face section 26A is provided at the face outlet 26, and a foot section 27A is provided at the foot outlet 27. Furthermore, an outlet switching door 36 is provided in the space between the defrost outlet 25 and the foot outlet 27. The defrost outlet 25 can be opened and closed by the outlet switching door 36. The face outlet 26 can be opened and closed by the face section 26A. The foot outlet 27 can be opened and closed by the foot section 27A.

[0053] The front panel 26A, foot panel 27A, and exit switching door 36 are driven to rotate by electric actuators 65, 66, and 67, respectively, which operate based on control signals from the air conditioning control unit 5 (see reference). Figure 2 In other words, the front panel 26A, the foot panel 27A, and the exit switching door 36 are controlled by the air conditioning control unit 5.

[0054] The face section 26A, foot section 27A, and outlet switching door 36 are configured to switch the air outlet mode of the vehicle air conditioning unit 1 to defrost mode, face mode, foot mode, face-foot mode, defrost-foot mode, or off mode according to the combination of their respective rotation positions. For example, Figure 1 As shown by the solid line, when the front section 26A is in the position where the front outlet 26 is closed, the foot section 27A is in the position where the foot outlet 27 is open, and the outlet switching door 36 is in the middle position away from the defrost outlet 25 and the foot outlet 27 and the defrost outlet 25 is open, the air outlet mode of the vehicle air conditioning unit 1 becomes the defrost-foot mode in which air from the air conditioning housing 21 is blown from the defrost outlet 25 and the foot outlet 27 into the vehicle interior.

[0055] In this embodiment, a total heat exchanger 37 is provided between the blower fan 28 and the evaporator 29 within the air conditioner housing 21, and more specifically, between the downstream end (the other end) of the first passage P1 within the air conditioner housing 21 and the evaporator 29. The total heat exchanger 37 can introduce first air flowing within the first passage P1 and at least a portion of second air flowing within the second passage P2. The total heat exchanger 37 is configured to exchange total heat (temperature and humidity) between the introduced first air and the second air.

[0056] Additionally, in this embodiment, the air conditioning housing 21 also has an exhaust port 38 for discharging internal (i.e., air inside the air conditioning housing 21) air to the outside of the vehicle. The exhaust port 38 is formed at the end of the downstream side (the other end side) of the first passage P1 in the air conditioning housing 21, more specifically at the portion facing the total heat exchanger 37.

[0057] Here, the total heat exchanger 37 will be described. Figure 3 This is a schematic perspective view of the total heat exchange elements used in the total heat exchanger 37. Figure 3 In the total heat exchanger 37, the total heat exchange element is formed by stacking, for example, a partition member 371 formed by coating a polymer adsorbent material onto a fibrous substrate and a corrugated spacer member 372 in one direction. The total heat exchange element is configured such that the direction in which air XA is introduced and discharged as supply air SA is alternately offset by 90° between the layers from the direction in which air YA is introduced and discharged as exhaust air EA. The polymer adsorbent material used in the partition member 371 is, for example, made of cross-linked sodium polyacrylate. This polymer adsorbent material absorbs moisture rapidly and can desorb (release) the retained moisture at a relatively low heating temperature, and can retain moisture for a long time. Therefore, the partition member 371 formed by coating a polymer adsorbent material onto a fibrous substrate has both thermal conductivity and moisture permeability.

[0058] In this embodiment, the total heat exchanger 37 makes Figure 3 The air supply SA in the total heat exchange element shown is arranged adjacent to the downstream end of the first passage P1 in a manner that follows the flow direction of the air (first air) within the first passage P1 in the air conditioning housing 21. In other words, the total heat exchanger 37 is arranged at the downstream end of the first passage P1 in such a manner that… Figure 3The flow direction of air YA and exhaust EA in the total heat exchange element is orthogonal to the flow direction of the first air in the first passage P1 of the air conditioner housing 21. The inlet surface of air YA in the total heat exchange element faces into the second passage P2, and the outlet surface of exhaust EA faces the exhaust port 38. In the total heat exchanger 37 configured as described above, the first air flowing in the first passage P1 and the second air flowing in the second passage P2 can exchange total heat (temperature and humidity) between the first air and the second air without mixing. Although not particularly limited, the exchange efficiency of the total heat exchanger 37 in this embodiment can also be 50%.

[0059] On the outside of the second air inlet surface in the total heat exchanger 37, i.e. Figure 1 A flow rate regulating baffle 39 is provided below the total heat exchanger 37. The flow rate regulating baffle 39 is driven to rotate by an electric actuator 69 that operates based on a control signal from the air conditioning control unit 5 (see reference). Figure 2 In other words, the flow rate adjustment baffle 39 is controlled by the air conditioning control device 5. The flow rate adjustment baffle 39 is configured to adjust the flow rate ratio of the second air flowing in the second passage P2 to the flow rate of the second air introduced to the total heat exchanger 37 and the second air supplied to the evaporator 29 based on its rotational position. For example, as... Figure 1 As shown by the solid line, when the angle (hereinafter referred to as "opening") between the flow ratio regulating baffle 39 and the flow direction of the second air in the second passage P2 is 45°, the flow ratio of the second air introduced into the total heat exchanger 37 to the flow ratio of the second air sent to the evaporator 29 is 1:1.

[0060] Air conditioning control device 5 ( Figure 2 The air conditioning control device 5 is composed of a microcomputer including a CPU, ROM, RAM, and other memory, as well as I / O ports. It is configured to perform various calculations based on a program stored in the ROM, detection signals from various input sensors, and operation signals from various input switches, and to control the operation of the vehicle air conditioning unit 1. More specifically, it outputs control signals to various devices electrically connected to the air conditioning control device 5 to control these devices. Furthermore, in this embodiment, the air conditioning control device 5 corresponds to the "control unit" of this invention.

[0061] The various sensors include temperature sensor groups 71 and humidity sensor groups 72 installed inside and outside the air conditioning unit 2, seat weight sensors 73, and CO2 concentration sensors 74. The temperature sensor groups 71 include an external gas temperature sensor for detecting the temperature of the external gas, an internal gas temperature sensor for detecting the temperature of the internal gas, a temperature sensor for detecting the surface temperature of the vehicle's window glass, and a temperature sensor for detecting the temperature of the air near the window glass inside the vehicle. The humidity sensor groups 72 include an external gas humidity sensor for detecting the humidity of the external gas, an internal gas humidity sensor for detecting the humidity of the internal gas, and a humidity sensor for detecting the humidity of the air near the window glass inside the vehicle. The seat weight sensor 73 is a sensor that detects the weight of each seat installed inside the vehicle. The CO2 concentration sensor 74 is a sensor that detects the concentration of carbon dioxide (CO2) inside the vehicle. Furthermore, the air conditioning control device 5 can determine the number of occupants inside the vehicle based on the changes in the weight of each seat detected by the seat weight sensor 73.

[0062] The various switches are arranged in a manner that allows occupants to operate them, for example, on an operation panel 75 located at the front of the vehicle interior. These switches include an on / off switch for turning the vehicle air conditioning unit 1 on / off, an automatic switch for turning the automatic control of the vehicle air conditioning unit 1 on / off, an A / C switch for turning the cooling function on / off, a heating switch for turning the heating function on / off, an inlet mode switch for switching the inlet mode, an outlet mode switch for switching the outlet mode, and an airflow setting switch for setting the airflow of the air conditioning air blown into the vehicle interior, etc.

[0063] The various devices include a blower fan 28, a refrigeration cycle 40 (compressor 41), a heat transfer medium heating device 50 (electric heater 51), an electric pump 52, and electric actuators 61-69, etc. Furthermore, by operating the refrigeration cycle 40 (operating the compressor 41), the evaporator 29 functions as a cooler to cool the air flowing within the air conditioning housing 21, and by operating the heat transfer medium heating device 50 (electric heater 51) and the electric pump 52, the heater core 30 functions as a heater to heat the air flowing within the air conditioning housing 21.

[0064] Next, an example of the operation of the vehicle air conditioning unit 1 according to the embodiment will be described. The vehicle air conditioning unit 1 is configured to process (cool and dehumidify) the outside air while exchanging air in the vehicle interior during cooling operation, and to process (heat and humidify) the outside air or process (dehumidify) the inside air while exchanging air in the vehicle interior during heating operation.

[0065] [Refrigeration Operation]

[0066] First, an example of the operation of the vehicle air conditioning unit 1 in summer will be explained.

[0067] Generally, the vehicle air conditioning unit 1 operates in cooling mode during summer when the temperature and humidity of the outside air are high. When the vehicle air conditioning unit 1 is operating in cooling mode, to improve cooling efficiency, it is preferable to set the intake mode to internal gas mode, circulating the air conditioning air within the vehicle interior. However, when operating in cooling mode with 100% internal gas circulation, the CO2 concentration inside the vehicle interior increases due to occupants exhaling, thus requiring ventilation. That is, hot and humid outside air is introduced, cooled, and supplied to the vehicle interior, while an equal amount of cool and low-humidity inside air is exhausted to the outside. This ventilation (introduction of outside air and exhaust of inside air) leads to a decrease in cooling efficiency. The vehicle air conditioning unit 1 of this embodiment has a total heat exchanger 37, through which the outside air is processed (cooled and dehumidified), and the power consumption during cooling operation is suppressed by adjusting the flow rates of the introduced outside air and the inside air.

[0068] (Initial state of refrigeration operation)

[0069] Figure 4 The airflow is shown in the initial state of cooling operation. In this embodiment, in the initial state of cooling operation, the inlet mode is set to internal gas mode, and the outlet mode is set to face mode.

[0070] The intake mode is set to internal gas mode. Therefore, the air conditioning control device 5 controls the first switching baffle 32, the second switching baffle 33, the first flow regulating baffle 34, and the second flow regulating baffle 35 to... Figure 4 At the position indicated by the solid line. That is, the first switching baffle 32 connects the first passage P1 to the internal gas inlet 23, but cuts off the connection between the first passage P1 and the external gas inlet 22 (the second state). The second switching baffle 33 connects the second passage P2 to the internal gas inlet 23, but cuts off the connection between the second passage P2 and the external gas inlet 22 (the fourth state). In addition, the first flow regulating baffle 34 fully opens the first passage P1 and sets the flow rate of the first air flowing in the first passage P1 to the maximum, and the second flow regulating baffle 35 fully opens the second passage P2 and sets the flow rate of the second air flowing in the second passage P2 to the maximum.

[0071] Furthermore, the air outlet mode is set to face mode, thereby the air conditioning control device 5 controls the face section 26A, foot section 27A, and outlet switching door 36. Figure 4The solid line indicates the location. That is, the face section 26A opens the face outlet 26, the foot section 27A closes the foot outlet 27, and the outlet switching door 36 closes the defroster outlet 25.

[0072] In addition, in the initial state of refrigeration operation, the flow ratio adjustment baffle 39, as Figure 4 The solid line indicates the position reached along the flow direction of the second air in the second passage P2, i.e., its opening is 0°, and the inlet surface of the second air in the total heat exchanger 37 is closed.

[0073] Furthermore, during cooling operation, the air mixing gate 30A located upstream of the heater core 30 forms a state in which all the air flowing inside the air conditioning housing 21 passes through the bypass passage B.

[0074] Next, set the airflow according to the air volume (e.g., 200m³). 3 / h) etc. drive the blower fan 28 through the control signal output from the air conditioning control device 5, for example, the blower fan 28 can make 100m 3 The system operates with air flowing at a rate of / h to the first passage P1 and the second passage P2 respectively.

[0075] In addition, during refrigeration operation, the refrigeration cycle 40 is operated by the air conditioning control device 5, and the evaporator 29 functions as a cooler to cool the air flowing inside the air conditioning housing 21. On the other hand, the heat transfer heating device 50 (electric heater 51) and the electric pump 52 are stopped, and the heater core 30 does not function as a heater.

[0076] In this case, such as Figure 4 As shown, 200m 3 Internal gas (RA) with a flow rate of / h is introduced into the air conditioning housing 21 through internal gas inlet 23. The internal gas (RA) introduced into the air conditioning housing 21 is then split into the first passage P1 and the second passage P2. Internal gas (RA1), flowing as first air in the first passage P1, is introduced into the evaporator 29 via the total heat exchanger 37. Internal gas (RA2), flowing as second air in the second passage P2, is directly introduced into the evaporator 29. The evaporator 29 cools the internal gas (RA1) from the first passage P1 and the internal gas (RA2) from the second passage P2. The air cooled in the evaporator 29 (RA1 + RA2) passes through bypass passage B and is discharged from the face outlet 26 at a speed of 200m... 3 / A flow rate of h is blown into the vehicle interior. In this way, the vehicle air conditioning unit 1 operates for cooling under 100% internal air circulation.

[0077] In the vehicle air conditioning unit 1, the air conditioning control unit 5 determines the number of occupants in the vehicle interior based on information from the seat weight sensor 73 during cooling operation. The number of occupants in the vehicle interior is used as a parameter to infer the degree of increase in CO2 concentration inside the vehicle interior. That is, the CO2 concentration inside the vehicle interior mainly increases due to the exhalation of occupants; therefore, the degree of increase in CO2 concentration also changes proportionally to the number of occupants or the total weight of the occupants. Utilizing the above characteristics, the air conditioning control unit 5 (i.e., the vehicle air conditioning unit 1) infers the change in CO2 concentration inside the vehicle interior during cooling operation based on the number of occupants and controls the ventilation rate. However, it is not limited to this; the air conditioning control unit 5 (vehicle air conditioning unit 1) may also use the CO2 concentration inside the vehicle interior detected by the CO2 concentration sensor 74 to control the ventilation rate.

[0078] When the number of occupants in the vehicle compartment is confirmed based on information from the seat weight sensor 73, the air conditioning control device 5 controls various parts of the vehicle air conditioning unit 1 (air unit 2) to perform ventilation (introduction of external air and exhaust of internal air) corresponding to the number of occupants. Although not specifically limited, in this embodiment, the ventilation volume required for air conditioning operation is set to 51m³ per occupant. 3 / h. The following is a detailed explanation of the case where there are two occupants in the carriage.

[0079] (Refrigeration operation with two occupants)

[0080] Figure 5 The diagram illustrates the airflow during cooling operation with two occupants. When it is confirmed that there are two occupants based on information from the seat weight sensor 73, the air conditioning control unit 5 further controls the blower fan 28, the first switching baffle 32, the first flow rate regulating baffle 34, and the flow rate ratio regulating baffle 39 from the initial cooling operation state, thereby maintaining the airflow corresponding to the set airflow (here, 200 m³ / h). 3 / h) while at 102m 3 / h (=2×51m) 3 The system performs air exchange (external gas introduction and internal gas exhaust) at a rate of / h, and treats the external gas in the total heat exchanger 37 (which is cooled and dehumidified by the internal gas).

[0081] Through the above control, the first switching baffle 32 connects the first passage P1 to the external gas inlet 22, but disconnects the first passage P1 from the internal gas inlet 23 (first state). The blower fan 28, for example, can make 200m... 3 The system operates with air flowing at a rate of / h into the first passage P1 and the second passage P2, respectively. The first flow regulating baffle 34 maintains the first airflow in the first passage P1 at a flow rate of 102m³ / h.3 At a position of / h. The flow rate adjustment baffle 39 maintains the flow rate of the second air flowing in the second passage P2 and introduced into the total heat exchanger 37 at 102m³ / h. 3 / h, the flow rate of the second air supplied to evaporator 29 reaches 98m³ / h. 3 At the / h position. In addition, the second switching baffle 33 keeps the second passage P2 connected to the internal gas inlet 23, and the second flow regulating baffle 35 keeps the second passage P2 fully open.

[0082] Here, as an example, we consider a scenario where the external gas temperature is 35°C and the external gas relative humidity is 60%, while the internal gas temperature is 25°C and the internal gas relative humidity is 30%. Under these circumstances, the state of the air flowing in each part of the air conditioning unit 2 (vehicle air conditioning device 1) changes as shown in Table 1.

[0083] [Table 1]

[0084] With the refrigeration system in operation and two occupants present

[0085] Reference Figure 5 According to Table 1, under refrigeration operation and with two occupants, the external gas (OA) is introduced from the external gas inlet 22 at a rate of 102m. 3 A flow rate of / h is introduced into the air conditioning housing 21, and internal gas (RA) is introduced from the internal gas inlet 23 at a rate of 200m. 3 A flow rate of / h is introduced into the air conditioning housing 21. The external gas (OA) introduced into the air conditioning housing 21, as the first air (OA1), is introduced into the total heat exchanger 37 via the first passage P1. The internal gas (RA) introduced into the air conditioning housing 21, as the second air (RA2), passes through the second passage P2 and is divided into two directions by the flow ratio regulating baffle 39, 102m 3 Internal air (RA2-1) at a flow rate of / h is introduced into the total heat exchanger 37, and 98m 3 An internal gas (RA2-2) at a flow rate of / h is introduced into the evaporator 29.

[0086] In the total heat exchanger 37, total heat (temperature and humidity) is exchanged between the introduced external gas (OA1) and the internal gas (RA2-1). Through this total heat exchange, the external gas (OA1) is cooled and dehumidified, becoming air (SA) with a temperature of 30°C and a relative humidity of 51.3%, and then flows out of the total heat exchanger 37 and is sent to the evaporator 29. Furthermore, through the same total heat exchange, the internal gas (RA2-1) is heated and humidified, becoming air (EA) with a temperature of 29.9°C and a relative humidity of 5.01%, and then flows out of the total heat exchanger 37 and is discharged outside the vehicle through the exhaust port 38.

[0087] Therefore, from the total heat exchanger 37 at 102m 3 Air (SA) delivered at a flow rate of / h and from the second passage P2 at 98m 3 Internal gas (RA2-2) supplied at a flow rate of / h is introduced into evaporator 29 in a mixed state. Specifically, by mixing the two, air (CA1) with a temperature of 27.5°C and a relative humidity of 42.6% is introduced into evaporator 29. The flow rate of air (CA1) introduced into evaporator 29 is 200 m³ / h. 3 / h. After being cooled in the evaporator 29, the air (CA1) passes through the bypass passage B and is blown into the vehicle interior as air conditioning air (CA2) from the face outlet 26. Here, the air conditioning air (CA2) with a temperature of 5°C and a relative humidity of 100% is blown from the face outlet 26 towards the upper body of the occupant in the vehicle interior.

[0088] As described above, when the vehicle air conditioning unit 1 utilizes the total heat exchanger 37, that is, when it processes (cools and dehumidifies) the external air while simultaneously exchanging air (introducing external air and expelling internal air) through the total heat exchanger 37, the specific enthalpy of the air (CA1) introduced into the evaporator 29 reaches 52.6 kJ / kg (total heat exchanger in Table 1: present). On the other hand, under the same conditions, when the vehicle air conditioning unit 1 does not utilize the total heat exchanger 37 for air exchange (introducing external air and expelling internal air), the temperature of the air (CA1) introduced into the evaporator 29 is 30°C, the relative humidity is 51.2%, and the specific enthalpy reaches 65.0 kJ / kg (total heat exchanger in Table 1: absent). The specific enthalpy of the air conditioning air (CA2) blown out from the face outlet 26 is 18.6 kJ / kg. If these values ​​are used to calculate the energy-saving effect of the total heat exchanger 37, then {1 - (52.6 - 18.6) / (65.0 - 18.6)} = 1 - (34.0 / 46.4) = 26.8%.

[0089] Furthermore, unlike existing technologies, the vehicle air conditioning unit 1 of this embodiment does not require a separate exhaust passage (and ventilation fan) for discharging internal gases, thus reducing the need for large-scale installation. Therefore, the vehicle air conditioning unit 1 according to this embodiment can process (cool and dehumidify) external gases while ventilating the vehicle interior during cooling operation without compromising its adaptability to vehicle installation, and can also reduce power consumption during cooling operation.

[0090] Additionally, although diagrams and explanations are omitted, in the case of N occupants, in order to achieve N×51m during refrigeration operation... 3 The system performs ventilation (external gas introduction and internal gas exhaust) at a ventilation rate of / h, and appropriately processes the external gas in the total heat exchanger 37. The air conditioning control device 5 only needs to control the first switching baffle 32 by connecting the first passage P1 to the external gas inlet 22, and control the second switching baffle 33 by connecting the second passage P2 to the internal gas inlet 23. Based on this, it can appropriately control the blower fan 28, the first flow regulating valve 34, the second flow regulating valve 35, and the flow ratio regulating baffle 39 (the heating operation described later is the same).

[0091] Furthermore, as described above, a portion (RA2-1) of the internal gas (RA2) flowing in the second passage P2 as the second air is introduced into the total heat exchanger 37. However, this is not the only limitation. In cases such as an increase in the number of occupants (air exchange rate), all of the internal gas (RA2) flowing in the second passage P2 as the second air may be introduced into the total heat exchanger 37.

[0092] In addition, in the vehicle air conditioning unit 1 of this embodiment, besides performing the aforementioned ventilation (introduction of external gas and exhaust of internal gas) corresponding to the number of occupants in the vehicle interior, the air conditioning control device 5 also monitors the CO2 concentration in the vehicle interior detected by the CO2 concentration sensor 74, and can correct the ventilation rate corresponding to the number of occupants in a way that keeps the CO2 concentration below a reference value. The reference value is predetermined as an upper limit of the CO2 concentration in the vehicle interior, for example, 1100 ppm. Specifically, when the CO2 concentration in the vehicle interior detected by the CO2 concentration sensor 74 is close to or exceeds the reference value, the air conditioning control device 5 of the vehicle air conditioning unit 1, for example, adjusts the ventilation rate for each occupant to a set value (51 m³ / s). 3 The correction ( / h) is added to achieve a state where the CO2 concentration in the vehicle interior is controlled below the baseline value.

[0093] [Heating Operation]

[0094] Next, an example of the operation of the vehicle air conditioning unit 1 in winter will be explained.

[0095] Generally, in winter when the outside air temperature is low, the vehicle air conditioning unit 1 operates in heating mode. When the vehicle air conditioning unit 1 is operating in heating mode, to improve heating efficiency, it is preferable to set the intake mode to internal gas mode, circulating the air conditioning air within the vehicle interior. However, when operating in heating mode with 100% internal gas circulation, similar to cooling mode, the CO2 concentration inside the vehicle interior increases due to occupants exhaling, thus requiring ventilation (introduction of external air and exhaust of internal air). This ventilation (introduction of external air and exhaust of internal air) leads to a decrease in heating efficiency. Furthermore, condensation easily forms on the vehicle windows during heating operation. To prevent fogging of the windows due to condensation during heating operation, an effective method is to introduce external air into the vehicle interior; however, the decrease in humidity and heat loss inside the vehicle interior caused by introducing external air becomes a technical problem. Therefore, the vehicle air conditioning unit 1 of this embodiment ensures the same amount of ventilation required to prevent the CO2 concentration in the vehicle interior from rising, as is required during the cooling operation described above. It also processes the external gas (heating and humidifying) or the internal gas (dehumidifying) through the total heat exchanger 37, and adjusts the flow rates of the introduced external gas and internal gas respectively. As a result, the power consumption during heating operation is suppressed, and condensation (fogging) is prevented on the vehicle windows.

[0096] (Initial state of heating operation)

[0097] Figure 6 The airflow is shown in the initial state of heating operation. In this embodiment, in the initial state of heating operation, the inlet mode is set to internal gas mode and the outlet mode is set to face mode.

[0098] The intake mode is set to internal gas mode. Therefore, similar to the initial state of cooling operation, the air conditioning control device 5 controls the first switching baffle 32, the second switching baffle 33, the first flow regulating baffle 34, and the second flow regulating baffle 35 to [the desired state]. Figure 6 At the position indicated by the solid line. That is, the first switching baffle 32 connects the first passage P1 to the internal gas inlet 23, but cuts off the connection between the first passage P1 and the external gas inlet 22 (the second state). The second switching baffle 33 connects the second passage P2 to the internal gas inlet 23, but cuts off the connection between the second passage P2 and the external gas inlet 22 (the fourth state). The first flow regulating baffle 34 fully opens the first passage P1, and the second flow regulating baffle 35 fully opens the second passage P2.

[0099] Furthermore, the air outlet mode is set to foot mode, thereby the air conditioning control unit 5 controls the front door 26A, foot door 27A, and outlet switching door 36 in [the specified position]. Figure 6 The solid line indicates the location. That is, the face section 26A closes the face outlet 26, the foot section 27A opens the foot outlet 27, and the outlet switching door 36 closes the defroster outlet 25.

[0100] In addition, in the initial state of heating operation, the flow ratio regulating baffle 39 is the same as in the initial state of cooling operation, reaching the position along the flow direction of the second air in the second passage P2, that is, its opening degree is 0°, and closing the inlet surface of the second air in the total heat exchanger 37.

[0101] Furthermore, during heating operation, the air mixing gate 30A located on the upstream side of the heater core 30 forms a state in which all the air flowing inside the air conditioning housing 21 passes through the heater core 30.

[0102] Next, set the airflow according to the air volume (e.g., 200m³). 3 / h) Drives the blower fan 28 by a control signal output from the air conditioning control unit 5, for example, in a 100m... 3 The system operates with air flowing at a rate of / h to the first passage P1 and the second passage P2 respectively.

[0103] In addition, during heating operation, the heating device 50 (electric heater 51) and electric pump 52 are driven by the air conditioning control device 5, and the heater core 30 functions as a heater to heat the air flowing in the air conditioning housing 21. However, the refrigeration cycle 40 (compressor 41) stops, and the evaporator 29 does not function as a cooler.

[0104] In this case, such as Figure 6 As shown, 200m 3 Internal gas (RA) with a flow rate of / h is introduced into the air conditioning housing 21 through internal gas inlet 23. The internal gas (RA) introduced into the air conditioning housing 21 is then split into a first passage P1 and a second passage P2. Internal gas (RA1), flowing in the first passage P1 as the first air, is introduced into the heater core 30 via the total heat exchanger 37 and evaporator 29. Internal gas (RA2), flowing in the second passage P2 as the second air, is introduced into the heater core 30 via the evaporator 29. The heater core 30 heats the introduced air (RA1 + RA2), and the heated air (RA1 + RA2) is then released as air conditioning air CA from the foot outlet 27 at a speed of 200m. 3 A flow rate of / h is blown into the vehicle interior. In this case, the vehicle air conditioning unit 1 operates in heating mode with 100% internal air circulation.

[0105] In the vehicle air conditioning system 1, the air conditioning control unit 5 determines the number of occupants in the vehicle interior based on information from the seat weight sensor 73 during heating operation. Furthermore, the air conditioning control unit 5 uses the detection values ​​from the temperature sensor and humidity sensor located near the window glass in the temperature sensor group 71 and humidity sensor group 72 to calculate the dew point temperature of the air near the window glass. In addition, the air conditioning control unit 5 performs ventilation (introducing external air and expelling internal air) corresponding to the number of occupants in the vehicle interior, and controls each part of the vehicle air conditioning system 1 in a manner that the dew point temperature of the air near the window glass is lower than the surface temperature of the window glass. Hereinafter, the case where there are two occupants in the vehicle interior will be described, similar to the cooling operation.

[0106] (Heating operation with two occupants - External gas handling -)

[0107] Figure 7 and Figure 8 This illustrates the airflow during heating operation with two occupants and external gas handling. When two occupants are confirmed based on information from the seat weight sensor 73, the air conditioning control unit 5 further controls the blower fan 28, the first switching baffle 32, the first flow regulating baffle 34, and the flow ratio regulating baffle 39 from the initial state of heating operation. Figure 7 This maintains the airflow of the air conditioner corresponding to the set airflow volume (200m³ / h in this case). 3 / h) while at 102m 3 / h (=2×51m) 3 The system performs air exchange (external gas introduction and internal gas exhaust) at a rate of / h, and treats the external gas in the total heat exchanger 37 (which is heated and dehumidified by the internal gas).

[0108] Through the above control, the first switching baffle 32 connects the first passage P1 to the external gas inlet 22, but disconnects the first passage P1 from the internal gas inlet 23 (first state). The blower fan 28, for example, can make 200m... 3 The system operates with air flowing at a rate of / h into the first passage P1 and the second passage P2, respectively. The first flow regulating baffle 34 maintains the first airflow in the first passage P1 at a flow rate of 102m³ / h. 3 At a position of / h. The flow rate adjustment baffle 39 maintains the flow rate of the second air flowing in the second passage P2 and introduced into the total heat exchanger 37 at 102m³ / h. 3 / h, the flow rate of the second air delivered to the heater core 30 via the evaporator 29 reaches 98m³ / h. 3At the / h position. In addition, the second switching baffle 33 keeps the second passage P2 connected to the internal gas inlet 23, and the second flow regulating baffle 35 keeps the second passage P2 fully open.

[0109] Here, as an example, we consider a case where the external gas temperature is 5°C and the external gas relative humidity is 50%, while the internal gas temperature is 25°C and the internal gas relative humidity is 30%. Under these circumstances, the state of the air flowing in each part of the air conditioning unit 2 (vehicle air conditioning device 1) changes as shown in Table 2.

[0110] [Table 2]

[0111] Heating operation with two occupants - External gas handling ① -

[0112] Reference Figure 7 According to Table 2, when operating in heating mode and with two occupants handling the external gas, the external gas (OA) is introduced from the external gas inlet 22 at a flow rate of 102m. 3 A flow rate of / h is introduced into the air conditioning housing 21, and internal gas (RA) is introduced from the internal gas inlet 23 at a rate of 200m. 3 A flow rate of / h is introduced into the air conditioning housing 21. The external gas (OA) introduced into the air conditioning housing 21, as the first air (OA1), is introduced into the total heat exchanger 37 via the first passage P1. The internal gas (RA) introduced into the air conditioning housing 21, as the second air (RA2), is divided into two directions by the flow ratio regulating baffle 39 after passing through the second passage P2, 102m 3 Internal air (RA2-1) at a flow rate of / h is introduced into the total heat exchanger 37, and 98m 3 Internal gas (RA2-2) at a flow rate of / h is introduced into the heater core 30 via evaporator 29.

[0113] In the total heat exchanger 37, total heat (temperature and humidity) is exchanged between the introduced external gas (OA1) and the internal gas (RA2-1). Through this total heat exchange, the external gas (OA1) is heated and dehumidified, becoming air (SA) with a temperature of 14.3°C and a relative humidity of 41.4%, which flows out of the total heat exchanger 37 and is sent to the heater core 30 via the evaporator 29. Furthermore, through this total heat exchange, the internal gas (RA2-1) is cooled and dehumidified, becoming air (EA) with a temperature of 15°C and a relative humidity of 40.7%, which then flows out of the total heat exchanger 37 and is discharged to the outside of the vehicle through the exhaust port 38.

[0114] Therefore, from the total heat exchanger 37 at 102m 3 Air (SA) delivered at a flow rate of / h and from the second passage P2 at 98m3 Internal gas (RA2-2) supplied at a flow rate of / h is introduced into the heater core 30 in a mixed state. Specifically, by mixing the two, air (CA1) with a temperature of 19.4°C and a relative humidity of 35.8% is introduced into the heater core 30. The flow rate of the air (CA1) introduced into the heater core 30 is 200 m³ / h. 3 / h. Furthermore, air (CA1), heated in the heater core 30, is blown into the vehicle interior as air conditioning air (CA2) from the footwell outlet 27. Here, air conditioning air (CA2) at a temperature of 50°C and a relative humidity of 6.5% is blown from the footwell outlet 27 towards the heels of the occupants inside the vehicle interior. Moreover, the dew point temperature of the air conditioning air (CA2) is 3.9°C, which is 5°C lower than the temperature of the outside air (≈ the surface temperature of the window glass). This suppresses condensation (fogging) on ​​the window glass.

[0115] As mentioned above (i.e., in Figure 7 In the state shown, when the vehicle air conditioning unit 1 is operating in heating mode, the specific enthalpy of the air (CA1) introduced into the heater core 30 is 32.2 kJ / kg, and the specific enthalpy of the air conditioning air (CA2) blown out from the foot outlet 27 is 63.3 kJ / kg. On the other hand, when the vehicle air conditioning unit 1 is operating in heating mode with 100% external gas introduction, the specific enthalpy of the air (CA1) introduced into the heater core 30 (= external gas (OA)) is 11.8 kJ / kg, and the specific enthalpy of the air conditioning air (CA2) blown out from the foot outlet 27 is 57.3 kJ / kg (External gas introduction in Table 3: 100%). If these values ​​are used to calculate the energy-saving effect, then {1 - (63.3 - 32.2) / (57.3 - 11.8)} = 1 - (31.1 / 45.5) = 31.6%.

[0116] Furthermore, when the vehicle air conditioning unit 1 is operating in heating mode with 100% external air intake, the relative humidity of the air conditioning air (CA2) blown from the footwell outlet 27 is 3.5%. In contrast, when the vehicle air conditioning unit 1 is operating in heating mode as described above, the relative humidity of the air conditioning air (CA2) blown from the footwell outlet 27 becomes 6.5%. This further helps to suppress the decrease in humidity inside the vehicle.

[0117] exist Figure 7During heating operation as shown, the air conditioning control unit 5 compares the dew point temperature of the air near the window glass with a threshold. When the dew point temperature of the air near the window glass reaches the threshold, the amount of internal gas introduced into the total heat exchanger 37—that is, the amount of internal gas introduced into the vehicle interior to heat and humidify the external air—is reduced. This is used to reduce the moisture introduced into the vehicle interior to prevent condensation (fogging) on ​​the window glass. Here, the threshold is set based on the surface temperature of the window glass. Although not particularly limited, in this embodiment, the threshold is set to a temperature lower than the surface temperature of the window glass, for example, "the surface temperature of the window glass is -1°C." However, it is not limited to this; the surface temperature of the window glass can also be set to the threshold.

[0118] Specifically, when the dew point temperature of the air near the vehicle window reaches the threshold, the air conditioning control device 5... Figure 7 The indicated state reduces the opening of the flow ratio adjusting baffle 39 by a first predetermined amount. Furthermore, the air conditioning control device 5 is oriented to close the second passage P2, specifically to maintain the flow rate (98m³) of the internal gas (RA2-2) supplied to the heater core 30 via the evaporator 29. 3 The second flow rate regulating baffle 35 is controlled in a manner that allows the air conditioning control device 5 to adjust the flow rate ratio 39 by the first predetermined amount each time the dew point temperature of the air near the window reaches the threshold. Correspondingly, the second flow rate regulating baffle 35 is controlled in the direction that closes the second passage P2. In other words, the air conditioning control device 5 controls the flow rate ratio 39 to gradually reduce the flow rate of the internal gas (RA2-1) introduced into the total heat exchanger 37, thereby ensuring that the dew point temperature of the air near the window does not exceed the threshold, and further, preventing the dew point temperature of the air near the window from reaching the surface temperature of the window.

[0119] Furthermore, when the opening of the flow rate regulating baffle 39 drops to 0° and the flow rate regulating baffle 39 closes the second air inlet surface in the total heat exchanger 37, that is, when the internal gas (RA2-1) introduced into the total heat exchanger 37 drops to zero, the air conditioning control device 5 controls the blower fan 28, the first flow rate regulating baffle 34, and the second flow rate regulating baffle 35. Through the above control, the blower fan 28, for example, can make 102m 3 When air flows at a flow rate of / h into the first passage P1 and the second passage P2 respectively, the first flow regulating baffle 34 fully opens the first passage P1, and the second flow regulating baffle 35 maintains the flow rate of the second air flowing in the second passage P2 at 98m³ / h. 3 / h location ( Figure 8In this case, the state of the air flowing in each part of the air conditioning unit 2 (vehicle air conditioning unit 1) changes as shown in Table 3.

[0120] [Table 3]

[0121] Heating operation with two occupants - External gas handling ② -

[0122] Reference Figure 8 According to Table 3, with the second air inlet face in the total heat exchanger 37 closed, external gas (OA) is introduced from external gas inlet 22 at a speed of 102m. 3 A flow rate of / h is introduced into the air conditioning casing 21, and internal gas (RA) is introduced from the internal gas inlet 23 at a rate of 98m. 3 A flow rate of / h is introduced into the air conditioning housing 21. The external gas (OA) introduced into the air conditioning housing 21, as the first air (OA1), passes through the first passage P1 and is introduced into the heater core 30 via the total heat exchanger 37 and the evaporator 29. The internal gas (RA) introduced into the air conditioning housing 21, as the second air (RA2), passes through the second passage P2 and is sent to the heater core 30 via the evaporator 29.

[0123] Therefore, from the first pathway P1 at 102m 3 Air supplied at a flow rate of / h (OA1) and from the second passage P2 at 98m 3 Internal gas (RA2) supplied at a flow rate of / h is introduced into the heater core 30 in a mixed state. Specifically, by mixing the two, air (CA1) with a temperature of 14.4°C and a relative humidity of 41.3% is introduced into the heater core 30. The flow rate of the air (CA1) introduced into the heater core 30 is 200 m³ / h. 3 / h. Furthermore, air (CA1), after being heated in the heater core 30, is blown into the vehicle interior as air conditioning air (CA2) from the footwell outlet 27. Here, air conditioning air (CA2) with a temperature of 50°C and a relative humidity of 5.5% is blown from the footwell outlet 27 towards the heels of the occupants inside the vehicle interior. The dew point temperature of the air conditioning air (CA2) is 1.5°C, which is higher than that in... Figure 7 The dew point temperature (3.9°C) of the air conditioning air (CA2) in the shown condition is low. This further suppresses condensation (fogging) on ​​the car windows.

[0124] As mentioned above (i.e., in Figure 8Under the conditions shown, when the vehicle air conditioning unit 1 is operating in heating mode, the specific enthalpy of the air (CA1) introduced into the heater core 30 is 25.2 kJ / kg, and the specific enthalpy of the air conditioning air (CA2) blown out from the foot outlet 27 is 61.2 kJ / kg. On the other hand, when the vehicle air conditioning unit 1 is operating in heating mode with 100% external gas introduction, the specific enthalpy of the air (CA1) introduced into the heater core 30 (= external gas (OA)) is 11.8 kJ / kg, and the specific enthalpy of the air conditioning air (CA2) blown out from the foot outlet 27 is 57.3 kJ / kg (External gas introduction in Table 2: 100%). If these values ​​are used to calculate the energy-saving effect, then {1 - (61.2 - 25.2) / (57.3 - 11.8)} = 1 - (36.0 / 45.5) = 20.9%.

[0125] Furthermore, when the vehicle air conditioning unit 1 is operating in heating mode with 100% external air intake, the relative humidity of the air conditioning air (CA2) blown from the footwell outlet 27 is 3.5%. In contrast, when the vehicle air conditioning unit 1 is operating in heating mode as described above, the relative humidity of the air conditioning air (CA2) blown from the footwell outlet 27 becomes 5.5%. This further helps to suppress the decrease in humidity inside the vehicle.

[0126] (Heating operation with two occupants - switching from a state capable of handling external gases to a state capable of handling internal gases)

[0127] exist Figure 8 In the state shown, where even if the flow rate of the internal gas (RA2-1) introduced into the total heat exchanger 37 drops to zero, the dew point temperature of the air near the window glass will not fall below the threshold value, the air conditioning control device 5 switches the air conditioning unit 2 (vehicle air conditioning unit 1) from a state where it can process (heat and humidify) the external gas through the total heat exchanger 37 (state capable of processing external gas) to a state where it can process (dehumidify) the internal gas through the total heat exchanger 37 (state capable of processing internal gas). Figure 8 → Figure 9 Specifically, the air conditioning control device 5 from Figure 8 The states shown control the first switching baffle 32, the second switching baffle 33, the first flow regulating baffle 34, and the second flow regulating baffle 35.

[0128] Through the above control, the first switching baffle 32 connects the first passage P1 to the internal gas inlet 23, but cuts off the connection between the first passage P1 and the external gas inlet 22 (second state). The second switching baffle 33 connects the second passage P2 to the external gas inlet 22, but cuts off the connection between the second passage P2 and the internal gas inlet 23 (third state). The first flow regulating baffle 34 maintains the flow rate of the first air flowing in the first passage P1 at 98 m³ / s.3 At position / h, the second flow regulating baffle 35 fully opens the second passage P2. When the air conditioning unit 2 (vehicle air conditioning device 1) switches from a state that can handle external gas to a state that can handle internal gas, the state of the air flowing in each part of the air conditioning unit 2 (vehicle air conditioning device 1) changes as shown in Table 4.

[0129] [Table 4]

[0130] Heating operation with two occupants - switching from external gas treatment to internal gas treatment

[0131] Reference Figure 9 According to Table 4, when the air conditioning unit 2 (vehicle air conditioning unit 1) switches from a state capable of handling external gases to a state capable of handling internal gases, the external gas (OA) enters from the external gas inlet 22 at a speed of 102m 3 A flow rate of / h is introduced into the air conditioning casing 21, and internal gas (RA) is introduced from the internal gas inlet 23 at a rate of 98m. 3 A flow rate of / h is introduced into the air conditioning housing 21. The internal gas (RA) introduced into the air conditioning housing 21 is used as first air (RA1) and passes through the first passage P1, and is introduced into the heater core 30 via the total heat exchanger 37 and the evaporator 29. On the other hand, the external gas (OA) introduced into the air conditioning housing 21 is used as second air (OA2) and passes through the second passage P2, and is sent to the heater core 30 via the evaporator 29.

[0132] Therefore, from the first pathway P1 at 98m 3 Internal air (RA1) supplied at a flow rate of / h and from the second passage P2 at a flow rate of 102m 3 External gas (OA2) supplied at a flow rate of / h is introduced into the heater core 30 in a mixed state. Specifically, by mixing the two, air (CA1) at a temperature of 14.4°C and a relative humidity of 41.3% is introduced into the heater core 30 via the evaporator 29. The flow rate of the air (CA1) introduced into the heater core 30 is 200 m³ / h. 3 / h. Furthermore, air (CA1), after being heated in the heater core 30, is blown into the vehicle interior as air conditioning air (CA2) from the footwell outlet 27. Here, air conditioning air (CA2) with a temperature of 50°C and a relative humidity of 5.5% is blown from the footwell outlet 27 towards the heels of the occupants inside the vehicle interior. Additionally, regarding the dew point temperature and energy-saving effect of the air conditioning air (CA2), compared to the state before switching on the air conditioning unit 2 (vehicle air conditioning system 1)... Figure 8 (The state shown is the same).

[0133] (Heating operation with two occupants - Internal gas handling -)

[0134] When the air conditioning control device 5 switches the air conditioning unit 2 (vehicle air conditioning device 1) from a state that can handle external gas to a state that can handle internal gas ( Figure 8 → Figure 9 When the flow rate is adjusted, the external gas is introduced into the total heat exchanger 37 by using the flow rate adjustment baffle 39. That is, the internal gas is treated in the total heat exchanger 37 (the internal gas is dehumidified by the external gas) so as to reduce the moisture introduced into the vehicle interior.

[0135] Specifically, when the air conditioning control device 5 switches the air conditioning unit 2 from a state capable of handling external gas to a state capable of handling internal gas, it increases the opening of the flow ratio adjustment baffle 39 by a second predetermined amount, and correspondingly increases the flow rate (98m³) of the internal gas (RA1) maintained in the first passage P1. 3 / h) and the flow rate (102m) of external gas (OA2-2) delivered to heater core 30 via evaporator 29. 3 While increasing the flow rate of external gas (OA2-1) introduced into the total heat exchanger 37, the air conditioning control device 5 controls the blower fan 28, the first flow regulating baffle 34, and the second flow regulating baffle 35. Subsequently, each time the dew point temperature of the air near the window glass reaches the threshold, the air conditioning control device 5 increases the opening of the flow ratio regulating baffle 39 by a second predetermined amount, and correspondingly controls the blower fan 28, the first flow regulating baffle 34, and the second flow regulating baffle 35. In other words, the air conditioning control device 5 controls the blower fan 28, the second flow regulating baffle 35, and the flow ratio regulating baffle 39 by gradually increasing the flow rate of external gas (OA2-1) introduced into the total heat exchanger 37, so that the dew point temperature of the air near the window glass does not exceed the threshold, and further, prevents the dew point temperature of the air near the window glass from reaching the surface temperature of the window glass.

[0136] In addition, such as Figure 10 As shown, when the flow ratio regulating baffle 39 is opened to a ratio of 1:1 between the flow rate of the second air introduced into the total heat exchanger 37 and the flow rate of the second air introduced into the evaporator 29 (hereinafter referred to as the "specified opening"), the blower fan 28, for example, operates at a speed of 200 m³ / h. 3 The system operates with air flowing at a flow rate of / h into the first passage P1 and the second passage P2 respectively. The first flow regulating baffle 34 maintains the first air flow rate in the first passage P1 at 98m³ / h. 3 At the / h position. In this case, the state of the air flowing in each part of the air conditioning unit 2 (vehicle air conditioning unit 1) changes as shown in Table 5.

[0137] [Table 5]

[0138] Heating operation with two occupants - Internal gas handling -

[0139] Reference Figure 10 According to Table 5, when the flow ratio regulating baffle 39 is opened to the specified opening degree, the external gas (OA) flows from the external gas inlet 22 at a rate of 200m... 3 A flow rate of / h is introduced into the air conditioning casing 21, and internal gas (RA) is introduced from the internal gas inlet 23 at a rate of 98m. 3 A flow rate of / h is introduced into the air conditioning housing 21. The internal gas (RA) introduced into the air conditioning housing 21, as the first air (RA1), is introduced into the total heat exchanger 37 through the first passage P1. On the other hand, the external gas (OA) introduced into the air conditioning housing 21, as the second air (OA2), is divided into two directions by the flow ratio regulating baffle 39 after passing through the second passage P2, 98m 3 Internal air (OA2-1) at a flow rate of / h is introduced into the total heat exchanger 37,102m 3 Internal gas (OA2-2) with a flow rate of / h is introduced into the heater core 30 via evaporator 29.

[0140] In the total heat exchanger 37, total heat (temperature and humidity) is exchanged between the introduced internal gas (RA1) and the external gas (OA2-1). Through this total heat exchange, the internal gas (RA1) is cooled and dehumidified, becoming air (SA) with a temperature of 15°C and a relative humidity of 40.7%, which flows out of the total heat exchanger 37 and is sent to the heater core 30 via the evaporator 29. Furthermore, through the same total heat exchange, the external gas (OA2-1) is heated and humidified, becoming air (EA) with a temperature of 14.3°C and a relative humidity of 41.4%, which then flows out of the total heat exchanger 37 and is discharged to the outside of the vehicle through the exhaust port 38.

[0141] Therefore, from the total heat exchanger 37 at 98m 3 Air (SA) delivered at a flow rate of / h and from the second passage P2 at 102m 3 External gas (OA2-2) supplied at a flow rate of / h is introduced into the heater core 30 in a mixed state. Specifically, by mixing the two, air (CA1) with a temperature of 9.7°C and a relative humidity of 46.3% is introduced into the heater core 30. The flow rate of the air (CA1) introduced into the heater core 30 is 200 m³ / h. 3 / h. Furthermore, air (CA1), after being heated in the heater core 30, is blown into the vehicle interior as air conditioning air (CA2) from the footwell outlet 27. Here, air conditioning air (CA2) with a temperature of 50°C and a relative humidity of 4.5% is blown from the footwell outlet 27 towards the heels of the occupants inside the vehicle interior. The dew point temperature of the air conditioning air (CA2) is -1.1°C, which is higher than that in... Figure 8 The state shown and Figure 9 The dew point temperature (1.5℃) of the air conditioning air (CA2) in the shown condition is low. This helps to suppress condensation (fogging) on ​​the car windows.

[0142] As mentioned above (i.e., in Figure 10 In the state shown, when the vehicle air conditioning unit 1 is operating in heating mode, the specific enthalpy of the air (CA1) introduced into the heater core 30 is 18.5 kJ / kg, and the specific enthalpy of the air conditioning air (CA2) blown out from the foot outlet 27 is 59.3 kJ / kg. On the other hand, when the vehicle air conditioning unit 1 is operating in heating mode with 100% external gas introduced, the specific enthalpy of the air (CA1) introduced into the heater core 30 (= external gas (OA)) is 11.8 kJ / kg, and the specific enthalpy of the air conditioning air (CA2) blown out from the foot outlet 27 is 57.3 kJ / kg. If these values ​​are used to calculate the energy-saving effect, then {1 - (59.3 - 18.5) / (57.3 - 11.8)} = 1 - (40.8 / 45.5) = 10.3%.

[0143] Furthermore, when the vehicle air conditioning unit 1 is operating in heating mode with 100% external air intake, the relative humidity of the air conditioning air (CA2) blown from the footwell outlet 27 is 3.5%. In contrast, when the vehicle air conditioning unit 1 is operating in heating mode as described above, the relative humidity of the air conditioning air (CA2) blown from the footwell outlet 27 becomes 4.5%. This further helps to suppress the decrease in humidity inside the vehicle.

[0144] (Heating operation with two occupants - 100% external air intake -)

[0145] Even if it becomes Figure 10 When the dew point temperature of the air near the window glass in the indicated state is not lower than the threshold, the air conditioning control device 5 controls the blower fan 28, the first flow regulating baffle 34, and the flow ratio regulating baffle 39 in a heating operation by introducing 100% external gas.

[0146] Through the above control, the first flow regulating baffle 34 closes the first passage P1. The flow ratio regulating baffle 39 closes the second air inlet surface in the total heat exchanger 37. The blower fan 28, for example, can make 200m 3The system operates with air flowing at a rate of / h to both the first passage P1 and the second passage P2. In this situation, as... Figure 11 As shown, 200m 3 External gas (OA) at a flow rate of / h is introduced into the air conditioning housing 21 through external gas inlet 22. The external gas (OA) introduced into the air conditioning housing 21, as second air (OA2), passes through the second passage P2 and is introduced into the heater core 30 via the evaporator 29. The heater core 30 heats the introduced second air (OA2), and the heated air (OA2) in the heater core 30 is then used as air conditioning air CA and exits from the foot outlet 27 at a speed of 200m. 3 A flow rate of / h is blown into the vehicle interior. As a result, the vehicle air conditioning unit 1 operates in heating mode with 100% external air intake.

[0147] In addition, Figure 11 When the air conditioning unit 2 (vehicle air conditioning unit) is in the state shown, i.e., when it is in heating operation with 100% external gas introduced, if the dew point temperature of the air near the window glass is lower than the threshold value, the air conditioning control device 5 restores the state of the air conditioning unit 2 (vehicle air conditioning unit) 1 to the state shown. Figure 10 The system operates in a state where internal gases are processed while heating is performed within the total heat exchanger 37. In other words, internal processing and 100% external gas introduction are repeated.

[0148] Thus, the vehicle air conditioning unit 1 according to this embodiment can ventilate the vehicle interior while treating the external air (heating and humidifying) or treating the internal air (dehumidifying) during heating operation without compromising its compatibility with the vehicle. This can suppress power consumption during heating operation and prevent condensation (fogging) on ​​the vehicle windows.

[0149] Additionally, in the above example, with 100% internal gas circulation ( Figure 6 → External gas treatment Figure 7 , Figure 8 → Switching from external gas treatment to internal gas treatment ( Figure 9 → Internal gas treatment Figure 10 → 100% external gas introduction ( Figure 11 → Switching from external gas treatment to internal gas treatment ( Figure 10 The heating operation proceeds in the order of ) → ... However, it is not limited to this. For example, external gas handling can be omitted. Figure 7 , Figure 8 ) and the switch from external gas treatment to internal gas treatment ( Figure 9 ), with 100% internal gas circulation ( Figure 6 → Internal gas treatment Figure 10 → 100% external gas introduction ( Figure 11 → Internal gas treatment Figure 10 The heating operation proceeds in the order of ) → …….

[0150] In addition, to improve the efficiency of the blower fan 28, the air conditioning control device 5 can also be used... Figure 12 The state shown replaces Figure 11 The state shown is for heating operation with 100% external gas inlet. That is, the first switching baffle 32 connects the first passage P1 to the external gas inlet 22, but disconnects the connection between the first passage P1 and the internal gas inlet 23 (first state). The first flow regulating baffle 34 fully opens the first passage P1. The flow ratio regulating baffle 39 closes the second air inlet in the total heat exchanger 37. In this case, the blower fan 28, for example, can operate at 100m... 3 The system operates with air flowing at a rate of / h to the first passage P1 and the second passage P2 respectively.

[0151] In the vehicle air conditioning unit 1 of the first embodiment described above, during cooling operation, the first passage P1 is connected to the external gas inlet 22 via the first switching baffle 32, and the second passage P2 is connected to the internal gas inlet 23 via the second switching baffle 33. Furthermore, at least a portion of the internal gas flowing in the second passage P2 is introduced into the total heat exchanger 37 via the flow ratio adjustment baffle 39. Thus, during cooling operation, the external gas is cooled and dehumidified by the internal gas while simultaneously ventilating the vehicle interior (external gas introduction and internal gas exhaust). Similarly, during heating operation, the first passage P1 is connected to the external gas inlet 22 via the first switching baffle 32, and the second passage P2 is connected to the internal gas inlet 23 via the second switching baffle 33. Furthermore, at least a portion of the internal gas flowing in the second passage P2 is introduced into the total heat exchanger 37 via the flow ratio adjustment baffle 39. Thus, during heating operation, the external gas is heated and humidified by the internal gas while simultaneously ventilating the vehicle interior (external gas introduction and internal gas exhaust). Furthermore, during heating operation, the first passage P1 is connected to the internal gas inlet 23 via the first switching baffle 32, and the second passage P2 is connected to the external gas inlet 22 via the second switching baffle 33. At least a portion of the external gas flowing in the second passage P2 is introduced into the total heat exchanger 37 via the flow ratio regulating baffle 39. Thus, during heating operation, the internal gas is dehumidified by the external gas while the vehicle interior is ventilated (external gas introduction and internal gas exhaust). Therefore, the vehicle air conditioning unit 1 according to the first embodiment can reduce heat loss caused by ventilation (external gas introduction and internal gas exhaust) and suppress power consumption during cooling and heating operation.

[0152] Furthermore, in the vehicle air conditioning unit 1, the air conditioning control unit 5 controls the first switching baffle 32 to connect the first passage P1 to the external gas inlet 22 during cooling operation and the second switching baffle 33 to connect the second passage P2 to the internal gas inlet 23 during heating operation. Based on this, it appropriately controls the blower fan 28, the first flow regulating baffle 34, the second flow regulating baffle 35, and the flow ratio regulating baffle 39. This causes external gas (OA) at a flow rate corresponding to the number of occupants in the vehicle interior, which is information related to the CO2 concentration in the vehicle interior, to flow through the first passage P1, and internal gas (RA) at a flow rate corresponding to the number of occupants in the vehicle interior to be introduced into the total heat exchanger 37. Therefore, efficient ventilation (external gas introduction and internal gas exhaust) of the vehicle interior can be achieved during cooling operation and heating operation respectively, while also suppressing power consumption.

[0153] Furthermore, in the vehicle air conditioning unit 1, the air conditioning control device 5 controls the flow rate adjustment baffle 39 to gradually reduce the flow rate of the internal gas (RA2-1), which serves as the second air, introduced into the total heat exchanger 37. This ensures that the dew point temperature of the air near the window glass does not exceed a threshold set based on the surface temperature of the window glass during heating operation. As a result, the moisture introduced into the vehicle interior is reduced, and condensation (fogging) on ​​the window glass is effectively prevented.

[0154] Furthermore, even if the flow rate of the internal gas (RA2-1) introduced into the total heat exchanger 37 as the second air drops to zero, the dew point temperature near the window glass will not be lower than the threshold. The air conditioning control device 5 controls the first switching baffle 32 in such a way that the first passage P1 is connected to the internal gas inlet 23, and controls the second switching baffle 33 in such a way that the second passage P2 is connected to the external gas inlet 22. Based on this, the blower fan 28, the second flow regulating baffle 35 and the flow ratio regulating baffle 39 are appropriately controlled so that a portion (OA2-1) of the external gas (OA) flowing in the second passage P2 as the second air is introduced into the total heat exchanger 37, and an external gas flow rate (OA2-2) corresponding to the number of occupants in the vehicle is sent to the evaporator 29. Preferably, the air conditioning control device 5 controls the flow rate adjustment baffle 39 by gradually increasing the flow rate of the external gas (OA2-1) introduced into the total heat exchanger 37 as the second air, so that the dew point temperature of the air near the window glass does not exceed a threshold set based on the surface temperature of the window glass. This more effectively prevents condensation (fogging) from forming on the window glass.

[0155] [Second Implementation]

[0156] Figure 13This is a schematic diagram of the overall structure of the vehicle air conditioning unit 10 according to the second embodiment. The vehicle air conditioning unit 10 according to the first embodiment ( Figure 1 ) and the vehicle air conditioning unit 10 of the second embodiment ( Figure 13 The main differences are as follows. Apart from this, it is essentially the same as the vehicle air conditioning unit 1 of the first embodiment, therefore, the description is omitted.

[0157] (1) In the vehicle air conditioning unit 1 of the first embodiment and the vehicle air conditioning unit 10 of the second embodiment, the structure upstream of the evaporator 29 (the one-end side) is reversed. That is, in the vehicle air conditioning unit 1 of the first embodiment ( Figure 1 In the first connecting path CP1, the first passage P1 (first flow regulating baffle 34), and the total heat exchanger 37 (exhaust port 38) are arranged on the upper side inside the air conditioning housing 21, while the second connecting path CP2, the second passage P2 (second flow regulating baffle 35), and the flow ratio regulating baffle 39 are arranged on the lower side inside the air conditioning housing 21. In contrast, in the vehicle air conditioning device 10 of the second embodiment... Figure 13 In the air conditioning housing 21, the first connecting path CP1, the first passage P1 (first flow regulating baffle 34) and the total heat exchanger 37 (exhaust port 38) are arranged on the lower side of the air conditioning housing 21, and the second connecting path CP2, the second passage P2 (second flow regulating baffle 35) and the flow ratio regulating baffle 39 are arranged on the upper side of the air conditioning housing 21.

[0158] (2) In the vehicle air conditioning unit 1 of the first embodiment, the first air supplied from the first passage P1 via the total heat exchanger 37 and the second air supplied from the second passage P2 are introduced into the evaporator 29 and / or the heater core 30 in a mixed state, and are guided to the defrost outlet 25, the face outlet 26 and / or the foot outlet 27 after being cooled and / or heated. In contrast, in the vehicle air conditioning unit 10 of the second embodiment, the total heat exchanger 37 and the evaporator 29, and the evaporator 29 and the heater core 30 are separated by partitions 31e and 31f to form the first passage P1 side and the second passage P2 side, respectively. In addition, although not explicitly shown in the figures, in this embodiment, the air passage in the evaporator 29 and the air passage in the heater core 30 are separated to prevent the air flowing in the first passage P1 from mixing with the air flowing in the second passage P2. That is to say, in the second embodiment, the first passage P1 and the second passage P2 can be extended compared to the first embodiment. Furthermore, in the second embodiment, the second passage P2, located on the upper side within the air conditioning housing 21, guides second air through the evaporator 29 and heater core 30 (or bypass passage B) to the defroster outlet 25 when the outlet switching door 36 is in the neutral position. Additionally, the first passage P1, located on the lower side within the air conditioning housing 21, guides first air through the total heat exchanger 37, evaporator 29, and heater core 30 (or bypass passage B) to the face outlet 26 and / or foot outlet 27 when the outlet switching door 36 is in the neutral position.

[0159] (3) Example of operation of vehicle air conditioning unit 10 in winter, etc. (heating operation)

[0160] (Initial state of heating operation)

[0161] Figure 14 The airflow is shown in the initial state of heating operation. In the initial state of heating operation, similar to the first embodiment, the vehicle air conditioning unit 10 operates with 100% internal gas circulation. That is, the first switching baffle 32 connects the first passage P1 to the internal gas inlet 23, but cuts off the connection between the first passage P1 and the external gas inlet 22 (second state). The second switching baffle 33 connects the second passage P2 to the internal gas inlet 23, but cuts off the connection between the second passage P2 and the external gas inlet 22 (the fourth state). The first flow regulating baffle 34 fully opens the first passage P1, and the second flow regulating baffle 35 fully opens the second passage P2. The flow ratio regulating baffle 39 closes the second air inlet in the total heat exchanger 37. Furthermore, the face section 26A closes the face outlet 26, the foot section 27A opens the foot outlet 27, and the outlet switching door 36 closes the defrost outlet 25. Additionally, the blower fan 28, for example, can circulate 100m... 3The system operates with air flowing at a rate of / h to the first passage P1 and the second passage P2 respectively.

[0162] Therefore, as Figure 14 As shown, 200m 3 Internal gas (RA) with a flow rate of / h is introduced into the air conditioning housing 21 through internal gas inlet 23. The internal gas (RA) introduced into the air conditioning housing 21 is split into a first passage P1 and a second passage P2. Internal gas (RA1), flowing in the first passage P1 as the first air, is introduced into the heater core 30 via the total heat exchanger 37 and evaporator 29. Internal gas (RA2), flowing in the second passage P2 as the second air, is introduced into the heater core 30 via the evaporator 29. The heater core 30 heats the introduced air RA1 and RA2 respectively. The heated air (RA1 + RA2) in the heater core 30 is then used as air conditioning air CA and exits from the foot outlet 27 at a speed of 200m. 3 A flow rate of / h is blown into the vehicle interior. In this way, the vehicle air conditioning unit 10 operates for heating under 100% internal air circulation.

[0163] (Heating operation with two occupants)

[0164] Figure 15 , Figure 16 The diagram illustrates the airflow during cooling operation with two occupants. When two occupants are confirmed based on information from the seat weight sensor 73, the air conditioning control unit 5 further controls the blower fan 28, the second switching baffle 33, and the first flow regulating baffle 34 from the initial heating operation state to maintain an airflow rate corresponding to the set airflow (here, 200 m³ / h). 3 While importing / h), import 102m 3 / h (=2×51m) 3 The external gas is supplied at a rate of / h. Furthermore, the air conditioning control unit 5 controls the outlet switching door 36 to change the outlet mode to defrost + foot mode. Figure 15 ).

[0165] Through the above control, the second switching baffle 33 connects the second passage P2 to the external gas inlet 22, but disconnects the connection between the second passage P2 and the internal gas inlet 23 (the third state). The blower fan 28, for example, can make 102m... 3 The system operates with air flowing at a rate of / h into the first passage P1 and the second passage P2, respectively. The first flow regulating baffle 34 maintains the first airflow in the first passage P1 at a rate of 98m³ / h. 3At the / h position. The outlet switching door 36 is kept in a neutral position away from both the defroster outlet 25 and the foot outlet 27. The first switching baffle 32 keeps the first passage P1 connected to the internal gas inlet 23, and the second flow regulating baffle 35 keeps the second passage P2 fully open.

[0166] Here, similar to the first embodiment, we consider the case where external gas (OA) with a temperature of 5°C and a relative humidity of 50% is introduced into the air conditioning housing 21 through external gas inlet 22, and internal gas (RA) with a temperature of 25°C and a relative humidity of 30% is introduced into the air conditioning housing 21 through internal gas inlet 23. In this case, the state of the air flowing in each part of the air conditioning unit 2 (vehicle air conditioning device 10) changes as shown in Table 6.

[0167] [Table 6]

[0168] Heating and two occupants ①

[0169] Reference Figure 15 According to Table 6, under heating operation and with two occupants, the external gas (OA) is introduced from the external gas inlet 22 at a rate of 102m. 3 A flow rate of / h is introduced into the air conditioning casing 21, and internal gas (RA) is introduced from the internal gas inlet 23 at a rate of 98m. 3 A flow rate of [flow rate] / h is introduced into the air conditioning housing 21. The internal gas RA introduced into the air conditioning housing 21, as first air (RA1), passes through the first passage P1, and is introduced into the heater core 30 via the total heat exchanger 37 and evaporator 29. After being heated in the heater core 30, it is blown into the vehicle interior as air conditioning air (CA2) from the footwell outlet 27. Here, the air conditioning air (CA2) with a temperature of 50°C and a relative humidity of 7.7% is blown from the footwell outlet 27 towards the heels of the occupants in the vehicle interior. On the other hand, external gas (OA) introduced into the air conditioning housing 21, as second air (OA2), passes through the second passage P2, and is introduced into the heater core 30 via the evaporator 29. After being heated in the heater core 30, it is blown into the vehicle interior as air conditioning air (CA3) from the defrost outlet 25. Here, the air conditioning air (CA3) with a temperature of 50°C and a relative humidity of 3.5% is blown from the defrost outlet 25 towards the vehicle interior windows. The dew point temperature of the air conditioning air (CA3), that is, the dew point temperature of the air near the car window glass, drops to -4.0℃, which is 5℃ lower than the temperature of the outside air (≈ the surface temperature of the car window glass). Therefore, it can suppress the formation of condensation (fogging) on ​​the car window glass.

[0170] Furthermore, when the vehicle air conditioning unit 1 operates in heating mode with 100% external air intake, the relative humidity of the air conditioning air CA2 blown out is 3.5%. In contrast, when the vehicle air conditioning unit 1 operates in heating mode as described above, the relative humidity of the air conditioning air (CA2) blown out from the footwell outlet 27 becomes 7.7%. Thus, compared to operating in heating mode with 100% external air intake, the decrease in humidity inside the vehicle can be suppressed.

[0171] In addition, the specific enthalpy of the air conditioning air (CA2) blown out from the foot outlet 27 is 65.6 kJ / kg, and the specific enthalpy of the air conditioning air (CA3) blown out from the defrost outlet 25 is 57.3 kJ / kg. Furthermore, the dew point temperature of the air conditioning air (CA2) blown out from the foot outlet 27 is 6.3°C.

[0172] When in Figure 15 When the dew point temperature of the air near the window glass reaches the threshold during heating operation in the indicated state, the air conditioning control device 5 reduces the moisture introduced into the vehicle interior by introducing external gas into the total heat exchanger 37, that is, by treating the internal gas in the total heat exchanger 37 (dehumidifying the internal gas with external gas). Specifically, when in Figure 15 When the dew point temperature of the air near the window reaches the threshold during heating operation as shown, the air conditioning control device 5 increases the opening of the flow rate adjustment baffle 39 by a predetermined amount, and correspondingly controls the blower fan 28 and the first flow rate adjustment baffle 34. This is because 102m 3 External gas flow rate (OA2-2) / h and 98m 3 Internal gas (RA1) at a flow rate of / h is delivered to the heater core 30 via the evaporator 29. Subsequently, each time the dew point temperature of the air near the window glass reaches the threshold, the air conditioning control device 5 increases the opening of the flow ratio adjustment baffle 39 by a predetermined amount, and accordingly controls the blower fan 28 and the first flow adjustment baffle 34.

[0173] For example, such as Figure 16 As shown, when the flow path distribution regulating baffle 39 is opened to the specified opening degree (the ratio of the flow rate of the second air introduced into the total heat exchanger 37 to the flow rate of the second air introduced into the evaporator 29 is 1:1), the blower fan 28, for example, operates at 200m... 3 The system operates with air flowing at a rate of / h into the first passage P1 and the second passage P2, respectively. The first flow regulating baffle 34 maintains the first airflow in the first passage P1 at a rate of 98m³ / h. 3 At the / h position. In this case, the state of the air flowing in each part of the air conditioning unit 2 (vehicle air conditioning unit 1) changes as shown in Table 7.

[0174] [Table 7]

[0175] Reference Figure 16 According to Table 7, when the flow ratio regulating baffle 39 is opened to the specified opening degree, the external gas (OA) flows from the external gas inlet 22 at a rate of 200m... 3 A flow rate of / h is introduced into the air conditioning casing 21, and internal gas (RA) is introduced from the internal gas inlet 23 at a rate of 98m. 3 A flow rate of / h is introduced into the air conditioning housing 21. The internal gas (RA) introduced into the air conditioning housing 21, as the first air (RA1), is introduced into the total heat exchanger 37 through the first passage P1. The external gas (OA) introduced into the air conditioning housing 21, as the second air (OA2), is divided into two directions by the flow ratio regulating baffle 39 through the second passage P2, 98m 3 External air (OA2-1) at a flow rate of / h is introduced into the total heat exchanger 37,102m 3 External gas (OA2-2) at a flow rate of / h is introduced into the heater core 30 via evaporator 29.

[0176] In the total heat exchanger 37, total heat (temperature and humidity) is exchanged between the introduced internal gas (RA1) and the external gas (OA2-1). Through this total heat exchange, the internal gas (RA1) is cooled and dehumidified, becoming air (SA) with a temperature of 15°C and a relative humidity of 40.7%, which flows out of the total heat exchanger 37 and is sent to the heater core 30 via the evaporator 29. Furthermore, through the same total heat exchange, the external gas (OA2-1) is heated and humidified, becoming air (EA) with a temperature of 14°C and a relative humidity of 41.8%, which then flows out of the total heat exchanger 37 and is discharged to the outside of the vehicle through the exhaust port 38.

[0177] From the total heat exchanger 37 at 98m 3 Air (SA) supplied to the heater core 30 at a flow rate of / h is heated in the heater core 30 and then blown into the vehicle interior as air conditioning air (CA2) from the foot outlet 27. Here, air conditioning air (CA2) with a temperature of 50°C and a relative humidity of 5.6% is blown from the foot outlet 27 towards the heels of the occupants in the vehicle interior. At a flow rate of 102m... 3 External air (OA2-2) supplied to the heater core 30 at a flow rate of / h is heated in the heater core 30 and then blown into the vehicle interior as air conditioning air (CA3) from the defrost outlet 25. Here, air conditioning air (CA3) with a temperature of 50°C and a relative humidity of 3.5% is blown from the defrost outlet 25 into the vehicle interior windows. Furthermore, the dew point temperature of the air conditioning air (CA3) blown from the defrost outlet 25 is -4°C, which is similar to the temperature at the dew point of the air conditioning air (CA3) in the defrost outlet 25. Figure 15In the shown state, the dew point temperature of the air conditioning air (CA3) blown from the defroster outlet 25 is the same, but the dew point temperature of the air conditioning air (CA2) blown from the footwell outlet 27 becomes 1.8°C, which is 5°C lower than the temperature of the outside air (≈ the surface temperature of the window glass). Therefore, it can further suppress condensation (fogging) on ​​the window glass.

[0178] Furthermore, when the vehicle air conditioning unit 1 operates in heating mode with 100% external air intake, the relative humidity of the air conditioning air (CA2) blown from the footwell outlet 27 is 3.5%. In contrast, when the vehicle air conditioning unit 1 operates in heating mode as described above, the relative humidity of the air conditioning air (CA2) blown from the footwell outlet 27 becomes 5.6%. Thus, compared to operating in heating mode with 100% external air intake, the decrease in humidity inside the vehicle can be suppressed.

[0179] In addition, the specific enthalpy of the air conditioning air (CA2) blown out from the foot outlet 27 is 61.5 kJ / kg, and the specific enthalpy of the air conditioning air (CA3) blown out from the defrost outlet 25 is 57.3 kJ / kg.

[0180] Furthermore, the vehicle air conditioning unit 10 of the second embodiment, like the vehicle air conditioning unit 1 of the first embodiment, can, without compromising its compatibility with the vehicle, simultaneously cool and dehumidify the external air through the internal air while exchanging air in the vehicle interior (external air introduction and internal air exhaust) during cooling operation, simultaneously heat and humidify the external air through the internal air while exchanging air in the vehicle interior (external air introduction and internal air exhaust) during heating operation, and simultaneously dehumidify the internal air through the external air while exchanging air in the vehicle interior (external air introduction and internal air exhaust) during heating operation.

[0181] The embodiments of the present invention have been described above, but the present invention is not limited to the above embodiments and can be modified or changed based on the technical concept of the present invention.

[0182] Symbol Explanation

[0183] 1. 10 Vehicle air conditioning unit; 2 Air conditioning unit; 5 Air conditioning control unit; 21 Air conditioning housing; 22 External gas inlet; 23 Internal gas inlet; 24 Internal gas duct; 25 Defrost outlet (air outlet); 26 Facial outlet (air outlet); 26A Facial section; 27 Foot outlet (air outlet); 27A Foot section; 28 Blower fan (air blower); 29 Evaporator (temperature regulating section); 30 Heater core (temperature regulating section); 31a-31f Separator; 32 First switching baffle; 33 Second switching baffle; 34 First flow regulating baffle; 35 Second flow regulating baffle; 36 Outlet switching door; 37 Total heat exchanger; 38 Exhaust port; 39 Flow ratio regulating baffle; 40 Refrigeration cycle; 41 Compressor; 50 Heat carrier heating device; 51 Electric heater; 52 Electric pump; 71 Temperature sensor group; 72 Humidity sensor group; 73 Seat weight sensor; 74 CO2 concentration sensor; 75 Operation panel; B Bypass path; CP1 First connecting path; CP2 Second connecting path; P1 First path; P2 Second path.

Claims

1. A vehicle air-conditioning device comprising: an air-conditioning case having an outside air inlet for introducing outside air, i.e., outside air, on one end side and an inside air inlet for introducing inside air, i.e., inside air, on the other end side, and a blow outlet for blowing air into a vehicle cabin; a blower fan disposed in the air-conditioning case and generating an air flow from the one end side toward the other end side in the air-conditioning case; a temperature adjusting portion disposed in the air-conditioning case on the blow outlet side more than the blower fan and adjusting the temperature of air flowing in the air-conditioning case; a first passage formed in the air-conditioning case and configured to guide outside air introduced from the outside air inlet as first air to the temperature adjusting portion by communicating with the outside air inlet and to guide inside air introduced from the inside air inlet as first air to the temperature adjusting portion by communicating with the inside air inlet; a first switching damper selectively communicating the first passage with the outside air inlet or the inside air inlet; a second passage formed separately from the first passage in the air-conditioning case and configured to guide outside air introduced from the outside air inlet as second air to the temperature adjusting portion by communicating with the outside air inlet and to guide inside air introduced from the inside air inlet as second air to the temperature adjusting portion by communicating with the inside air inlet; a second switching damper selectively communicating the second passage with the outside air inlet or the inside air inlet; a total heat exchanger disposed between the blower fan and the temperature adjusting portion in the air-conditioning case and configured to introduce first air flowing in the first passage and at least a part of second air flowing in the second passage, and to perform total heat exchange between the introduced first air and second air; a flow rate ratio adjusting damper adjusting the ratio of the flow rate of second air introduced to the total heat exchanger to the flow rate of second air sent to the temperature adjusting portion among second air flowing in the second passage; and a control portion controlling the blower fan, the first switching damper, the second switching damper, and the flow rate ratio adjusting damper, the vehicle air-conditioning device being configured such that first air after total heat exchange in the total heat exchanger and remaining second air flowing in the second passage are introduced to the temperature adjusting portion, and second air after total heat exchange in the total heat exchanger is discharged to the outside of the vehicle cabin.

2. The vehicle air-conditioning device according to claim 1, characterized in that ​ The control unit controls the first switching baffle to connect the first passage to the external gas inlet during cooling operation and the second switching baffle to connect the second passage to the internal gas inlet during heating operation. Based on this, the control unit controls the flow ratio adjustment baffle, thereby introducing at least a portion of the internal gas flowing in the second passage as the second air into the total heat exchanger.

3. The vehicle air conditioning device as described in claim 1, characterized in that, During heating operation, the control unit controls the first switching baffle to connect the first passage to the internal gas inlet and controls the second switching baffle to connect the second passage to the external gas inlet. Based on this, it controls the flow ratio adjustment baffle, thereby introducing the external gas flowing in the second passage as part of the second air into the total heat exchanger.

4. The air conditioning device for vehicle according to any one of claims 1 to 3, characterized in that, Also includes: A first flow regulating baffle regulates the flow rate of the first air flowing in the first passage. as well as The second flow regulating baffle regulates the flow rate of the second air flowing within the second passage. The control unit is further capable of controlling the first flow regulating baffle and the second flow regulating baffle.

5. The vehicle air conditioning device as described in claim 4, characterized in that, The control unit is given information related to the carbon dioxide concentration inside the vehicle. The control unit controls the first switching baffle by connecting the first passage to the external gas inlet during cooling operation and the second switching baffle by connecting the second passage to the internal gas inlet during heating operation. Based on this, it appropriately controls the blower, the first flow regulating baffle, the second flow regulating baffle, and the flow ratio regulating baffle, so that the external gas flow rate corresponding to the information related to the carbon dioxide concentration in the vehicle interior flows through the first passage as the first air, and the internal gas flow rate corresponding to the information related to the carbon dioxide concentration in the vehicle interior flowing in the second passage is introduced into the total heat exchanger as the second air.

6. The vehicle air conditioning device as described in claim 5, characterized in that, The control unit is configured to display information on the surface temperature of the vehicle's window glass, information on the temperature of the air near the window glass inside the vehicle interior, and information on the humidity of the air near the window glass inside the vehicle interior. During heating operation, the control unit controls the flow rate adjustment baffle by gradually reducing the flow rate of the internal gas introduced into the total heat exchanger, thereby ensuring that the dew point temperature of the air near the window glass, obtained using the temperature and humidity of the air near the window glass, does not exceed a threshold set based on the surface temperature of the window glass.

7. The vehicle air conditioning device as described in claim 6, characterized in that, Even if the flow rate of the internal gas introduced into the total heat exchanger drops to zero, the dew point temperature near the window glass will not be lower than the threshold. The control unit controls the first switching baffle in such a way that the first passage is connected to the internal gas inlet, and controls the second switching baffle in such a way that the second passage is connected to the external gas inlet. Based on this, the control unit appropriately controls the blower, the second flow regulating baffle, and the flow ratio regulating baffle, so that a portion of the external gas flowing in the second passage as the second air is introduced into the total heat exchanger, and the flow rate of external gas corresponding to the information related to the carbon dioxide concentration in the vehicle interior is sent to the temperature regulating unit.

8. The vehicle air conditioning device as described in claim 7, characterized in that, The control unit controls the flow rate adjustment baffle by gradually increasing the flow rate of external gas introduced into the total heat exchanger, so that the dew point temperature of the air near the window glass does not exceed the threshold.

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