Vehicular air conditioner

Abstract

To provide a vehicular air conditioner that can ventilate a vehicle interior while cooling and dehumidifying external air during cooling operation, without impairing installation performance in a vehicle, and can ventilate the vehicle interior while heating and humidifying external air or dehumidifying internal air, during heating operation.SOLUTION: In a vehicular air conditioner 1, a first passage P1 is communicated with an external air inlet 22 or an internal air inlet 23 by a first switching damper 32, and a second passage P2 is communicated with the external air inlet 22 or the internal air inlet 23 by a second switching damper 33. First air flowing through the first passage P1 is introduced into a total heat exchanger 37, and portion of second air flowing through the second passage P2 is introduced into the exchanger by a flow volume allocation adjustment damper 39. The first air whose total air is exchanged by the total heat exchanger 37 and the remaining second air flowing through the second passage P2 is introduced into an evaporator 29 and a heater core 30, and the second air whose total air is exchanged by the total heat exchanger 37 is ejected out of the vehicle interior.SELECTED DRAWING: Figure 1

Description

Technical Field

[0001] The present invention relates to a vehicle air conditioner that air - conditions the interior of a vehicle.

Background Art

[0002] Patent Document 1 describes an example of a conventional vehicle air conditioner. The vehicle air conditioner described in Patent Document 1 includes a first air duct through which outside air and inside air can be introduced, a second air duct through which outside air can be introduced, an evaporator and a heater core that make each air flow passing through the first air duct and the second air duct into conditioned air at a desired temperature, an exhaust passage that exhausts the inside air introduced from an inside - air introduction port for ventilation that opens into the vehicle interior to the outside of the vehicle, and a total heat exchanger for exhaust heat recovery that exchanges both the sensible heat and the latent heat of the inside air exhausted from the exhaust passage and the outside air introduced from the second air duct. The conditioned air passing through the first air duct is blown out from a defroster air outlet, and the conditioned air passing through the second air duct is configured to be blown out from at least one of a vent air outlet and a foot air outlet. According to the vehicle air conditioner described in Patent Document 1, it is said that the heating performance can be improved, and warm air with appropriate humidity can be blown toward the occupant while preventing window fogging.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] The above - described conventional vehicle air conditioner requires an exhaust passage (and a ventilation blower fan) for exhausting inside air separately from the first air duct and the second air duct for introducing outside air and inside air. Therefore, the device has to be large, and there is a risk that the installability of the device in the vehicle is impaired.

[0005] An object of the present invention is to provide a vehicle air conditioner that can ventilate the interior of a vehicle while cooling and dehumidifying outside air during cooling operation and while heating and humidifying outside air or dehumidifying inside air during heating operation without impairing the installability on the vehicle.

Means for Solving the Problems

[0006] According to one aspect of the present invention, a novel vehicle air conditioner is provided. The provided vehicle air conditioner has an outside air inlet for introducing outside air, which is the air outside the vehicle compartment, and an inside air inlet for introducing inside air, which is the air inside the vehicle compartment, at one end side, and an air outlet for blowing air into the vehicle compartment at the other end side. An air conditioning case, a blower disposed in the air conditioning case for generating an air flow from the one end side to the other end side in the air conditioning case, a temperature adjusting unit disposed on the air outlet side of the blower in the air conditioning case for adjusting the temperature of the air flowing in the air conditioning case, a first passage formed in the air conditioning case and communicating with the outside air inlet to guide the outside air introduced from the outside air inlet to the temperature adjusting unit as first air and communicating with the inside air inlet to guide the inside air introduced from the inside air inlet to the temperature adjusting unit as first air, a first switching damper capable of selectively communicating the first passage with the outside air inlet or the inside air inlet, a second passage formed separately from the first passage in the air conditioning case and communicating with the outside air inlet to guide the outside air introduced from the outside air inlet to the temperature adjusting unit as second air and communicating with the inside air inlet to guide the inside air introduced from the inside air inlet to the temperature adjusting unit as second air, a second switching damper capable of selectively communicating the second passage with the outside air inlet or the inside air inlet, a total heat exchanger disposed between the blower and the temperature adjusting unit in the air conditioning case and configured such that the first air flowing in the first passage is introduced and at least a part of the second air flowing in the second passage can be introduced, and performing total heat exchange between the introduced first air and second air, a flow rate distribution adjusting damper capable of adjusting the distribution of the flow rate of the second air introduced into the total heat exchanger among the second air flowing in the second passage and the second air sent to the temperature adjusting unit, and a control unit capable of controlling the blower, the first switching damper, the second switching damper, and the flow rate distribution adjusting damper. And the vehicle air conditioner is configured such that the first air subjected to total heat exchange in the total heat exchanger and the remaining second air flowing in the second passage are introduced into the temperature adjusting unit, and the second air subjected to total heat exchange in the total heat exchanger is discharged outside the vehicle compartment.

Effect of the Invention

[0007] According to the present invention, it is possible to provide a vehicle air conditioner that can perform ventilation in the vehicle interior while cooling and dehumidifying outside air during cooling operation and heating and humidifying outside air or dehumidifying inside air during heating operation without impairing the installability on the vehicle.

Brief Description of the Drawings

[0008]

Figure 1

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Mode for Carrying Out the Invention

[0009] Hereinafter, embodiments of the present invention will be described based on the accompanying drawings.

[0010] [First Embodiment] FIG. 1 and FIG. 2 show the configuration of an air conditioner for a vehicle according to the first embodiment of the present invention. FIG. 1 is a schematic diagram of the overall configuration of the vehicle air conditioner 1 according to the first embodiment, and FIG. 2 is a block diagram showing the electrical configuration of the vehicle air conditioner 1 according to the first embodiment.

[0011] The vehicle air conditioner 1 is mounted on a vehicle such as an automobile, and is configured to air-condition the vehicle interior by blowing conditioned air into the vehicle interior (not shown). The vehicle air conditioner 1 includes an air-conditioning unit 2 (FIG. 1) and an air-conditioning control device 5 (FIG. 2).

[0012] The air-conditioning unit 2 is disposed, for example, at the front part of the vehicle interior. The air-conditioning unit 2 includes an air-conditioning case 21. The air-conditioning case 21 may also be referred to as an air-conditioning duct. In the following, the left side in FIG. 1 is referred to as the "one end side", and the right side in FIG. 1 is referred to as the "other end side".

[0013] On the one end side of the air conditioning case 21, an outside air inlet 22 and an inside air inlet 23 are provided. That is, the air conditioning case 21 has the outside air inlet and the inside air inlet 23 on the one end side. The outside air inlet 22 is a suction port for introducing (taking in) outside air, which is the air outside the vehicle compartment, into the air conditioning case 21. The inside air inlet 23 is a suction port for introducing inside air, which is the air inside the vehicle compartment, into the air conditioning case 21. Although not particularly limited, in the present embodiment, the outside air inlet 22 is formed in the end wall on the one end side of the air conditioning case 21. The inside air inlet 23 is formed in the side wall on the other end side of the inside air duct 24 that penetrates the wall on the back side of the paper in FIG. 1 of the air conditioning case 21 and extends into the air conditioning case 21. That is, in the present embodiment, the inside air inlet 23 is located inside the air conditioning case 21.

[0014] On the other end side of the air conditioning case 21, a defroster outlet 25, a face outlet 26, and a foot outlet 27 are provided. That is, the air conditioning case 21 has the defroster outlet 25, the face outlet 26, and the foot outlet 27 on the other end side. The defroster outlet 25 is a blowout port for blowing out the air inside the air conditioning case 21 toward the window glass of the vehicle (mainly the front glass, not shown). The face outlet 26 is a blowout port for blowing out the air inside the air conditioning case 21 toward the upper body of the occupant in the vehicle compartment. The foot outlet 27 is a blowout port for blowing out the air inside the air conditioning case 21 toward the feet of the occupant in the vehicle compartment.

[0015] A blower fan 28 is arranged on the one end side inside the air conditioning case 21. The blower fan 28 is an electric blower having an electric motor. The blower fan 28 operates based on a control signal from the air conditioning control device 5 (see FIG. 2), and is configured to generate an air flow from the one end side to the other end side inside the air conditioning case 21. In other words, the blower fan 28 is controlled by the air conditioning control device 5, and is configured to blow the outside air introduced from the outside air inlet 22 and / or the inside air introduced from the inside air inlet 23 toward the vehicle compartment through the blowout ports (the defroster outlet 25, the face outlet 26, and / or the foot outlet 27).

[0016] On the downstream side of the blower fan 28 within the air conditioning case 21, that is, on the side of the air outlets (defroster outlet 25, face outlet 26, and foot outlet 27) in the air conditioning case 21 that is closer to the front than the blower fan 28, an evaporator 29 is arranged. The evaporator 29, together with a compressor 41, a condenser 42, a liquid separator 43, an expansion valve 44, etc., is arranged in a refrigerant circulation path 45 through which refrigerant circulates to form a refrigeration cycle 40. The evaporator 29 is configured to exchange heat between the refrigerant and the air flowing within the air conditioning case 21 along with the operation of the refrigeration cycle 40 (operation of the compressor 41), thereby cooling the air flowing within the air conditioning case 21. The operation of the refrigeration cycle 40 (operation of the compressor 41) is controlled by an air conditioning control device 5 (see Fig. 2).

[0017] On the downstream side of the evaporator 29 within the air conditioning case 21, that is, on the side of the air outlets that is closer to the front than the blower fan 28 and the evaporator 29 within the air conditioning case 21, a heater core 30 is provided. Also, a bypass passage B (dotted line in Fig. 1) is formed around the heater core 30, here, behind the heater core 30 (the back side into the paper) in Fig. 1. The bypass passage B is a passage for bypassing the heater core 30 for the air flowing within the air conditioning case 21.

[0018] The heater core 30, together with a heat medium heating device 50 incorporating an electric heater 51, is arranged in a heat medium circulation path 53 through which a heat medium such as water circulates by an electric pump 52. The heater core 30, along with the operation of the electric heater 51 and the electric pump 52 of the heat medium heating device 50, exchanges heat between the heat medium heated by the electric heater 51 of the heat medium heating device 50 and the air flowing within the air conditioning case 21 (excluding the bypass passage B). In other words, it is configured to heat the air flowing within the air conditioning case 21 (excluding the bypass passage B) by the heated heat medium flowing through itself. The operation of the heat medium heating device 50 (electric heater 51) and the electric pump 52, that is, the supply of the heated heat medium to the heater core 30, is controlled by the air conditioning control device 5 (see Fig. 2).

[0019] On the upstream side of the heater core 30 within the air conditioning case 21, specifically, an air mix door 30A is provided between the evaporator 29 and the heater core 30 within the air conditioning case 21. The air mix door 30A is rotationally driven by an electric actuator 68 that operates based on a control signal from the air conditioning control device 5 (see FIG. 2). The air mix door 30A is configured to adjust the distribution of the flow rate of the air passing through the heater core 30 and the flow rate of the air bypassing the heater core 30 (passing through the bypass passage B) according to its rotational position.

[0020] In this embodiment, each of the evaporator 29 that cools the air flowing within the air conditioning case 21 and the heater core 30 that heats the air flowing within the air conditioning case 21 corresponds to the "temperature adjustment unit" of the present invention.

[0021] Also, a first communication passage CP1, a second communication passage CP2, a first passage P1, and a second passage P2 are formed on the one end side within the air conditioning case 21. These passages are partitioned by the inner surface of the air conditioning case 21, the outer surface of the internal air duct 24, and / or partition portions 31a to 31d.

[0022] In this embodiment, the first communication passage CP1 and the first passage P1 are disposed on the upper side within the air conditioning case 21 in FIG. 1. The first communication passage CP1 is provided on the one end side rather than the first passage P1. The end portion on the one end side of the first communication passage CP1 communicates with the outside air inlet 22, and the end portion on the other end side of the first communication passage CP1 communicates with the end portion on the one end side of the first passage P1. That is, the end portion on the one end side of the first passage P1 communicates with the outside air inlet 22 via the first communication passage CP1. Also, the end portion on the one end side of the first passage P1 also communicates with the internal air inlet 23. The first passage P1 extends from the end portion on the other end side of the first communication passage CP1 and the end portion on the one end side that communicates with the internal air inlet 23 to a predetermined position between the blower fan 28 and the evaporator 29.

[0023] A first switching damper 32 is provided near the end of the one end side of the first passage P1. The first switching damper 32 is configured to selectively communicate the first passage P1 (the end of the one end side thereof) with the outside air inlet 22 or the inside air inlet 23. In other words, the first switching damper 32 is in a first state in which the first passage P1 communicates with the outside air inlet 22 (via the first communication passage CP1) while the communication between the first passage P1 and the inside air inlet 23 is blocked, and a second state in which the first passage P1 communicates with the inside air inlet 23 while the communication between the first passage P1 and the outside air inlet 22 (via the first communication passage CP1) is blocked, and is configured to be switchable between the two states.

[0024] When the first switching damper 32 communicates the first passage P1 with the outside air inlet 22 (that is, when in the first state), the first passage P1 can guide the air (outside air) introduced from the outside air inlet 22 to the evaporator 29. When the first switching damper 32 communicates the first passage P1 with the inside air inlet 23 (that is, when in the second state), the first passage P1 can guide the air (inside air) introduced from the inside air inlet 23 to the evaporator 29. That is, the first passage P1 is configured to guide the outside air introduced from the outside air inlet 22 to the evaporator 29 by communicating with the outside air inlet 22, and to guide the inside air introduced from the inside air inlet 23 to the evaporator 29 by communicating with the inside air inlet 23. Hereinafter, the air (outside air, inside air) guided to the evaporator 29 by the first passage P1, that is, the air (outside air, inside air) flowing through the first passage P1, is referred to as "first air".

[0025] The second connecting passage CP2 and the second passage P2 are arranged below in the air-conditioning case 21 in FIG. 1 so as to correspond to the first connecting passage CP1 and the first passage P1. Further, the second connecting passage CP2 is provided on the one end side rather than the second passage P2. The end portion on the one end side of the second connecting passage CP2 communicates with the outside air inlet 22, and the end portion on the other end side of the second connecting passage CP2 communicates with the end portion on the one end side of the second passage P2. That is, the end portion on the one end side of the second passage P2 communicates with the outside air inlet 22 via the second connecting passage CP2. Further, the end portion on the one end side of the second passage P2 also communicates with the inside air inlet 23. Similar to the first passage P1, the second passage P2 extends from the end portion on the other end side of the second connecting passage CP2 and the end portion on the one end side communicating with the inside air inlet 23 to a predetermined position between the blower fan 28 and the evaporator 29.

[0026] A second switching damper 33 is provided near the end portion on the one end side of the second passage P2. The second switching damper 33 is configured to selectively communicate the second passage P2 (the end portion on the one end side) with the outside air inlet 22 or the inside air inlet 23. Specifically, the second switching damper 33 is in a third state in which the second passage P2 and the outside air inlet 22 communicate (via the second connecting passage CP2) while the communication between the second passage P2 and the inside air inlet 23 is blocked, and a fourth state in which the second passage P2 and the inside air inlet 23 communicate while the communication between the second passage P2 and the outside air inlet 22 (via the second connecting passage CP2) is blocked, and is configured to be switchable therebetween.

[0027] When the second switching damper 33 connects the second passage P2 and the outside air inlet 22 (i.e., when in the third state), the second passage P2 can guide the air (outside air) introduced from the outside air inlet 22 to the evaporator 29. When the second switching damper 33 connects the second passage P2 and the inside air inlet 23 (i.e., when in the fourth state), the second passage P2 can guide the air (inside air) introduced from the inside air inlet 23 to the evaporator 29. That is, similar to the first passage P1, the second passage P2 is configured to guide the outside air introduced from the outside air inlet 22 to the evaporator 29 by being connected to the outside air inlet 22, and to guide the inside air introduced from the inside air inlet 23 to the evaporator 29 by being connected to the inside air inlet 23. Hereinafter, the air (outside air, inside air) guided to the evaporator 29 by the second passage P2, that is, the air (outside air, inside air) flowing through the second passage P2, is referred to as "second air".

[0028] A first flow rate adjustment damper 34 is provided in the first passage P1. The first flow rate adjustment damper 34 is configured to be able to adjust the flow rate of the air (first air) flowing through the first passage P1. A second flow rate adjustment damper 35 is provided in the second passage P2. The second flow rate adjustment damper 35 is configured to be able to adjust the flow rate of the air (second air) flowing through the second passage P2.

[0029] The first switching damper 32, the second switching damper 33, the first flow rate adjustment damper 34, and the second flow rate adjustment damper 35 are respectively rotationally driven by electric actuators 61, 62, 63, 64 that operate based on control signals from the air conditioning control device 5 (see FIG. 2). In other words, the first switching damper 32, the second switching damper 33, the first flow rate adjustment damper 34, and the second flow rate adjustment damper 35 are controlled by the air conditioning control device 5.

[0030] The first switching damper 32 and the second switching damper 33, and further, the first switching damper 32, the second switching damper 33, the first flow rate adjusting damper 34, and the second flow rate adjusting damper 35 are configured to be able to switch the suction port mode of the vehicle air conditioner 1 to the recirculation mode, the fresh air mode, or the fresh air and recirculation mode according to the combination of their respective rotational positions. For example, as shown by the solid line in FIG. 1, when the first switching damper 32 is in a position where it communicates the first passage P1 with the recirculation air inlet 23 while blocking the communication between the first passage P1 and the fresh air inlet 22 (the second state), and the second switching damper 33 is in a position where it communicates the second passage P2 with the fresh air inlet 22 while blocking the communication between the second passage P2 and the recirculation air inlet 23 (the third state), the first flow rate adjusting damper 34 is in a position where it opens the first passage P1, and the second flow rate adjusting damper 35 is in a position where it opens the second passage P2, the suction port mode of the vehicle air conditioner 1 becomes the fresh air and recirculation mode in which fresh air and recirculation air are introduced into the air conditioning case 21.

[0031] On the other end side of the air conditioning case 21, a face door 26A is provided at the face outlet 26, and a foot door 27A is provided at the foot outlet 27. Further, an outlet switching door 36 is disposed in the space between the defroster outlet 25 and the foot outlet 27. The defroster outlet 25 can be opened and closed by the outlet switching door 36. The face outlet 26 can be opened and closed by the face door 26A. The foot outlet 27 can be opened and closed by the foot door 27A.

[0032] The face door 26A, the foot door 27A, and the outlet switching door 36 are respectively rotationally driven by electric actuators 65, 66, 67 that operate based on control signals from the air conditioning control device 5 (see FIG. 2). In other words, the face door 26A, the foot door 27A, and the outlet switching door 36 are controlled by the air conditioning control device 5.

[0033] The face door 26A, the foot door 27A, and the outlet switching door 36 are configured to be able to switch the air outlet mode of the vehicle air conditioner 1 to the defroster mode, the face mode, the foot mode, the face - foot mode, the defroster - foot mode, or the closed mode according to the combination of their respective rotation positions. For example, as shown by the solid line in FIG. 1, when the face door 26A is in the position where it closes the face outlet 26, the foot door 27A is in the position where it opens the foot outlet 27, and the outlet switching door 36 is in the neutral position away from both the defroster outlet 25 and the foot outlet 27 and opens the defroster outlet 25, the air outlet mode of the vehicle air conditioner 1 is the defroster - foot mode in which the air in the air conditioning case 21 is blown into the vehicle interior from the defroster outlet 25 and the foot outlet 27.

[0034] In the present embodiment, between the blower fan 28 and the evaporator 29 in the air conditioning case 21, more specifically, between the end portion on the downstream side (the other end side) of the first passage P1 in the air conditioning case 21 and the evaporator 29, a total heat exchanger 37 is provided. The total heat exchanger 37 has the first air flowing in the first passage P1 introduced therein, and at least a part of the second air flowing in the second passage P2 can be introduced therein. The total heat exchanger 37 is configured to be able to exchange total heat (temperature and humidity) between the introduced first air and the second air.

[0035] Also, in the present embodiment, the air conditioning case 21 further has an exhaust port 38 for discharging the air inside (that is, inside the air conditioning case 21) to the outside of the vehicle. The exhaust port 38 is formed at the end portion on the downstream side (the other end side) of the first passage P1 in the air conditioning case 21, more specifically, at the portion facing the total heat exchanger 37.

[0036] Here, the total heat exchanger 37 will be described. FIG. 3 is a perspective view schematically showing the total heat exchange element used in the total heat exchanger 37. In FIG. 3, the total heat exchange element used in the total heat exchanger 37 is, for example, a partition member 371 formed by applying a polymer sorbent to a fibrous substrate and a corrugated spacer member 372 are laminated in one direction. The total heat exchange element is configured such that the direction in which the air XA is introduced and sent out as the supply air SA and the direction in which the air YA is introduced and sent out as the exhaust air EA are alternately different by 90° between the layers. The polymer sorbent used for the partition member 371 is composed of, for example, a cross-linked sodium polyacrylate or the like. Such a polymer sorbent has a high rate of absorbing moisture, can desorb (release) the retained moisture at a low heating temperature, and can retain moisture for a long time. Therefore, the partition member 371 formed by applying a polymer sorbent to a fibrous substrate has heat transfer properties and moisture permeability.

[0037] In the present embodiment, the total heat exchanger 37 is arranged adjacent to the downstream end of the first passage P1 such that the flow direction of the air XA - supply air SA in the total heat exchange element shown in FIG. 3 is along the flow direction of the air (first air) in the first passage P1 in the air conditioning case 21. In other words, the total heat exchanger 37 is arranged such that the flow direction of the air YA - exhaust air EA in the total heat exchange element of FIG. 3 is orthogonal to the flow direction of the first air in the first passage P1 in the air conditioning case 21, the introduction surface of the air YA in the total heat exchange element faces the inside of the second passage P2, and the discharge surface of the exhaust air EA faces the exhaust port 38, at the downstream end of the first passage P1. In the total heat exchanger 37 arranged in this way, the first air flowing in the first passage P1 and the second air flowing in the second passage P2 do not mix, and total heat (temperature and humidity) can be exchanged between the first air and the second air. Although not particularly limited, the exchange efficiency of the total heat exchanger 37 in the present embodiment can be 50%.

[0038] Outside the introduction surface of the second air in the total heat exchanger 37, that is, below the total heat exchanger 37 in FIG. 1, a flow rate distribution control damper 39 is provided. The flow rate distribution control damper 39 is rotationally driven by an electric actuator 69 that operates based on a control signal from the air conditioning control device 5 (see FIG. 2). That is, the flow rate distribution control damper 39 is controlled by the air conditioning control device 5. The flow rate distribution control damper 39 is configured to be able to adjust the distribution of the flow rate of the second air flowing in the second passage P2 between the flow rate of the second air introduced into the total heat exchanger 37 and the flow rate of the second air sent to the evaporator 29 according to its rotational position. For example, as shown by the solid line in FIG. 1, when the angle (hereinafter referred to as the "opening degree") formed by the flow rate distribution control damper 39 with respect to the flow direction of the second air in the second passage P2 is 45°, the distribution of the flow rate of the second air introduced into the total heat exchanger 37 and the flow rate of the second air sent to the evaporator 29 is 1:1.

[0039] The air conditioning control device 5 (FIG. 2) is composed of a microcomputer including a CPU, a memory such as a ROM and a RAM, and an I / O port. The air conditioning control device 5 performs various calculations and the like based on the programs stored in the ROM, the detection signals of various input sensors, and the operation signals of various input switches, and is configured to control the operation of the vehicle air conditioner 1. More specifically, it outputs control signals to various devices electrically connected to the air conditioning control device 5 to control the various devices. In this embodiment, the air conditioning control device 5 corresponds to the "control unit" of the present invention.

[0040] The various sensors include a temperature sensor group 71 installed at various locations inside and outside the air conditioning unit 2, a humidity sensor group 72 installed at various locations inside and outside the air conditioning unit 2, a seat weight sensor 73, and a CO2 concentration sensor 74. The temperature sensor group 71 includes an outside air temperature sensor for detecting the temperature of the outside air, an inside air temperature sensor for detecting the temperature of the inside air, a temperature sensor for detecting the surface temperature of the vehicle window glass, and a temperature sensor for detecting the temperature of the air near the window glass in the passenger compartment. The humidity sensor group 72 includes an outside air humidity sensor for detecting the humidity of the outside air, an inside air humidity sensor for detecting the humidity of the inside air, and a humidity sensor for detecting the humidity of the air near the window glass in the passenger compartment. The seat weight sensor 73 is a sensor for detecting the weight of each seat installed in the passenger compartment. The CO2 concentration sensor 74 is a sensor for detecting the concentration of carbon dioxide (CO2) in the passenger compartment. Note that the air conditioning control device 5 can determine the number of passengers in the passenger compartment based on the change in the weight of each seat detected by the seat weight sensor 73.

[0041] The various switches are provided, for example, on an operation panel 75 installed at the front part of the passenger compartment so that the passengers can operate them. The various switches include an ON / OFF switch for turning the vehicle air conditioner 1 on / off, an AUTO switch for turning the automatic control of the vehicle air conditioner 1 on / off, an A / C switch for turning the cooling function on / off, a HEAT switch for turning the heating function on / off, an inlet mode switch for switching the inlet mode, an outlet mode switch for switching the outlet mode, and an air volume setting switch for setting the air volume of the conditioned air blown into the passenger compartment.

[0042] The various devices include a blower fan 28, a refrigeration cycle 40 (compressor 41), a heat medium heating device 50 (electric heater 51), an electric pump 52, and electric actuators 61 to 69. When the refrigeration cycle 40 is operated (the compressor 41 operates), the evaporator 29 functions as a cooler for cooling the air flowing through the air conditioning case 21, and when the heat medium heating device 50 (electric heater 51) and the electric pump 52 operate, the heater core 30 functions as a heater for heating the air flowing through the air conditioning case 21.

[0043] Next, an operation example of the vehicle air conditioner 1 according to the embodiment will be described. The vehicle air conditioner 1 is configured to be able to perform ventilation in the vehicle interior while processing (cooling and dehumidifying) outside air during cooling operation, and to be able to perform ventilation in the vehicle interior while processing (heating and humidifying) outside air or while processing (dehumidifying) inside air during heating operation.

[0044] [Cooling operation] First, an operation example of the vehicle air conditioner 1 in summer or the like will be described.

[0045] Generally, in summer or the like when the temperature and humidity of outside air are high, the vehicle air conditioner 1 performs cooling operation. When the vehicle air conditioner 1 performs cooling operation, in order to improve the cooling efficiency, it is desirable that the suction port mode be set to the inside air mode and the inside air circulation for circulating the conditioned air in the vehicle interior be performed. However, when the cooling operation is performed with 100% inside air circulation, the CO2 concentration in the vehicle interior increases due to the exhalation of the occupants or the like, so ventilation in the vehicle interior becomes necessary. That is, outside air at high temperature and high humidity is introduced, cooled, and supplied to the vehicle interior, and the same amount of inside air at low temperature and low humidity is discharged to the outside of the vehicle. Such ventilation in the vehicle interior (introduction of outside air and discharge of inside air) causes a decrease in cooling efficiency. The vehicle air conditioner 1 according to the present embodiment has a total heat exchanger 37, and by processing (cooling and dehumidifying) outside air with this total heat exchanger 37 and adjusting the respective flow rates of the introduced outside air and inside air, the power consumption during cooling operation is suppressed.

[0046] (Initial state of cooling operation) FIG. 4 shows the air flow in the initial state of cooling operation. In the present embodiment, in the initial state of cooling operation, the suction port mode is set to the inside air mode and the blowout port mode is set to the face mode.

[0047] When the suction port mode is set to the internal air mode, the air conditioning control device 5 controls the first switching damper 32, the second switching damper 33, the first flow rate adjustment damper 34, and the second flow rate adjustment damper 35 to the positions indicated by solid lines in FIG. 4. That is, the first switching damper 32 communicates the first passage P1 with the internal air inlet 23 while blocking the communication between the first passage P1 and the outside air inlet 22 (the second state). The second switching damper 33 communicates the second passage P2 with the internal air inlet 23 while blocking the communication between the second passage P2 and the outside air inlet 22 (the fourth state). Further, the first flow rate adjustment damper 34 fully opens the first passage P1 to maximize the flow rate of the first air flowing through the first passage P1, and the second flow rate adjustment damper 35 fully opens the second passage P2 to maximize the flow rate of the second air flowing through the second passage P2.

[0048] Also, when the blowout port mode is set to the face mode, the air conditioning control device 5 controls the face door 26A, the foot door 27A, and the outlet switching door 36 to the positions indicated by solid lines in FIG. 4. That is, the face door 26A opens the face outlet 26, the foot door 27A closes the foot outlet 27, and the outlet switching door 36 closes the defroster outlet 25.

[0049] Furthermore, in the initial state of the cooling operation, the flow rate distribution adjustment damper 39 is in a position along the flow direction of the second air in the second passage P2 as shown by the solid line in FIG. 4, that is, its opening degree is 0°, and the introduction surface of the second air in the total heat exchanger 37 is blocked.

[0050] Furthermore, in the cooling operation, the air mix door 30A arranged upstream of the heater core 30 is in a state where the entire amount of air flowing in the air conditioning case 21 passes through the bypass passage B.

[0051] And, according to a control signal output from the air conditioning control device 5 according to the air volume setting (for example, 200 m 3 / h), etc., the blower fan 28 is driven, and the blower fan 28 operates in a state where it can flow air at a flow rate of, for example, 100 m 3 / h through each of the first passage P1 and the second passage P2.

[0052] In the cooling operation, the refrigeration cycle 40 is operated by the air-conditioning control device 5, and the evaporator 29 functions as a cooler that cools the air flowing in the air-conditioning case 21. On the other hand, the heat medium heating device 50 (electric heater 51) and the electric pump 52 are stopped, and the heater core 30 does not function as a heater.

[0053] In this case, as shown in FIG. 4, the internal air (RA) with a flow rate of 200 m 3 / h is introduced into the air-conditioning case 21 from the internal air inlet 23, and the internal air (RA) introduced into the air-conditioning case 21 is divided and flows into the first passage P1 and the second passage P2. The internal air (RA1) as the first air flowing through the first passage P1 is introduced into the evaporator 29 via the total heat exchanger 37. The internal air (RA2) as the second air flowing through the second passage P2 is directly introduced into the evaporator 29. The evaporator 29 cools the internal air (RA1) from the first passage P1 and the internal air (RA2) from the second passage P2. The air (RA1 + RA2) cooled by the evaporator 29 passes through the bypass passage B and is blown out into the vehicle interior as the conditioned air CA at a flow rate of 200 m 3 / h. Thus, the vehicle air-conditioning device 1 performs a cooling operation with 100% internal air circulation.

[0054] In the vehicle air-conditioning device 1, during the cooling operation, the air-conditioning control device 5 confirms the number of passengers in the vehicle interior based on the information from the seat weight sensor 73. The number of passengers in the vehicle interior is used as a parameter that can estimate the degree of increase in the CO2 concentration in the vehicle interior. That is, since the CO2 concentration in the vehicle interior mainly increases due to the exhalation of passengers, the degree of increase in the CO2 concentration also changes in proportion to the number of passengers or the total weight of the passengers in the vehicle interior. Utilizing such characteristics, the air-conditioning control device 5 (that is, the vehicle air-conditioning device 1) estimates the change in the CO2 concentration in the vehicle interior during the cooling operation from the number of passengers and controls the ventilation volume. However, it is not limited to this, and the air-conditioning control device 5 (vehicle air-conditioning device 1) may control the ventilation volume using the CO2 concentration in the vehicle interior detected by the CO2 concentration sensor 74.

[0055] When the air-conditioning control device 5 confirms the number of passengers in the vehicle interior based on the information from the seat weight sensor 73, it controls each part of the vehicle air-conditioning device 1 (air-conditioning unit 2) so that ventilation (outside air introduction and inside air discharge) according to the number of passengers is performed. Although not particularly limited, in this embodiment, 51 m 3 / h is set as the ventilation volume required per passenger during air-conditioning operation. Hereinafter, the case where the number of passengers in the vehicle interior is two will be specifically described.

[0056] (In the case of cooling operation with two passengers) FIG. 5 shows the air flow in the case of cooling operation with two passengers. When the air-conditioning control device 5 confirms that there are two passengers based on the information from the seat weight sensor 73, while maintaining the air volume of the air-conditioning air according to the air volume setting (here, 200 m 3 / h), ventilation (outside air introduction and inside air discharge) is performed at a ventilation volume of 102 m 3 / h (= 2 × 51 m 3 / h), and the outside air is processed (cooled and dehumidified by the inside air) in the total heat exchanger 37. Further, from the initial state of the cooling operation, the blower fan 28, the first switching damper 32, the first flow rate adjustment damper 34, and the flow rate distribution adjustment damper 39 are controlled.

[0057] By such control, the first switching damper 32 communicates the first passage P1 with the outside air inlet 22, while blocking the communication between the first passage P1 and the inside air inlet 23 (the first state). The blower fan 28 operates in a state where, for example, air can flow at a flow rate of 200 m 3 / h in each of the first passage P1 and the second passage P2. The first flow rate adjustment damper 34 is held at a position where the flow rate of the first air flowing through the first passage P1 becomes 102 m 3 / h. The flow rate distribution adjustment damper 39 allows the flow rate of the second air introduced into the total heat exchanger 37 among the second air flowing through the second passage P2 to be 102 m 3 / h, and the flow rate of the second air sent to the evaporator 29 to be 98 m 3It is held at a position where it becomes / h. Note that the second switching damper 33 remains in communication with the second passage P2 and the internal air inlet 23, and the second flow rate adjustment damper 35 remains fully open for the second passage P2.

[0058] Here, as an example, consider a case where the outside air temperature is 35°C, the relative humidity of the outside air is 60%, the inside air temperature is 25°C, and the relative humidity of the inside air is 30%. In this case, the state of the air flowing through each part of the air conditioning unit 2 (vehicle air conditioner 1) changes as shown in Table 1.

Table 1

[0059] Referring to FIG. 5 and Table 1, in the case of cooling operation with two passengers, outside air (OA) is introduced into the air conditioning case 21 from the outside air inlet 22 at a flow rate of 102 m 3 / h, and inside air (RA) is introduced into the air conditioning case 21 from the inside air inlet 23 at a flow rate of 200 m 3 / h. The outside air (OA) introduced into the air conditioning case 21 passes through the first passage P1 as the first air (OA1) and is introduced into the total heat exchanger 37. The inside air (RA) introduced into the air conditioning case 21 passes through the second passage P2 as the second air (RA2) and is divided into two directions by the flow rate distribution adjustment damper 39, and 102 m 3 / h of the flow rate of the inside air (RA2-1) is introduced into the total heat exchanger 37, and 98 m 3 / h of the flow rate of the inside air (RA2-2) is sent to the evaporator 29.

[0060] In the total heat exchanger 37, total heat (temperature and humidity) is exchanged between the introduced outside air (OA1) and the inside air (RA2-1). By this total heat exchange, the outside air (OA1) is cooled and dehumidified, and becomes air (SA) with a temperature of 30°C and a relative humidity of 51.3% and flows out of the total heat exchanger 37 and is sent to the evaporator 29. Also, by this total heat exchange, the inside air (RA2-1) is heated and humidified, and becomes air (EA) with a temperature of 29.9°C and a relative humidity of 50.1% and flows out of the total heat exchanger 37 and is discharged to the outside of the vehicle compartment from the exhaust port 38.

[0061] Therefore, the evaporator 29 is introduced with the air (SA) sent from the total heat exchanger 37 at a flow rate of 102 m 3 / h and the inside air (RA2-2) sent from the second passage P2 at a flow rate of 98 m 3 / h in a mixed state. Specifically, by mixing the two, air (CA1) with a temperature of 27.5°C and a relative humidity of 42.6% is introduced into the evaporator 29. The flow rate of the air (CA1) introduced into the evaporator 29 is 200 m 3 / h. The air (CA1) is cooled by the evaporator 29 and then passes through the bypass passage B, and is blown into the vehicle interior as conditioned air (CA2) from the face outlet 26. Here, the conditioned air (CA2) with a temperature of 5°C and a relative humidity of 100% is blown from the face outlet 26 toward the upper body of the occupant in the vehicle interior.

[0062] When the vehicle air conditioner 1 uses the total heat exchanger 37 in this way, that is, when ventilation (outside air introduction and inside air discharge) is performed while treating (cooling and dehumidifying) the outside air in the total heat exchanger 37, the specific enthalpy of the air (CA1) introduced into the evaporator 29 becomes 52.6 kJ / kg (total heat exchanger in Table 1: available). On the other hand, under the same conditions, when the vehicle air conditioner 1 performs ventilation (outside air introduction and inside air discharge) without using the total heat exchanger 37, the air (CA1) introduced into the evaporator 29 has a temperature of 30°C, a relative humidity of 51.2%, and a specific enthalpy of 65.0 kJ / kg (total heat exchanger in Table 1: unavailable). The specific enthalpy of the conditioned air (CA2) blown from the face outlet 26 is 18.6 kJ / kg. Using these values to calculate the energy-saving effect by the total heat exchanger 37, {1 - (52.6 - 18.6) / (65.0 - 18.6)} = 1 - (34.0 / 46.4) = 26.8%.

[0063] Further, unlike the prior art, the vehicle air conditioner 1 according to the present embodiment does not need to separately have an exhaust passage (and a ventilation fan) for discharging the interior air, and the size increase of the device is suppressed. Therefore, according to the vehicle air conditioner 1 according to the present embodiment, it is possible to ventilate the interior of the vehicle while processing (cooling and dehumidifying) the outside air during the cooling operation without impairing the installability to the vehicle, and the power consumption during the cooling operation can be suppressed.

[0064] Although not shown and described, when there are N passengers, the air conditioning control device 5 ventilates (introduces outside air and discharges interior air) at a ventilation rate of N × 51 m 3 / h, and controls the first switching damper 32 so that the first passage P1 communicates with the outside air inlet 22, and controls the second switching damper 33 so that the second passage P2 communicates with the interior air inlet 23, so that the outside air is appropriately processed in the total heat exchanger 37. Then, the blower fan 28, the first flow rate adjustment damper 34, the second flow rate adjustment damper 35, and the flow rate distribution adjustment damper 39 may be appropriately controlled (the same applies to the heating operation described later).

[0065] Also, in the above, a part (RA2-1) of the interior air (RA2) as the second air flowing through the second passage P2 is introduced into the total heat exchanger 37. However, it is not limited to this. When the number of passengers (ventilation rate) increases, the entire amount of the interior air (RA2) as the second air flowing through the second passage P2 may be introduced into the total heat exchanger 37.

[0066] Furthermore, in the vehicle air conditioner 1 according to the present embodiment, in addition to performing ventilation (outside air introduction and inside air discharge) according to the number of passengers in the vehicle compartment as described above, the air conditioning control device 5 monitors the CO2 concentration in the vehicle compartment detected by the CO2 concentration sensor 74, and the ventilation volume according to the number of passengers can be corrected so that the CO2 concentration becomes equal to or lower than the reference value. The reference value is predetermined as the upper limit value of the CO2 concentration in the vehicle compartment, and is, for example, 1100 ppm. Specifically, when the CO2 concentration in the vehicle compartment detected by the CO2 concentration sensor 74 approaches or exceeds the reference value, for example, the air conditioning control device 5 of the vehicle air conditioner 1 performs correction to increase the set value of the ventilation volume per passenger (51 m 3 / h), thereby realizing a state in which the CO2 concentration in the vehicle compartment is controlled to be equal to or lower than the reference value.

[0067] [Heating operation] Next, an operation example of the vehicle air conditioner 1 in winter or the like will be described.

[0068] Generally, in winter when the outside air temperature is low, the vehicle air conditioner 1 performs heating operation. When the vehicle air conditioner 1 performs heating operation, in order to improve the heating efficiency, it is desirable that the intake mode is set to the recirculation mode and the recirculation of the conditioned air in the vehicle interior is performed. However, when the heating operation is performed with 100% recirculation of the interior air, as in the case of the cooling operation, the CO2 concentration in the vehicle interior increases due to the exhalation of the passengers, etc., so ventilation (introduction of outside air and discharge of interior air) in the vehicle interior becomes necessary. Such ventilation (introduction of outside air and discharge of interior air) in the vehicle interior causes a decrease in heating efficiency. Also, in the case of heating operation, condensation is likely to occur on the window glass of the vehicle. In order to prevent the window glass from fogging due to this condensation during heating operation, it is effective to introduce outside air into the vehicle interior, but the decrease in the humidity in the vehicle interior and the heat loss due to the introduction of outside air become problems. Therefore, the vehicle air conditioner 1 according to the present embodiment ensures the ventilation volume for preventing the increase in the CO2 concentration in the vehicle interior similar to that during the cooling operation described above, while processing the outside air (heating and humidifying) or the interior air (dehumidifying) by the total heat exchanger 37, and by adjusting the respective flow rates of the introduced outside air and interior air, suppresses the power consumption during heating operation and prevents the occurrence of condensation (fogging) of the window glass.

[0069] (Initial state of heating operation) FIG. 6 shows the air flow in the initial state of heating operation. In the present embodiment, in the initial state of heating operation, the intake mode is set to the recirculation mode and the outlet mode is set to the foot mode.

[0070] When the suction port mode is set to the internal air mode, similar to the initial state of the cooling operation, the air conditioning control device 5 controls the first switching damper 32, the second switching damper 33, the first flow rate adjustment damper 34, and the second flow rate adjustment damper 35 to the positions indicated by solid lines in FIG. 6. That is, the first switching damper 32 communicates the first passage P1 with the internal air inlet 23 while blocking the communication between the first passage P1 and the outside air inlet 22 (the second state). The second switching damper 33 communicates the second passage P2 with the internal air inlet 23 while blocking the communication between the second passage P2 and the outside air inlet 22 (the fourth state). The first flow rate adjustment damper 34 fully opens the first passage P1, and the second flow rate adjustment damper 35 fully opens the second passage P2.

[0071] Also, when the blowout port mode is set to the foot mode, the air conditioning control device 5 controls the face door 26A, the foot door 27A, and the outlet switching door 36 to the positions indicated by solid lines in FIG. 6. That is, the face door 26A closes the face outlet 26, the foot door 27A opens the foot outlet 27, and the outlet switching door 36 closes the defroster outlet 25.

[0072] Furthermore, in the initial state of the heating operation, the flow rate distribution adjustment damper 39 is in a position along the flow direction of the second air in the second passage P2, similar to the initial state of the cooling operation. That is, its opening degree is 0°, and it closes the introduction surface of the second air in the total heat exchanger 37.

[0073] Furthermore, in the heating operation, the air mix door 30A arranged upstream of the heater core 30 is in a state where the entire amount of air flowing in the air conditioning case 21 passes through the heater core 30.

[0074] And, according to the control signal output from the air conditioning control device 5 in response to the air volume setting (for example, 200 m 3 / h), the blower fan 28 is driven, and the blower fan 28 operates in a state where it can flow air at a flow rate of, for example, 100 m 3 / h in each of the first passage P1 and the second passage P2.

[0075] In the heating operation, the heat medium heating device 50 (electric heater 51) and the electric pump 52 are driven by the air conditioning control device 5 so that the heater core 30 functions as a heater for heating the air flowing in the air conditioning case 21. However, the refrigeration cycle 40 (compressor 41) is stopped, and the evaporator 29 does not function as a cooler.

[0076] In this case, as shown in FIG. 6, the internal air (RA) with a flow rate of 200 m 3 / h is introduced into the air conditioning case 21 from the internal air inlet 23, and the internal air (RA) introduced into the air conditioning case 21 is divided and flows into the first passage P1 and the second passage P2. The internal air (RA1) as the first air flowing through the first passage P1 is introduced into the heater core 30 via the total heat exchanger 37 and the evaporator 29, and the internal air (RA2) as the second air flowing through the second passage P2 is introduced into the heater core 30 via the evaporator 29. The heater core 30 heats the introduced air (RA1 + RA2), and the air (RA1 + RA2) heated by the heater core 30 is blown into the vehicle interior as the conditioned air CA at a flow rate of 200 m 3 / h from the foot outlet 27. Thus, the vehicle air conditioner 1 performs the heating operation with 100% internal air circulation.

[0077] In the vehicle air conditioner 1, during the heating operation, the air conditioning control device 5 confirms the number of passengers in the vehicle interior based on the information from the seat weight sensor 73. Further, the air conditioning control device 5 obtains the dew point temperature of the air near the window glass using the detection values of the temperature sensor and the humidity sensor installed near the window glass among the temperature sensor group 71 and the humidity sensor group 72. Then, the air conditioning control device 5 controls each part of the vehicle air conditioner 1 so that ventilation (outside air introduction and inside air discharge) according to the number of passengers in the vehicle interior is performed and the dew point temperature of the air near the window glass is lower than the surface temperature of the window glass. Hereinafter, as in the case of the cooling operation, the case where the number of passengers in the vehicle interior is two will be described.

[0078] (Case of heating operation - two passengers - outside air treatment -) Figures 7 and 8 show the air flow when the heating operation is performed with two passengers and the outside air is processed. When the air conditioning control device 5 confirms that there are two passengers based on the information from the seat weight sensor 73, while maintaining the air volume of the conditioned air according to the air volume setting (here, 200 m 3 / h), ventilation (outside air introduction and inside air discharge) is performed at a ventilation volume of 102 m 3 / h (= 2 × 51 m 3 / h), and the outside air is processed (heated and humidified by the inside air) in the total heat exchanger 37. Further, from the initial state of the heating operation, the blower fan 28, the first switching damper 32, the first flow rate adjustment damper 34, and the flow rate distribution adjustment damper 39 are controlled (Figure 7).

[0079] By such control, the first switching damper 32 communicates the first passage P1 with the outside air inlet 22, while blocking the communication between the first passage P1 and the inside air inlet 23 (the first state). The blower fan 28 operates in a state where air can flow at a flow rate of 200 m 3 / h in each of the first passage P1 and the second passage P2, for example. The first flow rate adjustment damper 34 is held at a position where the flow rate of the first air flowing through the first passage P1 becomes 102 m 3 / h. The flow rate distribution adjustment damper 39 is held at a position where the flow rate of the second air introduced into the total heat exchanger 37 among the second air flowing through the second passage P2 becomes 102 m 3 / h, and the flow rate of the second air sent to the heater core 30 via the evaporator 29 becomes 98 m 3 / h. Note that the second switching damper 33 remains in communication with the inside air inlet 23 through the second passage P2, and the second flow rate adjustment damper 35 remains fully open for the second passage P2.

[0080] Here, as an example, consider the case where the outside air temperature is 5°C, the outside air relative humidity is 50%, the inside air temperature is 25°C, and the inside air relative humidity is 30%. In this case, the state of the air flowing through each part of the air conditioning unit 2 (vehicle air conditioning device 1) changes as shown in Table 2.

Table 2

[0081] Referring to FIG. 7 and Table 2, when the heating operation is performed with two passengers and outside air treatment is carried out, outside air (OA) enters the air conditioning case 21 from the outside air inlet 22 at a flow rate of 102 m 3 / h, and inside air (RA) enters the air conditioning case 21 from the inside air inlet 23 at a flow rate of 200 m 3 / h. The outside air (OA) introduced into the air conditioning case 21 passes through the first passage P1 as the first air (OA1) and is introduced into the total heat exchanger 37. The inside air (RA) introduced into the air conditioning case 21 passes through the second passage P2 as the second air (RA2), and then is divided into two directions by the flow rate distribution adjustment damper 39. The inside air (RA2-1) with a flow rate of 102 m 3 / h is introduced into the total heat exchanger 37, and the inside air (RA2-2) with a flow rate of 98 m 3 / h is sent to the heater core 30 via the evaporator 29.

[0082] In the total heat exchanger 37, total heat (temperature and humidity) is exchanged between the introduced outside air (OA1) and inside air (RA2-1). Through this total heat exchange, the outside air (OA1) is heated and humidified, and becomes air (SA) with a temperature of 14.3°C and a relative humidity of 41.4%, flows out of the total heat exchanger 37, and is sent to the heater core 30 via the evaporator 29. Also, through this total heat exchange, the inside air (RA2-1) is cooled and dehumidified, and becomes air (EA) with a temperature of 15°C and a relative humidity of 40.7%, flows out of the total heat exchanger 37, and is discharged to the outside of the vehicle compartment from the exhaust port 38.

[0083] Therefore, air (SA) sent to the heater core 30 at a flow rate of 102 m 3 / h from the total heat exchanger 37 and inside air (RA2-2) sent at a flow rate of 98 m 3 / h from the second passage P2 are introduced in a mixed state. Specifically, by mixing the two, air (CA1) with a temperature of 19.4°C and a relative humidity of 35.8% is introduced into the heater core 30. The flow rate of the air (CA1) introduced into the heater core 30 is 200 m 3It is / h. And the air (CA1) is heated by the heater core 30 and blown into the vehicle interior from the foot outlet 27 as conditioned air (CA2). Here, the conditioned air (CA2) with a temperature of 50°C and a relative humidity of 6.5% is blown from the foot outlet 27 toward the feet of the passengers in the vehicle interior. Also, the dew point temperature of the conditioned air (CA2) is 3.9°C, which is lower than the outside air temperature (≈ the surface temperature of the window glass) of 5°C. Therefore, the occurrence of condensation (fogging) on the window glass can be suppressed.

[0084] When the vehicle air conditioner 1 performs a heating operation as described above (i.e., in the state shown in FIG. 7), the specific enthalpy of the air (CA1) introduced into the heater core 30 is 32.2 kJ / kg, and the specific enthalpy of the conditioned air (CA2) blown out from the foot outlet 27 is 63.3 kJ / kg. On the other hand, when the vehicle air conditioner 1 performs a heating operation with 100% outside air introduction, the specific enthalpy of the air (CA1) (= outside air (OA)) introduced into the heater core 30 is 11.8 kJ / kg, and the specific enthalpy of the conditioned air (CA2) blown out from the foot outlet 27 is 57.3 kJ / kg (outside air introduction in Table 3: 100%). Using these values to calculate the energy-saving effect, {1 - (63.3 - 32.2) / (57.3 - 11.8)} = 1 - (31.1 / 45.5) = 31.6%.

[0085] Also, when the vehicle air conditioner 1 performs a heating operation with 100% outside air introduction, the relative humidity of the conditioned air (CA2) blown out from the foot outlet 27 is 3.5%, whereas when the vehicle air conditioner 1 performs a heating operation as described above, the relative humidity of the conditioned air (CA2) blown out from the foot outlet 27 is 6.5%. Therefore, a decrease in the humidity inside the vehicle can also be suppressed.

[0086] During the heating operation in the state shown in FIG. 7, the air conditioning control device 5 compares the dew point temperature of the air near the window glass with a threshold value, and when the dew point temperature of the air near the window glass reaches the threshold value, it reduces the amount of indoor air introduced into the total heat exchanger 37, that is, the amount of indoor air that heats and humidifies the outdoor air to be introduced into the vehicle interior. This is to reduce the moisture introduced into the vehicle interior and prevent the occurrence of condensation (fogging) on the window glass. Here, the threshold value is set based on the surface temperature of the window glass. Although not particularly limited, in the present embodiment, the threshold value is set to a temperature lower than the surface temperature of the window glass, for example, "the surface temperature of the window glass - 1°C". However, it is not limited to this, and the surface temperature of the window glass may be used as the threshold value.

[0087] Specifically, when the dew point temperature of the air near the window glass reaches the threshold value, the air conditioning control device 5 reduces the opening degree of the flow rate distribution adjustment damper 39 by a first predetermined amount from the state shown in FIG. 7. Further, the air conditioning control device 5 controls the second flow rate adjustment damper 35 in a direction to close the second passage P2, specifically, here, to maintain the flow rate (98 m 3 / h) of the indoor air (RA2-2) sent to the heater core 30 via the evaporator 29. Thereafter, each time the dew point temperature of the air near the window glass reaches the threshold value, the air conditioning control device 5 reduces the opening degree of the flow rate distribution adjustment damper 39 by the first predetermined amount and, in accordance with this, controls the second flow rate adjustment damper 35 in a direction to close the second passage P2. That is, the air conditioning control device 5 controls the flow rate distribution adjustment damper 39 so as to gradually reduce the flow rate of the indoor air (RA2-1) introduced into the total heat exchanger 37 so that the dew point temperature of the air near the window glass does not exceed the threshold value, or rather, so that the dew point temperature of the air near the window glass does not reach the surface temperature of the window glass.

[0088] When the opening degree of the flow rate distribution control damper 39 becomes 0° and the flow rate distribution control damper 39 closes the introduction surface of the second air in the total heat exchanger 37, that is, when the flow rate of the indoor air (RA2-1) introduced into the total heat exchanger 37 becomes zero, the air conditioning control device 5 controls the blower fan 28, the first flow rate control damper 34, and the second flow rate control damper 35. By such control, the blower fan 28 operates in a state where it can flow air at a flow rate of, for example, 102 m 3 / h through each of the first passage P1 and the second passage P2. The first flow rate control damper 34 fully opens the first passage P1, and the second flow rate control damper 35 is held at a position where the flow rate of the second air flowing through the second passage P2 is 98 m 3 / h (Fig. 8). In this case, the state of the air flowing through each part of the air conditioning unit 2 (vehicle air conditioning device 1) changes as shown in Table 3.

Table 3

[0089] Referring to Fig. 8 and Table 3, when the introduction surface of the second air in the total heat exchanger 37 is closed, outside air (OA) is introduced into the air conditioning case 21 at a flow rate of 102 m 3 / h from the outside air inlet 22, and indoor air (RA) is introduced into the air conditioning case 21 at a flow rate of 98 m 3 / h from the indoor air inlet 23. The outside air (OA) introduced into the air conditioning case 21 passes through the first passage P1 as the first air (OA1) and is introduced into the heater core 30 via the total heat exchanger 37 and the evaporator 29. The indoor air (RA) introduced into the air conditioning case 21 passes through the second passage P2 as the second air (RA2) and is sent to the heater core 30 via the evaporator 29.

[0090] Therefore, air (OA1) sent from the first passage P1 at a flow rate of 102 m 3 / h and air sent from the second passage P2 at a flow rate of 98 m 3It is introduced in a state where it is mixed with the internal air (RA2) sent at a flow rate of / h. Specifically, when the two are mixed, air (CA1) with a temperature of 14.4 °C and a relative humidity of 41.3% is introduced into the heater core 30. The flow rate of the air (CA1) introduced into the heater core 30 is 200 m 3 / h. Then, after the air CA1 is heated by the heater core 30, it is blown into the vehicle interior as conditioned air (CA2) from the foot outlet 27. Here, the conditioned air (CA2) with a temperature of 50 °C and a relative humidity of 5.5% is blown out from the foot outlet 27 toward the feet of the passengers in the vehicle interior. The dew point temperature of the conditioned air (CA2) is 1.5 °C, which is lower than the dew point temperature (3.9 °C) of the conditioned air (CA2) in the state shown in FIG. 7. Therefore, the occurrence of condensation (fogging) on the window glass can be further suppressed.

[0091] When the vehicle air conditioner 1 performs a heating operation as described above (that is, in the state shown in FIG. 8), the specific enthalpy of the air (CA1) introduced into the heater core 30 is 25.2 kJ / kg, and the specific enthalpy of the conditioned air (CA2) blown out from the foot outlet 27 is 61.2 kJ / kg. On the other hand, when the vehicle air conditioner 1 performs a heating operation with 100% outside air introduction, the specific enthalpy of the air (CA1) (= outside air (OA)) introduced into the heater core 30 is 11.8 kJ / kg, and the specific enthalpy of the conditioned air (CA2) blown out from the foot outlet 27 is 57.3 kJ / kg (outside air introduction in Table 2: 100%). Using these values to calculate the energy-saving effect, {1 - (61.2 - 25.2) / (57.3 - 11.8)} = 1 - (36.0 / 45.5) = 20.9%.

[0092] Also, when the vehicle air conditioner 1 performs a heating operation with 100% outside air introduction, the relative humidity of the conditioned air (CA2) blown out from the foot outlet 27 is 3.5%, whereas when the vehicle air conditioner 1 performs a heating operation as described above, the relative humidity of the conditioned air (CA2) blown out from the foot outlet 27 is 5.5%. Therefore, a decrease in the humidity inside the vehicle can also be suppressed.

[0093] (Heating operation - when there are two passengers - switching from the outside air treatment possible state to the inside air treatment possible state -) In the state shown in FIG. 8, that is, when the dew point temperature of the air near the window glass does not become equal to or lower than the threshold value even if the flow rate of the inside air (RA2-1) introduced into the total heat exchanger 37 becomes zero, the air conditioning control device 5 changes the air conditioning unit 2 (vehicle air conditioning device 1) from a state (outside air treatment possible state) in which the outside air can be treated (heated and humidified) by the total heat exchanger 37 to a state (inside air treatment possible state) in which the inside air can be treated (dehumidified) by the total heat exchanger 37 (FIG. 8 → FIG. 9). Specifically, the air conditioning control device 5 controls the first switching damper 32, the second switching damper 33, the first flow rate adjustment damper 34, and the second flow rate adjustment damper 35 from the state shown in FIG. 8.

[0094] By such control, the first switching damper 32 communicates the first passage P1 with the inside air inlet 23 while blocking the communication between the first passage P1 and the outside air inlet 22 (second state). The second switching damper 33 communicates the second passage P2 with the outside air inlet 22 while blocking the communication between the second passage P2 and the inside air inlet 23 (third state). The first flow rate adjustment damper 34 holds the flow rate of the first air flowing through the first passage P1 at a position where it becomes 98 m 3 / h, and the second flow rate adjustment damper 35 fully opens the second passage P2. When the air conditioning unit 2 (vehicle air conditioning device 1) is switched from the outside air treatment possible state to the inside air treatment possible state, the state of the air flowing through each part of the air conditioning unit 2 (vehicle air conditioning device 1) changes as shown in Table 4.

Table 4

[0095] Referring to FIG. 9 and Table 4, when the air conditioning unit 2 (vehicle air conditioning device 1) is switched from the outside air treatment possible state to the inside air treatment possible state, outside air (OA) is introduced into the air conditioning case 21 at a flow rate of 102 m 3 / h from the outside air inlet 22, and inside air (RA) is 98 m from the inside air inlet 23 3It is introduced into the air-conditioning case 21 at a flow rate of / h. The indoor air (RA) introduced into the air-conditioning case 21 passes through the first passage P1 as the first air (RA1), and is introduced into the heater core 30 via the total heat exchanger 37 and the evaporator 29. On the other hand, the outdoor air (OA) introduced into the air-conditioning case 21 passes through the second passage P2 as the second air (OA2), and is sent to the heater core 30 via the evaporator 29.

[0096] Therefore, the indoor air (RA1) sent to the heater core 30 from the first passage P1 at a flow rate of 98 m 3 / h and the outdoor air (OA2) sent from the second passage P2 at a flow rate of 102 m 3 / h are introduced in a mixed state. Specifically, by mixing the two, air (CA1) with a temperature of 14.4 °C and a relative humidity of 41.3% is introduced into the heater core 30 via the evaporator 29. The flow rate of the air (CA1) introduced into the heater core 30 is 200 m 3 / h. Then, after being heated by the heater core 30, the air CA1 is blown into the vehicle interior from the foot outlet 27 as conditioned air (CA2). Here, the conditioned air (CA2) with a temperature of 50 °C and a relative humidity of 5.5% is blown out from the foot outlet 27 toward the feet of the passengers in the vehicle interior. Note that the dew point temperature, energy-saving effect, etc. of the conditioned air (CA2) are the same as those in the state before switching of the air-conditioning unit 2 (vehicle air-conditioning device 1) (the state shown in FIG. 8).

[0097] (In the case of heating operation with two passengers - indoor air treatment -) When the air-conditioning control device 5 switches the air-conditioning unit 2 (vehicle air-conditioning device 1) from the outdoor air treatment possible state to the indoor air treatment possible state (FIG. 8 → FIG. 9), the outdoor air is introduced into the total heat exchanger 37 by the flow rate distribution adjustment damper 39, that is, the indoor air is treated in the total heat exchanger 37 (the indoor air is dehumidified by the outdoor air), thereby reducing the moisture introduced into the vehicle interior.

[0098] Specifically, when the air conditioning control device 5 switches the air conditioning unit 2 from the outside air processing enabled state to the inside air processing enabled state, it increases the opening degree of the flow rate distribution adjustment damper 39 by a second predetermined amount, and accordingly, the flow rate of the inside air (RA1) flowing through the first passage P1 (98 m 3 / h) and the flow rate of the outside air (OA2-2) sent to the heater core 30 via the evaporator 29 (102 m 3 / h), while controlling the blower fan 28, the first flow rate adjustment damper 34, and the second flow rate adjustment damper 35 so as to increase the flow rate of the outside air (OA2-1) introduced into the total heat exchanger 37. After that, every time the dew point temperature of the air near the window glass reaches the threshold value, the air conditioning control device 5 increases the opening degree of the flow rate distribution adjustment damper 39 by a second predetermined amount, and accordingly controls the blower fan 28, the first flow rate adjustment damper 34, and the second flow rate adjustment damper 35. That is, the air conditioning control device 5 controls the blower fan 28, the second flow rate adjustment damper 35, and the flow rate distribution adjustment damper 39 so as to gradually increase the flow rate of the outside air (OA2-1) introduced into the total heat exchanger 37 so that the dew point temperature of the air near the window glass does not exceed the threshold value, or rather, so that the dew point temperature of the air near the window glass does not become the surface temperature of the window glass.

[0099] Then, as shown in FIG. 10, when the flow rate distribution adjustment damper 39 is opened to an opening degree (hereinafter referred to as the "predetermined opening degree") at which the distribution of the flow rate of the second air introduced into the total heat exchanger 37 and the flow rate of the second air introduced into the evaporator 29 becomes 1:1, the blower fan 28 operates in a state where it can flow air at a flow rate of, for example, 200 m 3 / h in each of the first passage P1 and the second passage P2, and the first flow rate adjustment damper 34 is held at a position where the flow rate of the first air flowing through the first passage P1 becomes 98 m 3 / h. In this case, the state of the air flowing through each part of the air conditioning unit 2 (vehicle air conditioning device 1) changes as shown in Table 5.

Table 5

[0100] Referring to FIG. 10 and Table 5, when the flow rate distribution control damper 39 is opened to the predetermined opening degree, outside air (OA) is introduced into the air conditioning case 21 from the outside air inlet 22 at a flow rate of 200 m 3 / h, and recirculated air (RA) is introduced into the air conditioning case 21 from the recirculated air inlet 23 at a flow rate of 98 m 3 / h. The recirculated air (RA) introduced into the air conditioning case 21 passes through the first passage P1 as the first air (RA1) and is introduced into the total heat exchanger 37. On the other hand, the outside air (OA) introduced into the air conditioning case 21 passes through the second passage P2 as the second air (OA2), and then is divided into two directions by the flow rate distribution control damper 39. The recirculated air (OA2-1) with a flow rate of 98 m 3 / h is introduced into the total heat exchanger 37, and the recirculated air (OA2-2) with a flow rate of 102 m 3 / h is sent to the heater core 30 via the evaporator 29.

[0101] In the total heat exchanger 37, total heat (temperature and humidity) is exchanged between the introduced recirculated air (RA1) and outside air (OA2-1). By this total heat exchange, the recirculated air (RA1) is cooled and dehumidified, and becomes air (SA) with a temperature of 15°C and a relative humidity of 40.7%, flows out from the total heat exchanger 37, and is sent to the heater core 30 via the evaporator 29. Also, by this total heat exchange, the outside air (OA2-1) is heated and humidified, and becomes air (EA) with a temperature of 14.3°C and a relative humidity of 41.4%, flows out from the total heat exchanger 37, and is discharged to the outside of the vehicle compartment from the exhaust port 38.

[0102] Therefore, air (SA) sent to the heater core 30 at a flow rate of 98 m 3 / h from the total heat exchanger 37 and outside air (OA2-2) sent at a flow rate of 102 m 3 / h from the second passage P2 are introduced in a mixed state. Specifically, by mixing the two, air (CA1) with a temperature of 9.7°C and a relative humidity of 46.3% is introduced into the heater core 30. The flow rate of the air (CA1) introduced into the heater core 30 is 200 m 3It is / h. And the air (CA1) is heated by the heater core 30 and blown into the vehicle interior from the foot outlet 27 as conditioned air (CA2). Here, the conditioned air (CA2) with a temperature of 50°C and a relative humidity of 4.5% is blown from the foot outlet 27 toward the feet of the passengers in the vehicle interior. The dew point temperature of the conditioned air (CA2) is -1.1°C, which is lower than the dew point temperature (1.5°C) of the conditioned air (CA2) in the state shown in FIG. 8 and the state shown in FIG. 9. Therefore, the occurrence of condensation (fogging) on the window glass can be further suppressed.

[0103] When the vehicle air conditioner 1 performs a heating operation as described above (that is, in the state shown in FIG. 10), the specific enthalpy of the air (CA1) introduced into the heater core 30 is 18.5 kJ / kg, and the specific enthalpy of the conditioned air (CA2) blown out from the foot outlet 27 is 59.3 kJ / kg. On the other hand, when the vehicle air conditioner 1 performs a heating operation with 100% outside air introduction, as described above, the specific enthalpy of the air (CA1) (= outside air (OA)) introduced into the heater core 30 is 11.8 kJ / kg, and the specific enthalpy of the conditioned air (CA2) blown out from the foot outlet 27 is 57.3 kJ / kg. Using these values to calculate the energy saving effect, {1 - (59.3 - 18.5) / (57.3 - 11.8)} = 1 - (40.8 / 45.5) = 10.3%.

[0104] Also, when the vehicle air conditioner 1 performs a heating operation with 100% outside air introduction, the relative humidity of the conditioned air (CA2) blown out from the foot outlet 27 is 3.5%, whereas when the vehicle air conditioner 1 performs a heating operation as described above, the relative humidity of the conditioned air (CA2) blown out from the foot outlet 27 is 4.5%. Therefore, a decrease in the humidity inside the vehicle can also be suppressed.

[0105] (In the case of heating operation with two passengers - 100% outside air introduction -) When the dew point temperature of the air near the window glass does not become lower than the threshold value even in the state shown in FIG. 10, the air conditioning control device 5 controls the blower fan 28, the first flow rate adjustment damper 34, and the flow rate distribution adjustment damper 39 so that a heating operation is performed with 100% outside air introduction.

[0106] By such control, the first flow rate adjustment damper 34 closes the first passage P1. The flow rate distribution adjustment damper 39 closes the introduction surface of the second air in the total heat exchanger 37. The blower fan 28 operates in a state where it can blow air at a flow rate of, for example, 200 m 3 / h through each of the first passage P1 and the second passage P2. In this case, as shown in FIG. 11, outside air (OA) at a flow rate of 200 m 3 / h is introduced into the air-conditioning case 21 from the outside air inlet 22. The outside air (OA) introduced into the air-conditioning case 21 passes through the second passage P2 as the second air (OA2) and is introduced into the heater core 30 via the evaporator 29. The heater core 30 heats the introduced second air (OA2), and the air (OA2) heated by the heater core 30 is blown into the vehicle interior as conditioned air CA at a flow rate of 200 m 3 / h from the foot outlet 27. Thereby, the vehicle air conditioner 1 performs a heating operation with 100% outside air introduction.

[0107] Then, when the dew point temperature of the air near the window glass becomes less than the threshold value during the heating operation in the state shown in FIG. 11, that is, during the heating operation with 100% outside air introduction, the air-conditioning control device 5 returns the state of the air-conditioning unit 2 (vehicle air conditioner 1) to the state of FIG. 10 and performs a heating operation while processing the inside air in the total heat exchanger 37. That is, the inside air processing and the 100% outside air introduction are repeated.

[0108] Thus, according to the vehicle air conditioner 1 according to the present embodiment, it is possible to ventilate the vehicle interior while processing (heating and humidifying) outside air or processing (dehumidifying) inside air during the heating operation without impairing the installability on the vehicle, suppress the power consumption during the heating operation, and prevent condensation (fogging) of the window glass.

[0109] In the above example, the heating operation is performed in the order of internal air circulation 100% (Fig. 6) → outside air treatment (Figs. 7 and 8) → switching from outside air treatment to internal air treatment (Fig. 9) → internal air treatment (Fig. 10) → outside air introduction 100% (Fig. 11) → switching from outside air treatment to internal air treatment (Fig. 10) → ···. However, it is not limited to this. For example, the outside air treatment (Figs. 7 and 8) and the switching from outside air treatment to internal air treatment (Fig. 9) may be omitted, and the heating operation may be performed in the order of internal air circulation 100% (Fig. 6) → internal air treatment (Fig. 10) → outside air introduction 100% (Fig. 11) → internal air treatment (Fig. 10) → ···.

[0110] Also, in order to increase the efficiency of the blower fan 28 and the like, the air conditioning control device 5 may change to the state shown in Fig. 12 instead of the state shown in Fig. 11, so that the heating operation is performed with 100% outside air introduction. That is, the first switching damper 32 communicates the first passage P1 with the outside air inlet 22 while blocking the communication between the first passage P1 and the internal air inlet 23 (the first state). The first flow rate adjustment damper 34 fully opens the first passage P1. The flow rate distribution adjustment damper 39 closes the introduction surface of the second air in the total heat exchanger 37. In this case, the blower fan 28 can operate in a state where air with a flow rate of 100 m 3 / h can flow through each of the first passage P1 and the second passage P2.

[0111] In the vehicle air conditioner 1 according to the first embodiment described above, during the cooling operation, the first switching damper 32 connects the first passage P1 to the outside air inlet 22, the second switching damper 33 connects the second passage P2 to the inside air inlet 23, and the flow rate distribution adjustment damper 39 introduces at least a part of the inside air flowing in the second passage P2 into the total heat exchanger 37, so that during the cooling operation, it is possible to ventilate the vehicle interior (introduce outside air and discharge inside air) while cooling and dehumidifying the outside air with the inside air. Also, during the heating operation, the first switching damper 32 connects the first passage P1 to the outside air inlet 22, the second switching damper 33 connects the second passage P2 to the inside air inlet 23, and the flow rate distribution adjustment damper 39 introduces at least a part of the inside air flowing in the second passage P2 into the total heat exchanger 37, so that during the heating operation, it is possible to ventilate the vehicle interior (introduce outside air and discharge inside air) while heating and humidifying the outside air with the inside air. Furthermore, during the heating operation, the first switching damper 32 connects the first passage P1 to the inside air inlet 23, the second switching damper 33 connects the second passage P2 to the outside air inlet 22, and the flow rate distribution adjustment damper 39 introduces at least a part of the outside air flowing in the second passage P2 into the total heat exchanger 37, so that during the heating operation, it is possible to ventilate the vehicle interior (introduce outside air and discharge inside air) while dehumidifying the inside air with the outside air. Therefore, according to the vehicle air conditioner 1 according to the first embodiment, heat loss and the like due to ventilation (introducing outside air and discharging inside air) can be reduced, and the power consumption during the cooling operation and the heating operation can be suppressed.

[0112] Also, in the vehicle air conditioner 1, during each of the cooling operation and the heating operation, the air conditioning control device 5 controls the first switching damper 32 so as to communicate the first passage P1 with the outside air inlet 22, and controls the second switching damper 33 so as to communicate the second passage P2 with the inside air inlet 23. Then, the blower fan 28, the first flow rate adjustment damper 34, the second flow rate adjustment damper 35, and the flow rate distribution adjustment damper 39 are appropriately controlled so that outside air (OA) having a flow rate corresponding to the number of passengers in the vehicle interior, which is information regarding the CO2 concentration in the vehicle interior, flows through the first passage P1, and inside air (RA) having a flow rate corresponding to the number of passengers in the vehicle interior is introduced into the total heat exchanger 37. Therefore, during each of the cooling operation and the heating operation, ventilation (outside air introduction and inside air discharge) in the vehicle interior can be efficiently performed, and power consumption can also be suppressed.

[0113] Furthermore, in the vehicle air conditioner 1, during the heating operation, the air conditioning control device 5 controls the flow rate distribution adjustment damper 39 so as to gradually reduce the flow rate of the inside air (RA2-1) as the second air introduced into the total heat exchanger 37 so that the dew point temperature of the air near the window glass does not exceed a threshold value set based on the surface temperature of the window glass. Thereby, it is possible to reduce the moisture introduced into the vehicle interior and effectively prevent the occurrence of condensation (fogging) on the window glass.

[0114] Then, even when the flow rate of the indoor air (RA2-1) as the second air introduced into the total heat exchanger 37 becomes zero, if the dew point temperature near the window glass does not become less than the threshold value, the air conditioning control device 5 controls the first switching damper 32 so that the first passage P1 communicates with the indoor air inlet 23, and controls the second switching damper 33 so that the second passage P2 communicates with the outdoor air inlet 22. Then, after that, a part (OA2-1) of the outdoor air (OA) as the second air flowing in the second passage P2 is introduced into the total heat exchanger 37, and the blower fan 28, the second flow rate adjustment damper 35, and the flow rate distribution adjustment damper 39 are appropriately controlled so that the outdoor air (OA2-2) with a flow rate corresponding to the number of passengers in the vehicle compartment is sent to the evaporator 29. Preferably, the air conditioning control device 5 controls the flow rate distribution adjustment damper 39 so as to gradually increase the flow rate of the outdoor air (OA2-1) as the second air introduced into the total heat exchanger 37 so that the dew point temperature of the air near the window glass does not exceed the threshold value set based on the surface temperature of the window glass. Thereby, it is possible to more effectively prevent the occurrence of condensation (fogging) on the window glass.

[0115] [Second Embodiment] FIG. 13 is a schematic diagram of the overall configuration of the vehicle air conditioner 10 according to the second embodiment. The main differences between the vehicle air conditioner 1 (FIG. 1) according to the first embodiment and the vehicle air conditioner 10 (FIG. 13) according to the second embodiment are as follows. Note that since the rest is basically the same as the vehicle air conditioner 1 according to the first embodiment, the description thereof is omitted.

[0116] (1) In the vehicle air conditioner 1 according to the first embodiment and the vehicle air conditioner 10 according to the second embodiment, the configuration on the upstream side (the one end side) of the evaporator 29 is upside down. That is, in the vehicle air conditioner 1 (FIG. 1) according to the first embodiment, the first communication passage CP1, the first passage P1 (the first flow rate adjustment damper 34), and the total heat exchanger 37 (the exhaust port 38) are arranged on the upper side in the air conditioning case 21, and the second communication passage CP2, the second passage P2 (the second flow rate adjustment damper 35), and the flow rate distribution adjustment damper 39 are arranged on the lower side in the air conditioning case 21. On the other hand, in the vehicle air conditioner 10 (FIG. 13) according to the second embodiment, the first communication passage CP1, the first passage P1 (the first flow rate adjustment damper 34), and the total heat exchanger 37 (the exhaust port 38) are arranged on the lower side in the air conditioning case 21, and the second communication passage CP2, the second passage P2 (the second flow rate adjustment damper 35), and the flow rate distribution adjustment damper 39 are arranged on the upper side in the air conditioning case 21.

[0117] (2) In the vehicle air conditioner 1 according to the first embodiment, the first air sent from the first passage P1 via the total heat exchanger 37 and the second air sent from the second passage P2 are introduced into the evaporator 29 and / or the heater core 30 in a mixed state, cooled and / or heated, and then led to the defroster outlet 25, the face outlet 26, and / or the foot outlet 27. On the other hand, in the vehicle air conditioner 10 according to the second embodiment, the space between the total heat exchanger 37 and the evaporator 29 and the space between the evaporator 29 and the heater core 30 are partitioned into a first passage P1 side and a second passage P2 side by partition portions 31e and 31f, respectively. Although not shown in the figure, in the present embodiment, the air passage in the evaporator 29 and the air passage in the heater core 30 are formed by being divided so that the air flowing through the first passage P1 and the air flowing through the second passage P2 do not mix. That is, in the second embodiment, the first passage P1 and the second passage P2 are extended compared to the first embodiment. And in the second embodiment, when the outlet switching door 36 is in the neutral position, the second passage P2 disposed on the upper side in the air conditioning case 21 can guide the second air to the defroster outlet 25 via the evaporator 29, the heater core 30 (or the bypass passage B). Also, when the outlet switching door 36 is in the neutral position, the first passage P1 disposed on the lower side in the air conditioning case 21 can guide the first air to the face outlet 26 and / or the foot outlet 27 via the total heat exchanger 37, the evaporator 29, and the heater core 30 (or the bypass passage B).

[0118] (3) Operation example (heating operation) of the vehicle air conditioner 10 in winter or the like (Initial state of heating operation) Figure 14 shows the air flow in the initial state of the heating operation. In the initial state of the heating operation, similar to the first embodiment, the vehicle air conditioner 10 performs the heating operation with 100% internal air circulation. That is, the first switching damper 32 communicates the first passage P1 with the internal air inlet 23 while blocking the communication between the first passage P1 and the outside air inlet 22 (the second state). The second switching damper 33 communicates the second passage P2 with the internal air inlet 23 while blocking the communication between the second passage P2 and the outside air inlet 22 (the fourth state). The first flow rate adjustment damper 34 fully opens the first passage P1, and the second flow rate adjustment damper 35 fully opens the second passage P2. The flow rate distribution adjustment damper 39 closes the introduction surface of the second air in the total heat exchanger 37. Also, the face door 26A closes the face outlet 26, the foot door 27A opens the foot outlet 27, and the outlet switching door 36 closes the defroster outlet 25. And the blower fan 28 operates in a state where it can flow air at a flow rate of, for example, 100 m 3 / h through each of the first passage P1 and the second passage P2.

[0119] As a result, as shown in Figure 14, internal air (RA) with a flow rate of 200 m 3 / h is introduced into the air conditioning case 21 from the internal air inlet 23. The internal air (RA) introduced into the air conditioning case 21 is divided and flows through the first passage P1 and the second passage P2. The internal air (RA1) as the first air flowing through the first passage P1 is introduced into the heater core 30 via the total heat exchanger 37 and the evaporator 29, and the internal air (RA2) as the second air flowing through the second passage P2 is introduced into the heater core 30 via the evaporator 29. The heater core 30 heats the introduced air RA1 and RA2 respectively, and the air (RA1 + RA2) heated by the heater core 30 is blown into the vehicle interior as conditioned air CA from the foot outlet 27 at a flow rate of 200 m 3 / h. Thus, the vehicle air conditioner 10 performs the heating operation with 100% internal air circulation.

[0120] (In the case of heating operation with two passengers) Figures 15 and 16 show the air flow in the case of heating operation with two passengers. When the air conditioning control device 5 confirms that there are two passengers based on the information from the seat weight sensor 73, while maintaining the air volume of the conditioned air according to the air volume setting (here 200 m 3 / h), 102 m 3 / h (= 2 × 51 m 3 / h) of outside air is introduced, and the blower fan 28, the second switching damper 33, and the first flow rate adjustment damper 34 are further controlled from the initial state of the heating operation. Also, the air conditioning control device 5 controls the outlet switching door 36 so that the outlet mode becomes the defroster - foot mode (Figure 15).

[0121] By such control, the second switching damper 33 connects the second passage P2 and the outside air inlet 22, while blocking the communication between the second passage P2 and the inside air inlet 23 (the third state). The blower fan 28 operates in a state where, for example, air with a flow rate of 102 m 3 / h can flow through each of the first passage P1 and the second passage P2. The first flow rate adjustment damper 34 is held at a position where the flow rate of the first air flowing through the first passage P1 becomes 98 m 3 / h. The outlet switching door 36 is held at a neutral position away from both the defroster outlet 25 and the foot outlet 27. The first switching damper 32 remains in a state where the first passage P1 and the inside air inlet 23 are in communication, and the second flow rate adjustment damper 35 remains fully open for the second passage P2.

[0122] Here, similar to the case of the first embodiment, consider the case where outside air (OA) with a temperature of 5°C and a relative humidity of 50% is introduced into the air conditioning case 21 from the outside air inlet 22, and inside air (RA) with a temperature of 25°C and a relative humidity of 30% is introduced into the air conditioning case 21 from the inside air inlet 23. In this case, the state of the air flowing through each part of the air conditioning unit 2 (vehicle air conditioning device 10) changes as shown in Table 6.

Table 6

[0123] Referring to FIG. 15 and Table 6, in the case of heating operation with two passengers, outside air (OA) is introduced into the air conditioning case 21 from the outside air inlet 22 at a flow rate of 102 m 3 / h, and recirculated air (RA) is introduced into the air conditioning case 21 from the recirculated air inlet 23 at a flow rate of 98 m 3 / h. The recirculated air RA introduced into the air conditioning case 21 passes through the first passage P1 as the first air (RA1), is introduced into the heater core 30 via the total heat exchanger 37 and the evaporator 29, and after being heated by the heater core 30, is blown into the vehicle interior as conditioned air (CA2) from the foot outlet 27. Here, the conditioned air (CA2) with a temperature of 50°C and a relative humidity of 7.7% is blown from the foot outlet 27 toward the feet of the passengers in the vehicle interior. On the other hand, the outside air (OA) introduced into the air conditioning case 21 passes through the second passage P2 as the second air (OA2), is introduced into the heater core 30 via the evaporator 29, and after being heated by the heater core 30, is blown into the vehicle interior as conditioned air (CA3) from the defroster outlet 25. Here, the conditioned air (CA3) with a temperature of 50°C and a relative humidity of 3.5% is blown from the defroster outlet 25 toward the window glass in the vehicle interior. The dew point temperature of the conditioned air (CA3), that is, the dew point temperature of the air near the window glass, is -4.0°C, which is lower than the outside air temperature (≈ the surface temperature of the window glass) of 5°C. Therefore, the occurrence of condensation (fogging) on the window glass can be suppressed.

[0124] Also, the relative humidity of the conditioned air CA2 blown out when the vehicle air conditioner 1 performs heating operation with 100% outside air introduction is 3.5%, whereas when the vehicle air conditioner 1 performs heating operation as described above, the relative humidity of the conditioned air (CA2) blown out from the foot outlet 27 is 7.7%. Therefore, a decrease in the humidity in the vehicle interior can be suppressed compared to the case where heating operation is performed with 100% outside air introduction.

[0125] Note that the specific enthalpy of the conditioned air (CA2) blown out from the foot outlet 27 is 65.6 kJ / kg, and the specific enthalpy of the conditioned air (CA3) blown out from the defroster outlet 25 is 57.3 kJ / kg. Also, the dew point temperature of the conditioned air (CA2) blown out from the foot outlet 27 is 6.3°C.

[0126] When the dew point temperature of the air near the window glass reaches the threshold value during the heating operation in the state shown in FIG. 15, the air conditioning control device 5 reduces the moisture introduced into the vehicle interior by introducing outside air into the total heat exchanger 37, that is, by treating the inside air (dehumidifying the inside air with the outside air) in the total heat exchanger 37. Specifically, when the dew point temperature of the air near the window glass reaches the threshold value during the heating operation in the state shown in FIG. 15, the air conditioning control device 5 increases the opening degree of the flow rate distribution adjustment damper 39 by a predetermined amount, and controls the blower fan 28 and the first flow rate adjustment damper 34 accordingly. 102m 3 The outside air (OA2-2) with a flow rate of / h and the inside air (RA1) with a flow rate of 98m 3 / h are sent to the heater core 30 via the evaporator 29. Thereafter, each time the dew point temperature of the air near the window glass reaches the threshold value, the air conditioning control device 5 increases the opening degree of the flow rate distribution adjustment damper 39 by a predetermined amount, and controls the blower fan 28 and the first flow rate adjustment damper 34 accordingly.

[0127] For example, as shown in FIG. 16, when the flow rate distribution adjustment damper 39 is opened to the predetermined opening degree (the opening degree at which the distribution of the flow rate of the second air introduced into the total heat exchanger 37 and the flow rate of the second air introduced into the evaporator 29 is 1:1), the blower fan 28 operates in a state where it can flow air with a flow rate of, for example, 200m 3 / h through each of the first passage P1 and the second passage P2. The first flow rate adjustment damper 34 is held at a position where the flow rate of the first air flowing through the first passage P1 is 98m 3 / h. In this case, the state of the air flowing through each part of the air conditioning unit 2 (vehicle air conditioner 1) changes as shown in Table 7.

Table 7

[0128] Referring to FIG. 16 and Table 7, when the flow rate distribution adjustment damper 39 is opened to the predetermined opening degree, 200m of outside air (OA) flows from the outside air inlet 22. 3It is introduced into the air-conditioning case 21 at a flow rate of / h, and the indoor air (RA) enters from the indoor air inlet 23 at 98 m 3 It is introduced into the air-conditioning case 21 at a flow rate of / h. The indoor air (RA) introduced into the air-conditioning case 21 passes through the first passage P1 as the first air (RA1) and is introduced into the total heat exchanger 37. The outdoor air (OA) introduced into the air-conditioning case 21 passes through the second passage P2 as the second air (OA2), is divided into two directions by the flow rate distribution adjustment damper 39, and 98 m 3 The outdoor air (OA2-1) with a flow rate of / h is introduced into the total heat exchanger 37, and 102 m 3 The outdoor air (OA2-2) with a flow rate of / h is sent to the heater core 30 via the evaporator 29.

[0129] In the total heat exchanger 37, total heat (temperature and humidity) is exchanged between the introduced indoor air (RA1) and outdoor air (OA2-1). By this total heat exchange, the indoor air (RA1) is cooled and dehumidified, and becomes air (SA) with a temperature of 15°C and a relative humidity of 40.7%, flows out of the total heat exchanger 37, and is sent to the heater core 30 via the evaporator 29. Also, by this total heat exchange, the outdoor air (OA2-1) is heated and humidified, and becomes air (EA) with a temperature of 14°C and a relative humidity of 41.8%, flows out of the total heat exchanger 37, and is discharged to the outside of the vehicle compartment from the exhaust port 38.

[0130] The air (SA) sent to the heater core 30 from the total heat exchanger 37 at a flow rate of 98 m 3 / h is heated by the heater core 30 and then blown into the vehicle compartment as conditioned air (CA2) from the foot outlet 27. Here, the conditioned air (CA2) with a temperature of 50°C and a relative humidity of 5.6% is blown from the foot outlet 27 toward the feet of the passengers in the vehicle compartment. 102 m of air is sent to the heater core 30 3The outside air (OA2-2) sent at a flow rate of / h is heated by the heater core 30 and then blown into the vehicle interior as conditioned air (CA3) from the defroster outlet 25. Here, the conditioned air (CA3) with a temperature of 50°C and a relative humidity of 3.5% is blown from the defroster outlet 25 toward the window glass in the vehicle interior. The dew point temperature of the conditioned air (CA3) blown from the defroster outlet 25 is -4°C, which is the same as the dew point temperature of the conditioned air (CA3) blown from the defroster outlet 25 in the state shown in FIG. 15. However, the dew point temperature of the conditioned air (CA2) blown from the foot outlet 27 becomes 1.8°C, which is lower than the outside air temperature (≈ the surface temperature of the window glass) of 5°C. Therefore, the occurrence of condensation (fogging) on the window glass can be further suppressed.

[0131] When the vehicle air conditioner 1 performs a heating operation with 100% outside air introduction, the relative humidity of the conditioned air (CA2) blown from the foot outlet 27 is 3.5%. On the other hand, when the vehicle air conditioner 1 performs a heating operation as described above, the relative humidity of the conditioned air (CA2) blown from the foot outlet 27 becomes 5.6%. Therefore, the decrease in the humidity in the vehicle interior is suppressed compared to the case where the heating operation is performed with 100% outside air introduction.

[0132] The specific enthalpy of the conditioned air (CA2) blown from the foot outlet 27 is 61.5 kJ / kg, and the specific enthalpy of the conditioned air (CA3) blown from the defroster outlet 25 is 57.3 kJ / kg.

[0133] Note that the vehicle air conditioner 10 according to the second embodiment can also perform ventilation (outside air introduction and inside air discharge) in the vehicle interior while cooling and dehumidifying the outside air with the inside air during the cooling operation, heating and humidifying the outside air with the inside air during the heating operation, and dehumidifying the inside air with the outside air during the heating operation, without impairing the installability on the vehicle, similar to the vehicle air conditioner 1 according to the first embodiment.

[0134] The embodiments of the present invention have been described above. However, the present invention is not limited to the above-described embodiments, and modifications and changes can be made based on the technical idea of the present invention.

Explanation of Reference Numerals

[0135] 1, 10... Vehicle air conditioner, 2... Air conditioning unit, 5... Air conditioning control device, 21... Air conditioning case, 22... Outside air inlet, 23... Inside air inlet, 24... Inside air duct, 25... Defroster outlet (air outlet), 26... Face outlet (air outlet), 26A... Face door, 27... Foot outlet (air outlet), 27A... Foot door, 28... Blower fan (air blower), 29... Evaporator (temperature control section), 30... Heater core (temperature control section), 31a - 31f... Partition section, 32... First switching damper, 33... Second switching damper, 34... First flow rate adjustment damper, 35... Second flow rate adjustment damper, 36... Outlet switching door, 37... Total heat exchanger, 38... Exhaust port, 39... Flow rate distribution adjustment damper, 40... Refrigeration cycle, 41... Compressor, 50... Heat medium heating device, 51... Electric heater, 52... Electric pump, 71... Temperature sensor group, 72... Humidity sensor group, 73... Seat weight sensor, 74... CO2 concentration sensor, 75... Operation panel, B... Bypass passage, CP1... First connection passage, CP2... Second connection passage, P1... First passage, P2... Second passage

Claims

1. An air-conditioning case having an outside air inlet for introducing outside air which is air outside the vehicle compartment and an inside air inlet for introducing inside air which is air inside the vehicle compartment at one end side, and having an air outlet for blowing air into the vehicle compartment at the other end side; A blower disposed in the air-conditioning case for generating an air flow from the one end side toward the other end side in the air-conditioning case; A temperature adjusting unit disposed on the air outlet side of the blower in the air-conditioning case for adjusting the temperature of the air flowing in the air-conditioning case; A first passage formed in the air-conditioning case and configured to guide the outside air introduced from the outside air inlet as first air to the temperature adjusting unit by communicating with the outside air inlet, and to guide the inside air introduced from the inside air inlet as first air to the temperature adjusting unit by communicating with the inside air inlet; A first switching damper capable of selectively communicating the first passage with the outside air inlet or the inside air inlet; A second passage formed separately from the first passage in the air-conditioning case and configured to guide the outside air introduced from the outside air inlet as second air to the temperature adjusting unit by communicating with the outside air inlet, and to guide the inside air introduced from the inside air inlet as second air to the temperature adjusting unit by communicating with the inside air inlet; A second switching damper capable of selectively communicating the second passage with the outside air inlet or the inside air inlet; An enthalpy exchanger disposed between the blower and the temperature adjusting unit in the air-conditioning case and configured such that the first air flowing in the first passage is introduced and at least a part of the second air flowing in the second passage can be introduced, and total heat exchange is performed between the introduced first air and second air; A flow rate distribution adjusting damper capable of adjusting the distribution between the flow rate of the second air introduced into the enthalpy exchanger among the second air flowing in the second passage and the flow rate of the second air sent to the temperature adjusting unit; A control unit capable of controlling the blower, the first switching damper, the second switching damper, and the flow rate distribution adjusting damper; Including; An air-conditioning apparatus for a vehicle, configured such that the first air subjected to total heat exchange by the enthalpy exchanger and the remaining second air flowing in the second passage are introduced into the temperature adjusting unit, and the second air subjected to total heat exchange by the enthalpy exchanger is discharged outside the vehicle compartment.

2. In each of the cooling operation and the heating operation, the control unit controls the first switching damper so as to communicate the first passage with the outside air inlet, and controls the second switching damper so as to communicate the second passage with the inside air inlet. Then, the control unit controls the flow rate distribution adjustment damper so that at least a part of the inside air as the second air flowing in the second passage is introduced into the total heat exchanger. The vehicle air conditioner according to claim 1.

3. In the heating operation, the control unit controls the first switching damper so as to communicate the first passage with the inside air inlet, and controls the second switching damper so as to communicate the second passage with the outside air inlet. Then, the control unit controls the flow rate distribution adjustment damper so that a part of the outside air as the second air flowing in the second passage is introduced into the total heat exchanger. The vehicle air conditioner according to claim 1.

4. A first flow rate adjustment damper that adjusts the flow rate of the first air flowing in the first passage, A second flow rate adjustment damper that adjusts the flow rate of the second air flowing in the second passage, further includes the control unit can further control the first flow rate adjustment damper and the second flow rate adjustment damper, The vehicle air conditioner according to any one of claims 1 to 3.

5. Information regarding the carbon dioxide concentration in the vehicle interior is given to the control unit, In each of the cooling operation and the heating operation, the control unit controls the first switching damper so as to communicate the first passage with the outside air inlet, and controls the second switching damper so as to communicate the second passage with the inside air inlet. Then, according to the information regarding the carbon dioxide concentration in the vehicle interior, outside air with a flow rate corresponding to the information flows through the first passage as the first air, and inside air with a flow rate corresponding to the information regarding the carbon dioxide concentration in the vehicle interior among the inside air as the second air flowing in the second passage is introduced into the total heat exchanger. The blower, the first flow rate adjustment damper, the second flow rate adjustment damper, and the flow rate distribution adjustment damper are appropriately controlled. The vehicle air conditioner according to claim 4.

6. Information indicating the surface temperature of the window glass of the vehicle, information indicating the temperature of the air near the window glass in the vehicle interior, and information indicating the humidity of the air near the window glass in the vehicle interior are given to the control unit, During the heating operation, the control unit controls the flow rate distribution adjustment damper so as to gradually reduce the flow rate of the indoor air introduced into the total heat exchanger so that the dew point temperature of the air near the window glass, which is obtained using the temperature and humidity of the air near the window glass, does not exceed a threshold value set based on the surface temperature of the window glass. The vehicle air conditioner according to claim 5. **Claim 7** When the dew point temperature near the window glass does not become less than the threshold value even when the flow rate of the indoor air introduced into the total heat exchanger becomes zero, the control unit controls the first switching damper so as to communicate the first passage with the indoor air inlet, and controls the second switching damper so as to communicate the second passage with the outdoor air inlet. Then, the control unit appropriately controls the blower, the second flow rate adjustment damper, and the flow rate distribution adjustment damper so that a part of the outdoor air as the second air flowing in the second passage is introduced into the total heat exchanger and the outdoor air with a flow rate corresponding to the information on the carbon dioxide concentration in the vehicle interior is sent to the temperature adjustment unit. The vehicle air conditioner according to claim 6. **Claim 8** The control unit controls the flow rate distribution adjustment damper so as to gradually increase the flow rate of the outdoor air introduced into the total heat exchanger so that the dew point temperature of the air near the window glass does not exceed the threshold value. The vehicle air conditioner according to claim 7.

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