Vehicle air-conditioning system

Abstract

To provide an air conditioning system for a vehicle capable of suppressing adhesion of condensed water to an air conditioning device while improving recovery efficiency of heat generated in regeneration processing of the air conditioning device.SOLUTION: An air-conditioning device 10 including an adsorption part having an adsorbent capable of adsorbing and desorbing moisture and a heating means capable of heating the adsorption part; and an air-conditioning duct 20 through which air from a vehicle interior or the outside of the vehicle can flow and in which the air-conditioning device 10 is disposed. A vehicular air-conditioning system includes an air-conditioning duct 20 having a first passage 20a for allowing air to flow into a cabin and a second passage 20b for discharging air to the outside of a car on the downstream side of an air-conditioning unit 10, a valve 30 capable of switching the flow of air between the first passage 20a and the second passage 20b, and an exhaust heat recovery component 40 provided between the air-conditioning unit 10 and the valve 30. The distances between the air conditioning device 10 and the exhaust-heat recovery component 40 are 5 to 200mm.SELECTED DRAWING: Figure 1

Description

[Technical Field]

[0001] The present invention relates to a vehicle air conditioning system. [Background technology]

[0002] There is a growing demand for improved cabin environments in automobiles and other vehicles. Specific demands include reducing CO2 emissions in the cabin to suppress driver drowsiness, controlling cabin humidity, and removing odorous components, allergy-inducing substances, and other harmful volatile components from the cabin. Ventilation is an effective solution to these demands, but it can significantly reduce heating energy in winter, resulting in reduced energy efficiency. This energy loss, particularly in battery electric vehicles (BEVs), poses a significant problem: the driving range is significantly reduced.

[0003] To solve the above problems, a vehicle interior purification system (vehicle air conditioning system) has been proposed, which includes: a honeycomb structure having an outer peripheral wall and partition walls disposed inside the outer peripheral wall that define a plurality of cells that form flow paths extending from one end face to the other end face, wherein at least the partition walls are made of a material having PTC characteristics; a pair of electrodes consisting of a first electrode provided on one end face and a second electrode provided on the other end face; and a heater element (air conditioning device) having a functional material-containing layer provided on the surface of the partition wall; an inlet pipe connecting the vehicle interior to the inlet end face of the heater element; and an outlet pipe having a first path connecting the outlet end face of the heater element to the vehicle interior, wherein the outlet pipe has the first path connecting the outlet end face of the heater element to the vehicle interior and a second path connecting the outlet end face of the heater element to the outside of the vehicle, and a switching valve that can switch the flow of air flowing through the outlet pipe between the first path and the second path. [Prior art documents] [Patent documents]

[0004] [Patent Document 1] International Publication No. 2023 / 074202 Summary of the Invention [Problem to be solved by the invention]

[0005] The vehicle air conditioning system described in Patent Document 1 applies a voltage to a pair of electrodes during the regeneration process of the air conditioning device (a process for desorbing water vapor, CO2, and the like adsorbed from the functional material-containing layer), heating the heater element to desorb water vapor, CO2, and the like, and then discharges the air containing these substances outside the vehicle via a second path in the outlet pipe. As described above, the vehicle air conditioning system described in Patent Document 1 discharges the heated air directly outside the vehicle during the regeneration process of the air conditioning device, resulting in a significant energy loss due to the wasteful disposal of heat from the heated air. Furthermore, components located downstream of the air conditioning device are exposed to the heated air during the regeneration process of the air conditioning device and therefore require heat resistance. Therefore, these components must be manufactured using expensive heat-resistant materials, which may increase costs.

[0006] Therefore, one possible way to effectively utilize the heat generated during the regeneration process of an air conditioning device is to place a heat recovery component downstream of the air conditioning device. The closer the heat recovery component is to the air conditioning device, the more efficiently it can recover the heat generated during the regeneration process. However, if the heat recovery component is placed too close to the air conditioning device, condensed water generated by cooling in the heat recovery component is more likely to adhere to the air conditioning device, which could result in a decrease in the function or failure of the air conditioning device (for example, a short circuit or increased electrical resistance).

[0007] The present invention has been made to solve the above-mentioned problems, and aims to provide a vehicle air conditioning system that can increase the efficiency of recovering heat generated during the regeneration process of the air conditioning device while suppressing the adhesion of condensed water to the air conditioning device. [Means for solving the problem]

[0008] As a result of extensive research into vehicle air conditioning systems equipped with an air conditioning device, the inventors discovered that the above-mentioned problems could be solved by arranging exhaust heat recovery components at predetermined intervals downstream of the air conditioning device, leading to the completion of the present invention. That is, the present invention is exemplified as follows.

[0009] <1> an air conditioning device having an adsorption unit having an adsorbent capable of adsorbing and desorbing moisture, and a heating means capable of heating the adsorption unit; an air conditioning duct through which air from a vehicle interior or outside the vehicle can flow and in which the air conditioning device is disposed, the air conditioning duct having, downstream of the air conditioning device, a first flow path for introducing the air into the vehicle interior and a second flow path for discharging the air to the outside of the vehicle; a valve capable of switching the flow of the air between the first flow path and the second flow path; an exhaust heat recovery component provided between the air conditioning device and the valve; Equipped with The vehicle air conditioning system, wherein the distance between the air conditioning device and the exhaust heat recovery component is 5 to 200 mm.

[0010] <2> The distance between the air conditioning device and the exhaust heat recovery component is 8 to 190 mm. <1> The vehicle air conditioning system according to claim 1.

[0011] <3> The exhaust heat recovery component is arranged over the entire flow path cross section of the air conditioning duct. <1> or <2> The vehicle air conditioning system according to claim 1.

[0012] <4> The vehicle air conditioning system further includes a heat pump cycle in which a condenser that performs heat exchange between a hot heat of the refrigerant and the air and an evaporator that performs heat exchange between a cold heat of the refrigerant and the air are disposed in the first flow path, The exhaust heat recovery component is a heat exchanger that exchanges heat between the refrigerant in the heat pump cycle and the air circulating through the second flow path. <1> ~ <3> 10. A vehicle air conditioning system according to claim 9, wherein:

[0013] <5> The exhaust heat recovery part is a heat storage structure including a honeycomb structure having an outer peripheral wall and partition walls disposed inside the outer peripheral wall and defining a plurality of cells extending from a first end face to a second end face, and a heat storage material accommodated in at least a portion of the cells. <1> ~ <3> 10. A vehicle air conditioning system according to claim 9, wherein:

[0014] <6> The adsorbent is capable of adsorbing and desorbing one or more species selected from carbon dioxide and volatile components. <1> ~ <5> 10. A vehicle air conditioning system according to claim 9, wherein:

[0015] <7> The air conditioning device is a honeycomb structure having an outer peripheral wall and partition walls disposed inside the outer peripheral wall and defining a plurality of cells that serve as the air flow paths extending from a first end face to a second end face; an adsorption layer containing the adsorbent provided on the surface of the partition wall; and a pair of electrodes provided on the first end face and the second end face of the honeycomb structure, or on the outer wall of the honeycomb structure that is parallel to the extending direction of the cells; Equipped with <1> ~ <6> 10. A vehicle air conditioning system according to claim 9, wherein:

[0016] <8> Further comprising a power source for applying a voltage to the pair of electrodes. <7> The vehicle air conditioning system according to claim 1.

[0017] <9> In the honeycomb structure, at least the partition walls are made of a material having PTC properties. <7> or <8> The vehicle air conditioning system according to claim 1.

[0018] <10> a control unit for controlling the air conditioning device and the valve; The control unit is capable of executing an air conditioning mode in which the valve is switched so that the air flows through the first flow path, and a regeneration mode in which the air conditioning device is heated and the valve is switched so that the air flows through the second flow path. <1> ~ <9> 10. A vehicle air conditioning system according to claim 9, wherein: [Effects of the Invention]

[0019] According to the present invention, it is possible to provide a vehicle air conditioning system that can increase the efficiency of recovering heat generated during the regeneration process of the air conditioning device while suppressing adhesion of condensed water to the air conditioning device. [Brief explanation of the drawings]

[0020] [Figure 1] 1 is a schematic diagram illustrating the overall configuration of a vehicle air conditioning system according to an embodiment of the present invention. [Figure 2A] 1 is a schematic diagram of a cross section parallel to the flow path direction of a typical air conditioning device used in a vehicle air conditioning system according to an embodiment of the present invention. [Figure 2B] 2B is a schematic cross-sectional view of the air conditioning device of FIG. 2A taken along line aa'. FIG. [Figure 3] 1 is a schematic diagram illustrating the overall configuration of a vehicle air conditioning system in which the exhaust heat recovery component is a heat exchanger. [Figure 4A] 1 is a schematic diagram of a cross section parallel to the flow path direction of a typical heat storage structure used in a vehicle air conditioning system according to an embodiment of the present invention. [Figure 4B] FIG. 4B is a schematic cross-sectional view of the heat storage structure of FIG. 4A taken along line bb'. DETAILED DESCRIPTION OF THE INVENTION

[0021] The vehicle air conditioning system of the present invention includes an air conditioning device having an adsorption section with an adsorbent capable of adsorbing and desorbing moisture and a heating means capable of heating the adsorption section; an air conditioning duct through which air can flow from the vehicle interior or outside the vehicle and in which the air conditioning device is disposed, the air conditioning duct having a first flow path downstream of the air conditioning device for introducing air into the vehicle interior and a second flow path for discharging air outside the vehicle; a valve capable of switching the air flow between the first flow path and the second flow path; and a waste heat recovery component disposed between the air conditioning device and the valve. The distance between the air conditioning device and the waste heat recovery component is 5 to 200 mm. This configuration of the vehicle air conditioning system of the present invention improves the recovery efficiency of heat generated during the regeneration process of the air conditioning device while suppressing the deposition of condensed water on the air conditioning device. Therefore, the heat generated during the regeneration process of the air conditioning device can be effectively utilized, and the components disposed downstream of the air conditioning device can be manufactured using inexpensive materials that do not require heat resistance. Furthermore, since condensed water is less likely to adhere to the air conditioning device, the occurrence of a decrease in the performance or a breakdown of the air conditioning device (for example, a short circuit between electrodes or an increase in electrical resistance) can be suppressed.

[0022] Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. The present invention is not limited to the following embodiments, and it should be understood that modifications and improvements made to the following embodiments based on the ordinary knowledge of those skilled in the art without departing from the spirit of the present invention are also within the scope of the present invention.

[0023] A vehicle air conditioning system according to an embodiment of the present invention can be suitably used in various vehicles, such as automobiles. Examples of vehicles include, but are not limited to, automobiles and trains. Examples of automobiles include, but are not limited to, gasoline-powered vehicles, diesel-powered vehicles, gas-fueled vehicles using CNG (compressed natural gas) or LNG (liquefied natural gas), fuel cell vehicles, electric vehicles, and plug-in hybrid vehicles. A vehicle air conditioning system according to an embodiment of the present invention can be suitably used in vehicles without internal combustion engines, such as electric vehicles and trains.

[0024] Fig. 1 is a schematic diagram of the overall configuration of a vehicle air conditioning system according to an embodiment of the present invention. Fig. 2A is a schematic diagram of a cross section parallel to the flow path direction of a typical air conditioning device used in a vehicle air conditioning system according to an embodiment of the present invention. Fig. 2B is a schematic diagram of a cross section taken along line a-a' of the air conditioning device of Fig. 2A.

[0025] 1, a vehicle air conditioning system according to an embodiment of the present invention includes an air conditioning device 10, an air conditioning duct 20, a valve 30, and an exhaust heat recovery component 40. The vehicle air conditioning system may further include a power supply 50, a ventilator 60, and a control unit 70. The air conditioning device 10 has an adsorption section having an adsorbent capable of adsorbing and desorbing moisture, and a heating means capable of heating the adsorption section. The air conditioning duct 20 allows air from the vehicle interior or outside to flow therethrough, and the air conditioning device 10 is disposed inside the air conditioning duct 20. The air conditioning duct 20 also has a first flow path 20a downstream of the air conditioning device 10 for introducing air into the vehicle interior and a second flow path 20b for discharging air to the outside of the vehicle. The valve 30 is capable of switching the flow of air between the first flow path 20a and the second flow path 20b. The exhaust heat recovery component 40 is provided between the air conditioning device 10 and the valve 30 .

[0026] In a vehicle air conditioning system having the above-described structure, when air from the vehicle interior or outside flows through the air conditioning duct 20, moisture (water vapor) can be adsorbed or desorbed in the air conditioning device 10. When the air conditioning device 10 adsorbs moisture, it operates in an adsorption mode (air conditioning mode) in which the heating means of the air conditioning device 10 is not activated. Air from which moisture has been reduced or removed in the air conditioning device 10 (adsorption unit) can be allowed to flow into the vehicle interior by switching the valve 30 so that the air flows through the first flow path 20a. On the other hand, when the air conditioning device 10 desorbs moisture, it operates in a desorption mode (regeneration mode) in which the heating means of the air conditioning device 10 is activated, thereby heating the adsorption unit. After heat is recovered by the exhaust heat recovery component 40, the air containing moisture desorbed from the air conditioning device 10 (adsorption unit) can be discharged outside the vehicle by switching the valve 30 so that the air flows through the second flow path 20b. Therefore, heat generated during the regeneration process of the air conditioning device 10 can be effectively recovered by the exhaust heat recovery component 40.

[0027] The distance D1 between the air conditioning device 10 and the exhaust heat recovery component 40 is 5 to 200 mm. By setting the distance D1 between the air conditioning device 10 and the exhaust heat recovery component 40 to 200 mm or less, the efficiency of recovering heat generated during the regeneration process in the exhaust heat recovery component 40 can be improved. Furthermore, by setting the distance D1 between the air conditioning device 10 and the exhaust heat recovery component 40 to 5 mm or more, condensed water is less likely to adhere to the air conditioning device 10, thereby suppressing performance degradation and malfunctions of the air conditioning device 10 (e.g., short circuits between electrodes and increased electrical resistance). For example, an increase in electrical resistance reduces the power required to heat the adsorption unit, resulting in insufficient moisture desorption in desorption mode and a reduced amount of moisture adsorption in adsorption mode. From the perspective of stably suppressing such problems, the distance D1 between the air conditioning device 10 and the exhaust heat recovery component 40 is preferably 8 to 190 mm.

[0028] The exhaust heat recovery components 40 may be arranged in a partial area of ​​the cross section of the air conditioning duct 20, but are preferably arranged over the entire cross section of the air conditioning duct 20. By arranging the exhaust heat recovery components 40 in this manner, the efficiency of recovering heat generated during the regeneration process can be increased. Furthermore, because components downstream of the exhaust heat recovery components 40 are less likely to be exposed to high-temperature air, deterioration of these components can be suppressed, and these components can be made of inexpensive materials.

[0029] Each component of the vehicle air conditioning system will be described in detail below.

[0030] (1. Air Conditioning Device 10) The air conditioning device 10 is not particularly limited as long as it has an adsorption section having an adsorbent capable of adsorbing and desorbing moisture, and a heating means capable of heating the adsorption section. Furthermore, the number of air conditioning devices 10 arranged in the air conditioning duct 20 may be one or more. When a plurality of air conditioning devices 10 are provided, they may be arranged in parallel or in series with respect to the flow of air circulating inside the air conditioning duct 20.

[0031] Fig. 2A is a schematic cross-sectional view of a typical air conditioning device used in a vehicle air conditioning system according to an embodiment of the present invention, taken along a line a-a'. 2A and 2B includes a honeycomb structure 11 having an outer peripheral wall 12 and partition walls 15 disposed inside the outer peripheral wall 12 to define a plurality of cells 14 that serve as air flow paths extending from a first end face 13a to a second end face 13b, an adsorbent-containing adsorbent layer 16 disposed on the surface of the partition walls 15, and a pair of electrodes 17a, 17b disposed on the first end face 13a and the second end face 13b of the honeycomb structure 11. Although not shown, the pair of electrodes 17a, 17b may be disposed on the outer peripheral wall 12 parallel to the extension direction of the cells 14 of the honeycomb structure 11. Terminals 18 can be connected to the pair of electrodes 17a, 17b.

[0032] (1-1. Honeycomb structure 11) The shape of the honeycomb structure 11 is not particularly limited. For example, the outer shape of a cross section perpendicular to the flow path direction (the direction in which the cells 14 extend) of the honeycomb structure 11 can be a polygon such as a quadrangle (rectangle, square), pentagon, hexagon, heptagon, or octagon, a circle, or an oval shape (egg, ellipse, oval, rounded rectangle, etc.). The end faces (first end face 13a and second end face 13b) have the same shape as the cross section. When the cross section and end faces are polygonal, the corners may be chamfered.

[0033] The shape of the cells 14 is not particularly limited, but may be a polygon such as a square, pentagon, hexagon, heptagon, or octagon, a circle, or an oval in a cross section perpendicular to the flow path direction of the honeycomb structure 11. These shapes may be used alone or in combination of two or more. Among these shapes, a square or hexagon is preferable. By providing cells 14 of such a shape, pressure loss during air flow can be reduced.

[0034] The honeycomb structure 11 may be a honeycomb bonded body having a plurality of honeycomb segments and a bonding layer bonding the outer peripheral side surfaces of the plurality of honeycomb segments together. By using the honeycomb bonded body, it is possible to increase the total cross-sectional area of ​​the cells 14, which is important for ensuring the air flow rate (flow velocity), while suppressing the occurrence of cracks. The bonding layer can be formed using a bonding material. The bonding material is not particularly limited, but a paste made by adding a solvent such as water to a ceramic raw material can be used. The bonding material may contain a material having PTC properties, or may contain the same material as the outer peripheral wall 12 and the partition walls 15. In addition to the role of bonding the honeycomb segments together, the bonding material can also be used as an outer peripheral coating material after the honeycomb segments are bonded.

[0035] From the viewpoints of ensuring the strength of the honeycomb structure 11, reducing the pressure loss when air passes through the cells 14, ensuring the amount of adsorbent carried, and ensuring the contact area with the air flowing within the cells 14, it is desirable to suitably combine the thickness of the partition walls 15, the cell density, and the cell pitch (or the opening ratio of the cells 14). In this specification, cell density is a value obtained by dividing the number of cells by the area of ​​one end face (first end face 13a or second end face 13b) of the honeycomb structure 11 (the total area of ​​the partition walls 15 and cells 14 excluding the outer wall 12). In this specification, the cell pitch refers to a value calculated by the following calculation: First, the area per cell is calculated by dividing the area of ​​one end face (first end face 13a or second end face 13b) of the honeycomb structure 11 (the total area of ​​the partition walls 15 and cells 14 excluding the outer peripheral wall 12) by the number of cells. Next, the square root of the area per cell is calculated, and this is defined as the cell pitch. In this specification, the opening ratio of the cells 14 is a value obtained by dividing the total area of ​​the cells 14 partitioned by the partition walls 15 in a cross section perpendicular to the flow direction of the honeycomb structure 11 by the area of ​​one end face (the first end face 13a or the second end face 13b) (the total area of ​​the partition walls 15 and the cells 14 excluding the outer peripheral wall 12). Note that when calculating the opening ratio of the cells 14, the pair of electrodes 17a, 17b and the adsorption layer 16 are not taken into consideration.

[0036] In an embodiment advantageous from the viewpoint of carrying a sufficient amount of functional material, the thickness of the partition wall 15 is 0.300 mm or less, and the cell density is 100 cells / cm. 2 In a preferred embodiment, the thickness of the partition walls 15 is 0.200 mm or less, and the cell density is 70 cells / cm. 2 In a more preferred embodiment, the thickness of the partition walls 15 is 0.130 mm or less, and the cell density is 65 cells / cm. 2 or less, and the cell pitch is 1.3 mm or more.

[0037] From the viewpoint of ensuring the strength of the honeycomb structure 11 and keeping the electrical resistance low, the lower limit of the thickness of the partition walls 15 is preferably 0.010 mm or more, more preferably 0.020 mm or more, and even more preferably 0.030 mm or more. From the viewpoints of ensuring the strength of the honeycomb structure 11, keeping the electrical resistance low, and increasing the surface area to promote reaction, adsorption, and desorption, the lower limit of the cell density is 30 cells / cm. 2 Preferably, 35 cells / cm or more. 2 More preferably, 40 cells / cm or more. 2 More preferably, it is equal to or greater than this. From the viewpoint of ensuring the strength of the honeycomb structure 11, maintaining low electrical resistance, and increasing the surface area to promote reaction, adsorption, and desorption, the upper limit of the cell pitch is preferably 2.0 mm or less, more preferably 1.8 mm or less, and even more preferably 1.6 mm or less.

[0038] In an embodiment that is advantageous from the viewpoint of achieving both a reduction in pressure loss and a maintenance of strength, the thickness of the partition walls 15 is 0.08 to 0.36 mm, and the cell density is 2.54 to 140 cells / cm. 2 In a preferred embodiment, the thickness of the partition walls 15 is 0.09 to 0.35 mm, and the cell density is 15 to 100 cells / cm. 2 In a more preferred embodiment, the thickness of the partition walls 15 is 0.14 to 0.30 mm, and the cell density is 20 to 90 cells / cm. 2 The aperture ratio of the cell 14 is 0.85 or more.

[0039] From the viewpoint of ensuring the strength of the honeycomb structure 11, the upper limit of the opening ratio of the cells 14 is preferably 0.94 or less, more preferably 0.92 or less, and further preferably 0.90 or less.

[0040] The thickness of the peripheral wall 12 is not particularly limited, but is preferably determined based on the following points: First, from the viewpoint of reinforcing the honeycomb structure 11, the thickness of the peripheral wall 12 is preferably 0.05 mm or more, more preferably 0.06 mm or more, and even more preferably 0.08 mm or more. On the other hand, from the viewpoint of increasing the electrical resistance to suppress the initial current and reducing the pressure loss during air circulation, the thickness of the peripheral wall 12 is preferably 1.0 mm or less, more preferably 0.5 mm or less, even more preferably 0.4 mm or less, and even more preferably 0.3 mm or less. In this specification, the thickness of the peripheral wall 12 refers to the length in the normal direction of the side surface of the honeycomb structure 11 from the boundary between the peripheral wall 12 and the outermost cell 14 or partition wall 15 to the side surface of the honeycomb structure 11 in a cross section perpendicular to the flow direction of the honeycomb structure 11.

[0041] The length of the honeycomb structure 11 in the flow path direction and the cross-sectional area perpendicular to the flow path direction are not particularly limited and may be adjusted according to the required size of the air conditioning device 10. For example, when the honeycomb structure 11 is used in a compact air conditioning device 10 while ensuring a predetermined function, the length of the honeycomb structure 11 in the flow path direction is set to 2 to 20 mm and the cross-sectional area perpendicular to the flow path direction is set to 10 cm. 2 The upper limit of the cross-sectional area perpendicular to the flow path direction is not particularly limited, but may be, for example, 300 cm 2 The following is the result.

[0042] The partition walls 15 constituting the honeycomb structure 11 are made of a material that can generate heat when electricity is applied, and specifically, are preferably made of a material having PTC characteristics. If necessary, the peripheral wall 12 may also be made of a material having PTC characteristics, like the partition walls 15. This configuration allows the adsorption layer 16 to be directly heated by heat transfer from the heat-generating partition walls 15 (and the peripheral wall 12, if necessary). Furthermore, materials having PTC characteristics have the property that, when their temperature rises and exceeds the Curie point, their resistance value rises sharply, making it difficult for electricity to flow through them. Therefore, when the partition walls 15 (and the peripheral wall 12, if necessary) reach a high temperature, the current flowing through them is limited, thereby suppressing excessive heat generation in the honeycomb structure 11. This also makes it possible to suppress thermal deterioration of the adsorption layer 16 due to excessive heat generation.

[0043] From the viewpoint of obtaining appropriate heat generation, the lower limit of the volume resistivity at 25°C of a material having PTC characteristics is preferably 0.5 Ω·cm or more, more preferably 1 Ω·cm or more, and even more preferably 5 Ω·cm or more. From the viewpoint of generating heat at a low driving voltage, the upper limit of the volume resistivity at 25°C of a material having PTC characteristics is preferably 30 Ω·cm or less, more preferably 18 Ω·cm or less, and even more preferably 16 Ω·cm or less. In this specification, the volume resistivity at 25°C of a material having PTC characteristics is measured in accordance with JIS K6271:2008.

[0044] From the viewpoint of being able to generate heat when electrically applied and having PTC characteristics, the outer peripheral wall 12 and the partition walls 15 are preferably made of a material whose main component is barium titanate (BaTiO3). Furthermore, this material is more preferably a ceramic made of a material whose main component is barium titanate (BaTiO3)-based crystal particles in which part of the Ba is substituted with a rare earth element. In this specification, the term "main component" refers to a component that accounts for more than 50 mass% of the total components. The content of BaTiO3-based crystal particles can be determined by fluorescent X-ray analysis. Other crystal particles can also be measured using the same method.

[0045] The composition formula of BaTiO3-based crystal particles in which part of Ba is replaced by rare earth elements is (Ba 1-x A x )TiO3, where A represents one or more rare earth elements and x is 0.0001≦x≦0.010. A is not particularly limited as long as it is a rare earth element, but is preferably one or more selected from the group consisting of La, Ce, Pr, Nd, Eu, Gd, Dy, Ho, Er, Y, and Yb, and more preferably La. x is preferably 0.001 or more, more preferably 0.0015 or more, from the viewpoint of preventing the electrical resistance at room temperature from becoming too high. On the other hand, x is preferably 0.009 or less, from the viewpoint of preventing the electrical resistance at room temperature from becoming too high due to insufficient sintering. The content of BaTiO3-based crystal particles in the ceramic, in which Ba is partially substituted with a rare earth element, is not particularly limited as long as it is an amount that serves as the main component, but is preferably 90 mass% or more, more preferably 92 mass% or more, and even more preferably 94 mass% or more. The upper limit of the content of BaTiO3-based crystal particles is not particularly limited, but is generally 99 mass%, preferably 98 mass%.

[0046] From the viewpoint of reducing environmental impact, it is desirable that the materials used for the outer peripheral wall 12 and the partition walls 15 are substantially free of lead (Pb). Specifically, the Pb content of the outer peripheral wall 12 and the partition walls 15 is preferably 0.01% by mass or less, more preferably 0.001% by mass or less, and even more preferably 0% by mass. A low Pb content allows, for example, air heated by contact with a heat-generating partition wall 15 to be safely applied to living organisms such as humans. The Pb content of the outer peripheral wall 12 and the partition walls 15, calculated as PbO, is preferably less than 0.03% by mass, more preferably less than 0.01% by mass, and even more preferably 0% by mass. The lead content can be determined by ICP-MS (inductively coupled plasma mass spectrometry).

[0047] The Curie points of the materials constituting the outer peripheral wall 12 and the partition walls 15 are preferably in the temperature range at which the resistance value thereof is at least twice the resistance value at room temperature (25°C). If the Curie points are in this temperature range, the current flowing through these materials is limited when the air-conditioning device 10 becomes hot, thereby efficiently suppressing excessive heat generation in the air-conditioning device 10. Therefore, thermal degradation of the adsorption layer 16 caused by excessive heat generation can be suppressed. The lower limit of the Curie point of the material constituting the outer peripheral wall 12 and the partition walls 15 is preferably 80° C. or higher, more preferably 100° C. or higher, even more preferably 110° C. or higher, and particularly preferably 125° C. or higher, from the viewpoint of efficiently heating the adsorption layer 16. The upper limit of the Curie point is preferably 200° C. or lower, more preferably 190° C. or lower, even more preferably 180° C. or lower, and particularly preferably 150° C. or lower, from the viewpoint of safety as a part placed in or near the vehicle compartment.

[0048] The Curie point of the material forming the outer peripheral wall 12 and the partition walls 15 can be adjusted by the type and amount of the shifter added. For example, the Curie point of barium titanate (BaTiO) is approximately 120°C, but by substituting part of the Ba and Ti with one or more of Sr, Sn, and Zr, the Curie point can be shifted to a lower temperature.

[0049] In this specification, the Curie point is measured by the following method: A sample is attached to a sample holder for measurement and placed in a measurement chamber (e.g., MINI-SUBZERO MC-810P, manufactured by Espec Corporation). The change in the sample's electrical resistance relative to temperature is measured as the temperature rises from 10°C using a DC resistance meter (e.g., Multimeter 3478A, manufactured by Hewlett-Packard Japan, LLC). The Curie point is determined by the temperature at which the resistance value, based on the electrical resistance-temperature plot obtained from the measurement, is twice the resistance value at room temperature (25°C).

[0050] (1-2.Adsorption layer 16) The adsorbent layer 16 is a layer containing an adsorbent. The adsorption layer 16 can be provided on the surface of the partition wall 15 (in the case of the outermost cell 14, the partition wall 15 and the outer wall 12 that define the outermost cell 14). By providing the adsorption layer 16 in this manner, it becomes easier to adsorb the adsorption target substance, such as moisture or CO2, in the adsorption mode, and it also becomes easier to heat the adsorption layer 16 in the desorption mode, making it easier to desorb the adsorption target substance from the adsorption layer 16.

[0051] The temperature of the adsorption layer 16 is preferably determined by measuring the condition parameter, which is determined in advance based on a relationship between the temperature of the adsorption layer 16 and at least one condition parameter selected from the temperature of the honeycomb structure 11, the resistance value of the honeycomb structure 11, the current value of the honeycomb structure 11, the heating time of the honeycomb structure 11, the temperature of the air that has passed through the honeycomb structure 11, and the amount of components contained in the air that has passed through the honeycomb structure 11. Although it is difficult to directly measure the temperature of the adsorption layer 16 in a vehicle air conditioning system, the temperature of the adsorption layer 16 can be determined by measuring the condition parameter as described above.

[0052] The adsorbent contained in the adsorption layer 16 is capable of adsorbing and desorbing moisture. Preferably, the adsorbent is capable of adsorbing and desorbing not only moisture but also one or more species selected from carbon dioxide and volatile components. By using such an adsorbent, the air conditioning device 10 can not only dehumidify the air but also purify it.

[0053] The adsorbent contained in the adsorption layer 16 preferably has a function of being able to adsorb moisture and the like at temperatures between -20 and 60°C and desorb moisture and the like at temperatures above 60°C. Examples of adsorbents include, but are not limited to, aluminosilicates, silica gel, silica, graphene oxide, polymer adsorbents, polystyrene sulfonic acid, zeolites, activated carbon, alumina, low-crystalline clay, amorphous aluminum silicate complexes, and metal organic frameworks (MOFs). These may be used alone or in combination of two or more.

[0054] The aluminosilicate is preferably a porous clay mineral such as AFI-type, CHA-type or BEA-type zeolite, allophane, imogolite, etc. The aluminosilicate is preferably amorphous.

[0055] As the silica gel, it is preferable to use type A silica gel. The polymer adsorbent is preferably one having a polyacrylic acid polymer chain, such as sodium polyacrylate. A metal-organic framework is a crystalline hybrid material containing metal ions and organic molecules (organic ligands). The metal ions are preferably hydrophilic metal ions (e.g., aluminum ions).

[0056] Volatile components contained in the air inside a vehicle cabin include, for example, volatile organic compounds (VOCs) and odor components other than VOCs. Specific examples of volatile components include ammonia, acetic acid, isovaleric acid, nonenal, formaldehyde, toluene, xylene, paradichlorobenzene, ethylbenzene, styrene, chlorpyrifos, di-n-butyl phthalate, tetradecane, di-2-ethylhexyl phthalate, diazinon, acetaldehyde, and N-methylcarbamate-2-(1-methylpropyl)phenyl.

[0057] The adsorption layer 16 may further contain a catalyst. By containing a catalyst, it is possible to purify carbon dioxide and / or volatile components by promoting oxidation-reduction reactions. Examples of catalysts having such functions include metal catalysts such as Pt, Pd, and Ag, and oxide catalysts such as CeO2 and ZrO2. One type of catalyst may be used alone, or two or more types may be used in combination. Furthermore, the catalyst may be used in combination with the above-mentioned functional materials.

[0058] The thickness of the adsorption layer 16 is not particularly limited and may be determined depending on the size of the cells 14. For example, from the viewpoint of ensuring sufficient contact with air, the thickness of the adsorption layer 16 is preferably 20 μm or more, more preferably 25 μm or more, and even more preferably 30 μm or more. On the other hand, from the viewpoint of preventing the adsorption layer 16 from peeling off from the partition walls 15 and the outer peripheral wall 12, the thickness of the adsorption layer 16 is preferably 400 μm or less, more preferably 380 μm or less, and even more preferably 350 μm or less.

[0059] The thickness of the adsorption layer 16 is measured by the following procedure. An arbitrary cross section parallel to the flow path direction of the honeycomb structure 11 is cut out, and a cross-sectional image at approximately 50x magnification is obtained using a scanning electron microscope or the like. This cross section is also set to pass through the center of gravity of the cross section perpendicular to the flow path direction of the honeycomb structure 11. For each adsorption layer 16 visible in the cross-sectional image, the thickness is calculated by dividing the cross-sectional area by the length of the cell 14 in the flow path direction. This calculation is performed for all adsorption layers 16 visible in the cross-sectional image, and the overall average value is taken as the thickness of the adsorption layer 16.

[0060] From the viewpoint of exhibiting the desired function in the air-conditioning device 10, the amount of the adsorption layer 16 is preferably 50 to 500 g / L, more preferably 100 to 400 g / L, and even more preferably 150 to 350 g / L relative to the volume of the honeycomb structure 11. The volume of the honeycomb structure 11 is a value determined by the outer dimensions of the honeycomb structure 11.

[0061] (1-3. Pair of electrodes 17a, 17b) The positions of the pair of electrodes 17a, 17b are not particularly limited, but as shown in Fig. 2A, they can be provided on the first end face 13a and the second end face 13b of the honeycomb structure 11. Furthermore, the pair of electrodes 17a, 17b may be provided on the outer peripheral wall 12 parallel to the direction in which the cells 14 of the honeycomb structure 11 extend. By applying a voltage between the pair of electrodes 17a and 17b, it becomes possible to cause the honeycomb structure 11 to generate heat by Joule heat.

[0062] The pair of electrodes 17a, 17b is not particularly limited, and may be, for example, a metal or alloy containing at least one selected from Cu, Ag, Al, Ni, and Si. Alternatively, an ohmic electrode capable of making ohmic contact with the outer peripheral wall 12 and / or the partition wall 15 having PTC characteristics may be used. The ohmic electrode may contain, for example, at least one selected from Al, Au, Ag, and In as a base metal and at least one selected from Ni, Si, Zn, Ge, Sn, Se, and Te as a dopant for n-type semiconductors. The pair of electrodes 17a, 17b may have a single-layer structure or a stacked structure of two or more layers. When the pair of electrodes 17a, 17b has a stacked structure of two or more layers, the materials of the layers may be the same or different.

[0063] The thickness of the pair of electrodes 17a, 17b can be set appropriately depending on the method for forming the pair of electrodes 17a, 17b. Examples of methods for forming the pair of electrodes 17a, 17b include metal deposition methods such as sputtering, vapor deposition, electrolytic deposition, and chemical deposition. The pair of electrodes 17a, 17b can also be formed by applying an electrode paste and then baking it, or by thermal spraying. Furthermore, the pair of electrodes 17a, 17b may be formed by joining metal or alloy plates.

[0064] The thickness of the pair of electrodes 17a, 17b is preferably about 5 to 30 μm for baking of electrode paste, about 100 to 1000 nm for dry plating such as sputtering and vapor deposition, about 10 to 100 μm for thermal spraying, and about 5 to 30 μm for wet plating such as electrolytic deposition and chemical deposition. Furthermore, when joining metal or alloy plates, the thickness is preferably about 5 to 100 μm.

[0065] (1-4. Terminal 18) Terminal 18 is connected to the pair of electrodes 17a, 17b and is provided on at least a part of the pair of electrodes 17a, 17b. Providing terminal 18 facilitates connection to an external power source. Terminal 18 is connected to a conductor that is connected to the external power source.

[0066] The material of the terminal 18 is not particularly limited, but may be, for example, a metal. As the metal, a single metal or an alloy may be used, but from the viewpoints of corrosion resistance, electrical resistivity, and linear expansion coefficient, an alloy containing at least one selected from the group consisting of Cr, Fe, Co, Ni, Cu, Al, and Ti is preferable, and stainless steel, an Fe-Ni alloy, and phosphor bronze are more preferable.

[0067] The size and shape of the terminal 18 are not particularly limited. For example, as shown in Fig. 2A, the terminal 18 may be provided over the entire pair of electrodes 17a, 17b on the outer peripheral wall 12. The terminal 18 may also be provided over a portion of the pair of electrodes 17a, 17b on the outer peripheral wall 12, or may be provided so as to extend outward beyond the outer edges of the pair of electrodes 17a, 17b on the outer peripheral wall 12. The terminal 18 may also be provided over a portion of the pair of electrodes 17a, 17b on the partition wall 15, or may be provided so as to cover some of the cells 14. The thickness of the terminal 18 is not particularly limited, but is, for example, 0.01 to 10 mm, typically 0.05 to 5 mm.

[0068] The method of connecting the terminal 18 and the pair of electrodes 17a, 17b is not particularly limited as long as they are electrically connected, and they can be connected by, for example, diffusion bonding, a mechanical pressure mechanism, welding, or the like.

[0069] (1-5. Method for manufacturing air conditioning device 10) The method for manufacturing the air-conditioning device 10 is not particularly limited and can be carried out in accordance with a known method. The method for manufacturing the air-conditioning device 10 will be exemplified below. The method for manufacturing the honeycomb structure 11 constituting the air-conditioning device 10 includes a molding step and a firing step. In the molding step, a clay containing ceramic raw materials including BaCO3 powder, TiO2 powder, and powder of a rare earth nitrate or hydroxide is molded to produce a honeycomb molded body with a relative density of 60% or more. The ceramic raw material can be obtained by dry mixing each powder to obtain a desired composition. The clay can be obtained by adding a dispersion medium, a binder, a plasticizer, and a dispersant to a ceramic raw material and kneading the mixture. The clay may contain additives such as a sifter, a metal oxide, a property improver, and a conductive powder, as needed. The blending amount of components other than the ceramic raw materials is not particularly limited as long as it is an amount that allows the relative density of the honeycomb formed body to be 60% or more.

[0070] Here, in this specification, the "relative density of the honeycomb formed body" means the ratio of the density of the honeycomb formed body to the true density of the entire ceramic raw material. Specifically, it can be calculated by the following formula. Relative density (%) of honeycomb formed body = Density of honeycomb formed body (g / cm 3 ) / true density of the entire ceramic raw material (g / cm 3 ) x 100 The density of the honeycomb formed body can be measured by the Archimedes method using pure water as a medium. The true density of the entire ceramic raw material is calculated by multiplying the total mass (g) of each raw material by the total volume (cm) of each raw material. 3 ) can be calculated by dividing by

[0071] Examples of the dispersion medium include water and a mixed solvent of water and an organic solvent such as alcohol, with water being particularly preferred.

[0072] Examples of binders include organic binders such as methyl cellulose, hydroxypropoxyl cellulose, hydroxyethyl cellulose, carboxymethyl cellulose, and polyvinyl alcohol. It is particularly preferable to use a combination of methyl cellulose and hydroxypropoxyl cellulose. While one binder may be used alone or two or more binders may be used in combination, it is preferable that the binder does not contain an alkali metal element.

[0073] Examples of the plasticizer include polyoxyalkylene alkyl ether, polycarboxylic acid polymer, and alkyl phosphate ester.

[0074] The dispersant may be a surfactant such as polyoxyalkylene alkyl ether, ethylene glycol, dextrin, fatty acid soap, polyalcohol, etc. The dispersant may be used alone or in combination of two or more.

[0075] The honeycomb formed body can be produced by extrusion molding of a clay. In extrusion molding, a die having a desired overall shape, cell shape, partition wall thickness, cell density, etc. can be used.

[0076] The relative density of the honeycomb formed body obtained by extrusion molding is 60% or more, preferably 65% ​​or more. By controlling the relative density of the honeycomb formed body within this range, it is possible to densify the honeycomb formed body and reduce its electrical resistance at room temperature. The upper limit of the relative density of the honeycomb formed body is not particularly limited, but is generally 80%, preferably 75%.

[0077] The honeycomb molded body can be dried before the firing step. The drying method is not particularly limited, and for example, a conventionally known drying method such as hot air drying, microwave drying, dielectric drying, reduced pressure drying, vacuum drying, freeze drying, etc. Among these, a drying method that combines hot air drying with microwave drying or dielectric drying is preferred because it can dry the entire molded body quickly and uniformly.

[0078] The firing step involves holding the temperature at 1150 to 1250°C, then raising the temperature to a maximum temperature of 1360 to 1430°C at a rate of 20 to 600°C / hour, and holding the temperature for 0.5 to 10 hours. By holding the honeycomb formed body at a maximum temperature of 1360 to 1430°C for 0.5 to 10 hours, a honeycomb structure 11 containing, as a main component, BaTiO3-based crystal particles in which part of Ba has been substituted with a rare earth element can be obtained. Furthermore, by maintaining the temperature at 1150 to 1250°C, Ba2TiO4 crystal particles generated during the firing process can be easily removed, and the honeycomb structure 11 can be made dense. Furthermore, by setting the heating rate from 1150 to 1250°C to the maximum temperature of 1360 to 1430°C at 20 to 600°C / hour, 1.0 to 10.0 mass% of Ba6Ti 17 O 40 Crystal grains can be generated in the honeycomb structure 11.

[0079] The holding time at 1150 to 1250°C is not particularly limited, but is preferably 0.5 to 10 hours. By holding for such a time, Ba2TiO4 crystal particles formed during the firing process can be stably and easily removed.

[0080] The firing step preferably includes holding the mixture at 900 to 950°C for 0.5 to 5 hours during heating. Holding the mixture at 900 to 950°C for 0.5 to 5 hours allows BaCO3 to efficiently decompose, making it easier to obtain a honeycomb structure 11 having a predetermined composition.

[0081] Before the firing step, a degreasing step may be carried out to remove the binder. The degreasing step is preferably carried out in an air atmosphere to completely decompose the organic components. Furthermore, the firing step is preferably carried out in an air atmosphere from the viewpoint of controlling electrical properties and reducing manufacturing costs. The firing furnace used in the firing step and degreasing step is not particularly limited, but an electric furnace, a gas furnace, or the like can be used.

[0082] A pair of electrodes 17a, 17b are formed on the honeycomb structure 11 obtained in this manner. The pair of electrodes 17a, 17b can be formed by a metal deposition method such as sputtering, vapor deposition, electrolytic deposition, or chemical deposition. The pair of electrodes 17a, 17b can also be formed by applying an electrode paste and then baking it. Furthermore, the pair of electrodes 17a, 17b can also be formed by thermal spraying. The pair of electrodes 17a, 17b may be formed of a single layer, or may be formed of multiple electrode layers with different compositions. Below, a typical method for forming the pair of electrodes 17a, 17b will be described.

[0083] First, an electrode slurry containing an electrode material, an organic binder, and a dispersion medium is prepared and applied to the first end face 13a or the second end face 13b of the honeycomb structure 11. The dispersion medium can be water, an organic solvent (e.g., toluene, xylene, ethanol, n-butanol, ethyl acetate, butyl acetate, terpineol, dihydroterpineol, texanol, ethylene glycol monobutyl ether acetate, diethylene glycol monoethyl ether acetate, diethylene glycol monoethyl ether, diethylene glycol monobutyl ether acetate, diethylene glycol monobutyl ether), or a mixture thereof. Excess slurry on the outer periphery of the honeycomb structure 11 is removed by blowing and wiping. Thereafter, the slurry is dried to form a pair of electrodes 17a, 17b on the first end face 13a or the second end face 13b of the honeycomb structure 11. Drying can be performed while heating the honeycomb structure 11 to a temperature of, for example, about 120 to 600°C. The series of steps of coating, slurry removal, and drying may be carried out only once, but by repeating these steps multiple times, a pair of electrodes 17a, 17b of a desired thickness can be provided.

[0084] Next, terminals 18 are placed at predetermined positions of the pair of electrodes 17a, 17b, and the pair of electrodes 17a, 17b are connected to terminals 18. The method for connecting the pair of electrodes 17a, 17b to terminals 18 can be the method described above. The terminals 18 may be disposed after the adsorption layer 16 described below is formed.

[0085] Next, an adsorption layer 16 is formed on the surface of the partition walls 15 of the honeycomb structure 11 . The method for forming the adsorption layer 16 is not particularly limited, and it can be formed, for example, by the following process. The honeycomb structure 11 is immersed in a slurry containing an adsorbent, a binder, and a dispersion medium for a predetermined period of time, and excess slurry on the end faces and outer periphery of the honeycomb structure 11 is removed by blowing and wiping. The binder may be an organic binder, an inorganic binder, or a combination thereof. The dispersion medium may be water, an organic solvent (e.g., toluene, xylene, ethanol, n-butanol, ethyl acetate, butyl acetate, terpineol, dihydroterpineol, Texanol, ethylene glycol monobutyl ether acetate, diethylene glycol monoethyl ether acetate, diethylene glycol monoethyl ether, diethylene glycol monobutyl ether acetate, diethylene glycol monobutyl ether), or a mixture thereof. Thereafter, the slurry is dried to form the adsorption layer 16 on the surfaces of the partition walls 15 and the like. Drying can be performed while heating the honeycomb structure 11 to a temperature of, for example, about 120 to 600°C. The series of steps of immersion, slurry removal, and drying may be carried out only once, but by repeating the steps multiple times, an adsorption layer 16 of a desired thickness can be provided on the surface of the partition wall 15 or the like.

[0086] (2. Air conditioning duct 20) The air conditioning duct 20 is a flow path through which air from the vehicle interior or outside the vehicle can flow. The upstream side of the air conditioning duct 20 is connected to the vehicle interior or an outside air inlet. The air conditioning duct 20 allows air to flow in from the vehicle interior or outside the vehicle, and also allows air that has passed through the air conditioning device 10 to flow into the vehicle interior or to be discharged outside the vehicle. Therefore, the air conditioning duct 20 has a structure in which it branches downstream of the air conditioning device 10 into a first flow path 20a that allows air to flow into the vehicle interior and a second flow path 20b that discharges air outside the vehicle.

[0087] The size of the air conditioning duct 20 (the portion where the air conditioning device 10 is arranged) is not particularly limited, but the inner circumferential length of the cross section of the air conditioning duct 20 is, for example, 10 to 100 cm. Also, the inner circumferential length of the cross section of the first flow path 20a and the second flow path 20b is, for example, 3 to 97 cm.

[0088] (3. Valve 30) The valve 30 can switch the flow of air between the first flow path 20a and the second flow path 20b. The valve 30 can be provided at a branch point in the air conditioning duct 20 where the first flow path 20a and the second flow path 20b branch off. The valve 30 is not particularly limited as long as it is electrically driven and has the function of switching the flow path, and a solenoid valve, an electric valve, or the like can be used. For example, the valve 30 includes an opening / closing door supported on a rotating shaft, and an actuator such as a motor that rotates the rotating shaft. The actuator can be configured to be controllable by the control unit 70.

[0089] (4. Exhaust heat recovery parts 40) The exhaust heat recovery component 40 is a component that recovers heat generated during the regeneration process of the air conditioning device 10. The exhaust heat recovery component 40 is provided between the air conditioning device 10 and the valve 30. The exhaust heat recovery component 40 is not particularly limited as long as it can recover heat, and a heat exchanger such as a heat sink, a heat storage structure, or the like can be used. Here, FIG. 3 shows a schematic overall configuration diagram of a vehicle air conditioning system in which the exhaust heat recovery component 40 is a heat exchanger. 3, an air conditioning duct 20 branches into two, and an air conditioning device 10 and an exhaust heat recovery component 40 are disposed in each of the two branched flow paths. Note that the number of branched flow paths is not limited to two, and may be three or more.

[0090] The vehicle air conditioning system shown in FIG. 3 further includes a heat pump cycle 80, which includes a condenser 81 that exchanges heat between the hot refrigerant and air and an evaporator 82 that exchanges heat between the cold refrigerant and air, disposed in the first flow path 20a. The vehicle air conditioning system may also include an air mix door 90. In this vehicle air conditioning system, the exhaust heat recovery component 40 is a heat exchanger 83 that exchanges heat between the refrigerant in the heat pump cycle 80 and air flowing through the second flow path 20b. The condenser 81 can dissipate heat using the high-temperature, high-pressure refrigerant flowing therethrough and can heat the air passing around the condenser 81. The evaporator 82 can absorb heat using the low-temperature, low-pressure refrigerant flowing therethrough and can cool the air passing around the evaporator 82. The heat exchanger 83 can absorb heat from air heated by the refrigerant flowing therethrough, mainly during the heating operation mode, and can increase the temperature of the refrigerant by absorbing heat from the air. In Figure 3, in order to simplify the drawing, only one heat exchanger 83 is shown connected to the heat pump cycle 80, but it should be noted that the other heat exchanger 83 is also connected to the heat pump cycle 80 in the same manner as the one heat exchanger 83.

[0091] In addition to the condenser 81, the evaporator 82, and the heat exchanger 83, the heat pump cycle 80 may further include a compressor 84, an outdoor heat exchanger 85, expansion valves 86a, 86b, and shut-off valves 87a to 87f, and each of these components is connected via a refrigerant flow path.

[0092] Compressor 84 has the function of compressing and discharging the refrigerant. The compressor 84 has an intake section connected to the outdoor heat exchanger 85 and the heat exchanger 83, and a discharge section connected to the condenser 81 via a refrigerant flow path. Compressor 84 is driven by control unit 70, and compresses the refrigerant, thereby discharging high-temperature, high-pressure refrigerant to condenser 81. Between the compressor 84 and the heat exchanger 83, a known device such as a gas-liquid separator may be provided.

[0093] The outdoor heat exchanger 85 has a function of exchanging heat between the heat of the refrigerant and the outside air. The outdoor heat exchanger 85 can absorb heat from the outside air using the low-temperature, low-pressure refrigerant circulating inside, mainly when the heating operation mode is being performed, and vaporizes the refrigerant by absorbing heat from the outside air. Furthermore, the outdoor heat exchanger 85 can release heat to the outside air using the high-temperature, high-pressure refrigerant circulating inside, mainly when the cooling operation mode is being performed, and cools the refrigerant by releasing heat to the outside air.

[0094] The expansion valves 86a and 86b are throttle valves whose opening degrees can be adjusted by the control unit 70. In particular, when the heating operation mode is being performed, the expansion valve 86a reduces the pressure of the refrigerant discharged from the condenser 81 to expand it, and then discharges the low-temperature, low-pressure refrigerant to the outdoor heat exchanger 85. In addition, when the cooling operation mode is being performed, the expansion valve 86b reduces the pressure of the refrigerant from the outdoor heat exchanger 85 to expand it, and then discharges the low-temperature, low-pressure refrigerant to the evaporator 82.

[0095] The shutoff valves 87a to 87f are provided to control the flow path of the refrigerant, and the opening and closing of the shutoff valves 87a to 87f is controlled by the control unit .

[0096] Air mix door 90 is configured to rotate between a heating position in air conditioning duct 20, where it opens a heating path leading to condenser 81, and a cooling position, where it opens a cooling path that bypasses condenser 81. By rotating air mix door 90 between the heating position and the cooling position, it is possible to adjust the ratio of air passing through condenser 81 and air bypassing condenser 81, thereby adjusting the temperature of the air flowing into the vehicle cabin.

[0097] 3, the operation modes of the air conditioning device 10 can include a dehumidification mode, a regeneration mode, and a dehumidification / regeneration mode. The operation mode of the air conditioning device 10 can be selected in response to a switch operation by the driver or humidity changes detected by various detectors. In the dehumidification mode, the valve 30 is switched so that air flows into the first flow path 20a in all branch flow paths, and the air is circulated through the air conditioning device 10. By executing such a dehumidification mode, the air from the vehicle interior or outside the vehicle can be quickly dehumidified. In the regeneration mode, the valves 30 are switched so that air flows into the second flow path 20b in all branch flow paths, and the adsorption units are regenerated by circulating air while heating the air-conditioning device 10. By executing such a regeneration mode, the adsorption units of the air-conditioning device 10 can be regenerated quickly. 3, the dehumidification / regeneration mode involves switching the valve 30 so that air flows into the first flow path 20a in one branch flow path to dehumidify, and switching the valve 30 so that air flows out into the second flow path 20b in the other branch flow path to heat the air conditioning device 10 while circulating the air, thereby regenerating the adsorption units. By executing this dehumidification / regeneration mode, the air from the vehicle cabin or outside the vehicle can be dehumidified by the air conditioning device 10, while the adsorption units of the air conditioning device 10 can be regenerated.

[0098] 3, the operation modes of the heat pump cycle 80 can include a heating operation mode and a cooling operation mode. The operation mode of the heat pump cycle 80 can be selected in response to a switch operation by the driver or a temperature change detected by various detectors. In the heating operation mode, shutoff valves 87b to 87d are opened and shutoff valves 87a, 87e, and 87f are closed, thereby forming a flow path in which the refrigerant flows sequentially through compressor 84, condenser 81, expansion valve 86a, outdoor heat exchanger 85, and heat exchanger 83. In Fig. 3, the flow path through which the refrigerant flows in this heating operation mode is indicated by a thick line. In the heating operation mode, the refrigerant that has exchanged heat in the exterior heat exchanger 85 and the heat exchanger 83 is compressed by the compressor 84, and the refrigerant discharged from the compressor 84 is introduced into the condenser 81 to heat the air. When the air conditioning device 10 is operated in the dehumidification / regeneration mode, as shown in FIG. 3 , the air conditioning device 10 arranged in one branch flow path operates in the dehumidification mode, and the air conditioning device 10 arranged in the other branch flow path operates in the regeneration mode. In this case, the heat exchanger 83 arranged downstream of the air conditioning device 10 operating in the regeneration mode exchanges heat between the air heated by the air conditioning device 10 and the refrigerant, thereby reducing the power consumption (compression rate) of the compressor 84 and enabling effective use of the heat generated in the regeneration mode of the air conditioning device 10. In the heating operation mode, the temperature of the air flowing into the vehicle cabin can be adjusted by controlling the opening degree of the air mix door 90.

[0099] In the heating operation mode, shutoff valves 87a to 87c may be opened and shutoff valves 87d to 87f may be closed to form a flow path in which the refrigerant sequentially flows through the compressor 84, condenser 81, expansion valve 86a, and exterior heat exchanger 85. The refrigerant compressed by the compressor 84 enters the condenser 81 as a high-temperature, high-pressure refrigerant and dissipates heat through heat exchange with air circulating through the first flow path 20a of the air conditioning duct 20. The refrigerant leaving the condenser 81 is decompressed and expanded by the expansion valve 86a to become a low-temperature, low-pressure refrigerant. The refrigerant then exchanges heat with outside air in the exterior heat exchanger 85, absorbing heat, and returns to the compressor 84. When this heating operation mode is performed, the air circulating through the first flow path 20a of the air conditioning duct 20 is heated by the condenser 81, and the heated air flows into the passenger compartment. The temperature of the air flowing into the passenger compartment can be adjusted by controlling the opening degree of the air mix door 90. The heating operation mode can be implemented when the execution mode of the air conditioning device 10 is the dehumidification mode or the dehumidification / regeneration mode, but is preferably implemented in the dehumidification mode.

[0100] In the cooling operation mode, shutoff valves 87a, 87e, and 87f are opened and shutoff valves 87b to 87d are closed, thereby forming a flow path in which the refrigerant flows sequentially through the compressor 84, the exterior heat exchanger 85, the expansion valve 86b, and the evaporator 82. The refrigerant compressed by the compressor 84 to a high temperature and high pressure is cooled by exchanging heat with outside air in the exterior heat exchanger 85 and releasing heat. The refrigerant leaving the exterior heat exchanger 85 is decompressed and expanded by the expansion valve 86b, becoming a low-temperature, low-pressure refrigerant. The refrigerant then enters the evaporator 82, where it exchanges heat with the air circulating in the first flow path 20a of the air conditioning duct 20 and absorbs heat. The refrigerant leaving the evaporator 82 returns to the compressor 84. When this cooling operation mode is executed, the air circulating in the first flow path 20a of the air conditioning duct 20 is cooled by the evaporator 82, and the cooled air flows into the vehicle cabin. This cooling operation mode is particularly useful when it is desired to rapidly cool the interior of the vehicle (strong cooling operation mode). Note that this cooling operation mode can be implemented when the execution mode of the air conditioning device 10 is the dehumidification mode or the dehumidification / regeneration mode.

[0101] In the cooling operation mode, shutoff valves 87a, 87c, and 87f may be opened and shutoff valves 87b, 87d, and 87e may be closed to form a flow path in which the refrigerant flows sequentially through the compressor 84, condenser 81, expansion valve 86a, outdoor heat exchanger 85, expansion valve 86b, and evaporator 82. In the refrigerant flow path in this cooling operation mode, the condenser 81 and expansion valve 86a are further disposed downstream of the compressor 84. In this cooling operation mode, the cooling of air by the evaporator 82 and the heating of air by the condenser 81 can be adjusted by controlling the opening degree of the air mix door 90, so that the air temperature can be controlled to an optimum temperature.

[0102] Next, Fig. 4A shows a schematic diagram of a cross section parallel to the flow path direction of a heat storage structure used as the exhaust heat recovery component 4. Fig. 4B shows a schematic diagram of a cross section taken along line bb' of the heat storage structure of Fig. 4A. The heat storage structure shown in Figures 4A and 4B comprises a honeycomb structure 41 having an outer peripheral wall 42, partition walls 45 arranged inside the outer peripheral wall 42 and defining a plurality of cells 44 extending from a first end face 43a to a second end face 43b, and a heat storage material 46 contained in at least a portion of the cells 44. The honeycomb structure 41 and the cells 44 used in the heat storage structure may have the same shape as the honeycomb structure 11 used in the air-conditioning device 10 .

[0103] The thickness of the outer peripheral wall 42 is preferably greater than the thickness of the partition wall 45. By adopting such a configuration, it is possible to increase the strength of the outer peripheral wall 42, which is prone to damage (for example, cracks, breakage, etc.) due to external impact, thermal stress, etc. The thickness of the outer peripheral wall 42 is preferably more than 0.3 mm and not more than 10 mm, more preferably 0.5 mm to 5 mm, and even more preferably 1 mm to 3 mm. The thickness of the partition walls 45 is preferably 0.1 to 1 mm, and more preferably 0.2 to 0.6 mm. By making the thickness of the partition walls 45 0.1 mm or more, it is possible to ensure sufficient mechanical strength of the honeycomb structure 41. Furthermore, by making the thickness of the partition walls 45 1 mm or less, it is possible to suppress problems such as increased pressure loss due to a reduced opening area and reduced heat recovery efficiency due to a reduced contact area with air.

[0104] The outer peripheral wall 42 and the partition wall 45 are mainly made of ceramics. In this specification, "containing ceramics as a main component" means that the mass ratio of ceramics to the total mass is 50 mass % or more.

[0105] The porosity of the outer peripheral wall 42 and the partition walls 45 is not particularly limited, but is preferably 10% or less, more preferably 5% or less, and particularly preferably 3% or less. The porosity of these may also be 0%. By setting the porosity of these to 10% or less, the thermal conductivity can be improved.

[0106] The outer peripheral wall 42 and the partition walls 45 preferably contain, as a main component, SiC (silicon carbide), which has high thermal conductivity. Here, in this specification, "containing SiC (silicon carbide) as a main component" means that the mass ratio of SiC (silicon carbide) to the total mass is 50 mass % or more.

[0107] More specifically, Si-impregnated SiC, (Si+Al)-impregnated SiC, metal composite SiC, recrystallized SiC, Si3N4, SiC, and the like can be used as the material for the outer peripheral wall 42 and the partition wall 45. Among these, it is preferable to use Si-impregnated SiC and (Si+Al)-impregnated SiC because they can be manufactured inexpensively and have high thermal conductivity.

[0108] The cell density (i.e., the number of cells 44 per unit area) in the cross section of the honeycomb structure 41 perpendicular to the air flow path direction is not particularly limited and may be adjusted appropriately, but is preferably 4 to 320 cells / cm. 2 The cell density is preferably in the range of 4 cells / cm. 2 By setting the cell density to the above, it is possible to sufficiently secure the strength of the partition walls 45, and in turn the strength and effective GSA (geometric surface area) of the honeycomb structure 41 itself. 2 By setting the above, it is possible to suppress an increase in pressure loss when air flows.

[0109] The isostatic strength of the honeycomb structure 41 is not particularly limited, but is preferably greater than 100 MPa, more preferably greater than 150 MPa, and even more preferably greater than 200 MPa. When the isostatic strength of the honeycomb structure 41 exceeds 100 MPa, the honeycomb structure 41 has excellent durability. The isostatic strength of the honeycomb structure 41 can be measured in accordance with the method for measuring isostatic fracture strength specified in JASO standard M505-87, an automotive standard issued by the Society of Automotive Engineers of Japan.

[0110] The thermal conductivity of the honeycomb structure 41 is not particularly limited, but is preferably 50 W / (m·K) or more at 25°C, more preferably 100 to 300 W / (m·K), and even more preferably 120 to 300 W / (m·K). By setting the thermal conductivity of the honeycomb structure 41 within this range, the thermal conductivity is improved and the heat recovery efficiency is enhanced. The thermal conductivity value is measured by the laser flash method (JIS R1611:1997).

[0111] A heat storage material 46 is held in some of the cells 44 of the honeycomb structure 41 . The method for retaining the heat storage material 46 in the cells 44 is not particularly limited, and various methods can be used. For example, the heat storage material 46 may be applied to the partition walls 45 that define the cells 44 and fixed therein, or the heat storage material 46 may be filled into the cells 44. When the heat storage material 46 is applied to the partition walls 45 and fixed therein, it is sufficient that a layer of the heat storage material 46 is formed on the surface of the partition walls 45, and there may be a portion in the central region of the cell 44 where the heat storage material 46 is not present. However, it is preferable that the heat storage material 46 be filled into the cells 44. By filling the cells 44 with the heat storage material 46, the amount of the heat storage material 46 held is increased, and therefore the amount of heat recovered from the air that is stored can be increased.

[0112] There is no particular limitation on the position of the cells 44 in which the heat storage material 46 is held in the honeycomb structure 41. For example, in a cross section perpendicular to the extension direction of the cells 44, the heat storage material 46 may be held evenly in all the cells 44 of the honeycomb structure 41, or the heat storage material 46 may be held preferentially on the outer periphery or center of the honeycomb structure 41.

[0113] The cells 44 filled with the heat storage material 46 are preferably plugged on the first end face 43a side and the second end face 43b side. That is, the cells 44 filled with the heat storage material 46 preferably have plugging portions 47 at the ends on the first end face 43a side and the second end face 43b side. With this configuration, it is possible to prevent the heat storage material 46 from falling out of the cells 44. The material of the plugging portions 47 is not particularly limited, and the same material as that of the outer peripheral wall 42 and the partition walls 45 can be used. A resin sheet or the like may also be used. The method of forming the plugging portions 47 is not particularly limited, and can be performed according to a known method.

[0114] There are no particular limitations on the heat storage material 46, and materials known in the art can be used. As the heat storage material 46, for example, a latent heat storage material and / or a sensible heat storage material can be used. Here, in this specification, "latent heat storage material" means a heat storage material that stores heat by utilizing latent heat associated with a phase change between solid and liquid, and "sensible heat storage material" means a heat storage material that stores heat by utilizing a temperature change without involving a phase change. The latent heat storage material and sensible heat storage material are not particularly limited, and commercially available materials can be used. Examples of latent heat storage materials include metal-based PCMs (Phase Change Materials) such as Al-based alloys, Cu-based alloys, and Fe-based alloys, and organic PCMs such as paraffin. Examples of sensible heat storage materials include ceramics. Since the latent heat storage material may leak out of the cells 44 due to a phase change, it is preferable to construct the honeycomb structure 41 from a material with low porosity or to use an encapsulated latent heat storage material.

[0115] The heat storage structure can be manufactured according to the method described below. First, a clay containing ceramic powder is extruded into a desired shape to produce a honeycomb molded body. By selecting an appropriate die and jig, the shape and density of the cells 44, the shape and thickness of the peripheral wall 42 and the partition walls 45, and other characteristics can be controlled. The ceramics described above can be used as the material for the honeycomb molded body. For example, when manufacturing a honeycomb molded body primarily composed of a Si-impregnated SiC composite material, a predetermined amount of SiC powder is mixed with a binder and water and / or an organic solvent, and the resulting mixture is kneaded to form a clay. This mixture is then molded to obtain a honeycomb molded body of the desired shape. The resulting honeycomb molded body is then dried and impregnated with metal Si in a reduced pressure inert gas or vacuum, thereby producing a honeycomb structure 41 having cells 44 separated by partition walls 45. Examples of methods for impregnating and firing metal Si include a method in which a mass containing metal Si is placed in contact with the honeycomb molded body and then fired. Next, the heat storage material 46 is held in some of the cells 44 of the honeycomb structure 41. The holding method can be the method described above. When filling some of the cells 44 of the honeycomb structure 41 with the heat storage material 46, plugging portions 47 may be formed at one end of the cells 44 to be filled with the heat storage material 46, and then the heat storage material 46 may be filled from the other end, and the plugging portions 47 may be formed at the other end.

[0116] A vehicle air conditioning system equipped with the above-described heat storage structure can use the heat storage structure to recover heat generated during the regeneration process of the air conditioning device 10. The heat recovered by the heat storage structure can be used by dissipating it by flowing air through the heat storage structure during heating operation.

[0117] (5.Power supply 50) The power supply 50 is used to apply a voltage to the air conditioning device 10 (particularly to the pair of electrodes 17a, 17b). The power supply 50 is electrically connected to the control unit 70, and adjusts the state of voltage application to the pair of electrodes 17a, 17b according to instructions from the control unit 70. The power source 50 is not particularly limited, and a battery or the like can be used.

[0118] (6. Ventilator 60) The ventilator 60 is arranged in the air conditioning duct 20 to allow air from the vehicle interior or outside the vehicle to flow into the air conditioning device 10. The position of the ventilator 60 is not particularly limited, but may be, for example, upstream of the air conditioning device 10 as shown in FIG. 1 or downstream of the air conditioning device 10. The ventilator 60 is also electrically connected to the control unit 70, and controls the air flow rate by adjusting the rotation speed in accordance with instructions from the control unit 70.

[0119] (7. Control unit 70) The control unit 70 controls the air conditioning device 10 and the valve 30. The control unit 70 can also control the ventilator 60. Furthermore, when the exhaust heat recovery component 40 is a heat exchanger 83 of a heat pump cycle 80, the control unit 70 can also control the heat pump cycle 80. In particular, the control unit 70 is electrically connected to shutoff valves 87a to 87f in the heat pump cycle 80, and can control the flow path of the refrigerant by opening and closing the shutoff valves 87a to 87f. Furthermore, the control unit 70 is electrically connected to expansion valves 86a and 86b in the heat pump cycle 80, and can control the degree of decompression of the refrigerant by adjusting the opening degrees of the expansion valves 86a and 86b.

[0120] The control unit 70 is electrically connected to the air conditioning device 10 and the ventilator 60 via the power source 50. By controlling the power source 50, the control unit 70 controls the state of voltage application to the pair of electrodes 17a, 17b of the air conditioning device 10, and can adjust the heating state of the honeycomb structure 11. The control unit 70 can also control the valve 30 so that air flows through the first flow path 20a or the second flow path 20b. Furthermore, the control unit 70 can control the flow rate of air flowing through the air conditioning duct 20 by adjusting the rotation speed of the ventilator 60.

[0121] The control unit 70 is not particularly limited, but is generally an ECU (Engine (electronic) Control Unit). The ECU includes a CPU that executes various arithmetic processes, a ROM that stores programs and data required for the control, a RAM that temporarily stores the results of the CPU calculations, and an input / output port for inputting and outputting signals to and from the outside.

[0122] The control unit 70 can execute an air conditioning mode in which the valve 30 is switched so that air flows through the first flow path 20a, and a regeneration mode in which the air conditioning device 10 is heated and the valve 30 is switched so that air flows through the second flow path 20b. In the air conditioning mode, moisture in the air circulating from the vehicle interior or outside is adsorbed, and the air with reduced or removed moisture is returned to the vehicle interior through the first flow path 20a. In the regeneration mode, moisture adsorbed in the adsorption layer 16 is desorbed, and after heat recovery by the exhaust heat recovery component 40, the air is discharged outside the vehicle through the second flow path 20b.

[0123] From the viewpoint of stably performing the above control, it is desirable that the air conditioning device 10 be placed in a position close to the vehicle interior. Therefore, from the viewpoint of preventing electric shock, etc., it is preferable that the driving voltage of the air conditioning device 10 is 60 V or less. The honeycomb structure 11 used in the air conditioning device 10 has low electrical resistance at room temperature, so that the honeycomb structure 11 can be heated at this low driving voltage. The lower limit of the driving voltage is not particularly limited, but is preferably 10 V or more. If the driving voltage is less than 10 V, the current when heating the honeycomb structure 11 will be large, and therefore the conductor wires will need to be thicker. [Example]

[0124] The present invention will be explained in more detail below with reference to examples, but the present invention is not limited to these examples in any way.

[0125] <Fabrication of air conditioning device> BaCO3 powder, TiO2 powder, and La(NH3)3·6H2O powder were prepared as ceramic raw materials. These powders were weighed so that the desired composition would be obtained after firing, and then dry-mixed to obtain a mixed powder. Dry mixing was carried out for 30 minutes. Next, water, binder, plasticizer, and dispersant were added in appropriate amounts in the range of 3 to 30 parts by mass in total to 100 parts by mass of the obtained mixed powder, and kneaded to obtain a clay body with a relative density of 64.8% after extrusion molding. Methylcellulose was used as the binder, and polyoxyalkylene alkyl ether was used as the plasticizer and dispersant.

[0126] Next, the obtained clay was put into an extrusion molding machine and extrusion molded using a predetermined die so as to obtain a honeycomb structure having the shape shown below after firing. Cross section and end face shape of honeycomb structure perpendicular to the flow direction: square Shape of the cell cross section perpendicular to the flow direction: square Partition thickness: 0.13mm Outer wall thickness: 0.2 mm Cell density: 80 cells / cm 2 Cell pitch: 1.1 mm Cross-sectional area of ​​honeycomb structure perpendicular to the flow direction: 10,000 mm 2 Length of honeycomb structure in the flow direction: 10 mm Volume resistivity of the material that makes up the outer wall and partition wall at 25°C: 15 Ω·cm Curie point of the material that makes up the outer wall and partition wall: 110°C

[0127] Next, the obtained honeycomb molded body was subjected to dielectric drying and hot air drying, and then degreased in an air atmosphere in a firing furnace (450°C x 4 hours), and then fired in an air atmosphere to obtain a honeycomb structure. The firing was performed by holding at 950°C for 1 hour, then increasing the temperature to 1200°C and holding at 1200°C for 1 hour, then increasing the temperature to 1400°C (maximum temperature) at a heating rate of 200°C / hour, and holding at 1400°C for 2 hours.

[0128] Next, a pair of electrodes was formed on both end faces (first end face and second end face) of the obtained honeycomb structure. First, an electrode slurry containing aluminum (electrode material), ethyl cellulose, and diethylene glycol monobutyl ether (organic binder) was prepared and applied to the first end face. The electrode slurry was then dried to form an electrode on the surface of the first end face. The same electrode slurry was also used to form an electrode on the second end face by applying the same electrode slurry to the second end face and drying it.

[0129] Next, the honeycomb structure with the pair of electrodes formed thereon was immersed in a slurry containing zeolite (adsorbent), an inorganic binder, and water, and any excess slurry adhering to areas (such as the outer periphery) was removed by blowing and wiping.The structure was then dried at a temperature of approximately 550°C to form an adsorption layer 150 μm thick on the surface of the partition wall and the surface of the outer wall facing the cell.

[0130] The air conditioning device and exhaust heat recovery parts obtained as described above were placed in an air conditioning duct at the distances shown in Table 1, and a vehicle air conditioning system such as that shown in Figure 1 was constructed. A heat exchanger, through which a fluid flows, was used as the exhaust heat recovery part and was placed over the entire cross section of the air conditioning duct. The inner periphery length of the cross section of the air conditioning duct (the part where the air conditioning device was placed) was 46 cm, and the inner periphery lengths of the cross sections of the first and second flow paths were 23 cm. This vehicle air conditioning system was subjected to a moisture adsorption process using the air conditioning device and then a regeneration process, and the adhesion of condensed water to the air conditioning device and the heat recovery efficiency of the heat exchanger were evaluated. The moisture adsorption treatment was performed by starting the fan and circulating air at a temperature of 25°C and a relative humidity of 40% through the air conditioning duct at a flow rate of 1.00 m / s for 3 minutes. The air conditioning device regeneration treatment was performed by applying a voltage of 12 V from a DC power supply to the air conditioning device and circulating air at a temperature of 25°C and a relative humidity of 40% at a flow rate of 0.1 m / s for 3 minutes.

[0131] The adhesion of condensed water to the air conditioning device was evaluated by measuring the electrical resistance between the electrodes in the air conditioning device. The current flowing between the electrodes of the air conditioning device was measured at the start and end of the regeneration process, and the electrical resistance between the electrodes was calculated. The rate of increase in the electrical resistance at the end of the regeneration process relative to the electrical resistance at the start of the regeneration process was then determined. In this evaluation, an increase in electrical resistance of less than 10% was designated A (very good), an increase in electrical resistance of 10% or more but less than 20% was designated B (good), an increase in electrical resistance of 20% or more but less than 30% was designated C (pass), and an increase in electrical resistance of 30% or more was designated D (unsatisfactory).

[0132] The heat recovery efficiency of the heat exchanger was calculated using the following formula. Heat recovery efficiency [%] = amount of recovered heat [W] / amount of heat input [W] In the formula, the heat recovery amount and the heat input amount were calculated by the following formulas. Amount of recovered heat [W] = (fluid temperature at the outlet of the heat exchanger [℃] - fluid temperature at the inlet of the heat exchanger [℃] x fluid flow rate [kg / sec] x specific heat of the fluid [J / kg℃] Heat input [W] = (air temperature before entering the heat exchanger [℃] - fluid temperature at the inlet side of the heat exchanger [℃]) x air flow rate [kg / sec] x specific heat of air [J / kg℃] In this evaluation, a heat recovery efficiency of 70% or more was rated A (very good), a heat recovery efficiency of 60% or more but less than 70% was rated B (good), and a heat recovery efficiency of 50% or more but less than 60% was rated C (good). Those with a heat recovery efficiency of less than 50% are rated C (pass), and those with a heat recovery efficiency of less than 50% are rated D (insufficient). The results are shown in Table 1.

[0133] [Table 1]

[0134] As shown in Table 1, by setting the distance between the air conditioning device and the heat exchanger (exhaust heat recovery component) in the range of 5 to 200 mm, it was possible to increase the heat recovery efficiency of the heat exchanger while suppressing the adhesion of condensed water to the air conditioning device. In contrast, when the distance between the air conditioning device and the heat exchanger was less than 5 mm, it was not possible to suppress the adhesion of condensed water to the air conditioning device. Furthermore, when the distance between the air conditioning device and the heat exchanger exceeded 200 mm, the heat recovery efficiency of the heat exchanger decreased.

[0135] As can be seen from the above results, the present invention can provide a vehicle air conditioning system that can increase the efficiency of recovering heat generated during the regeneration process of the air conditioning device while suppressing the adhesion of condensed water to the air conditioning device. [Explanation of symbols]

[0136] 10 Air Conditioning Devices 11 Honeycomb structure 12 Peripheral wall 13a First end surface 13b Second end face 14 cells 15 Bulkhead 16 Adsorption layer 17a, 17b Pair of electrodes 18 terminals 20 Air conditioning duct 20a First flow path 20b Second flow path 30 valves 40 Waste heat recovery parts 41 Honeycomb structure 42 Outer wall 43a 1st end surface 43b 2nd end face 44 cells 45 Bulkhead 46 Heat storage material 47 Plugging section 50 power supply 60 Ventilator 70 Control Unit 80 Heat pump cycle 81 Capacitor 82 Evaporator 83 Heat exchanger 84 Compressor 85 Outdoor heat exchanger 90 Air Mix Door

Claims

1. an air conditioning device having an adsorption unit having an adsorbent capable of adsorbing and desorbing moisture, and a heating means capable of heating the adsorption unit; an air conditioning duct through which air from a vehicle interior or outside the vehicle can flow and in which the air conditioning device is disposed, the air conditioning duct having, downstream of the air conditioning device, a first flow path for introducing the air into the vehicle interior and a second flow path for discharging the air to the outside of the vehicle; a valve capable of switching the flow of the air between the first flow path and the second flow path; an exhaust heat recovery component provided between the air conditioning device and the valve; Equipped with The vehicle air conditioning system, wherein the distance between the air conditioning device and the exhaust heat recovery component is 5 to 200 mm.

2. 2. The vehicle air conditioning system according to claim 1, wherein the distance between the air conditioning device and the exhaust heat recovery component is 8 to 190 mm.

3. The vehicle air conditioning system according to claim 1 or 2, wherein the exhaust heat recovery component is arranged over the entire flow path cross section of the air conditioning duct.

4. the vehicle air conditioning system further includes a heat pump cycle in which a condenser that performs heat exchange between a hot heat of the refrigerant and the air and an evaporator that performs heat exchange between a cold heat of the refrigerant and the air are disposed in the first flow path, 3. The vehicle air conditioning system according to claim 1, wherein the exhaust heat recovery component is a heat exchanger that exchanges heat between the refrigerant in the heat pump cycle and the air flowing through the second flow path.

5. 3. The vehicle air conditioning system according to claim 1, wherein the exhaust heat recovery component is a heat storage structure including a honeycomb structure having an outer peripheral wall and partition walls disposed inside the outer peripheral wall and defining a plurality of cells extending from a first end face to a second end face, and a heat storage material accommodated in at least a portion of the cells.

6. 3. The vehicle air conditioning system according to claim 1, wherein the adsorbent is capable of adsorbing and desorbing at least one selected from carbon dioxide and volatile components.

7. The air conditioning device is a honeycomb structure having an outer peripheral wall and partition walls disposed inside the outer peripheral wall and defining a plurality of cells that serve as air flow paths extending from a first end face to a second end face; an adsorption layer containing the adsorbent provided on the surface of the partition wall; and a pair of electrodes provided on the first end face and the second end face of the honeycomb structure, or on the outer wall of the honeycomb structure that is parallel to the extending direction of the cells; The vehicle air conditioning system according to claim 1 or 2, comprising:

8. The vehicle air conditioning system according to claim 7, further comprising a power source for applying a voltage to the pair of electrodes.

9. 8. The vehicle air conditioning system according to claim 7, wherein at least the partition walls of the honeycomb structure are made of a material having PTC properties.

10. a control unit for controlling the air conditioning device and the valve; 3. The vehicle air conditioning system according to claim 1, wherein the control unit is capable of executing an air conditioning mode in which the valve is switched so that the air flows through the first flow path, and a regeneration mode in which the air conditioning device is heated and the valve is switched so that the air flows through the second flow path.

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