Vehicle air conditioning device

Abstract

A vehicle air conditioning device is provided which, by increasing the air blowing efficiency in an air conditioning unit, reduces heat loss due to outside air intake and inside air exhaust, and limits power consumption during an air conditioning process. In the vehicle air conditioning device 1, an air conditioning unit 21 comprises a first channel P1, which directs outside air from an outside air inlet 22 to an evaporator 32, and a second channel P2, which directs inside air from an inside air inlet 23 to the evaporator 32. A blower 31 is provided in the first and second channels P1, P2, and a total heat exchanger 34 is arranged between the blower 31 and the evaporator 32.The outside air flowing in the first channel P1 and at least a portion of the inside air flowing in the second channel P2 are introduced into the total heat exchanger 34, which then performs a heat exchange between the outside air and the inside air. The outside air that has undergone heat exchange, together with the remaining inside air flowing in the second channel P2, is introduced into the evaporator 32, and the inside air that has undergone heat exchange is discharged from the passenger compartment.

Description

TECHNICAL AREA

[0001] The present invention relates to a vehicle air conditioning device for air conditioning a passenger compartment. STATE OF THE ART

[0002] As a prior art vehicle air conditioning device, for example, a vehicle air conditioning device is known from patent document 1 in which, by providing a total heat exchanger that absorbs heat from interior air, which is discharged through an interior air discharge duct which discharges interior air from the passenger compartment, and transfers heat to outside air introduced through an outside air inlet opening, heat loss due to the introduction of outside air is reduced and thus the heating effect is increased. LIST OF REFERENCE DOCUMENTS PATENT DOCUMENTS

[0003] Patent Document 1: JP H10-16531 A BRIEF OVERVIEW OF THE INVENTIONAL TASKS OF THE INVENTION

[0004] In the prior art of vehicle air conditioning systems, the total heat exchanger is located upstream of a fan in a first air duct through which outside air is introduced, while an evaporator is installed downstream of the fan. With this arrangement in the first air duct, a negative pressure is created upstream of the fan and a positive pressure downstream, resulting in poor fan efficiency. In a second air duct, through which interior air is introduced, the interior air supplied to the fan is blown out in two directions: into and out of the passenger compartment. Dividing the interior air into these two directions is difficult, and corresponding improvements are needed.

[0005] The present invention was made in consideration of the above points, and one of its objectives is to provide a vehicle air conditioning device which, by increasing the blowing efficiency of air in an air conditioning housing, reduces heat loss due to outside air intake and inside air exhaust and limits power consumption during an air conditioning process. SOLUTION OF THE TASKS

[0006] To achieve the aforementioned problem, one aspect of the present invention provides a vehicle air conditioning device comprising an air conditioning housing in which an outside air inlet for introducing outside air and an inside air inlet for introducing inside air are formed at one end, and a defrosting outlet, which blows air towards a window pane of the vehicle, and a face outlet and a foot outlet, which blow air towards occupants in a passenger compartment, are formed at another end; a cooling heat exchange section for cooling the air flowing in the air conditioning housing; a partition plate forming in the air conditioning housing a first channel, which directs the air from the outside air inlet to the cooling heat exchange section, and a second channel, which directs the air from the inside air inlet to the cooling heat exchange section; and a fan section.which generates an airflow from one end to the other in the first and second channels. The vehicle air conditioning device comprises an indoor-outdoor air heat exchange section, which is arranged between the fan section and the cooling heat exchange section, into which the outdoor air flowing in the first channel and at least a portion of the indoor air flowing in the second channel are introduced and which carries out a heat exchange between the introduced outdoor air and indoor air, and is designed such that the outdoor air, which has undergone heat exchange in the indoor-outdoor air heat exchange section, is introduced into the cooling heat exchange section together with the remaining indoor air flowing in the second channel, and the indoor air, which has undergone heat exchange in the indoor-outdoor air heat exchange section, is discharged from the passenger compartment. EFFECTS OF THE INVENTION

[0007] According to the vehicle air conditioning device of the present invention, by increasing the blowing efficiency of air in an air conditioning housing, heat loss due to outside air intake and inside air exhaust can be reduced and power consumption during an air conditioning process can be limited. BRIEF DESCRIPTION OF THE DRAWINGS Fig. Figure 1 is an overview view illustrating the overall configuration of a vehicle air conditioning device according to an embodiment of the present invention. Fig. Figure 2 is a block diagram of the electrical configuration of the vehicle air conditioning device. Fig. Figure 3 is a schematic perspective view of a total heat exchanger element used in a total heat exchanger. Fig. Figure 4 shows the flow of air in an initial state when a cooling function is switched on in summer. Fig.Figure 5 shows the flow of air in summer with two occupants. Fig. Figure 6 shows the flow of air in summer with four occupants. Fig. Figure 7 shows the flow of air when refrigerant escapes. Fig. Figure 8 shows the flow of air in winter with two occupants when the probability of dew formation is low. Fig. Figure 9 shows the flow of air in winter with four occupants, when the probability of dew formation is low. Fig. Figure 10 shows the flow of air in winter with two occupants, when the probability of dew formation is high. Fig. Figure 11 shows the flow of air in winter with two occupants, when the probability of dew formation is even higher. DESCRIPTION OF THE EXECUTION FORMS

[0008] In the following, an embodiment of the present invention is described in detail with reference to the accompanying figures.

[0009] Fig. 1 and Fig. Figure 2 shows the configuration of a vehicle air conditioning device 1 according to an embodiment of the present invention. Fig. Figure 1 is an overview view illustrating the overall configuration of a vehicle air conditioning device according to the present embodiment, and Fig. Figure 2 is a block diagram of the electrical configuration of the vehicle air conditioning device 1 of the present embodiment.

[0010] The vehicle air conditioning device 1 of the present embodiment is installed in a vehicle and is designed to air-condition a passenger compartment of the vehicle by blowing air conditioning into the passenger compartment. The vehicle air conditioning device 1 includes an air conditioning unit 2 ( Fig. 1) and an air conditioning control device 5 ( Fig. 2).

[0011] The air conditioning unit 2 is located at the front of a passenger compartment of a vehicle (not shown) and includes an air conditioning housing 21. On one end of the air conditioning housing 21 (left in Fig. 1) An outside air inlet 22 and an inside air inlet 23 are formed. The outside air inlet 22 is an intake opening for introducing air from outside the passenger compartment (hereinafter referred to as "outside air") into the air conditioning housing 21. The outside air inlet 22 is connected to the space inside the air conditioning housing 21 via an outside air passage 22A. The inside air inlet 23 is an intake opening for introducing air from inside the passenger compartment (hereinafter referred to as "inside air") into the air conditioning housing 21. The inside air inlet 23 is connected to the space inside the air conditioning housing 21 via an inside air passage 23A.

[0012] An outside air flap 22B and an inside air flap 23B are provided at each of the outside air inlet 22 and the inside air inlet 23. An inside / outside air flap 28 is provided at the outside air inlet 22 on a connecting duct P12, which connects the upstream end sections of a first and second duct P1, P2 described below. The outside air flap 22B, the inside air flap 23B, and the inside / outside air flap 28 are actuated by corresponding electrically driven actuators 61, 62, 63, respectively, based on control signals from the air conditioning control device 5. Fig. 2) Depending on a combination of the respective rotary positions of the outside air flap 22B, the inside air flap 23B, and the inside / outside air flap 28, an intake mode of the vehicle air conditioning device 1 can switch between an inside air mode, an outside air mode, or an inside / outside air mode. As shown in Fig.As shown in Figure 1 with a solid line, the intake mode of the vehicle air conditioning device 1 is, for example, the indoor / outdoor air mode when the outdoor air flap 22B is in a position with the outdoor air inlet 22 open, the indoor air flap 23B is in a position with the indoor air inlet 23 open, and the indoor / outdoor air flap 28 is in a position with the connecting channel P12 closed.

[0013] On the other end of the air conditioning housing 21 (right in Fig.1) A defrost outlet 24, a face outlet 25, and a foot outlet 26 are formed. The defrost outlet 24 is a discharge opening that blows air from inside the climate control housing 21 toward a window pane (not shown). The defrost outlet 24 is connected to the space inside the climate control housing 21 via a defrost passage 24A. The face outlet 25 is a discharge opening that blows air from inside the climate control housing 21 onto the upper half of the body of the occupants of the passenger compartment. The face outlet 25 is connected to the space inside the climate control housing 21 via a face passage 25A. The foot outlet 26 is a discharge opening that blows air from inside the climate control housing 21 toward the feet of the occupants of the passenger compartment. The foot outlet 26 is connected to the space inside the air conditioning housing 21 via a foot passage 26A.

[0014] A face flap 25B and a foot flap 26B are provided at each face outlet 25 and foot outlet 26. An outlet switching flap 27 is arranged between the defrost outlet 24 and the foot outlet 26. The face flap 25B, the foot flap 26B, and the outlet switching flap 27 are actuated by corresponding electrically driven actuators 64, 65, and 66, respectively, based on control signals from the air conditioning control device 5. Fig. 2) By combining the respective rotational positions of the face flap 25B, the foot flap 26B, and the outlet switching flap 27, the outlet opening mode of the vehicle air conditioning device 1 can be switched between a defrost mode, a face mode, a foot mode, a face / foot mode, a defrost / foot mode, and a closed mode. As shown in Fig.As shown in Figure 1 with a solid line, the defrost / foot mode results, for example, as the discharge opening mode of the vehicle air conditioning device 1 when the face flap 25B is in the position with the face outlet 25 closed, the foot flap 26B is in the position with the foot outlet 26 open, and the outlet switching flap 27 is in an intermediate position where it is away from both the defrost outlet 24 and the foot outlet 26. In the present embodiment, the face flap 25B, the foot flap 26B, the outlet switching flap 27, and the electrically driven actuators 64 to 66 correspond to the "discharge volume control section" of the present invention.

[0015] Inside the air conditioning housing 21, a first channel P1, a second channel P2 and a connecting channel P12 are formed, which are separated by an inner wall of the air conditioning housing 21 and several partition plates 29 ( Fig.1) The first channel P1 is a channel that directs air from the outside air inlet 22 to an evaporator 32 (cooling heat exchange section) described below. The second channel P2 is a channel that directs air from the inside air inlet 23 to the evaporator 32. A space upstream of the evaporator 32 in the air conditioning housing 21 is thus defined by the several partition plates 29 in the Fig. 1. The first channel P1, located approximately above, and the second channel P2, located approximately below, are divided into two parts, and the upstream end section of the first channel P1 and the upstream end section of the second channel P2 are connected by the connecting channel P12.

[0016] An exhaust air opening 30 is formed on a part that faces the downstream end section of the first channel P1 in the air conditioning housing 21 ( Fig.1) The exhaust opening 30 is connected to the space inside the air conditioning housing 21 via an exhaust passage 30A. The exhaust passage 30A extends at one end section opposite the exhaust opening 30 (not shown) to the rear section of the vehicle and is connected to the space outside the passenger compartment. The air directed through the exhaust opening 30 of the air conditioning housing 21 to the exhaust passage 30A is thus discharged from the passenger compartment through the exhaust passage 30A.

[0017] A blower 31 is provided at one point in the air conditioning housing 21 on one end side, extending across the first and second channels P1, P2 ( Fig. 1) The blower 31 has an electric motor and is an electrically driven fan. The blower 31 (the electric motor) is actuated by the air conditioning control device 5 based on control signals ( Fig.2) and generates an airflow from one end to the other end of the air conditioning housing 21. The blower 31 is thus designed to blow the outside air introduced through the outside air inlet 22 and / or the inside air introduced through the inside air inlet 23 into the passenger compartment. In the present embodiment, the blower 31 also corresponds to the "fan section" of the present invention.

[0018] Downstream of the blower 31 in the air conditioning unit 21, the evaporator 32 is located. Air flowing through the first channel P1 (outside air) and air flowing through the second channel P2 (inside air) are introduced into the evaporator 32 via a total heat exchanger 34, which is described below. The evaporator 32, although not shown here, forms a refrigerant circuit (cooling cycle) together with a compressor, a condenser, a liquid separator, an expansion valve, and the like. This circuit is connected to a refrigerant circulation path through which a refrigerant circulates. Coupled with the operation of the compressor, the evaporator 32 facilitates heat exchange between the air introduced into the evaporator 32 and the refrigerant, thereby cooling the air flowing in the air conditioning unit 21.The evaporator 32 thus serves as a cooling heat exchanger section that cools the air flowing in the air conditioning housing 21. The evaporator 32 (compressor of the refrigerant circuit) is operated based on control signals from the air conditioning control device 5 (. Fig. 2).

[0019] A heating core 33 is provided downstream of the evaporator 32 in the air conditioning housing 21. In the vicinity of the heating core 33 (in Fig. 1 behind the heating core 33) is a bypass channel B (dotted line in Fig. 1) formed. The bypass channel B is a channel in which the air flowing in the air conditioning housing 21 can bypass the heating core 33.

[0020] The heating core 33 is a heating device that heats the air flowing downstream of the evaporator 32 in the space within the air conditioning housing 21, with the exception of the air in the bypass channel B. Although no specific limitation exists, in the present embodiment, the heating core 33, although not shown here, is arranged together with a heat transfer fluid heating device, which incorporates an electric heating element, on a heat transfer fluid circulation path along which a heat transfer fluid such as water or the like circulates by means of an electrically driven pump. The heating core 33 is designed such that it heats the air by effecting a heat exchange between the heat transfer fluid heated by the electric heating element of the heat transfer fluid heating device and the air flowing in the air conditioning housing 21 (with the exception of the air in the bypass channel B).The heating core 33 thus serves as a heating heat exchange section that heats the air flowing in the air conditioning housing 21 (with the exception of that in the bypass channel B). The heating core 33 (electric heating device and electrically driven pump of the heat transfer fluid heating device) is operated on the basis of control signals from the air conditioning control device 5 (. Fig. 2).

[0021] An air mixing flap 33A is provided upstream of the heating core 33. The air mixing flap 33A is driven by the electrically driven actuator 67, which is operated based on control signals from the air conditioning control device 5 ( Fig. 2) The air mixing flap 33A regulates, according to its rotational position, the proportions of the air flow rate through the heating core 33 and the air flow rate through the bypass channel B of the air flowing in the air conditioning housing 21 (blowing air proportion).

[0022] Between the blower 31 and the evaporator 32 in the air conditioning housing 21, the total heat exchanger 34 is provided across the downstream end section of the first duct P1. The air flowing in the first duct P1 (outside air) and at least a portion of the air flowing in the second duct P2 (inside air) are introduced into the total heat exchanger 34. The total heat exchanger 34 performs a heat exchange of its own heat and latent heat between the two types of introduced air (outside air, inside air). The total heat exchanger 34 is thus designed to perform a heat exchange of the total heat (temperature and humidity) between the introduced outside air and inside air. In the present embodiment, the total heat exchanger 34 corresponds to the "inside air-outside air heat exchange section" of the present invention.

[0023] Fig.Figure 3 is a schematic perspective view of a total heat exchange element used in the total heat exchanger 34. Fig.In the total heat exchanger 34, for example, a separating element 341, formed by applying a macromolecular sorption material to a fiber substrate, and a corrugated spacer element 342 are stacked in one direction in the total heat exchanger. The total heat exchanger is designed such that the direction in which outside air OA is introduced and discharged as supply air SA, and the direction in which recirculated air (indoor air) RA is introduced and discharged as exhaust air EA, alternate between the individual layers by 90°. The macromolecular sorption material used in the separating element 341 is, for example, a sodium polyacrylate crosslinker or the like.The water absorption rate of such a macromolecular sorption material is high; the moisture it holds can be separated (released) from it at a low heating temperature, and it can retain the moisture for a long time. Consequently, the separating element 341, which is formed by applying the macromolecular sorption material to a fiber substrate, exhibits thermal conductivity and moisture permeability.

[0024] In the present embodiment, the total heat exchanger 34 is arranged at the downstream end section of the first channel P1 such that the flow direction on the outside air-OA-supply air-SA side of the total heat exchange element is Fig. 3 follows the direction of airflow (outside air) in the first channel P1 of the air conditioning housing 21 ( Fig.1) In other words, the total heat exchanger 34 is arranged at the downstream end section of the first channel P1 such that the flow direction on the recirculated air (indoor air) RA exhaust air EA side of the total heat exchange element is Fig. 3 orthogonal to the flow direction of the outside air of the first channel P1 in the air conditioning housing 21 and an inlet surface of the inside air of the total heat exchange element is facing the second channel P2 and an outlet surface of the exhaust air EA is facing the exhaust air opening 30 ( Fig.1) In the total heat exchanger 34 arranged in this way, the flow on the outside air (OA) supply air (SA) side and the flow on the recirculated air (indoor air) (RA) exhaust air (EA) side do not mix, and efficient heat exchange for all heat (temperature and humidity) takes place between the outside air and the indoor air (supply air and exhaust air). The heat exchange rate of the total heat exchanger 34 of the present embodiment is approximately 50%. However, the heat exchange rate of the total heat exchanger 34 is not limited to this.

[0025] Outside at the inlet surface of the internal air of the total heat exchanger 34 (below in Fig. 1) An indoor air heat exchange control damper 34A is provided. The indoor air heat exchange control damper 34A is driven by the electrically driven actuator 68, which is operated on the basis of control signals from the air conditioning control device 5 ( Fig.2) The indoor air heat exchange control damper 34A regulates, according to its rotational position, the proportion of the air flow rate introduced into the total heat exchanger 34 and the proportion of the air flow rate introduced into the evaporator 32 (blowing air volume fraction) of the air (indoor air) flowing in the second channel P2. As in Fig. As shown in Figure 1 with a solid line, the blown air volume ratio is, for example, 1 to 1 when the indoor air heat exchange control damper 34A is located at an angle of substantially 45° with respect to the airflow in the second duct P2. In the present embodiment, the outdoor air damper 22B, the indoor air damper 23B, the indoor / outdoor air damper 28, the indoor air heat exchange control damper 34A, and the electrically driven actuators 61 to 63 and 68 correspond to the “indoor / outdoor air volume control section” of the present invention.

[0026] The air conditioning control device 5 ( Fig.2) is formed by a microcomputer that includes a CPU, memory such as ROM, RAM, and the like, I / O ports, and the like. The air conditioning control device 5 is designed to perform various calculations and the like based on an air conditioning control program stored in ROM, input signals from various sensors, and input signals from various switches; to output control signals to devices electrically connected to the air conditioning control device 5, for example, the fan 31, the evaporator 32 (compressor of the refrigerant circuit), the heating element 33 (electric heating device and electrically driven pump of the heat transfer fluid heating device), the electrically driven actuators 61 to 68, and the like, and thus to control the operation of these devices.In the present embodiment, the air conditioning control device 5 corresponds to the “control unit” of the present invention.

[0027] The various sensors connected to the climate control device 5 include, for example, a temperature sensor group 71 and a humidity sensor group 72, as well as seat weight sensors 73 and a CO2 concentration sensor 74, which are installed at various locations inside and outside the climate control unit 2. The temperature sensor group 71 includes, among other things, an outside air temperature sensor that detects the temperature of the outside air, an inside air temperature sensor that detects the temperature of the inside air, a temperature sensor that detects the surface temperature of a window pane (e.g., the windshield or the like) of the vehicle, and a temperature sensor that detects the temperature of air near the window pane in the passenger compartment.The humidity sensor group 72 includes, among other things, an outdoor air humidity sensor that detects the humidity of the outside air, an indoor air humidity sensor that detects the humidity of the indoor air, and a humidity sensor that detects the humidity of the air near the window pane in the passenger compartment. The seat weight sensor 73 is a sensor that detects the weight on the seats installed in the passenger compartment. The climate control device 5 can estimate the number of occupants in the passenger compartment based on changes in the weight on the seats detected by the seat weight sensors 73. The CO2 concentration sensor 74 is a sensor that detects the carbon dioxide (CO2) concentration in the passenger compartment.

[0028] The various switches connected to the climate control device 5 are provided on a control panel 75, which is installed, for example, in the front part of the passenger compartment, in such a way that it can be operated by an occupant. The control panel 75 includes, for example, an on / off switch that turns the vehicle climate control device 1 on and off, an AUTO switch that turns automatic control of the vehicle climate control device 1 on and off, an A / C switch that turns a cooling function on and off, a HEAT switch that turns a heating function on and off, an intake mode switch that switches an intake mode, an exhaust mode switch that switches the exhaust mode, and a blower air volume adjustment switch that adjusts the blower air volume of the blower 31.

[0029] Next, the operation of the vehicle air conditioning device 1 of the present embodiment will be described.

[0030] When the outside air temperature rises in summer, etc., and the air conditioning system's cooling function is used, it is desirable to set the intake mode to interior air mode to increase cooling efficiency. This creates interior air circulation, where the air conditioning system's blowing air circulates within the passenger compartment. When the cooling function is used with 100% interior air circulation, the CO2 concentration in the passenger compartment increases due to occupant respiration, necessitating an air exchange. This exchange is achieved by drawing in warm outside air, cooling it, and supplying it to the passenger compartment, while simultaneously expelling a corresponding amount of interior air. The heat loss from the intake of warm outside air and the expulsion of cooler interior air during this air exchange reduces cooling efficiency.Therefore, in the vehicle air conditioning device 1 of the present embodiment, the total heat exchanger 34 is arranged between the blower 31 and the evaporator 32, wherein the respective flow rate of the outside air and inside air introduced into the total heat exchanger 34 is controlled according to the CO2 concentration in the passenger compartment and in this way the heat loss due to outside air intake and inside air discharge can be reduced and the power consumption during cooling can be limited.

[0031] Specifically, the individual sections of the vehicle air conditioning unit 1 are started by switching on the on / off switch on the control panel 75. By switching on the A / C switch on the control panel 75 and setting the airflow control switch to a desired airflow rate, or by switching on the AUTO switch, the blower 31 and the evaporator 32 are operated according to the control signals from the air conditioning control unit 5, and the cooling function is activated. The HEAT switch is off, and the heating element 33 is not operated. To increase cooling efficiency during the initial activation of the cooling function, the intake mode switch is set to the interior air mode, or, by switching on the AUTO switch, the intake mode is automatically set to the interior air mode.This causes the vehicle air conditioning unit 1 to start cooling operation with 100% interior air circulation.

[0032] Fig. Figure 4 shows the airflow in the initial state when the cooling function is switched on in summer. Since the intake mode is set to the indoor air mode, the electrically driven actuators 61 to 63 are driven according to the control signals from the air conditioning control device 5, and the outside air flap 22B, the inside air flap 23B, and the inside / outside air flap 28 are opened into the Fig. The positions shown with solid lines are controlled. The outside air flap 22B thus moves to the position with the outside air inlet 22 closed, the inside air flap 23B to the position with the inside air inlet 23 open, and the inside / outside air flap 28 to the position with the connecting channel P12 open.

[0033] By setting the outlet opening mode switch to face mode, the electrically driven actuators 64 to 66 are also driven according to the control signals from the air conditioning control device 5, and the face flap 25B, the foot flap 26B and the outlet switching flap 27 are moved into the Fig. The positions shown with solid lines are controlled. The face flap 25B thus moves to the position with the face outlet 25 open, the foot flap 26B to the position with the foot outlet 26 closed, and the outlet switching flap 27 to the position closest to the de-icing outlet 24.

[0034] The interior air heat exchange control flap 34A, arranged corresponding to the total heat exchanger 34, is driven by the electrically driven actuator 68, which is operated according to the control signals from the air conditioning control device 5, and, as Fig.4, shown with a solid line, moves into the position aligned with the airflow in the second channel P2 and closes the indoor air inlet surface of the total heat exchanger 34. The air mixing flap 33A, located upstream of the heating core 33, is driven by the electrically driven actuator 67, which is operated according to the control signals from the air conditioning control device 5, into a position in which all the air flowing in the air conditioning housing 21 flows through the bypass channel B. Furthermore, by driving the blower 31 according to the control signals issued by the air conditioning control device 5, for example, indoor air RA with a flow rate of 200 m³ / h is supplied. 3 / h or the like from the interior air inlet 23 through the interior air passage 23A into the air conditioning housing 21.

[0035] The indoor air RA introduced into the air conditioning housing 21 through the indoor air inlet 23 is distributed to the connecting duct P12 and the second duct P2, resulting in an airflow in the connecting duct P12 and the first duct P1, and an airflow in the second duct P2. The air flowing in the first duct P1 is introduced into the evaporator 32 via the total heat exchanger 34, and the air flowing in the second duct P2 is introduced directly into the evaporator 32. The evaporator 32 is driven according to a set cooling temperature based on the control signals issued by the air conditioning control device 5 and cools the air in both the first and second ducts P1 and P2. The air cooled at the evaporator 32 flows through the bypass duct B and is discharged at the face outlet 25 as air conditioning blast air CA with a flow rate of 200 m³ / h. 3 / h blown out. In the initial state of switching on the cooling function, the vehicle air conditioning device 1 begins cooling operation in this way with 100% interior air circulation.

[0036] After the cooling operation of the vehicle air conditioning device 1 of the present embodiment has been started or a defined waiting period has elapsed, the air conditioning control device 5 assesses the number of occupants in the passenger compartment based on the change in the weight on the seats detected by the seat weight sensors 73. The number of occupants in the passenger compartment serves as a parameter by which the degree of increase in the CO2 concentration in the passenger compartment can be estimated. The CO2 concentration in the passenger compartment rises primarily due to the respiration of the occupants, which is why the degree of increase in the CO2 concentration also changes proportionally to the number of occupants in the passenger compartment or the total weight of the occupants.Based on this property, the air exchange rate is controlled in the present embodiment during cooling by estimating the change in the CO2 concentration in the passenger compartment from the number of occupants. However, it is of course also possible to control the air exchange rate based on the CO2 concentration in the passenger compartment as detected by the CO2 concentration sensor 74. That is, controlling the air exchange rate according to the number of occupants in the passenger compartment (or the total weight of the occupants) is an alternative to controlling the air exchange rate according to the CO2 concentration in cases where a CO2 concentration sensor is not provided in a vehicle.

[0037] Once the climate control device 5 has assessed the number of occupants in the passenger compartment based on information from the seat weight sensors 73, it controls the individual sections of the vehicle climate control device 1 so that an air exchange (outside air intake and inside air exhaust) occurs according to the number of occupants. In the present embodiment, taking into account the increase in the CO2 concentration in the passenger compartment due to the occupants' respiration, etc., the required air exchange rate during use of the climate control in the passenger compartment is, for example, 30 cfm (ft³) per occupant. 3 / min) = 5lm 3The control setpoint is set to / h. This control setpoint for the air exchange rate is based, among other things, on the following document: Gursaran D. Mathur, “Power Savings by Operating HVAC Unit in Partial Recirculation Mode”, Automotive Air-Conditioning Technical Review 2022 - HVAC Systems for Vehicle Electrification. The following describes the specific operation of the vehicle air conditioning device 1 of the present embodiment for the cases of two occupants and four occupants in the passenger compartment during the summer. (With two occupants in summer)

[0038] Fig.Figure 5 shows the airflow in summer with two occupants. In the vehicle air conditioning device 1 of the present embodiment, if the air conditioning control device 5, based on information from the seat weight sensors 73, determines that two occupants are present, it controls the electrically driven actuators 61, 63, 68 for the outside air flap 22B, the inside / outside air flap 28, and the inside air heat exchange control flap 34A such that the outside air intake and the inside air exhaust are regulated with an air exchange rate of 51 m³ / h. 3 / h × 2 = 102 m 3 / h. This will cause the outside air flap 22B, the inside / outside air flap 28 and the inside air heat exchange control flap 34A to each be in Fig. The positions shown with solid lines are regulated. Thus, the outside air damper 22B is set for an outside air flow rate OA of 102 m³ / h introduced through the outside air inlet 22. 3The airflow is regulated to an intermediate position. The indoor / outdoor air damper 28 is regulated to the position in which it closes the connecting duct P12. The entire airflow, with a flow rate of 200 m³ / h, is controlled by the indoor / outdoor air damper 28. 3 / h The indoor air RA1 introduced at the indoor air inlet 23 passes through the second channel P2. The indoor air heat exchange control damper 34A is regulated to the intermediate position, so that the flow rate of indoor air RA2-1 introduced into the total heat exchanger 34 is 102 m³ / h. 3 / h and the flow rate of indoor air RA2-2 98 m³ directed to the evaporator 32 3 The air conditioning control device 5 thus controls the flow rate of the indoor air RA2-1 and the flow rate of the indoor air RA2-2 at the indoor air heat exchange control flap 34A proportionally to the opening degree of the outdoor air flap 22B.

[0039] As a concrete example of the conditions of the outside air and the inside air, the outside air OA, which is introduced from the outside air inlet 22 into the air conditioning housing 21, is assumed to have a temperature of 35 °C, a relative humidity of 60%, and an absolute humidity of 0.0215 kg / kg. The inside air (recirculated air) RA1, which is introduced through the inside air inlet 23 into the air conditioning housing 21, is assumed to have a temperature of 25 °C, a relative humidity of 30%, and an absolute humidity of 0.0059 kg / kg. Under these conditions, the state of the flowing air at the individual sections of the air conditioning control device 5 changes as shown in Table 1 below. Table 1 With two occupants in the summer By flow rate [m 3 / h] Temperature [°C] Relative humidity [%] Absolute humidity [kg / kg] Relative enthalpy [kJ / kg] OA 102 35 60 0.0215 - RA1 200 25 30 0.0059 - RA2-1 102 RA2-2 98 SA 102 30 51.4 0.0137 - EA 102 30 51.4 0.0137 - CA1(Total heat exchanger: Yes) 200 27.5 42.8 0.0098 52.7 CA1(Total heat exchanger: No) 200 30 51.4 0.0137 65.2 CA2 200 5 100 0.0054 18.6

[0040] With reference to Fig.5 and Table 1 are presented as a detailed description of the operation of the air conditioning control device 5 in summer with two occupants, who enter through the outside air inlet 22 with a flow rate of 102 m³ / h. 3 Outside air OA, introduced into the air conditioning housing 21 at a rate of / h, is fed through the first channel P1 into the total heat exchanger 34. The flow rate is 200 m³ / h. 3 The indoor air RA introduced into the air conditioning housing 21 through the indoor air inlet 23 is split in two directions after passing through the second channel P2 at the indoor air heat exchange control damper 34A, with the indoor air RA2-1 having a flow rate of 102 m³ / h 3 / h is introduced into the total heat exchanger 34 and the indoor air RA2-2 with a flow rate of 98 m 3 / h is directed to evaporator 32 ( Fig. 5).

[0041] At the total heat exchanger 34, a heat exchanger is operated between the heat exchanger with the same flow rate (102 m³). 3 / h) the introduced outside air OA and inside air RA2-1 undergo a total heat exchange (temperature and humidity). The total heat exchange efficiency of the present embodiment is approximately 50%. Through this total heat exchange, the temperature and absolute humidity of the outside air OA decrease, and supply air SA (Table 1) with a temperature of 30 °C, a relative humidity of 51.4%, and an absolute humidity of 0.0137 kg / kg is blown out of the total heat exchanger 34 and directed to the evaporator 32. Due to the total heat exchange, the temperature and absolute humidity of the interior air RA2-1 also increase, so that exhaust air EA (Table 1) with a temperature of 30 °C, a relative humidity of 51.4% and an absolute humidity of 0.0137 kg / kg is released from the total heat exchanger 34 through the exhaust opening 30 and the exhaust passage 30A out of the passenger compartment.

[0042] Consequently, at evaporator 32, the flow rate is 102 m³ / h. 3 / h from the total heat exchanger 34 supply air SA and the one with a flow rate of 98 m 3 / h through the second channel P2, indoor air RA2-2 is introduced in a mixed state ( Fig. 5) Specifically, by mixing the supply air SA and the indoor air RA2-2, which have different conditions, air CA1 (Table 1) with a temperature of 27.5 °C, a relative humidity of 42.8%, and an absolute humidity of 0.0098 kg / kg is introduced into the evaporator 32. The flow rate of the air CA1 introduced into the evaporator 32 is 200 m³ / h. 3 / h. After the air CA1 has been cooled at the evaporator 32, it flows through the bypass channel B and is blown out at the face outlet 25 as air conditioning vent CA2. In the present embodiment, air conditioning vent CA2 (Table 1) with a temperature of 5 °C, a relative humidity of 100%, and an absolute humidity of 0.0054 kg / kg is blown out through the face outlet 25 and the face passage 25A towards the upper body of the occupants of the passenger compartment.

[0043] If, as described above, the outside air intake and inside air discharge are carried out using the total heat exchanger 34, the relative enthalpy of the air CA1 introduced into the evaporator 32 is 52.7 kJ / kg (total heat exchanger in Table 1: Yes). If, however, the outside air intake and inside air discharge are carried out under the same conditions without the total heat exchanger 34, the temperature CA1 introduced into the evaporator 32 is 30 °C, the relative humidity is 51.4%, the absolute humidity is 0.0137 kg / kg, and the relative enthalpy is 65.2 kJ / kg (total heat exchanger in Table 1: No). The relative enthalpy CA2 of the air conditioning air discharged from the face vent 25 in this condition is 18.6 kJ / kg (Table 1). Calculating the energy-saving effect of the total heat exchanger 34 based on these values ​​yields the following result: {1−(52.7−18.6) / (65.2−18.6)}=1−(34.1 / 46.6)=26.8%.

[0044] In the vehicle air conditioning device 1 of the present embodiment, the intake on the upstream side of the blower 31 takes place from the free space of the first and second channels P1, P2 (outside air inlet 22, inside air inlet 23). The flows of the outside air and inside air introduced into the blower 31 also run in the same direction. Compared to the prior art discussed above, the blower 31 can therefore be driven more efficiently. Consequently, according to the vehicle air conditioning device 1, by increasing the blowing efficiency of the air in the air conditioning housing 21, heat loss due to the outside air intake and the inside air exhaust can be reduced, and the power consumption during cooling operation can be effectively limited.In the present embodiment, the flow rates of the outside air OA and inside air RA2-1 introduced into the total heat exchanger 34 are equal, but the flow rate of the inside air RA2-1 can be slightly reduced compared to the outside air OA. The difference between the outside air OA and the inside air RA2-1 is then discharged from an air exchange opening in the rear section of the vehicle. The flow rate of the inside air RA2-1 is increased compared to the outside air OA because outside air enters the passenger compartment through gaps in the vehicle, but this air does not pass through the evaporator 32 and is not cooled, which is to be avoided. (In summer with four occupants)

[0045] Fig.Figure 6 shows the airflow in summer with four occupants. In the vehicle air conditioning device 1 of the present embodiment, if the air conditioning control device 5, based on information from the seat weight sensors 73, determines that four occupants are present, it controls the electrically driven actuators 61, 63, 68 for the outside air flap 22B, the inside / outside air flap 28, and the inside air heat exchange control flap 34A such that the outside air intake and the inside air exhaust are regulated with an air exchange rate of 51 m³ / h. 3 / h × 4 = 204 m 3 / h. This will cause the outside air flap 22B, the inside / outside air flap 28 and the inside air heat exchange control flap 34A to each be in Fig.The positions shown with solid lines are regulated. In contrast to the case discussed above with two occupants, with four occupants the outside air flap 22B is regulated to the position in which it opens the outside air inlet 22, and the inside air heat exchange control flap 34A is regulated to a position orthogonal to the flow of inside air in the second channel P2. This control for four occupants ensures that the outside air OA has a flow rate of 204 m³ / h. 3 / h is introduced into the air conditioning housing 21 through the outside air inlet 22. The inside air RA1 is supplied with a flow rate of 204 m³ / h. 3 / h is introduced through the indoor air inlet 23 into the air conditioning housing 21, and all the indoor air RA2 flowing through the second channel P2 (204 m³) 3 / h) is introduced into the total heat exchanger 34.

[0046] In a situation where the outside air OA and the inside air RA1 are introduced into the air conditioning housing 21 at the same temperature and humidity conditions as discussed above for two occupants, the condition of the flowing air changes at the individual sections of the air conditioning control device 5 as shown in Table 2 below. Table 2 With four occupants in the summer. By flow rate [m 3 / h] Temperature [°C] Relative humidity [%] Absolute humidity [kg / kg] OA 204 35 60 0.0215 RA1 204 25 30 0.0059 RA2 204 SA, CA1 204 30 51.4 0.0137 EA 204 30 51.4 0.0137 CA2 204 5 100 0.0054

[0047] With reference to Fig. 6 and Table 2 provide a detailed description of the operation of the air conditioning control device 5. In summer with four occupants, the outside air OA is supplied with a flow rate of 204 m³, unlike in summer with two occupants. 3 / h and the indoor air RA2 with a flow rate of 204 m³ 3 / h is introduced into the total heat exchanger 34, and a heat exchange takes place for the total heat (temperature and humidity) between the outside air OA and the inside air RA2-1 ( Fig.6) This total heat exchange causes the temperature and absolute humidity of the outside air OA to decrease, while the temperature and absolute humidity of the inside air RA2-1 increase. The condition of the supply air SA directed from the total heat exchanger 34 to the evaporator 32 and the exhaust air EA discharged from the total heat exchanger 34 through the exhaust opening 30 and the exhaust passage 30A from the passenger compartment is the same as described above for two occupants in summer (Table 2).

[0048] In summer, with four occupants, only the supply air SA with a flow rate of 204 m³ is supplied from the total heat exchanger 34. 3 / h is introduced into the evaporator 32. This means that air CA1 (=SA) at a temperature of 30 °C, a relative humidity of 51.4%, and an absolute humidity of 0.0137 kg / kg is introduced at a flow rate of 204 m³ / h. 3Air CA1 is introduced into the evaporator 32. After the air CA1 has been cooled at the evaporator 32, it flows through the bypass channel B and is discharged as air conditioning air CA2 at the face outlet 25. The air conditioning air CA2 discharged at the face outlet 25 has the same condition as when there are two occupants in summer (Table 2). Therefore, even in summer with four occupants, the same energy-saving effect is achieved as in summer with two occupants.

[0049] In addition to the fact that, in the climate control device 5 of the present embodiment, the air exchange described above (outside air intake and inside air exhaust) is carried out according to the number of occupants in the passenger compartment during cooling, the CO2 concentration in the passenger compartment, as detected by the CO2 concentration sensor 74, is monitored by the climate control device 5 and the air exchange rate is controlled accordingly, correcting the number of occupants, such that the CO2 concentration is at or below a reference value. This reference value is predefined in the climate control device 5 as an upper limit of the CO2 concentration at which the occupants are not harmed, and is, for example, set to 1100 ppm or the like.If the CO2 concentration detected by the CO2 concentration sensor 74 in the passenger compartment approaches or exceeds the reference value, the climate control device 5 performs a correction to increase the control setpoint of the air exchange quantity per occupant, thus achieving a state in which the CO2 concentration in the passenger compartment has been regulated to or below the reference value.

[0050] However, if CO2 is used as the refrigerant in the refrigerant circuit (cooling cycle) encompassing the evaporator 32, and a refrigerant leak occurs due to a malfunction in the refrigerant circuit or the like, the above-mentioned correction control of the air exchange rate reaches its limits, and there is a possibility that the CO2 concentration in the passenger compartment will significantly exceed the reference value. Therefore, if the CO2 concentration in the passenger compartment detected by the CO2 concentration sensor 74 exceeds a defined threshold (>reference value), the air conditioning control device 5 in the present embodiment assumes that a refrigerant leak has occurred and initiates a control action to forcibly vent the air from the passenger compartment in the air conditioning housing 21. (In case of refrigerant leakage)

[0051] Fig.Figure 7 shows the airflow during a refrigerant leak. If the CO2 concentration in the passenger compartment exceeds the threshold as described above, and a refrigerant leak is assumed, the air conditioning control device 5 first controls the electrically driven actuators 64, 65, 66 of the face flap 25B, the foot flap 26B, and the outlet switching flap 27 so that a closed mode results as the outlet opening mode. As shown in Fig. As shown in Figure 7 with a solid line, this regulates the face flap 25B to the position with the face outlet 25 closed, the foot flap 26B to the position with the foot outlet 26 closed, and the outlet switching flap 27 to the position that is closest to the de-icing outlet 24.

[0052] The climate control device 5 then controls the electrically driven actuators 61, 62, 68 for the outside air flap 22B, the inside air flap 23B, and the inside air heat exchange control flap 34A so that only the outside air OA introduced through the outside air inlet 22 flows through the first channel P1, circulates in the climate control housing 21, and is discharged from the passenger compartment through the exhaust opening 30. As in Fig.As shown in Figure 7 with a solid line, the outside air damper 22B is controlled to the position in which the outside air inlet 22 is fully open, and the inside air damper 23B is controlled to the position in which the inside air inlet 23 is fully closed. The inside air heat exchange control damper 34A is controlled such that a condition is created in which air can be directed from the evaporator 32 to the total heat exchanger 34. Specifically, the inside air heat exchange control damper 34A is controlled to the position in which it is inclined at approximately 45° to the airflow direction in the second channel P2, so that the blown air ratio is essentially 1:1. It is sufficient if the blown air ratio of the inside air heat exchange control damper 34A is approximately 1:1, and it does not have to be exactly 1:1.

[0053] This refrigerant release control system directs the outside air OA, introduced through the outside air inlet 22, sequentially through the first channel P1, the total heat exchanger 34, the evaporator 32, and the heating element 33. Before the outlet diverter valve 27, the airflow direction reverses, and the air flows sequentially through the heating element 33, the evaporator 32, the interior air heat exchange control valve 34A, and the total heat exchanger 34, exiting the passenger compartment through the exhaust air opening 30. Any refrigerant (CO2) that has leaked into the air conditioning unit 21 due to a malfunction in the refrigerant circuit or similar cause is thereby released from the passenger compartment along with the outside air OA circulating in the air conditioning unit 21. This prevents an increase in the CO2 concentration in the passenger compartment due to a refrigerant leak.

[0054] The above-mentioned control for the forced air exchange of the air in the air conditioning housing 21 due to a refrigerant leak also applies if refrigerants other than CO2 (for example, hydrocarbons or the like) are used in the refrigerant circuit (cooling cycle) including the evaporator 32. In this case, the forced air exchange of the air conditioning housing 21 can be carried out if a detection signal from a refrigerant leak sensor installed in the air conditioning housing 21 or a signal indicating a fault in the cooling cycle is output to the air conditioning control device 5.

[0055] Next, the operation of the vehicle air conditioning device 1 in winter will be described.

[0056] When the outside air temperature is low, as in winter, and the intake mode is set to interior air mode (interior air circulation) and the heating function is used, the absolute humidity of the interior air is significantly higher than the absolute humidity of the outside air, which is why condensation easily forms on the vehicle's windows. To prevent the windows from fogging up due to condensation during heating, it is effective to introduce outside air into the passenger compartment; however, the heat loss resulting from this outside air intake is problematic.Therefore, the vehicle air conditioning device 1 of the present embodiment ensures, as with cooling, a certain amount of air exchange to prevent an increase in the CO2 concentration in the passenger compartment, and at the same time controls the amount of outside air supplied to a minimum range in which the windows do not fog up, and can in this way reduce heat loss due to outside air supply and limit the power consumption during heating.

[0057] Specifically, in the vehicle climate control device 1, when heating operation is started by operating the heating core 33 (while the evaporator 32 is not operating), at the start of heating operation, or after a defined waiting period, the climate control device 5 assesses the number of occupants in the passenger compartment based on the change in weight on the seats detected by the seat weight sensors 73. Furthermore, using the readings from temperature and humidity sensors from the temperature sensor group 71 and humidity sensor group 72, which are installed near the window panes, the climate control device 5 calculates the dew point temperature of the air near the window pane.The climate control device 5 controls the individual sections of the vehicle climate control device 1 so that an air exchange (outside air intake and inside air exhaust) is carried out according to the number of occupants in the passenger compartment and the dew point temperature is lower than the surface temperature of the window pane. Furthermore, the air outlet mode is set to foot mode, etc. (In winter with two occupants, when the probability of dew formation is low)

[0058] Fig.Figure 8 shows the airflow in winter with two occupants, when the probability of dew formation is low. In the vehicle air conditioning device 1 of the present embodiment, if the air conditioning control device 5, based on information from the seat weight sensors 73, determines that two occupants are present and that the calculated dew point temperature is sufficiently below the surface temperature of the window panes and no dew formation occurs, it controls the electrically driven actuators 61, 63, 68 for the outside air flap 22B, the inside / outside air flap 28, and the inside air heat exchange control flap 34A, just as in summer with two occupants, such that the outside air supply and the inside air discharge are achieved with an air exchange rate of 51 m³ / h. 3 / h × 2 = 102 m 3 / h. As in Fig.As shown in Figure 8 with a solid line, the outside air flap 22B is thereby regulated to the intermediate position, so that the flow rate of the outside air introduced through the outside air inlet 22 is OA 102 m³. 3 / h, the indoor / outdoor air damper 28 is regulated to the position in which the connecting channel P12 is closed, and the indoor air heat exchange control damper 34A is regulated to the intermediate position, so that the flow rate of indoor air RA2-1 introduced into the total heat exchanger 34 from the indoor air flowing in the second channel P2 is 102 m 3 / h and the flow rate of the indoor air RA2-2 98 m³ directed via the evaporator 32 to the heating core 33 3 / h.

[0059] As a concrete example of the conditions of the outside air and the inside air, the outside air OA, which is introduced from the outside air inlet 22 into the air conditioning housing 21, is assumed to have a temperature of 5 °C, a relative humidity of 50%, and an absolute humidity of 0.0027 kg / kg, and the inside air (recirculated air) RA1, which is introduced through the inside air inlet 23 into the air conditioning housing 21, is assumed to have a temperature of 25 °C, a relative humidity of 30%, and an absolute humidity of 0.0059 kg / kg. Under these conditions, the state of the flowing air at the individual sections of the air conditioning control device 5 changes as shown in Table 3 below. With two occupants in winter By flow rate [m 3 / h] Temperature [°C] Relative humidity [%] Absolute humidity [kg / kg] Relative enthalpy [kJ / kg] OA 102 5 50 0.0027 - RA1 200 25 30 0.0059 - RA2-1 102 RA2-2 98 SA 102 15 40.8 0.0043 - EA 102 15 40.8 0.0043 - CA1(Total heat exchanger: Yes) 200 20 35.2 0.0051 33.1 CA1(Total heat exchanger: No) 200 15 40.8 0.0043 26 CA2 (Total heat exchanger: Yes) 200 50 6.7 0.0051 63.5 CA2 (Total heat exchanger: No) 200 50 5.6 0.0043 61.5

[0060] With reference to Fig.Figure 8 and Table 3 are presented as a detailed description of the operation of the air conditioning control device 5 in winter with two occupants when the probability of dew formation is low, through the outside air inlet 22 with a flow rate of 102 m³ / h 3 Outside air OA, introduced into the air conditioning housing 21, is introduced into the total heat exchanger 34 via the first channel P1, just as it is in summer with two occupants. The flow rate is 200 m³ / h. 3 The indoor air RA introduced into the air conditioning housing 21 through the indoor air inlet 23 is split in two directions after passing through the second channel P2 at the indoor air heat exchange control damper 34A, with the indoor air RA2-1 having a flow rate of 102 m³ / h 3 / h is introduced into the total heat exchanger 34 and the indoor air RA2-2 with a flow rate of 98 m 3 / h is directed via the evaporator 32 to the heating core 33 ( Fig. 8).

[0061] At the total heat exchanger 34, the same process takes place as in summer with two occupants between the one with the same flow rate (102 m³). 3 / h) The outside air OA and inside air RA2-1 introduced by the total heat exchange (temperature and humidity) undergo a heat exchange. As a result, the temperature and absolute humidity of the outside air OA increase, and supply air SA (Table 3) with a temperature of 15 °C, a relative humidity of 40.8%, and an absolute humidity of 0.0043 kg / kg is blown out of the total heat exchanger 34 and directed via the evaporator 32 to the heating core 33. The temperature and absolute humidity of the inside air RA2-1 also decrease, so that exhaust air EA (Table 3) with a temperature of 15 °C, a relative humidity of 40.8%, and an absolute humidity of 0.0043 kg / kg is discharged from the total heat exchanger 34 through the exhaust opening 30 and the exhaust passage 30A out of the passenger compartment.

[0062] Consequently, the evaporator 32 carries out the flow rate of 102 m³ / h. 3 / h from the total heat exchanger 34 supply air SA and the one with a flow rate of 98 m 3 / h Indoor air RA2-2, directed through the second channel P2, is introduced in a mixed state into the heating core 33 ( Fig. 8) Specifically, by mixing the supply air SA and the indoor air RA2-2, which have different conditions, air CA1 (Table 3) with a temperature of 20 °C, a relative humidity of 35.2%, and an absolute humidity of 0.0051 kg / kg is introduced into the heating core 33 via the evaporator 32. The flow rate of the air CA1 introduced into the heating core 33 is 200 m³ / h. 3 / h. The air CA1 heated at the heating core 33 is blown out of the foot outlet 26 as air conditioning air CA2. In the present embodiment, air conditioning air CA2 (Table 3) with a temperature of 50 °C, a relative humidity of 6.7%, and an absolute humidity of 0.0051 kg / kg is blown out through the foot outlet 26 and the foot passage 26A towards the feet of the occupants in the passenger compartment. The dew point temperature of the air near the passenger compartment windows during heating is therefore 4.2 °C, which is lower than the outside air temperature of 5 °C, thus preventing the windows from fogging up.

[0063] If, as described above, the outside air supply and inside air discharge are carried out using the total heat exchanger 34, the relative enthalpy of the air CA1 introduced into the heating core 33 via the evaporator 32 is 33.1 kJ / kg, and the relative enthalpy of the air conditioning blown out of the foot outlet 26 in this state is 63.5 kJ / kg (total heat exchanger in Table 3: Yes). If, on the other hand, the outside air supply and inside air discharge are carried out under the same conditions without the total heat exchanger 34, the relative enthalpy CA1 of the air introduced into the heating core 33 via the evaporator 32 is 26 kJ / kg, and the relative enthalpy CA2 of the air conditioning blown out of the foot outlet 26 in this state is 61.5 kJ / kg (total heat exchanger in Table 3: No). If the energy saving effect of the total heat exchanger 34 is calculated using these values, the following results: {1−(63.5−33.1) / (61.5−26)}=1−(30.4 / 35.5)=14.4%. (In winter with four occupants, when the probability of dew formation is low)

[0064] Fig. Figure 9 shows the airflow in winter with four occupants, when the probability of dew formation is low. In the vehicle air conditioning device 1 of the present embodiment, if the air conditioning control device 5, based on information from the seat weight sensors 73, determines that four occupants are present and that the calculated dew point temperature is sufficiently below the surface temperature of the window pane and no dew formation occurs, it controls the electrically driven actuators 61, 63, 68 for the outside air flap 22B, the inside / outside air flap 28, and the inside air heat exchange control flap 34A, just as in summer with four occupants, such that the outside air supply and the inside air discharge are achieved with an air exchange rate of 51 m³ / h.3 / h × 4 = 204 m 3 / h. This will cause the outside air flap 22B, the inside / outside air flap 28 and the inside air heat exchange control flap 34A to each be in Fig. The positions shown with solid lines are regulated. In contrast to the case discussed above with two occupants in winter, with four occupants the outside air flap 22B is regulated to the position in which it opens the outside air inlet 22, and the inside air heat exchange control flap 34A is regulated to the position orthogonal to the flow of inside air in the second channel P2. This control for four occupants ensures that the outside air OA has a flow rate of 204 m³ / h. 3 / h is introduced into the air conditioning housing 21 through the outside air inlet 22. The inside air RA1 is supplied with a flow rate of 204 m³ / h. 3 / h is introduced through the indoor air inlet 23 into the air conditioning housing 21, and all the indoor air RA2 flowing through the second channel P2 (204 m³)3 / h) is introduced into the total heat exchanger 34.

[0065] In a situation where the outside air OA and the inside air RA1 are introduced into the air conditioning housing 21 at the same temperature and humidity conditions as discussed above for two occupants in winter, the condition of the flowing air changes at the individual sections of the air conditioning control device 5 as shown in Table 4 below. Table 4 With four occupants in winter By flow rate [m 3 / h] Temperature [°C] Relative humidity [%] Absolute humidity [kg / kg] OA 204 5 50 0.0027 RA1 204 25 30 0.0059 RA2 204 SA, CA1 204 15 40.8 0.0043 EA 204 15 40.8 0.0043 CA2 204 50 5.6 0.0043

[0066] With reference to Fig. 9 and Table 4 provide a detailed description of the operation of the air conditioning control device 5. In winter with four occupants, the outside air OA is supplied with a flow rate of 204 m³ / h, unlike in winter with two occupants. 3 / h and the indoor air RA2 with a flow rate of 204 m³ 3 / h is introduced into the total heat exchanger 34, and a heat exchange takes place for the total heat (temperature and humidity) between the outside air OA and the inside air RA2-1 ( Fig. 9) This total heat exchange causes the temperature and absolute humidity of the outside air OA to increase, while the temperature and absolute humidity of the inside air RA2-1 decrease. The condition of the supply air SA, which is directed from the total heat exchanger 34 via the evaporator 32 to the heating core 33, and the exhaust air EA, which is discharged from the total heat exchanger 34 through the exhaust opening 30 and the exhaust passage 30A from the passenger compartment, is the same as described above for two occupants in winter (Table 4).

[0067] In winter, with four occupants, only the supply air SA with a flow rate of 204 m³ is supplied from the total heat exchanger 34. 3Air is introduced into the heating core 33 via the evaporator 32 at a rate of 204 m³ / h. This means that air CA1(=SA) at a temperature of 15 °C, a relative humidity of 40.8%, and an absolute humidity of 0.0043 kg / kg is introduced at a flow rate of 204 m³ / h. 3Air CA1 is introduced into the heating core 33 via the evaporator 32. The air is heated at the heating core 33 and blown out of the footwell vent 26 as air conditioning air CA2. The air conditioning air CA2 blown out of the footwell vent 26 has a temperature of 50 °C, a relative humidity of 5.6%, and an absolute humidity of 0.0043 kg / kg (Table 4). The dew point temperature of the air near the passenger compartment windows during heating is therefore 1.8 °C, which is lower than the outside air temperature of 5 °C, thus preventing the windows from fogging up. The same energy savings can be achieved in winter with four occupants as in winter with two occupants.

[0068] As described above, in the vehicle air conditioning device 1 of the present embodiment, when heating is in operation and there is a low probability of dew formation, the flow rate of the outside air and inside air introduced into the total heat exchanger 34 is each kept at a value corresponding to the number of occupants, and in this state a total heat exchange is carried out between the outside air and inside air and at the same time an air exchange of the passenger compartment (outside air supply and inside air discharge) is carried out.However, if the probability of dew formation increases, i.e., if the dew point temperature calculated by the climate control device 5 approaches the surface temperature of the window panes and dew threatens to form, the position of the interior air heat exchange control flap 34A and the like are regulated so that the flow rate of the interior air introduced into the total heat exchanger 34 gradually decreases relative to the value corresponding to the number of occupants, and the interior air supply rate to the total heat exchanger 34 ultimately reaches zero. In this way, the dew point temperature is kept lower than the surface temperature of the window panes, thus preventing the windows from fogging up. As an example of a high probability of dew formation, the operation of the vehicle air conditioning device 1 in winter with two occupants is now described in detail. (In winter with two occupants, when the probability of dew formation is high)

[0069] Fig. Figure 10 shows the airflow in winter with two occupants, when the probability of dew formation is high. If, in the vehicle air conditioning device 1, where the air exchange rate corresponds to two occupants as discussed above, the dew point temperature calculated by the air conditioning control device 5 approaches the surface temperature of the window panes and the probability of dew formation increases, the air conditioning control device 5 regulates the position of the interior air heat exchange control flap 34A so that the flow rate of interior air RA2-1 introduced into the total heat exchanger 34 gradually decreases from 102 m³ / h. 3 / h down to 0 m 3 / h is reduced. In accordance with the reduction of the flow rate of the indoor air RA2-1 introduced into the total heat exchanger 34, the position of the indoor air damper 23B is also regulated so that the flow rate of the indoor air RA introduced through the indoor air inlet 23 gradually decreases from 200 m³ / h. 3 / h over 98 m 3 The / h decreases.

[0070] By gradually reducing the flow rate of the interior air RA2-1 introduced into the total heat exchanger 34 in this manner, the heat exchange of latent heat between the outside air and the interior air at the total heat exchanger 34 decreases, which is why the absolute humidity of the air directed to the passenger compartment decreases. This air with reduced absolute humidity is heated at the heating core 33 and blown out of the footwell vent 26 into the passenger compartment, which also lowers the dew point temperature of the air near the passenger compartment windows, thus making it easier to maintain a condition in which the dew point temperature is lower than the surface temperature of the windows.

[0071] Specifically, if the air is in the state specified in Table 3, reducing the flow rate of the indoor air introduced into the total heat exchanger 34 will result in RA2-1 down to 0 m 3 / h, the temperature of the air blown out of the foot outlet 26 is CA2 50 °C, the relative humidity is 5.6%, and the absolute humidity is 0.0043 kg / kg. The dew point temperature of the air near the window pane is 1.8 °C, which is lower than the dew point temperature when the flow rate of the indoor air RA2-1 introduced into the total heat exchanger 34 is 102 m³. 3 / h is (=4.2 °C).

[0072] In a situation where the dew point temperature approaches the surface temperature of the window panes despite such a reducing control of the flow rate of the indoor air RA2-1 introduced into the total heat exchanger 34, and the probability of dew formation is even higher, the position of the indoor air flap 23B and the like is regulated so that the flow rate of the indoor air RA1 introduced through the indoor air inlet 23 is gradually reduced and ultimately the indoor air supply quantity from the indoor air inlet 23 is zero.Therefore, if the dew point temperature does not fall below the surface temperature of the window panes, even though the flow rate of the indoor air RA2-1 introduced into the total heat exchanger 34 is zero, the air conditioning control device 5 controls the position of the outside air flap 22B, the inside air flap 23B and the inside / outside air flap 28 such that the proportion of the flow rate of the indoor air RA1 introduced through the inside air inlet 23 in relation to the flow rate of the outside air OA introduced through the outside air inlet 22 is reduced. (In winter with two occupants, when the probability of dew formation is even higher)

[0073] Fig.Figure 11 shows the airflow in winter with two occupants, when the probability of condensation is even higher. Specifically, in a situation where the probability of condensation is even higher, the air conditioning control device 5 regulates the position of the interior air damper 23B so that the flow rate of the interior air RA1 introduced through the interior air inlet 23 gradually decreases from 98 m³ / h. 3 / h to 0 m 3 The flow rate is reduced by 102 m³ / h. Corresponding to the reduction in the flow rate of the indoor air RA1 introduced through the indoor air inlet 23, the position of the outdoor air damper 22B is also regulated so that the flow rate of the outdoor air OA introduced through the outdoor air inlet 22 gradually decreases from 102 m³ / h. 3 / h over 200 m 3 / h increases. If the flow rate of the indoor air introduced through the indoor air inlet 23 RA1 0 m 3When / h is reached, the inside / outside air flap 28 is regulated to the position in which the connecting channel P12 is opened.

[0074] By gradually reducing the flow rate of the indoor air RA1 introduced through the indoor air inlet 23 and gradually increasing the flow rate of the outdoor air OA introduced through the outdoor air inlet 22, the ratio of outdoor air OA, whose absolute humidity is lower than that of the indoor air RA1, increases, thus reducing the absolute humidity of the air directed to the passenger compartment. This air with reduced absolute humidity is heated at the heating core 33 and blown into the passenger compartment from the footwell outlet 26, thereby also lowering the dew point temperature of the air near the passenger compartment window pane, making it even easier to maintain the condition in which the dew point temperature is lower than the surface temperature of the window panes.

[0075] Specifically, if the air is in the state specified in Table 3, reducing the flow rate of the indoor air introduced into the total heat exchanger 34 will result in RA2-1 down to 0 m 3 / h and reduction of the flow rate of the indoor air RA1 introduced through the indoor air inlet 23 also down to 0 m 3 / h, the temperature of the air blown out of the foot outlet 26 is CA2 50 °C, the relative humidity is 3.5%, and the absolute humidity is 0.0027 kg / kg. The dew point temperature of the air near the window panes has now dropped to -4.0 °C. If, despite this control being implemented to reduce the flow rate of the indoor air RA introduced through the indoor air inlet 23, the dew point temperature approaches the surface temperature of the window panes, the outlet mode can be switched from foot mode to defrost / foot mode or defrost mode.

[0076] As described above, in the vehicle air conditioning device 1 of the present embodiment, the total heat exchanger 34 is arranged between the blower 31 and the evaporator 32. The outside air OA flowing in the first channel P1 and at least a portion of the inside air (RA2-1) flowing in the second channel P2 are introduced into the heat exchanger, and a total heat exchange takes place between the introduced outside air OA and inside air RA2-1. Simultaneously, air exchange within the passenger compartment is carried out through the introduction of outside air and the exhaust of inside air. In the vehicle air conditioning device 1, the intake on the upstream side of the blower 31 takes place from the free space of the first and second channels P1, P2 (outside air inlet 22, inside air inlet 23), and the flows of the outside air and inside air introduced into the blower 31 proceed in the same direction. Compared to the prior art discussed above, the blower 31 can therefore be driven more efficiently.Consequently, according to the vehicle air conditioning device 1, by increasing the air blowing efficiency in the air conditioning housing 21, heat loss due to the outside air intake and the inside air discharge through the total heat exchanger 34 can be reduced and power consumption during air conditioning operation can be limited.

[0077] In the vehicle air conditioning device 1 of the present embodiment, the air conditioning control device 5 is designed in such a way that it regulates the respective position of the outside air flap 22B, the inside air flap 23B, the inside / outside air flap 28 and the inside air heat exchange control flap 34A according to the CO2 concentration in the passenger compartment which can be estimated on the basis of the number of occupants in the passenger compartment, and thus controls the respective flow rate of the outside air OA and inside air RA2-1 introduced into the total heat exchanger 34.By controlling the exchange rate of the total heat (temperature and humidity) between outside air OA and inside air RA2-1 at the total heat exchanger 34 according to the CO2 concentration in the passenger compartment (number of occupants), the air exchange (outside air intake and inside air discharge) of the passenger compartment can be carried out efficiently and the power consumption during air conditioning operation can be effectively limited.

[0078] Furthermore, the climate control device 5 of the vehicle climate control device 1 of the present embodiment is designed such that the opening state of the outside air flap 22B and inside air flap 23B is controlled so that the CO2 concentration in the passenger compartment is at or below the predetermined reference value, and it controls the amount of inside air supplied to the total heat exchanger 34 at the inside air heat exchange control flap 34A proportionally to the degree of opening of the outside air flap 22B. This results in efficient total heat exchange between the outside air OA and the inside air RA2-1, while simultaneously ensuring a comfortable passenger compartment environment in which the CO2 concentration is maintained at or below the reference value.In particular, by implementing a control system that forcibly releases the air from the passenger compartment in the air conditioning housing 21 in the event of a refrigerant leak due to a malfunction in the refrigerant circuit or the like, deterioration of the passenger compartment interior due to the refrigerant leak can be prevented and the safety of the occupants can be ensured.

[0079] Furthermore, the climate control device 5 of the vehicle climate control device 1 of the present embodiment is designed such that, during heating, it calculates the dew point temperature using the temperature and humidity near the window panes and controls the respective flow rates of the outside air OA and inside air RA2-1 introduced into the total heat exchanger 34 so that the dew point temperature is lower than the surface temperature of the window panes. By controlling the outside air and inside air supply rates based on the surface temperature of the window panes and the dew point temperature, condensation on the window panes can be prevented and visibility through the windows improved.The climate control device 5 is also designed such that, if the dew point temperature does not fall below the surface temperature of the window panes, even though the flow rate of the indoor air RA2-1 introduced into the total heat exchanger 34 is zero, it controls the respective positions of the outside air flap 22B, the inside air flap 23B, and the inside / outside air flap 28 in such a way as to reduce the indoor air supply ratio. In this way, dew formation on the window panes can be reliably prevented.

[0080] The foregoing description was given with reference to one embodiment of the present invention; however, it is understood that the present invention is not limited to the embodiment discussed above and that various modifications and adaptations are possible based on the technical concept of the present invention. For example, the embodiment described above describes an example in which, using the total heat exchanger 34, heat is exchanged for all heat (temperature and humidity) between the outside air OA and the inside air RA2-1; however, a self-heating heat exchanger can also be used instead of the total heat exchanger 34. When a self-heating heat exchanger is used, an exchange of heat (temperature) takes place at the self-heating heat exchanger between the introduced outside air and the inside air.In this case too, heat loss due to outside air intake and inside air exhaust can be reduced, and power consumption during air conditioning operation can be limited.

[0081] In the embodiment described above, the evaporator 32 is used as the cooling heat exchange section and the heating core 33 as the heating heat exchange section. However, instead of the evaporator 32, a cooling core arranged in the refrigerant circulation path can also be used. Cooled refrigerant flows through the cooling core. Instead of the heating core 33, a condenser can be used, which is arranged in a refrigerant circuit in which a refrigerant circulates, just as in the refrigerant circuit (cooling cycle) described above. High-temperature refrigerant flows through this condenser. LIST OF REFERENCE MARKS 1 vehicle air conditioning unit 2 air conditioning units 5. Air conditioning control device 21 air conditioning units 22 Outside air intake 23 Interior air intake 24 De-icing outlet 25 Facial outlet 26 foot outlet 28 Interior air flap 29 Dividing plate 30 exhaust opening 31 Blower (Fan section) 32 Evaporator (cooling heat exchanger section) 33 Heating core (heating heat exchange section) 33A Air mixing flap 34 Total heat exchanger (indoor air-outdoor air heat exchanger section) 34A Interior air heat exchange control flap 61 to 68 electrically driven actuator 71 Temperature sensor group 72 Humidity sensor group 73 Seat weight sensor 74 CO2 concentration sensor 75 Control panel B Bypass channel P1 first channel P2 second channel P12 connection channel OA Outdoor air RA Indoor air (recirculated air) SA Supply air EA exhaust air CA air conditioning blowing air 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] JP H10-16531 A

[0003]

Claims

[1] Vehicle air conditioning device, comprising: an air conditioning housing comprising an outside air inlet for introducing outside air and an inside air inlet for introducing inside air at one end, and a defrost outlet blowing air towards a window pane of the vehicle, and a face outlet and a foot outlet blowing air towards occupants in a passenger compartment at another end. a cooling heat exchange section for cooling the air flowing in the air conditioning housing, a partition plate which forms a first channel in the air conditioning housing, directing air from the outside air inlet to the cooling heat exchange section, and a second channel, directing air from the inside air inlet to the cooling heat exchange section, and a fan section that generates an airflow from one end to the other in the first and second channels, comprising an indoor air-outdoor air heat exchange section, which is arranged between the fan section and the cooling heat exchange section, into which the outside air flowing in the first duct and at least a part of the indoor air flowing in the second duct is introduced and which carries out a heat exchange between the introduced outside air and indoor air, and designed in such a way that the outside air, which has undergone heat exchange in the inside air-outside air heat exchange section, is introduced into the cooling heat exchange section together with the remaining inside air flowing in the second channel, and the inside air, which has undergone heat exchange in the inside air-outside air heat exchange section, is discharged from the passenger compartment. [2] Vehicle air conditioning device according to claim 1, comprising an indoor / outdoor air volume control section which regulates the respective flow rate of the outdoor air and indoor air introduced into the indoor air-outdoor air heat exchange section, and a control unit which receives information regarding a carbon dioxide concentration in the passenger compartment and controls the operation of the indoor / outdoor air volume control section according to the carbon dioxide concentration in the passenger compartment. [3] Vehicle air conditioning device according to claim 2, wherein the indoor / outdoor air volume control section comprises an outdoor air flap that regulates the flow rate of outdoor air introduced through the outdoor air inlet, an indoor air flap that regulates the flow rate of indoor air introduced through the indoor air inlet, and an indoor air heat exchange control flap that regulates the proportion of the flow rate of indoor air introduced into the indoor air-outdoor air heat exchange section and the flow rate of indoor air directed to the cooling heat exchange section of the indoor air flowing in the second channel, wherein the control unit controls an opening state of the outdoor air flap and the indoor air flap such that the carbon dioxide concentration is at or below a predetermined reference value, and controls the proportion of the indoor air heat exchange control flap proportionally to the degree of opening of the outdoor air flap. [4] Vehicle air conditioning device according to claim 3, comprising a discharge volume control section which regulates the respective flow rate of the air discharged at the defrost outlet, the face outlet and the foot outlet, wherein the control unit, in the event of a refrigerant leakage at the cooling heat exchange section, controls the discharge volume control section such that the respective flow rate of the air discharged from the defrost outlet, the face outlet and the foot outlet is zero, and performs such control that the outside air flap is in the open state, the inside air flap is in the closed state and the inside air heat exchange control flap is in a state in which air can blow from the side of the cooling heat exchange section to the side of the inside air-outside air heat exchange section. [5] Vehicle air conditioning device according to claim 2, comprising a heating heat exchanger section for heating the air flowing in the air conditioning housing, wherein the control unit receives information indicating a surface temperature of a window pane of the vehicle and information indicating the temperature and humidity of air near the window pane in the passenger compartment and controls the operation of the inside / outside air volume control section such that a dew point temperature calculated using the temperature and humidity of the air near the window pane is lower than the surface temperature of the window pane. [6] Vehicle air conditioning device according to claim 5, wherein the control unit, in the event that the dew point temperature does not fall below the surface temperature of the window pane, although the flow rate of the indoor air introduced into the indoor air-outdoor air heat exchange section is zero, controls the operation of the indoor / outdoor air volume control section in such a way that the proportion of the flow rate of the indoor air introduced through the indoor air inlet is reduced in relation to the flow rate of the outdoor air introduced through the outdoor air inlet.

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