Vehicle air conditioning system

Abstract

A vehicle air conditioning system comprises: at least one humidity control device 10 configured to adsorb and desorb moisture; an air conditioning duct 20 in which the humidity control device 10 is provided and which allows air from a vehicle interior or vehicle exterior to flow through it, the air conditioning duct 20 having a first flow path 20a that allows air to flow into the vehicle interior on a downstream side of the humidity control device 10, and a second flow path 20b for delivering air to the vehicle exterior; a valve 30 configured to switch the flow of air between the first flow path 20a and the second flow path 20b; a ventilation fan 40 configured to adjust a flow rate of the air flowing through the air conditioning duct 20;and a control unit 50, which is configured to control the humidity control device 10, the valve 30, and the ventilation fan 40. When the regeneration mode is executed, in which the valve is switched so that the air flows into the second flow path 20b to desorb the moisture from the humidity control device 10, the control unit 50 controls the ventilation fan 40 such that in an area R1 in the air conditioning duct between the humidity control device 10 and the valve 30, a temperature Ta on an inner surface of the air conditioning duct 20 is higher than a dew point temperature Tb, in order to set an air flow rate.

Description

AREA OF INVENTION

[0001] The present invention relates to a vehicle air conditioning system. BACKGROUND OF THE INVENTION

[0002] In various types of vehicles, such as automobiles, there are increasing demands for improving the vehicle interior environment. Specific requirements include reducing the amount of CO2 in a vehicle interior to suppress driver drowsiness, controlling interior humidity, and removing harmful volatile components such as odors and allergens. While ventilation is an effective measure to meet these requirements, it results in significant heat loss during winter, leading to reduced energy efficiency. Battery electric vehicles (BEVs), in particular, face the problem of significantly reduced range due to this energy loss.

[0003] As a method for solving the above problems, a vehicle cleaning system (vehicle air conditioning system) is proposed, comprising: a heating element (humidity control device) comprising a honeycomb structure with an outer perimeter wall and partitions provided on an inner surface of the outer perimeter wall, the partitions defining a plurality of cells, each extending from one end face to the other end face of the honeycomb structure to form a flow path, wherein at least the partition is made of a material with a PTC property; a pair of electrodes comprising a first electrode provided on one end face and a second electrode provided on the other end face; and a layer containing a functional material provided on a surface of each partition;and an inlet pipe connecting a vehicle interior to an inlet end surface of the heating element; and an outlet pipe with a first path connecting an outlet surface of the heating element to the vehicle interior, wherein the outlet pipe has a first path connecting an outlet surface of the heating element to the vehicle interior and a second path connecting the outlet surface of the heating element to a vehicle exterior, and wherein the system includes a switching valve configured to switch an airflow circulating through the outlet pipe between the first path and the second path. STATE OF THE ART Patent literature

[0004] [Patent literature 1] WO 2023 / 074202 A1 SUMMARY OF THE INVENTION: Problem to be solved by the invention

[0005] When a regeneration mode of a humidity control device (a process for releasing moisture and the like from a layer containing functional material) is executed, the vehicle air conditioning system described in patent literature 1 applies a voltage to a pair of electrodes and heats the heating element to release moisture and the like, and then the air containing the released moisture and the like is discharged to the outside of the vehicle through a second path in the outlet pipe. At this point, condensation can be generated on a downstream side of the humidity control device (in particular in the outlet pipe between the humidity control device and a valve for switching between the first and second flow paths).Condensation generated in the outlet pipe can enter the vehicle interior via the first flow path if the humidity control device is operating in a moisture adsorption mode (a process by which the functional material layer adsorbs moisture). As a result, water droplets entering the vehicle interior are likely to cause fogging on the windshield.

[0006] This invention was made to solve the problems described above. One object of this invention is to provide a vehicle air conditioning system that can suppress the generation of condensation when a regeneration mode of a humidity control device is executed, and that can suppress the ingress of water droplets into a vehicle interior when a moisture adsorption mode of the humidity control device is executed. Means to solve the problem

[0007] As a result of intensive studies on vehicle air conditioning systems, including humidity control devices, the inventor has determined that the aforementioned problems can be solved by controlling a ventilation fan to adjust the airflow rate such that the temperature Ta on an inner surface of an air conditioning duct in a region between the humidity control device and a valve is higher than the dew point temperature Tb when a regeneration mode of the humidity control device is executed, and thus this invention is complete. In other words, this invention is exemplified as follows:

[0008] Vehicle air conditioning system, comprehensive: at least one humidity control device configured to adsorb and desorb moisture; an air conditioning duct in which the humidity control device is provided and which allows air from a vehicle interior or vehicle exterior to flow through it, wherein the air conditioning duct has a first flow path that allows the air to flow into the vehicle interior on a downstream side of the humidity control device and a second flow path for delivering the air to the vehicle exterior; a valve designed to switch the flow of air between the first flow path and the second flow path; a ventilation fan that is configured to adjust the flow rate of the air flowing through the air conditioning duct; and A control unit configured to control the humidity control device, the valve, and the ventilation fan, wherein, when a regeneration mode is executed in which the valve is switched to allow air to flow into the second flow path to desorb moisture from the humidity control device, the control unit controls the ventilation fan such that in an area within the air conditioning duct between the humidity control device and the valve, a temperature Ta on an inner surface of the air conditioning duct is higher than a dew point temperature Tb in order to set an air flow rate.

[0009] Vehicle air conditioning system according to <1> , which may include a thermometer for measuring the temperature Ta on the inner surface of the air conditioning duct and a dew point meter for measuring the dew point temperature Tb.

[0010] Vehicle air conditioning system according to <1> or <2> , where the temperature Ta on the inner surface of the air conditioning duct can be calculated by the following equation (1): Ta=Tp−Tp−TcHci×(1Hco+1Kg+1Hci) where Tp is the temperature of the air in the air conditioning duct between the humidity control device and the valve [°C], Tc is the temperature of the air in the vehicle interior [°C], and Hci is the heat transfer coefficient of the air in the air conditioning duct between the humidity control device and the valve [W / m²]. 2 K] is, Hco is a heat transfer coefficient of the air outside the air conditioning duct between the humidity control device and the valve [W / m²]. 2 K] is and Kg is a heat transfer coefficient of the air conditioning duct [W / m²]. 2 K] is.

[0011] Vehicle air conditioning system according to <1> or <2> , where the temperature Ta on the inner surface of the air conditioning duct can be calculated by the following equation (2): Ta=Tp−Tp+10Hci×(1Hco+1Kg+1Hci) where Tp is the temperature of the air in the air conditioning duct between the humidity control device and the valve [°C], and Hci is the heat transfer coefficient of the air in the air conditioning duct between the humidity control device and the valve [W / m²]. 2 K] is, Hco is a heat transfer coefficient of the air outside the air conditioning duct between the humidity control device and the valve [W / m²]. 2 K] is and Kg is a heat transfer coefficient of the air conditioning duct [W / m²]. 2 K] is.

[0012] Vehicle air conditioning system according to <3> or <4> , where Tp can be calculated based on a relationship between Tp and a flow rate of air flowing into the humidity control device when the regeneration mode, which is determined beforehand, is executed.

[0013] Vehicle air conditioning system according to <3> , where Tc can be measured by a thermometer provided in the vehicle interior.

[0014] Vehicle air conditioning system according to a by <3> until <6> , where Hci can be calculated by the following equation (3): Hci=7.1×UA0.78 where U A a flow velocity of the air flowing into the humidity control device during the execution of the regeneration mode [m / s].

[0015] Vehicle air conditioning system according to a by <3> until <7> , where Hco can be calculated by the following equation (4): Hco=5.57+3.94 UB where UB a flow velocity of the air to which the air conditioning duct between the humidity control device and the valve is exposed [m / s].

[0016] Vehicle air conditioning system according to a by <3> until <8> , where the dew point temperature Tb can be calculated by the following equation (5): Tb=273.3×log106.1078×Q×217(Wd+Q×AHi)×(Tp+273.15)log10[(Wd+Q×AHi)×(Tp+273.15)6.1078×Q×217]−7.5 where Wd is the amount of moisture released by the humidity control device [g / s], and Q is the flow rate of air flowing into the humidity control device [m 3 / s], AHi is the absolute humidity of the air flowing into the humidity control device [g / m³]. 3 ], and Tp is the temperature of the air in the air conditioning duct between the humidity control device and the valve [°C].

[0017] Vehicle air conditioning system according to a by <3> until <8> , where the dew point temperature Tb can be calculated by the following equation (6): Tb=273.3×log106.1078×Q×217(Wd+Q×10)×(Tp+273.15)log10[(Wd+Q×10)×(Tp+273.15)6.1078×Q×217]−7.5 where Wd is the amount of moisture released by the humidity control device [g / s], and Q is the flow rate of air flowing into the humidity control device [m 3 / s], and Tp is the temperature of the air in the air conditioning duct between the humidity control device and the valve [°C].

[0018] Vehicle air conditioning system according to <9> or <10> , where Wd can be calculated based on a relationship between a flow rate and an inflow time of the air flowing into the humidity control device, which is determined beforehand.

[0019] Vehicle air conditioning system according to <9> , where AHi can be measured by the hygrometer provided in the air conditioning duct on an upstream side of the humidity control device.

[0020] Vehicle air conditioning system according to one of the <1> until <12> , wherein the humidity control device may comprise: an adsorption section containing an adsorbent configured to adsorb moisture at a temperature lower than or equal to a predetermined temperature and to desorb the adsorbed moisture when the temperature exceeds the predetermined temperature; and a heating medium or heating structure configured to heat the adsorption section.

[0021] Vehicle air conditioning system according to <13> , which may include the humidity control device: a honeycomb structure with an outer perimeter wall and partitions provided on an inside of the outer perimeter wall, the partitions defining a plurality of cells, each of the cells extending from a first end face to a second end face of the honeycomb structure to form a flow path for the air; an adsorption layer containing the adsorbent, wherein the adsorption layer is provided on a surface of each of the partitions; and a pair of electrodes provided on the first end face and the second end face of the honeycomb structure or on the outer circumferential wall parallel to the extension direction of the cells of the honeycomb structure.

[0022] Vehicle air conditioning system according to <14> , wherein at least the partition walls of the honeycomb structure can be made of a material that has a PTC property.

[0023] Vehicle air conditioning system according to <13> , wherein the humidity control device may have a flow path for the air and a flow path for a heating medium adjacent to the flow path for the air, and wherein the adsorption section is provided in the flow path for the air.

[0024] Vehicle air conditioning system according to <13> , which may include the humidity control device: a honeycomb structure with an outer perimeter wall and partitions provided on an inside of the outer perimeter wall, the partitions defining a plurality of cells, each of the cells extending from a first end face to a second end face of the honeycomb structure to form a flow path for the air; an adsorption layer comprising the adsorbent, wherein the adsorption layer is provided on a surface of each of the partitions; and a heating device that is provided on an upstream side of the honeycomb structure.

[0025] Vehicle air conditioning system according to one of claims 13 to 17, wherein the adsorbent may be configured to adsorb and desorb carbon dioxide and / or volatile components in addition to moisture. Effects of the invention

[0026] According to this invention, it is possible to provide a vehicle air conditioning system that can suppress the generation of condensation when a regeneration mode of a humidity control device is executed, and can suppress the penetration of water droplets into a vehicle interior when a moisture adsorption mode of the humidity control device is executed. BRIEF DESCRIPTION OF THE DRAWINGS Fig.Figure 1 is a schematic overall configuration view of a vehicle air conditioning system according to one embodiment; Fig. Figure 2 is a diagram illustrating an example of a control procedure such that a temperature Ta on an inner surface of an air conditioning duct in a region within the air conditioning duct between a humidity control device and a valve is higher than a dew point temperature Tb when a regeneration mode is executed; Fig. Figure 3A is a schematic view of a cross-section of a typical humidity control device used in a vehicle air conditioning system according to an embodiment of the present invention, which is parallel to a flow path direction; and Fig. 3B is a schematic cross-sectional view of the humidity control device along line aa' in Fig. 3A. DETAILED DESCRIPTION OF THE INVENTION

[0027] A vehicle air conditioning system according to this invention comprises: a humidity control device configured to adsorb and desorb moisture; an air conditioning duct in which the humidity control device is provided and which allows air from a vehicle interior or vehicle exterior to flow through it, the air conditioning duct having a first flow path that allows air to flow into the vehicle interior on a downstream side of the humidity control device, and a second flow path for delivering the air to the vehicle exterior; a valve configured to switch the airflow between the first flow path and the second flow path; a ventilation fan configured to adjust a flow rate of the air flowing through the air conditioning duct; and a control unit configured to control the humidity control device.to control the valve and the ventilation fan. When a regeneration mode is executed, in which the valve is switched so that air flows into the second flow path to desorb moisture from the humidity control device, the control unit controls the ventilation fan such that in a region in the air conditioning duct between the humidity control device and the valve, the temperature Ta on an inner surface of the air conditioning duct is higher than a dew point temperature Tb in order to set an airflow rate. The vehicle air conditioning system according to this invention can suppress the generation of condensation in the region in the air conditioning duct between the humidity control device and the valve when the regeneration mode of the humidity control device is executed by the above configuration. This can prevent water droplets (condensation) from entering the vehicle interior.when the humidity adsorption mode of the humidity control device is executed.

[0028] In the following, embodiments of the invention are specifically described with reference to the drawings. It is understood that the invention is not limited to the following embodiments and that those who have appropriately added modifications, improvements, and the like to the following embodiments based on the knowledge of a person skilled in the art, without departing from the concept of the invention, fall within the scope of protection of the invention.

[0029] The terms “upstream side” and “downstream side”, as used here, are based on the flow of air through the vehicle’s climate control system.

[0030] The vehicle climate control system according to one embodiment can be used appropriately for various vehicles. The vehicle includes, but is not limited to, automobiles and electric multiple units. Non-restrictive examples of automobiles include gasoline vehicles, diesel vehicles, gas-fuel vehicles using CNG (compressed natural gas) or LNG (liquefied natural gas), fuel cell vehicles, electric vehicles, and plug-in hybrid vehicles. In particular, the vehicle climate control system according to one embodiment can be used appropriately for vehicles that do not have an internal combustion engine, such as electric vehicles and electric multiple units.

[0031] Fig. Figure 1 is a schematic overall configuration view of a vehicle air conditioning system according to one embodiment.

[0032] As in Fig.Figure 1 shows a vehicle air conditioning system according to one embodiment comprising: a humidity control device 10; an air conditioning duct 20; a valve 30; a ventilation fan 40; and a control unit 50. The vehicle air conditioning system may further comprise a power source 60.

[0033] The humidity control device 10 can be configured to adsorb and desorb moisture.

[0034] The air conditioning duct 20 contains the humidity control device 10, which allows air from a vehicle interior or vehicle exterior to flow through it, and the air conditioning duct 20 also has a first flow path 20a, which allows the air to flow into the vehicle interior on a downstream side of the humidity control device 10, and a second flow path 20b for delivering the air to the vehicle exterior.

[0035] The valve 30 can be configured to switch the airflow between the first flow path 20a and the second flow path 20b.

[0036] The ventilation fan 40 can be set to adjust the flow rate of the air flowing through the air conditioning duct 20.

[0037] The control unit 50 can also control the humidity control device 10, the valve 30 and the ventilation fan 40.

[0038] In the vehicle air conditioning system with the structure described above, when air from the vehicle interior or exterior flows through the air conditioning duct 20, the adsorption or desorption of moisture (water vapor) can take place in the humidity control device 10. If the moisture is adsorbed in the humidity control device 10, then it should be a moisture adsorption mode that does not heat the humidity control device 10. In the moisture adsorption mode, the air, which has reduced or removed the moisture in the humidity control device 10, can be allowed to flow into the vehicle interior by switching the valve 30 so that it flows into the first flow path 20a. On the other hand, if the moisture is desorbed in the humidity control device 10, then it should be a regeneration mode that heats the humidity control device 10.In regeneration mode, the air containing the moisture desorbed by the humidity control device 10 can be released to the outside of the vehicle by switching the valve 30 so that it flows into the second flow path 20b.

[0039] When the regeneration mode is executed, in which the valve is switched so that air flows into the second flow path 20b to desorb moisture from the humidity control device 10, the control unit 50 controls the ventilation fan 40 such that in an area R1 in the air conditioning duct between the humidity control device 10 and the valve 30, the temperature Ta on an inner surface of the air conditioning duct 20 is higher than a dew point temperature Tb, in order to set an air flow rate. By setting the air flow rate in this way, the formation of condensation in area R1 can be suppressed. Therefore, it can be prevented that water droplets (condensation) enter the vehicle interior when the humidity control device switches from regeneration mode to moisture adsorption mode.In particular, when the dew point temperature Tb in area R1 is close to the temperature Ta on the inner surface of the air conditioning duct 20, the rotational speed of the ventilation fan 40 is increased to increase the airflow rate. Since the dew point temperature Tb has a greater effect on changes in the airflow rate than the temperature Ta on the inner surface of the air conditioning duct 20, increasing the airflow rate causes the dew point temperature Tb to decrease significantly more than the temperature Ta on the inner surface of the air conditioning duct 20. Specifically, increasing the airflow rate reduces the moisture content of the air in area R1, allowing the dew point temperature Tb to be maintained at a level lower than the temperature Ta on the inner surface of the air conditioning duct 20.

[0040] According to one embodiment of the vehicle air conditioning system, a thermometer for measuring the temperature Ta on the inner surface of the air conditioning duct 20 and a dew point sensor for measuring the dew point temperature Tb in the area R1 are further included. With this configuration, the temperature Ta on the inner surface of the air conditioning duct 20 and the dew point temperature Tb in the area R1 can be measured. The thermometer and the dew point sensor are connected to the control unit 50.

[0041] The thermometer and dew point meter are not particularly restricted, and any commercially available thermometer and dew point meter can be used.

[0042] Instead of placing the thermometer and dew point sensor to measure the temperature Ta on the inner surface of the air conditioning duct 20 and the dew point temperature Tb in the area R1, the vehicle air conditioning system, according to one embodiment, can calculate the temperature Ta on the inner surface of the air conditioning duct 20 and the dew point temperature Tb in the area R1 using predetermined equations. Methods for calculating the temperature Ta on the inner surface of the air conditioning duct 20 and the dew point temperature Tb in the area R1 are described below.

[0043] The temperature Ta on the inner surface of the air conditioning duct 20 in the area R1 can be calculated by the following equation (1). Ta=Tp−Tp−TcHci×(1Hco+1Kg+1Hci)

[0044] In equation (1), Tp is the temperature of the air in the air conditioning duct 20 (area R1) between the humidity control device 10 and the valve 30 [°C], Tc is the temperature of the air in the vehicle interior [°C], and Hci is a heat transfer coefficient of the air in the air conditioning duct 20 (area R1) between the humidity control device 10 and the valve 30 [W / m²]. 2 K], Hco is a heat transfer coefficient of the air outside the air conditioning duct 20 between the humidity control device 10 and the valve 30 [W / m²]. 2 K] and Kg is a heat transfer coefficient of the air conditioning duct 20 [W / m²]. 2 K].

[0045] Tc in equation (1) can be a fixed value that assumes in advance the most severe conditions under which condensation is likely to occur. In particular, since condensation tends to occur under low temperature and high humidity conditions, the temperature Ta on the inner surface of the air conditioning duct 20 in area R1 can be calculated based on the temperature of the air in the vehicle interior at -10 [°C]. In this case, the temperature Ta on the inner surface of the air conditioning duct 20 can be calculated using the following equation (2). Ta=Tp−Tp+10Hci×(1Hco+1Kg+1Hci)

[0046] In equation (2), Tp is the temperature of the air in the air conditioning duct 20 (area R1) between the humidity control device 10 and the valve 30 [°C], Hci is a heat transfer coefficient of the air in the air conditioning duct 20 (area R1) between the humidity control device 10 and the valve 30 (W / m²). 2 K], Hco is a heat transfer coefficient of the air outside the air conditioning duct 20 between the humidity control device 10 and the valve 30 [W / m²]. 2 K] and Kg is a heat transfer coefficient of the air conditioning duct 20 [W / m²]. 2 K].

[0047] In equations (1) and (2), Tp can be measured by placing the thermometer in the air conditioning duct 20 between the humidity control device 10 and the valve 30 (area R1), but it is preferred to calculate it based on a previously determined relationship between Tp and the flow rate of the air flowing into the humidity control device 10 when the regeneration mode is executed. In other words, it is preferred to determine in advance the relationship between the flow rate of the air flowing into the humidity control device 10 and Tp when the regeneration mode is executed, and to calculate Tp from the flow rate of the air flowing into the humidity control device 10 based on this relationship.Such a calculation of Tp leads to a simplification of the vehicle air conditioning system, as there is no need to place the thermometer in the air conditioning duct 20 (area R1) between the humidity control device 10 and the valve 30.

[0048] In equation (1), Tc can be measured by a thermometer placed inside the vehicle. Since the thermometer is usually installed inside the vehicle, there is no need to place a separate thermometer. In other words, the temperature of the air inside the vehicle, measured by this usually installed thermometer, can be used as Tc.

[0049] In equations (1) and (2), Hci varies with the flow velocity of the air flowing in the air conditioning duct 20 (area R1) between the humidity control device 10 and the valve 30, and can be calculated by the following equation (3). Hci=7.1×UA0.78

[0050] In equation (3) U A The airflow velocity [m / s] flowing into the humidity control device 10 during the execution of the regeneration mode. The airflow velocity at this time can preferably be 5 m / s or higher. The airflow velocity [m / s] flowing into the humidity control device 10 when the regeneration mode is executed can be determined by dividing the flow rate [m 3 / s] of the air flowing into the humidity control device 10 through the flow path (cell) cross-sectional area [m² 2] the humidity control device 10 will be calculated.

[0051] In equations (1) and (2), Hco varies with the airflow velocity to which the air conditioning duct 20 is exposed between the humidity control device 10 and the valve 30, and can be calculated by the following equation (4). Hco=5.57+3.94 UB

[0052] In equation (4) U B The airflow velocity [m / s] to which the air conditioning duct 20 is exposed between the humidity control device 10 and the valve 30. The airflow velocity at this time can preferably be less than 5 m / s. The airflow velocity [m / s] to which the air conditioning duct 20 is exposed between the humidity control device 10 and the valve 30 can be measured by a commercially available ammeter.

[0053] In equations (1) and (2), Kg varies with the material and thickness of the air conditioning duct 20 and is therefore calculated in advance from the material and thickness of the air conditioning duct 20. In particular, Kg is calculated by the following equation (A): Kg=1 / (Thermal conductivity of the material from which the air conditioning duct is composed [W / mK] / Thickness of the air conditioning duct [m])

[0054] The dew point temperature Tb in the area R1 can be calculated using the following equation (5). Tb=273.3×log106.1078×Q×217(Wd+Q×AHi)×(Tp+273.15)log10[(Wd+Q×AHi)×(Tp+273.15)6.1078×Q×217]−7.5

[0055] In equation (5), Wd is the amount of moisture released by the humidity control device 10 [g / s], and Q is the flow rate of air flowing into the humidity control device 10 [m³ / h]. 3 / s], AHi is an absolute humidity of the air flowing into the humidity control device 10 [g / m³]. 3 ], and Tp is the temperature of the air in the air conditioning duct 20 (area R1) between the humidity control device 10 and the valve 30 [°C].

[0056] AHi in equation (5) can be a fixed value that assumes in advance the most severe conditions under which condensation is likely to occur. In particular, since condensation tends to occur under low temperature and high humidity conditions, the dew point temperature Tb in the area R1 can be calculated based on the absolute humidity of the air flowing into the humidity control device 10 being 10 [g / m³]. 3 ] is. In this case, the dew point temperature Tb in the area R1 can be calculated by the following equation (6). Tb=273.3×log106.1078×Q×217(Wd+Q×10)×(Tp+273.15)log10[(Wd+Q×10)×(Tp+273.15)6.1078×Q×217]−7.5

[0057] In equation (6), Wd is the amount of moisture released by the humidity control device 10 [g / s], Q is the flow rate of air flowing into the humidity control device 10 [m 3 / s], and Tp is the temperature of the air in the air conditioning duct 20 (area R1) between the humidity control device 10 and the valve 30 [°C],

[0058] In equations (5) and (6), Wd can be calculated from the humidity difference obtained by placing hygrometers upstream and downstream of the humidity control device 10 and measuring the humidity. However, it is preferred to calculate it based on the previously determined relationship between the flow rate and the inflow time of the air entering the humidity control device 10. In other words, it is preferred to determine in advance the relationship between Wd and the flow rate and inflow time of the air entering the humidity control device 10 when the regeneration mode is executed, and to calculate Wd from the flow rate and inflow time of the air entering the humidity control device 10 based on this relationship.Such a calculation leads to a simplification of the vehicle air conditioning system, as it eliminates the need to place hygrometers upstream and downstream of the humidity control device 10.

[0059] In equation (5), AHi can be measured by a hygrometer located in the air conditioning duct 20 upstream of the humidity control device 10. The hygrometer is connected to the control unit 50.

[0060] The hygrometer is not particularly restricted, and any commercially available hygrometer can be used.

[0061] In equations (5) and (6), Q can be adjusted by controlling the rotational speed of the ventilation fan 40. Furthermore, Tp can be determined in the same way as Tp in equations (1) and (2).

[0062] Here it presents Fig.Figure 2 shows a diagram illustrating an example of a control procedure such that the temperature Ta on the inner surface of the air conditioning duct 20 in the area R1 in the air conditioning duct 20 between the humidity control device 10 and a valve 30 is higher than the dew point temperature Tb when the regeneration mode is executed.

[0063] As in Fig.As shown in Figure 2, when the regeneration mode is executed, the dew point temperature in area R1 increases as moisture is desorbed by the humidity control device 10, so that the dew point temperature Tb becomes close to the temperature Ta on the inner surface of the air conditioning duct 20 (time 0 to P1). If the regeneration mode is executed in this state, the dew point temperature Tb will be higher than the temperature Ta on the inner surface of the air conditioning duct 20, so condensation will easily occur in area R1. Therefore, by increasing the flow rate Q of the air flowing into the humidity control device 10, the moisture content of the air in area R1 is reduced, and the dew point temperature Tb decreases (time P1 to P2). At this time, the temperature Ta on the inner surface of the air conditioning duct 20 also decreases slightly, but the rate of decrease is less than the rate of decrease of the dew point temperature Tb.The amount of moisture released by the humidity control device 10, Wd, also increases with an increase in the airflow rate Q. If the airflow rate Q is increased and maintained at a predetermined value, the increase in the dew point temperature Tb decreases because the variation in the amount of moisture released by the humidity control device 10, Wd, is reduced, so that the dew point temperature Tb can be maintained at a level lower than the temperature Ta on the inner surface of the air conditioning duct 20 (after time P2).

[0064] The airflow rate Q of the air flowing into the humidity control device 10, as described above, affects the temperature Ta on the inner surface of the air conditioning duct 20 and the dew point temperature Tb when the regeneration mode is executed. Specifically, when the airflow rate Q of the air flowing into the humidity control device 10 increases, the temperature Ta on the inner surface of the air conditioning duct 20 and the dew point temperature Tb decrease when the regeneration mode is executed. In particular, when the airflow rate Q of the air flowing into the humidity control device 10 increases, the dew point temperature Tb decreases to a significantly lower level than the temperature Ta on the inner surface of the air conditioning duct 20.Therefore, by controlling the flow rate Q of the air flowing into the humidity control device 10, the temperature Ta on the inner surface of the air conditioning duct 20 can be controlled such that it is higher than the dew point temperature Tb.

[0065] The flow rate Q of the air flowing into the humidity control device 10 is not particularly limited and can be adjusted according to the type of humidity control device 10 used, but can preferably be 0.00050 [m 3 / s] or more and preferably 0.00083 [m 3 / s] or more.

[0066] Each component of the vehicle's air conditioning system is described in detail below. (1. Humidity control device 10)

[0067] The humidity control device 10 is not particularly limited as long as it can adsorb and desorb moisture, but it preferably comprises: an adsorption section containing an adsorbent configured to adsorb moisture at a temperature lower than or equal to a predetermined temperature, and to desorb the adsorbed moisture when the temperature exceeds the predetermined temperature; and a heating element or heating structure configured to heat the adsorption section. The humidity control device 10 with these features can readily achieve adsorption and desorption of moisture.

[0068] The number of humidity control devices 10 provided in the air conditioning duct 20 can also be one or more. If more than one humidity control device 10 is provided, they can be arranged parallel to or in series with the flow of air through the air conditioning duct 20.

[0069] Fig. Figure 3A is a schematic view of a cross-section of a typical humidity control device used in a vehicle air conditioning system according to an embodiment of the present invention, which is parallel to a flow path direction; and Fig. Figure 3B is a schematic cross-sectional view of the humidity control device in Fig. 3A along line a-a'.

[0070] The humidity control device 10, as in Fig. 3A and Fig.Figure 3B shows a honeycomb structure 11 comprising: a honeycomb structure 11 with an outer circumferential wall 12 and partitions 15 provided on an inner surface of the outer circumferential wall 12, the partitions 15 defining a plurality of cells 14, each extending from a first end face 13a to a second end face 13b of the honeycomb structure 11 to form a flow path for air; an adsorption layer 16 containing an adsorbent, the adsorption layer 16 being provided on a surface of each of the partitions 15; and a pair of electrodes 17a, 17b provided on the first end face 13a and the second end face 13b of the honeycomb structure 11. Although not shown, the pair of electrodes 17a, 17b on the outer circumferential wall 12 may be provided parallel to the direction of extension of the cells 14 of the honeycomb structure 11. Furthermore, terminals 18 can each be connected to the pair of electrodes 17a, 17b. (1-1. Honeycomb structure 11)

[0071] The shape of the honeycomb structure 11 is not particularly restricted. For example, the outer shape of a cross-section of the honeycomb structure 11 can be polygonal, orthogonal to the flow path direction (extension direction of the cells 14), such as quadrilateral (rectangular, square), pentagonal, hexagonal, heptagonal, octagonal, circular, oval (egg-shaped, oblong-circular, elliptical, rounded rectangular, etc.), or the like. The end faces (first end face 13a and second end face 13b) have the same shape as the cross-section. If the cross-section and the end faces are polygonal, the corners can also be chamfered.

[0072] The shape of each cell 14 is not particularly restricted, but it can be polygonal, such as square, pentagonal, hexagonal, heptagonal, and octagonal, circular, or oval in cross-section of the honeycomb structure 11, orthogonal to the direction of airflow. These shapes can occur alone or in combination with two or more. Furthermore, the square or hexagonal shape is preferred among these forms. By providing the cells 14 with such a shape, it is possible to reduce the pressure drop as the air flows.

[0073] The honeycomb structure 11 can be a honeycomb composite body comprising a multitude of honeycomb segments and connecting layers that link the outer circumferential side faces of the multitude of honeycomb segments. The use of the honeycomb composite body can increase the total cross-sectional area of ​​the cells 14, which is important to ensure the airflow rate (flow velocity) while suppressing cracking.

[0074] It should be noted that the bonding layer can be formed using a bonding material. The bonding material is not particularly restricted, but a ceramic material obtained by adding a solvent, such as water, to form a paste can be used. The bonding material can be a material exhibiting PTC properties or it can be the same material as the outer perimeter wall 12 and the partitions 15. In addition to bonding the honeycomb segments together, the bonding material can also be used as an outer perimeter coating material after the honeycomb segments have been bonded.

[0075] From the perspectives of ensuring the strength of the honeycomb structure 11, reducing pressure loss when air flows through the cells 14, ensuring the amount of adsorbent carried, and ensuring the contact area with the air flowing within the cells 14, it is desirable to combine a suitable thickness of the partition 15, cell density, and cell spacing (or an opening ratio of the cells 14).

[0076] Wie hierin verwendet, bezieht sich die Zellendichte auf einen Wert, der durch Dividieren einer Anzahl von Zellen durch eine Fläche einer Endfläche (erste Endfläche 13a oder zweite Endfläche 13b) der Wabenstruktur 11 (die Gesamtfläche der Trennwände 15 und der Zellen 14 mit Ausnahme der äußeren Umfangswand 12) erhalten wird.

[0077] As used herein, the cell spacing refers to a value obtained by the following calculation. First, the area of ​​an end face (first end face 13a or second end face 13b) of the honeycomb structure 11 (the total area of ​​the partitions 15 and the cells 14 excluding the outer perimeter wall 12) is divided by the number of cells to calculate an area per cell. A square root of the area per cell is then calculated, and this is determined as the cell spacing.

[0078] As used herein, the opening ratio of the cells 14 refers to a value obtained by dividing the total area of ​​the cells 14, defined by the partitions 15, by the area of ​​an end face (first end face 13a or second end face 13b) (the total area of ​​the partitions 15 and the cells 14 excluding the outer circumferential wall 12) in the cross-section orthogonal to the flow path direction of the honeycomb structure 11. It should be noted that the pair of electrodes 17a, 17b and the adsorbing layer 16 are not taken into account when calculating the opening ratio of the cells 14.

[0079] In einer Ausführungsform, die unter dem Gesichtspunkt des Tragens einer ausreichenden Menge an funktionellem Material vorteilhaft ist, beträgt die Dicke der Trennwände 15 0,300 mm oder weniger, die Zellendichte beträgt 100 Zellen / cm 2or less, and the cell spacing is 1.0 mm or more. In a preferred embodiment, the thickness of the partition walls is 0.200 mm or less, and the cell density is 70 cells / cm². 2 or less, and the cell spacing is 1.2 mm or more. In a more preferred embodiment, the thickness of the partition walls is 0.130 mm or less, and the cell density is 65 cells / cm². 2 or less and the cell spacing is 1.3 mm or more.

[0080] From the perspective of ensuring the strength of the honeycomb structure 11 and maintaining a lower electrical resistance, the lower limit of the thickness of the partition 15 is preferably 0.010 mm or more, more preferably 0.020 mm or more and more preferably 0.030 mm or more.

[0081] Unter den Gesichtspunkten des Sicherstellens der Festigkeit der Wabenstruktur 11, des Aufrechterhaltens eines niedrigeren elektrischen Widerstands und des Erhöhens einer Oberfläche, um Reaktion, Adsorption und Desorption zu erleichtern, beträgt die Untergrenze der Zellendichte 30 Zellen / cm 2 or more and preferably 35 cells / cm² 2 or more, and preferably 40 cells / cm² 2 or more.

[0082] Unter den Gesichtspunkten des Sicherstellens der Festigkeit der Wabenstruktur 11, des Aufrechterhaltens eines niedrigeren elektrischen Widerstands und des Erhöhens einer Oberfläche, um Reaktion, Adsorption und Trennung zu erleichtern, beträgt die Obergrenze des Zellenabstands 2,0 mm oder weniger, bevorzugter 1,8 mm oder weniger und noch bevorzugter 1,6 mm oder weniger.

[0083] In einer Ausführungsform, die sowohl hinsichtlich des Verringerns des Druckverlusts als auch des Aufrechterhaltens der Festigkeit vorteilhaft ist, beträgt die Dicke der Trennwände 15 0,08 bis 0,36 mm, die Zellendichte beträgt 2,54 bis 140 Zellen / cm 2 und das Öffnungsverhältnis der Zellen 14 beträgt 0,70 oder mehr. In einer bevorzugten Ausführungsform beträgt die Dicke der Trennwände 15 0,09 bis 0,35 mm, die Zellendichte beträgt 15 bis 100 Zellen / cm 2 und das Öffnungsverhältnis der Zellen 14 beträgt 0,80 oder mehr. In einer bevorzugteren Ausführungsform beträgt die Dicke der Trennwände 15 0,14 bis 0,30 mm, die Zellendichte beträgt 20 bis 90 Zellen / cm 2 and the opening ratio of cells 14 is 0.85 or more.

[0084] From the point of view of ensuring the strength of the honeycomb structure 11, the upper limit of the opening ratio of the cells 14 is preferably 0.94 or less, more preferably 0.92 or less and even more preferably 0.90 or less.

[0085] Although the thickness of the outer circumferential wall 12 is not particularly limited, it is preferably determined based on the following considerations. First, from the perspective of reinforcing the honeycomb structure 11, the thickness of the outer circumferential wall 12 is preferably 0.05 mm or more, more preferably 0.06 mm or more, and even more preferably 0.08 mm or more. Second, considering the aspect of suppressing the initial current by increasing the electrical resistance and the aspect of reducing the pressure drop when air flows, the thickness of the outer circumferential wall 12 is preferably 1.0 mm or less, more preferably 0.5 mm, even more preferably 0.4 mm or less, and even more preferably 0.3 mm or less.

[0086] As used herein, the thickness of the outer circumferential wall 12 refers to a length, in a normal line direction of a side surface of the honeycomb structure 11, from a boundary between the outer circumferential wall 12 and the outermost cell 14 or the partition 15 to the side surface of the honeycomb structure 11 in the cross-section orthogonal to the flow path direction of the honeycomb structure 11.

[0087] The length of the honeycomb structure 11 in the flow direction and the cross-sectional area perpendicular to the flow direction can be adjusted according to the required size of the humidity control device 10 and are not particularly limited. For example, when used in a compact humidity control device 10 while ensuring a predetermined function, the honeycomb structure 11 can have a length of 2 to 20 mm in the flow direction and a cross-sectional area of ​​10 cm². 2oder mehr orthogonal zu der Strömungswegrichtung aufweisen. Obwohl die obere Grenze der Querschnittsfläche orthogonal zu der Strömungswegrichtung der Wabenstruktur 11 nicht besonders beschränkt ist, beträgt sie zum Beispiel 300 cm 2 or less.

[0088] The partitions 15, which form the honeycomb structure 11, are preferably made of a material that can be heated by electrical conduction, in particular a material exhibiting PTC properties. Furthermore, the outer perimeter wall 12 can also be made of a material exhibiting PTC properties, as required, like the partitions 15. With such a configuration, the adsorption layer 16 can be heated directly by heat transfer from the heat-generating partitions 15 (and optionally the outer perimeter wall 12). Furthermore, the material exhibiting PTC properties has such characteristics that, when the temperature rises above the Curie point, its resistance increases significantly, making it difficult for electricity to flow.Therefore, if the temperature of the partition walls 15 (and, if applicable, the outer circumferential wall 12) becomes high, the current flowing through them is limited, thereby suppressing excessive heat generation by the honeycomb structure 11. This makes it possible to suppress thermal deterioration of the adsorption layer 16 due to excessive heat generation.

[0089] From the perspective of obtaining suitable heat generation, the lower limit of the volume resistivity at 25 °C of the material exhibiting the PTC property is preferably 0.5 Ω·cm or more, more preferably 1 Ω·cm or more, and even more preferably 5 Ω·cm or more. From the perspective of generating heat with a low driving voltage, the upper limit of the volume resistivity at 25 °C of the material exhibiting the PTC property is preferably 30 Ω·cm or less, more preferably 18 Ω·cm or less, and even more preferably 16 Ω·cm or less. As used herein, the volume resistivity at 25 °C of the material exhibiting the PTC property is measured according to JIS K 6271: 2008.

[0090] From the perspective of components that can be heated by electrical conduction and exhibit PTC properties, the outer circumferential wall 12 and the partitions 15 are preferably made of a material containing barium titanate (BaTiO3) as a major component. Furthermore, this material is preferably a ceramic made of a material containing barium titanate (BaTiO3)-based crystals as a major component, in which a portion of the barium is replaced by a rare-earth element. As used herein, the term "major component" means a component in which the proportion of the component is more than 50% by mass of the total component. The content of BaTiO3-based crystalline particles can be determined by X-ray fluorescence analysis. Other crystalline particles can be measured in the same manner.

[0091] The compositional formula of crystalline particles based on BaTiO3, in which part of Ba is replaced by the rare earth element, can be expressed as (Ba1 x A x )TiO3. In the composition formula, the symbol A represents at least one rare earth element, and 0.001 ≤ x ≤ 0.010.

[0092] The symbol A is not particularly restricted as long as it is the rare-earth element, but it may preferably be one or more selected from the group consisting of La, Ce, Pr, Nd, Eu, Gd, Dy, Ho, Er, Y, and Yb, and preferably La. The x-value is preferably 0.001 or more, and more preferably 0.0015 or more, with regard to suppressing excessively high electrical resistance at room temperature. On the other hand, x is preferably 0.009 or less, with regard to preventing the electrical resistance at room temperature from becoming too high due to insufficient sintering.

[0093] The content of the crystalline particles based on BaTiO3, in which some of the Ba is replaced by the rare-earth element in the ceramic, is not particularly limited as long as it is determined as the main component, but it may preferably be 90 wt% or more, more preferably 92 wt% or more, and even more preferably 94 wt% or more. The upper limit of the content of the crystalline particles based on BaTiO3 is not particularly limited, but it may generally be 99 wt% and preferably 98 wt%.

[0094] With regard to reducing environmental impact, it is desirable that the materials used for the outer perimeter wall 12 and the partitions 15 are essentially free of lead (Pb). In particular, the outer perimeter wall 12 and the partitions 15 preferably have a Pb content of 0.01 wt% or less, more preferably 0.001 wt% or less, and even more preferably 0 wt%. The lower Pb content allows the air heated by contact with the heat-generating partitions 15 or the like to be safely applied to organisms such as humans. In the outer perimeter wall 12 and the partitions 15, the Pb content is preferably less than 0.03 wt%, more preferably less than 0.01 wt%, and even more preferably 0 wt%, as converted to PbO. The lead content can be determined by ICP-MS (inductively coupled plasma mass spectrometry).

[0095] The Curie point of the material forming the outer circumferential wall 12 and the partitions 15 is preferably located within a temperature range where the resistance is twice or more than the resistance at room temperature (25 °C). When the Curie point is located within such a temperature range, the current flowing through the humidity control device 10 is limited when the temperature of the humidity control device 10 becomes high, thus effectively suppressing any excessive heat generation by the humidity control device 30. Therefore, thermal deterioration of the adsorption layer 16 caused by excessive heat generation can be suppressed.

[0096] Regarding the efficient heating of the adsorption layer 16, the material forming the outer circumferential wall 12 and the partitions 15 preferably has a lower limit of a Curie point of 80 °C or more, more preferably 100 °C or more, even more preferably 110 °C or more, and even more preferably 125 °C or more. Furthermore, with regard to safety as a component located in or near the vehicle interior, the upper limit of the Curie point is preferably 200 °C or more, more preferably 190 °C or more, even more preferably 180 °C or more, and even more preferably 150 °C or more.

[0097] The Curie point of the material forming the outer circumferential wall 12 and the partition walls 15 can be adjusted by the type and amount of the added shifter. For example, the Curie point of barium titanate (BaTiO3) is approximately 120 °C, but the Curie point can be shifted towards the lower end of the temperature range by replacing some of the Ba and Ti with one or more of the Sr, Sn, and Zr.

[0098] As used herein, the Curie point is measured by the following procedure. A sample is mounted on a sample holder for measurement, which is installed in a measuring tank (e.g., MINI-SUBZERO MC-810P, from ESPEC). The change in the electrical resistance of the sample as a function of temperature, when the temperature is increased from 10 °C, is measured using a DC resistance meter (e.g., Multimeter 3478A, from JAPAN HEWLETT PACKARD, LLC). Based on an electrical resistance-temperature graph obtained from the measurement, a temperature at which the resistance value is twice the resistance value at room temperature (25 °C) is defined as the Curie point. (1-2. Adsorption layer 16)

[0099] The adsorption layer 16 contains an adsorbent.

[0100] The adsorption layer 16 can be provided on the surfaces of the partitions 15 (in the case of the outermost cells 14, the partitions 15 defining the outermost cells 14, and the outer perimeter wall 12). By thus providing the adsorption layer 16, moisture is easily adsorbed during the moisture adsorption mode, and the adsorption layer 16 can be easily heated during the regeneration mode so that the moisture is easily removed.

[0101] The adsorbent contained in the adsorption layer 16 is capable of adsorbing and removing moisture. In addition, the adsorbent can preferably also adsorb and desorb carbon dioxide and / or volatile components. Using such an adsorbent makes it possible to achieve the moisture adsorption effects and cleaning effects through the moisture control device 10.

[0102] The adsorbent contained in the adsorption layer 16 preferably has a function that can adsorb moisture and the like at -20 to 60 °C and separate it at an elevated temperature of 60 °C or more.

[0103] Examples of adsorbents include, but are not limited to, aluminosilicate, silica gel, silica, graphene oxide, polymer adsorbents, polystyrenesulfonic acid, zeolite, activated carbon, aluminum oxide, low-crystalline clay, amorphous aluminum silicate composites, and metal-organic frameworks (MOFs). These can be used alone or in combination with two or more.

[0104] Examples of the aluminosilicate that may preferably be used here include zeolites of the AFI, CHA, or BEA type; porous clay minerals such as allophane and imogolite. Furthermore, it is preferred that the aluminosilicate be amorphous.

[0105] Silica gel of type A is preferably used.

[0106] Examples of polymer adsorbents that may preferably be used here include polymer adsorbents with a polyacrylic acid polymer chain. For example, sodium polyacrylate or the like may be used as the polymer adsorbent.

[0107] The metal-organic framework is a crystalline hybrid material containing metal ions and organic molecules (organic ligands). The metal ions are preferably hydrophilic metal ions (for example, aluminum ions).

[0108] The volatile components in the air inside a vehicle include, for example, volatile organic compounds (VOCs) and other odor components besides VOCs. Specific examples of volatile components include ammonia, acetic acid, isovaleric acid, nonenal, formaldehyde, toluene, xylene, paradichlorobenzene, ethylbenzene, styrene, chloropyrifos, dibutyl phthalate, tetradecane, di-2-ethylhexyl phthalate, diazinon, acetaldehyde, 2-(1-methylpropyl)phenyl-N-methylcarbamate, and the like.

[0109] The adsorption layer 16 can further contain a catalyst. By including the catalyst, it is possible to promote an oxidation-reduction reaction and the like to purify carbon dioxide and / or volatile components. The catalyst exhibiting such function includes metal catalysts such as Pt, Pd, and Ag, and oxide catalysts such as CeO₂ and ZrO₂. The catalyst can be used alone or in combination with two or more types. The catalyst can also be used in combination with the functional material as described above.

[0110] The thickness of the adsorption layer 16 can be determined according to the size of the cells 14 and is not particularly limited. For example, from the perspective of ensuring sufficient contact with air, the thickness of the adsorption layer 16 is preferably 20 µm or more, more preferably 25 µm or more, and even more preferably 30 µm or more. On the other hand, from the perspective of suppressing the separation of the adsorption layer 16 from the partitions 15 and the outer circumferential wall 12, the thickness of the adsorption layer 16 is preferably 400 µm or less, more preferably 380 µm or less, and even more preferably 350 µm or less.

[0111] The thickness of the adsorption layer 16 is measured using the following procedure. Each cross-section of the honeycomb structure 11 parallel to the flow path direction is cut out, and a cross-sectional image is recorded at magnifications of approximately 50x using a scanning electron microscope or similar instrument. Furthermore, this cross-section is oriented orthogonally to the flow path of the honeycomb structure 11 by means of the centroid position within the cross-section. The thickness of each adsorption layer 16 visually identified from the cross-sectional image is calculated by dividing the cross-sectional area by the length of the cells 14 in the flow path direction. This calculation is performed for all adsorption layers 16 visually identified from the cross-sectional image, and an average of these results is determined as the thickness of the adsorption layer 16.

[0112] From the perspective of performing a desired function in the humidity control device 10, the amount of the adsorption layer 16 is preferably 50 to 500 g / l, more preferably 100 to 400 g / l, and even more preferably 150 to 350 g / l, based on the volume of the honeycomb structure 11. It should be noted that the volume of the honeycomb structure 11 is a value determined by the external dimensions of the honeycomb structure 11. (1-3rd pair of electrodes 17a, 17b)

[0113] A pair of electrodes 17a, 17b can be provided on the first end surface 13a and the second end surface 13b of the honeycomb structure 11, respectively, as shown in Fig. Figure 3A shows the positions of electrodes 17a, 17b, although these positions are not limited to this. Furthermore, the pair of electrodes 17a, 17b can be positioned on the outer circumferential wall 12 parallel to the direction of extension of the cells 14 of the honeycomb structure 11.

[0114] Applying a voltage between the pair of electrodes 17a, 17b enables the honeycomb structure 11 to generate heat through Joule heating.

[0115] The pair of electrodes 17a, 17b can, for example, employ a metal or alloy containing at least one selected from Cu, Ag, Al, Ni, and Si, although not specifically limited thereto. It is also possible to use a resistive electrode capable of establishing ohmic contact with the outer circumferential wall 12 and / or the partitions 15 exhibiting PTC properties. The resistive electrode can employ a resistive electrode containing, for example, at least one selected from Al, Au, Ag, and In as a base metal and at least one selected from Ni, Si, Zn, Ge, Sn, Se, and Te for n-type semiconductors as a dopant. Furthermore, the pair of electrodes 17a, 17b can have a single-layer structure or a laminated structure consisting of two or more layers.Wenn das Paar von Elektroden 17a, 17b die laminierte Struktur aus zwei oder mehr Schichten aufweist, können die Materialien der jeweiligen Schichten von der gleichen Art oder von unterschiedlichen Arten sein.

[0116] The thickness of the electrode pair 17a, 17b can be suitably adjusted according to the method for forming the electrode pair 17a, 17b. The method for forming the electrode pair 17a, 17b includes metal deposition processes such as sputtering, vapor deposition, electrolytic deposition, and chemical deposition. Alternatively, the electrode pair 17a, 17b can be formed by applying an electrode paste and subsequently baking it or by thermal spraying. Furthermore, the electrode pair 17a, 17b can be formed by joining metal sheets or alloy sheets.

[0117] Each of the thicknesses of the pair of electrodes 17a, 17b is, for example, approximately 5 to 80 µm for baking the electrode paste, approximately 100 to 1000 µm for dry plating such as sputtering and vapor deposition, approximately 10 to 100 µm for thermal spraying, and approximately 5 to 30 µm for wet plating such as electrolytic deposition and chemical deposition. Furthermore, when joining the metal sheet or alloy sheet, each thickness is preferably approximately 5 to 100 µm. (1-4. Connection 18)

[0118] Terminals 18 are connected to the pair of electrodes 17a, 17b and are provided on at least part of the pair of electrodes 17a, 17b. Providing terminals 18 facilitates connection to an external power supply. Terminals 18 are connected to a conductor that is connected to the external power supply.

[0119] The terminals 18 may be made of any material, including, but not limited to, a metal. The metal that may be used herein may include individual metals, alloys, and the like, but from the point of view of corrosion resistance, specific electrical resistance, and coefficient of linear expansion, it may preferably be an alloy containing at least one selected from the group consisting of Cr, Fe, Co, Ni, Cu, Al, and Ti, and preferably stainless steel, Fe-Ni alloy, and phosphor bronze.

[0120] The size and shape of connector 18 are not particularly restricted. For example, as shown in Fig.As shown in Figure 3A, the terminals 18 can be provided on the entire pair of electrodes 17a, 17b on the outer circumferential wall 12. Furthermore, the terminals 18 can be provided on a portion of the pair of electrodes 17a, 17b on the outer circumferential wall 12, or they can be provided such that they extend to a side other than the outer edge of each of the pair of electrodes 17a, 17b on the outer circumferential wall 12. Furthermore, the terminals 18 can be provided on a portion of the pair of electrodes 17a, 17b on the partitions 15, or they can be provided such that they block a portion of the cells 14.

[0121] Furthermore, the thickness of the connection 18 is not particularly limited, but it is, for example, 0.01 to 10 mm, typically 0.05 to 5 mm.

[0122] The method for connecting the terminals 18 to the pair of electrodes 17a, 17b is not particularly limited, as long as they are electrically connected. For example, they can be connected by diffusion bonding, a mechanical pressing mechanism, welding, or the like. (1-5. Method for manufacturing a humidity control device 10)

[0123] The method for manufacturing the humidity control device 10 according to an embodiment of the present invention is not particularly limited and can be carried out according to a known method. The method for manufacturing the humidity control device 10 according to one embodiment of the present invention is described below for illustrative purposes.

[0124] A method for producing the honeycomb structure 11, which forms the moisture control device 10, includes a formation step and a firing step.

[0125] In the formation step, a green body is formed which contains a ceramic raw material that includes BaCO3 powder, TiO2 powder and rare earth nitrate or hydroxide powder to produce a honeycomb-shaped body with a relative density of 60% or more.

[0126] The ceramic raw material can be obtained by dry mixing the powders so that it has a desired composition.

[0127] The green body can be obtained by adding a dispersion medium, a binder, a plasticizer, and a dispersant to the ceramic raw material and kneading them together. The green body may optionally contain additives such as shifters, metal oxides, property enhancers, and conductive powders.

[0128] The amount of components to be mixed, other than the ceramic raw material, is not particularly limited, as long as the relative density of the honeycomb molded body is 60% or more.

[0129] As used herein, the “relative density of the honeycomb mold” means a ratio of the density of the honeycomb mold to the true density of the entire ceramic raw material. In particular, the relative density can be determined by the following equation: Relative density of the honeycomb shape (%) = Density of the honeycomb shape (g / cm³) 3 ) / true density of the entire ceramic raw material (g / cm³) 3 ) × 100. The density of the honeycomb-shaped body can be measured using the Archimedes method with pure water as the medium. Furthermore, the true density of the entire ceramic raw material can be determined by dividing the total mass (g) of the individual raw materials by the total volume (cm³) of the actual volumes of the individual raw materials. 3 ) will be received.

[0130] Examples of the dispersion medium include water or a mixed solvent of water and an organic solvent, such as alcohol, and preferably water.

[0131] Examples of the binder include organic binders such as methylcellulose, hydroxypropoxylcellulose, hydroxyethylcellulose, carboxymethylcellulose, and polyvinyl alcohol. In particular, it is preferred to use methylcellulose in combination with hydroxypropoxylcellulose. The binder can be used alone or in combination with two or more, but it is preferred that the binder does not contain any alkali metals.

[0132] Examples of the plasticizer include polyoxyalkylene alkyl ethers, polycarboxylic acid-based polymers, and alkyl phosphate esters.

[0133] The dispersant that can be used here includes surfactants such as polyoxyalkylene alkyl ethers, ethylene glycol, dextrin, fatty acid soaps, and polyalcohols. The dispersant can be used alone or in combination with two or more.

[0134] The honeycomb-shaped body can be produced by extruding the green body. A die with a desired overall shape, cell shape, partition thickness, cell density, and the like can be used for extrusion.

[0135] The relative density of the honeycomb body obtained by extrusion is 60% or more, and preferably 65% ​​or more. By limiting the relative density of the honeycomb body to such a range, the body can be made more compact, and the electrical resistance at room temperature can be reduced. The upper limit of the relative density of the honeycomb body is not particularly restricted, but it can generally be 80%, and preferably 75%.

[0136] The honeycomb molded body can be dried before the firing step. Non-restrictive examples of drying methods include well-known drying processes such as hot air drying, microwave drying, dielectric drying, drying under reduced pressure, vacuum drying, and freeze-drying. Among these, a drying method that combines hot air drying with microwave drying or dielectric drying is preferred because the entire molded body can be dried quickly and uniformly.

[0137] The firing step involves holding the molded body at a temperature of 1150 to 1250 °C and then increasing the temperature to a maximum temperature of 1360 to 1430 °C with a heating rate of 20 to 600 °C / hour and holding the temperature for 0.5 to 10 hours.

[0138] Holding the honeycomb-shaped body at the maximum temperature of 1360 to 1430 °C for 0.5 to 10 hours can provide the honeycomb structure 11, which contains as a main component crystal particles based on BaTiO3, in which part of Ba is replaced by the rare earth element.

[0139] Furthermore, maintaining a temperature of 1150 to 1250 °C can make it possible to easily remove the Ba2TiO4 crystal particles produced in the firing process, so that the honeycomb structure 11 can be compacted.

[0140] Furthermore, a heating rate of 20 to 600 °C / hour from a temperature of 1150 to 1250 °C to a maximum temperature of 1360 to 1430 °C can enable the production of 1.0 to 10.0 mass-% Ba6Ti 17 O 40 -Crystal particles are formed in the honeycomb structure 11.

[0141] The holding time of the honeycomb-shaped body at 1150 to 1250 °C is not particularly limited, but it can preferably be 0.5 to 10 hours. Such a holding time can lead to a stable and easy removal of Ba2TiO4 crystal particles produced in the firing process.

[0142] The firing step preferably involves holding the honeycomb-shaped body at 900 to 950 °C for 0.5 to 5 hours while the temperature is increased. Holding it at 900 to 950 °C for 0.5 to 5 hours can lead to sufficient decomposition of BaCO3 so that the honeycomb structure 11 with a predetermined composition can be easily obtained.

[0143] Prior to the firing step, a degreasing step can be carried out to remove the binder. This degreasing step can preferably be performed in an air atmosphere to completely decompose the organic components.

[0144] Furthermore, the atmosphere of the combustion step can preferably be the atmosphere of air with regard to controlling the electrical properties and the manufacturing costs.

[0145] A kiln used in the firing and degreasing steps is not particularly restricted, but it can be an electric kiln, a gas kiln, or the like.

[0146] The pair of electrodes 17a, 17b is formed on the honeycomb structure 11 thus obtained. The pair of electrodes 17a, 17b can be formed by metal deposition processes such as sputtering, vapor deposition, electrolytic deposition, and chemical deposition. Furthermore, the pair of electrodes 17a, 17b can also be formed by applying an electrode paste and subsequently baking it. The pair of electrodes 17a, 17b can also be formed by thermal spraying. The pair of electrodes 17a, 17b can consist of a single layer or of multiple electrode layers with different compositions. A typical method for forming the pair of electrodes 17a, 17b is described below.

[0147] First, an electrode slurry is prepared, containing an electrode material, an organic binder, and a dispersion medium. The first end face 13a or the second end face 13b of the honeycomb structure 11 is coated with the slurry. The dispersion medium can be water, an organic solvent (e.g., toluene, xylene, ethanol, n-butanol, ethyl acetate, butyl acetate, terpineol, dihydroterpineol, Texanol, ethylene glycol monobutyl ether acetate, diethylene glycol monoethyl ether acetate, diethylene glycol monoethyl ether, diethylene glycol monobutyl ether acetate, diethylene glycol monobutyl ether acetate), or a mixture thereof. Excess slurry on the perimeter of the honeycomb structure 11 is removed by blowing and wiping. The slurry can then be dried to form the pair of electrodes 17a, 17b on the first end surface 13a or the second end surface 13b of the honeycomb structure 11.Drying can be carried out while the honeycomb structure 11 is heated, for example, to a temperature of approximately 120 to 600 °C. Although a series of steps involving coating, slurry removal, and drying can only be performed once, the steps can be repeated several times to provide the pair of electrodes 17a, 17b with the desired thicknesses.

[0148] The terminals 18 are then provided at predetermined positions of the pair of electrodes 17a, 17b, and the pair of electrodes 17a, 17b and the terminals 18 are connected together. The method described above can be used as a method for connecting the pair of electrodes 17a, 17b to the terminals 18.

[0149] It should be noted that the terminals 18 can be placed after the formation of an adsorption layer 16, which is described below.

[0150] The adsorption layer 16 is then formed on the surfaces of the partitions 15 and the like of the honeycomb structure 11.

[0151] Although the method for forming the adsorption layer 16 is not particularly restricted, it can be formed, for example, by the following steps. The honeycomb structure 11 is immersed for a predetermined time in a slurry containing an adsorbent, a binder, and a dispersion medium, and excess slurry on the end faces and outer perimeter of the honeycomb structure 11 is removed by blowing and wiping. The binder can be an organic binder, an inorganic binder, or a combination thereof. The dispersion medium can be water, an organic solvent (e.g., toluene, xylene, ethanol, n-butanol, ethyl acetate, butyl acetate, terpineol, dihydroterpineol, Texanol, ethylene glycol monobutyl ether acetate, diethylene glycol monoethyl ether acetate, diethylene glycol monoethyl ether, diethylene glycol monobutyl ether acetate, diethylene glycol monobutyl ether acetate), or a mixture thereof.The slurry can then be dried to form the adsorption layer 16 on the surfaces of the partitions 15 and the like. Drying can be carried out while the honeycomb structure 11 is heated, for example, to a temperature of approximately 120 to 600 °C. Although a series of steps involving immersion, slurry removal, and drying may only need to be performed once, these steps can be repeated several times to provide the adsorption layer 16 with the desired thickness on the surfaces of the partitions 15 and the like. (1-6. Humidity control device 10)

[0152] The humidity control device 10 has an air flow path and a heating medium flow path adjacent to the air flow path, and the adsorption section is provided in the air flow path. The humidity control device 10 with such a structure includes a plate-fin type heat exchanger provided with a plurality of fins on a tube, and an air-fin type heat exchanger having the adsorption layer 16 on each fin surface.

[0153] In the humidity control device 10 with the structure described above, air flows between the fins and the heating medium flows through the tube. The fins are heated by the flow of the heating medium, thus heating the adsorption layer 16, which is provided on each surface of the fins.

[0154] The humidity control device 10 with the structure described above can be manufactured by using a commercially available plate-finned or air-finned heat exchanger to form the adsorption layer 16 on the fin surfaces. The adsorption layer 16 can be formed by the method described above.

[0155] The humidity control device 10 may include: a honeycomb structure 11 with an outer perimeter wall 12 and partitions 15 provided on an inner surface of the outer perimeter wall 12, the partitions 15 defining a plurality of cells 14, each extending from a first end face 13a to a second end face 13b of the honeycomb structure 11 to form a flow path for air; an adsorption layer 16 containing an adsorbent, the adsorption layer 16 being provided on a surface of each of the partitions 15; and a heating device provided on an upstream side of the honeycomb structure 11. It should be noted that the structure of the humidity control device 10 corresponds to the structure in which the pair of electrodes 17a, 17b and the terminals 18 are located. Fig. 3A away.

[0156] In the humidity control device 10 with the heating structure as described above, the adsorption layer 16, which is provided on each surface of the partitions 15, can be heated by allowing the air heated by the heating device to flow through the cells 14 of the honeycomb structure 11.

[0157] The humidity control device 10 with the heating structure as described above can be made of various materials such as metals and ceramics, since the honeycomb structure 11 itself is not required to generate heat through electrical conduction. The honeycomb structure 11 can be made of a material that can be heated by electrical conduction.

[0158] The humidity control device 10 with the heating structure as described above can be manufactured according to the procedure as described above. (2nd air conditioning channel 20)

[0159] The air conditioning duct 20 is a flow path that allows air from the vehicle interior or exterior to flow through it. The upstream side of the air conditioning duct 20 is connected to the vehicle interior or an outside air inlet. The air conditioning duct 20 allows air from the vehicle interior or exterior to flow in and also allows air that has flowed through the humidity control device 10 to flow into the vehicle interior or be discharged to the vehicle exterior. Therefore, the air conditioning duct 20 can have a structure that branches into a first flow path 20a, which allows air to flow into the vehicle interior on the downstream side of the humidity control device 10, and a second flow path 20b, which allows air to be discharged to the vehicle exterior. (3rd valve 30)

[0160] Valve 30 can be configured to switch the airflow between the first flow path 20a and the second flow path 20b. Valve 30 can be provided at a branching section between the first flow path 20a and the second flow path 12b in the air conditioning duct 20.

[0161] Valve 30 is not particularly limited in its design, as long as it is electrically actuated and has the function of switching the flow path; a solenoid valve, an electric valve, and the like can be used. For example, valve 30 can comprise a throttle valve, which includes an opening / closing flap carried by a rotary shaft, and an actuator, such as a motor, for rotating the shaft. The actuator can be configured to be controlled by the control unit 50. A butterfly valve, which controls opening and closing by means of a flap valve, or a spool valve, which controls opening and closing by movement of a spool (valve), can also be used. (4. Ventilation fan 40)

[0162] The ventilation blower 40 is a device that allows air from the vehicle interior or exterior to flow into the humidity control device 10 and is provided in the air conditioning duct 20. The position of the ventilation blower 40 is not restricted, but it can be located on the upstream side of the humidity control device 10, for example, as shown in Fig. 1 and the like, or on the downstream side of the humidity control device 10.

[0163] The ventilation blower 40 is electrically connected to the control unit 50 and can control the airflow rate by adjusting the rotational speed according to instructions from the control unit 50. (5. Power source 60)

[0164] The power source 60 serves to apply a voltage to the humidity control device 10 (in particular the pair of electrodes 17a, 17b). The power source 60 is electrically connected to the control unit 50 and sets the state of the voltage applied to the pair of electrodes 17a, 17b according to instructions from the control unit 50.

[0165] The power source 60 is not particularly restricted and a battery or similar can be used. (6. Control unit 50)

[0166] The control unit 50 controls the humidity control device 10 and the valve 30. Furthermore, the control unit 50 can also control the ventilation fan 40.

[0167] The control unit 50 is electrically connected to the humidity control device 10 and the ventilation fan 40 via the power source 60. The control unit 50 can control the power source, thereby adjusting the heating state of the honeycomb structure 11 by controlling the voltage applied to the pair of electrodes 17a, 17b of the humidity control device 10. Furthermore, the control unit 50 can also control the valve 30, directing the airflow through the first flow path 20a or the second flow path 20b. Additionally, the control unit 50 can adjust the rotational speed of the ventilation fan 40, thereby controlling the flow rate of the air flowing through the air conditioning duct 20.

[0168] The control unit 50 is generally an ECU (engine (electronic) control unit), although it is not specifically limited to this. The ECU is a CPU for executing various calculation processes, a ROM for storing programs and data required for its control, a RAM for temporarily storing the results of calculations performed by the CPU, and input / output ports for sending and receiving signals to and from external systems.

[0169] The control unit 50 can perform a moisture adsorption mode, which is set up to switch the valve 30 so that the air flows into the first flow path 20a, and a regeneration mode, which is set up to heat the moisture control device 10 and switch the valve 30 so that the air flows into the second flow path 20b.

[0170] In moisture adsorption mode, moisture in the air circulating from the vehicle interior or exterior is adsorbed, and the air with reduced or removed moisture is returned to the vehicle interior via the first flow path 20a. In regeneration mode, the moisture adsorbed in the adsorption layer 16 is desorbed and then released to the vehicle exterior via the second flow path 20b.

[0171] From the standpoint of ensuring stable operation of the above control, it is desirable that the humidity control device 10 be located near the vehicle interior. Therefore, to prevent electrical shocks and the like, it is preferable that the drive voltage of the humidity control device 10 be 60 V or less. Since the honeycomb structure 11 used in the humidity control device 10 has a low electrical resistance at room temperature, it can be heated at the low drive voltage. It should be noted that the lower limit of the drive voltage is not particularly restricted, but it can preferably be 10 V or more. If the drive voltage is less than 10 V, the current will be high during the heating of the honeycomb structure 11, so the conductor wire should be thick. EXAMPLES

[0172] The present invention will now be described in more detail with reference to examples, but the present invention is not limited to these examples. <Herstellung der Feuchtigkeitssteuervorrichtung>

[0173] BaCO was used as the ceramic raw material. 3-Powders, TiO2 powder, and La(NH3)3 → 6H2O powder were prepared. These powders were weighed to ensure they had the required composition after firing and dry-mixed to obtain a blended powder. Dry mixing was carried out for 30 minutes. To 100 parts by mass of the resulting blended powder, water, a binder, a plasticizer, and a dispersant were added in appropriate amounts (ranging from 3 to 30 parts by mass) to obtain a ceramic body with a relative density of 64.8% after extrusion. The body was then kneaded to produce a green body. Methylcellulose was used as the binder. Polyoxyalkylene alkyl ethers were used as the plasticizer and dispersant.

[0174] The resulting green body was then fed into an extrusion molding machine and extruded using a predetermined nozzle to form a honeycomb structure with the shape shown below after firing.

[0175] The cross-sectional shape and end surface of the honeycomb structure are orthogonal to the flow direction: rectangular;

[0176] Shape of the cross-sectional area of ​​the cells orthogonal to the flow direction: rectangular; Partition wall thickness: 0.100 mm; Thickness of the outer perimeter wall: 0.2 mm; Cell density: 80 cells / cm³ 2 ; Cell spacing: 1.1 mm; Cross-sectional area of ​​the honeycomb structure perpendicular to the direction of flow: 12000 mm² 2 ; Length of the honeycomb structure in the direction of the flow path: 10 mm; Specific volume resistivity of materials consisting of the outer circumferential wall and the partition wall at 25 °C: 15 Ω·cm; and Curie point of the material forming the outer perimeter wall and the partition: 110 °C.

[0177] The resulting honeycomb structure was then subjected to dielectric drying and hot air drying, followed by degreasing in an air-filled sintering furnace (450 °C for 4 hours) and subsequent sintering in an air-filled atmosphere. Firing was carried out by holding the honeycomb structure at 950 °C for 1 hour, then increasing the temperature to 1200 °C and holding it at 1200 °C for 1 hour, and finally increasing the temperature to 1400 °C (maximum temperature) at a rate of 200 °C / hour and holding it at 1400 °C for 2 hours.

[0178] The pair of electrodes was formed on both end faces (first end face and second end face) of the resulting honeycomb structure. First, an electrode slurry containing aluminum (electrode material), ethylcellulose, and diethylene glycol monobutyl ether (organic binder) was prepared and applied to the first end face. The electrode slurry was then dried to form an electrode on the first end face. Using the same electrode slurry, an electrode was formed on the second end face by applying and drying the slurry.

[0179] The honeycomb structure with a pair of electrodes was then immersed in a slurry containing zeolite (adsorbent), an organic binder and water, and the slurry adhering to excess areas (such as the perimeter) was removed by blowing and wiping and then dried at approximately 550 °C to form an adsorption layer 150 µm thick on the surfaces of the partitions and on a surface of the outer perimeter wall facing the cells.

[0180] The humidity control device, obtained as described above, was placed in the air conditioning duct to control the humidity in Fig. The aim was to construct the air conditioning system shown in Figure 1. A thermometer was also placed in this air conditioning system to measure the temperature Ta on the inner surface of the air conditioning duct.

[0181] In the air conditioning system, assuming an environment where condensation easily occurs in the air conditioning duct between the humidity control device and the valve, the following regeneration mode experiments were conducted, and the state of the condensation generated in the air conditioning duct was visually assessed. During the regeneration mode, a voltage of 12 V was applied to the honeycomb structure for 3 minutes.

[0182] First, the temperature Ta on the inner surface of the air conditioning duct was measured by the thermometer.

[0183] The flow rate of the air flowing into the humidity control device, Q [m 3The [ / s] was varied as shown in Table 1, while the dew point temperature Tb was calculated using equation (5). In this case, the amount of moisture released Wd for the humidity control device was 0.05 [g / s] and the absolute humidity AHi of the air flowing into the humidity control device was 8.2 [g / m³]. 3 ], and the temperature of the air in the air conditioning duct between the humidity control device and the valve, Tp, was 60 [°C].

[0184] The results of the above assessments are shown in Table 1.

[0185] The results of the assessment of the state of the generated condensation are expressed as follows: double circle for no condensation; circle for a small amount of condensation, but no problem; and x for a large amount of condensation. [Table 1] Air flow rate Q[m²] 3 / s] Temperature Ta [°C] on the inner surface of the air conditioning duct Dew point temperature Tb [°C] condensation 0,00017 58,7 79,9 × 0,00050 56,3 56,1 ◯ 0,00083 51,9 46,7 ⊚ 0,00117 50,5 41,2 ⊚ 0,00183 48,6 34,4 ⊚ 0,00317 46,3 27,6 ⊚ 0,00383 45,5 25,5 ⊚ 0,00483 44,0 23,3 ⊚

[0186] As shown in Table 1, condensation could be suppressed by controlling the airflow rate Q such that the temperature Ta on the inner surface of the air conditioning duct was higher than the dew point temperature Tb. Specifically, the airflow rate Q is 0.00050 [m³ / s²]. 3 / s] or more, thereby suppressing condensation, in particular the airflow rate Q is 0.00083 [m 3 / s] or more, which could stably suppress the generation of condensation.

[0187] As can be seen from the results above, according to this invention it is possible to provide a vehicle air conditioning system that can suppress the generation of condensation when a regeneration mode of a humidity control device is executed, and can suppress the penetration of water droplets into a vehicle interior when a moisture adsorption mode of the humidity control device is executed. Description of the reference symbols 10 Humidity control device 11 honeycomb structure 12 Outer perimeter wall 13a first end surface 13b second end face 14 cells 15 partition wall 16 Adsorption layer 17a, 17b Pair of electrodes 18 connection 20 air conditioning duct 20a first flow path 20b second flow path 30 valve 40 ventilation fans 50 control unit 60 Power source QUOTES INCLUDED IN THE DESCRIPTION

[0000] This list of documents cited by the applicant was automatically generated and is included solely for the reader's convenience. The list is not part of the German patent or utility model application. The DPMA accepts no liability for any errors or omissions. Cited patent literature

[0000] WO 2023 / 074202 A1

[0004] Cited non-patent literature

[0000] JIS K 6271: 2008

[0089]

Claims

[1] Vehicle air conditioning system, comprising: at least one humidity control device (10) configured to adsorb and desorb moisture; an air conditioning duct (20) in which the humidity control device (10) is provided and which allows air from a vehicle interior or vehicle exterior to flow through it, wherein the air conditioning duct (20) has a first flow path (20a) which allows the air to flow into the vehicle interior on a downstream side of the humidity control device (10), and a second flow path (20b) for delivering the air to the vehicle exterior; a valve (30) configured to switch the airflow between the first flow path (20a) and the second flow path (20b); and a ventilation fan (40) configured to adjust the flow rate of the air flowing through the air conditioning duct (20); and a control unit (50) which is set up to control the humidity control device (10), the valve (30) and the ventilation fan (40), wherein, when a regeneration mode is executed in which the valve (30) is switched so that the air flows into the second flow path (20b) to desorb the moisture from the humidity control device (10), the control unit (50) controls the ventilation fan (40) such that in an area in the air conditioning duct (20) between the humidity control device (10) and the valve (30) a temperature Ta on an inner surface of the air conditioning duct (20) is higher than a dew point temperature Tb in order to set a flow rate of the air. [2] Vehicle air conditioning system according to claim 1, further comprising a thermometer for measuring the temperature Ta on the inner surface of the air conditioning duct (20) and a dew point meter for measuring the dew point temperature Tb. [3] Vehicle air conditioning system according to claim 1 or 2, wherein the temperature Ta on the inner surface of the air conditioning duct (20) is calculated by the following equation (1): Ta=Tp−Tp−TcHci×(1Hco+1Kg+1Hci) where Tp is the temperature of the air in the air conditioning duct (20) between the humidity control device (10) and the valve (30) [°C], Tc is the temperature of the air in the vehicle interior [°C], and Hci is the heat transfer coefficient of the air in the air conditioning duct (20) between the humidity control device (10) and the valve (30) [W / m²]. 2K] is, Hco a heat transfer coefficient of the air outside the air conditioning duct (20) between the humidity control device (10) and the valve (30) [W / m²]. 2 K] is and Kg is a heat transfer coefficient of the air conditioning duct (20) [W / m²] 2 [K] is. [4] Vehicle air conditioning system according to claim 1 or 2, wherein the temperature Ta on the inner surface of the air conditioning duct (20) is calculated by the following equation (2): Ta=Tp−Tp+10Hci×(1Hco+1Kg+1Hci) where Tp is the temperature of the air in the air conditioning duct (20) between the humidity control device (10) and the valve (30) [°C], and Hci is the heat transfer coefficient of the air in the air conditioning duct (20) between the humidity control device (10) and the valve (30) [W / m²]. 2K} is, Hco is a heat transfer coefficient of the air outside the air conditioning duct (20) between the humidity control device (10) and the valve (30) [W / m²]. 2 K] is and Kg is a heat transfer coefficient of the air conditioning duct (20) [W / m²] 2 [K] is. [5] Vehicle air conditioning system according to claim 3 or 4, wherein Tp is calculated based on a relationship between Tp and a flow rate of air flowing into the humidity control device (10) when the regeneration mode, which is previously determined, is executed. [6] Vehicle air conditioning system according to claim 3, wherein Tc is measured by a thermometer provided in the vehicle interior. [7] Vehicle air conditioning system according to any one of claims 3 to 6, wherein Hci is calculated by the following equation (3): Hci=7.1×UA0.78 where U Aa flow velocity of the air flowing into the humidity control device (10) during the execution of the regeneration mode [m / s]. [8] Vehicle air conditioning system according to any one of claims 3 to 7, wherein Hco is calculated by the following equation (4): Hco=5.57+3.94 UB where U B a flow velocity of the air to which the air conditioning duct (20) between the humidity control device (10) and the valve (30) is exposed [m / s]. [9] Vehicle air conditioning system according to any one of claims 1 and 3 to 8, wherein the dew point temperature Tb is calculated by the following equation (5): Tb=273.3×log106.1078×Q×217(Wd+Q×AHi)×(Tp+273.15)log10[(Wd+Q×AHi)×(Tp+273.15)6.1078×Q×217]−7.5 where Wd is a quantity of moisture released by the humidity control device (10) [g / s], Q is a flow rate of air flowing into the humidity control device (10) [m 3 / s], AHi is an absolute humidity of the air flowing into the humidity control device (10) [g / m³ 3 ], and Tp is the temperature of the air in the air conditioning duct (20) between the humidity control device (10) and the valve (30) [°C]. [10] Vehicle air conditioning system according to one of claims 1 and 3 to 8, wherein the dew point temperature Tb is calculated by the following equation (6): Tb=273.3×log106.1078×Q×217(Wd+Q×10)×(Tp+273.15)log10[(Wd+Q×10)×(Tp+273.15)6.1078×Q×217]−7.5 where Wd is a quantity of moisture released by the humidity control device (10) [g / s], Q is a flow rate of air flowing into the humidity control device (10) [m 3 / s], and Tp is the temperature of the air in the air conditioning duct (20) between the humidity control device (10) and the valve (30) [°C]. [11] Vehicle air conditioning system according to claim 9 or 10, wherein Wd is calculated based on a relationship between a flow rate and an inflow time of the air flowing into the humidity control device (10), which is determined beforehand. [12] Vehicle air conditioning system according to claim 9, wherein AHi is measured by a hygrometer provided in the air conditioning duct (20) on an upstream side of the humidity control device (10). [13] Vehicle air conditioning system according to any one of claims 1 to 12, wherein the humidity control device (10) comprises: an adsorption section comprising an adsorbent configured to adsorb the moisture at a temperature lower than or equal to a predetermined temperature and to desorb the adsorbed moisture when the temperature exceeds the predetermined temperature; and a heating medium or heating structure configured to heat the adsorption section. [14] Vehicle air conditioning system according to claim 13, wherein the humidity control device (10) comprises: a honeycomb structure (11) with an outer perimeter wall (12) and partitions (15) provided on an inside of the outer perimeter wall (12), wherein the partitions (15) define a plurality of cells, each of the cells extending from a first end face (13a) to a second end face (13b) of the honeycomb structure (11) to form a flow path for the air; an adsorption layer (16) comprising the adsorbent, wherein the adsorption layer (16) is provided on a surface of each of the partitions (15); and a pair of electrodes (17a, 17b) provided on the first end face (13a) and the second end face (13b) of the honeycomb structure (11) or on the outer circumferential wall (12) parallel to an extension direction of the cells (14) of the honeycomb structure (11). [15] Vehicle air conditioning system according to claim 14, wherein at least the partitions (15) of the honeycomb structure (11) are made of a material which has a positive temperature coefficient (PTC) property. [16] Vehicle air conditioning system according to claim 13, wherein the humidity control device (10) has a flow path for the air and a flow path for a heating medium adjacent to the flow path for the air, and wherein the adsorption section is provided in the flow path for the air. [17] Vehicle air conditioning system according to claim 13, wherein the humidity control device (10) comprises: a honeycomb structure (11) with an outer perimeter wall (12) and partitions (15) provided on an inside of the outer perimeter wall (12), wherein the partitions (15) define a plurality of cells (14), each of the cells (14) extending from a first end face (13a) to a second end face (13b) of the honeycomb structure (11) to form a flow path for the air; an adsorption layer (16) comprising the adsorbent, wherein the adsorption layer (16) is provided on a surface of each of the partitions (15); and a heating device provided on an upstream side of the honeycomb structure (11). [18] Vehicle air conditioning system according to any one of claims 13 to 17, wherein the adsorbent is configured to adsorb and desorb carbon dioxide and / or volatile components in addition to moisture.

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