In-vehicle air composition adjustment system

Abstract

The present invention provides an in-vehicle air component adjustment system that can reduce the risk of adsorbed substances detached from the conditioning device being introduced into the vehicle's cabin through the in-vehicle air conditioning system. [Solution] The in-vehicle air component adjustment system 1 includes a conditioning device having an adsorption section containing an adsorbent that adsorbs substances to be adsorbed at a predetermined temperature or below and allows the adsorbed substances to be detached when the predetermined temperature is exceeded, and a heating means capable of heating the adsorption section, and a duct 3 through which the conditioning device is located and through which air can flow, having a cabin passage 30 that allows air that has passed through the conditioning device to flow into the cabin, and an exterior passage 31 that discharges air that has passed through the conditioning device to the outside of the vehicle, and when the outlet of the exterior passage 31 is viewed from the upstream side in the direction of air flow 10 along the extending direction 31E of the exterior passage 31, the outlet of the exterior passage 31 is positioned offset from the intake port 110 of the in-vehicle air conditioning system 11.

Description

[Technical Field]

[0001] This invention relates to an in-vehicle air component adjustment system. [Background technology]

[0002] There is a growing demand for improved cabin environments in various vehicles, including automobiles. Specific requirements include reducing carbon dioxide in the cabin to suppress driver drowsiness, humidifying the cabin, and removing harmful volatile components such as odor and allergy-inducing substances. While ventilation is an effective measure to meet these demands, it significantly reduces heater energy in winter, leading to decreased energy efficiency. This is particularly problematic for electric vehicles (BEVs), as this energy loss drastically reduces their driving range.

[0003] Therefore, Patent Document 1 proposes an on-board air component adjustment system (vehicle air purification system) comprising a first flow path and a second flow path communicating with the vehicle's passenger compartment, and adsorption blocks arranged in each flow path. The adsorption blocks use an adsorption material (zeolite) that adsorbs carbon dioxide and water vapor contained in the air as adsorption target substances (purification target substances), and can desorb the adsorption target substances when heated air is passed through them. Furthermore, the first and second flow paths branch downstream of the adsorption blocks into a flow path communicating with the passenger compartment and a flow path communicating with the outside of the passenger compartment, and a valve (switching mechanism) for switching the airflow in one of these flow paths is provided. With this on-board air component adjustment system, it is possible to simultaneously realize the operation of one of the adsorption blocks adsorbing the adsorption target substances and returning the purified air to the vehicle's passenger compartment, and the operation of the other adsorption block exhausting the air from which the adsorption target substances have been desorbed to the outside of the passenger compartment, while suppressing the flow of unpurified air into the passenger compartment. [Prior art documents] [Patent Documents]

[0004] [Patent Document 1] Japanese Patent Publication No. 2020-104774 [Overview of the Initiative] [Problems that the invention aims to solve]

[0005] Vehicles are equipped with an on-board air conditioning system (HVAC system) that provides heating, ventilation, and air conditioning. An on-board air component adjustment system, such as the one described in Patent Document 1, may be positioned upstream of the on-board air conditioning system in relation to the direction of airflow. Patent Document 1 does not consider the positional relationship between the on-board air conditioning system and the on-board air component adjustment system, and depending on the positional relationship, there is a risk that adsorbed substances detached from the conditioning device of the on-board air component adjustment system may be introduced into the passenger compartment through the on-board air conditioning system.

[0006] The present invention was made to solve the above-mentioned problems, and one of its objectives is to provide an in-vehicle air component adjustment system that can reduce the risk of adsorbed substances detached from the conditioning device being introduced into the vehicle cabin through the in-vehicle air conditioning system. [Means for solving the problem]

[0007] <1> In one embodiment, the present invention relates to an on-board air component adjustment system for adjusting the components of air, which is positioned upstream of an on-board air conditioning system in the direction of airflow from the passenger compartment or outside the vehicle, and comprises a conditioning device having an adsorption section containing an adsorbent that adsorbs a target substance at a predetermined temperature or below and allows the adsorbed target substance to be desorbed when the predetermined temperature is exceeded, and a heating means capable of heating the adsorption section; and a duct through which the air flows, with the conditioning device positioned inside, and having a passenger compartment passage for allowing the air that has passed through the conditioning device to flow into the passenger compartment, and a passenger compartment passage for discharging the air that has passed through the conditioning device to the outside of the vehicle, wherein when the outlet of the passenger compartment passage is viewed from the upstream side in the direction of airflow along the extending direction of the passenger compartment passage, the outlet of the passenger compartment passage is positioned offset from the intake port of the on-board air conditioning system.

[0008] <2> The present invention may relate to the in-vehicle air component adjustment system described in paragraph 1, wherein the air intake is an internal air intake of the in-vehicle air conditioning system into which the air from the passenger compartment is introduced.

[0009] <3> The present invention relates to a system in which, when viewing the outlet of the external flow path from the upstream side in the direction of airflow along the extending direction of the external flow path, the ratio (A1 / A0) of the area of ​​the region of the outlet that overlaps with the intake port to the total area (A0) of the outlet is 30% or less. This may relate to the in-vehicle air component adjustment system described in paragraph 1 or 2.

[0010] <4> The present invention may relate to an in-vehicle air component adjustment system according to any one of the first to third claims, wherein the adsorption portion comprises a structure having an outer wall and a partition wall disposed inside the outer wall that partitions and forms an air passage extending from a first end face to a second end face, and an adsorption layer containing the adsorbent provided on the surface of the partition wall.

[0011] <5>The present invention may relate to the vehicle-mounted air component adjustment system according to item 4, wherein the heating means has a pair of electrodes connected to the structure, and the structure is heated by passing an electric current through the pair of electrodes to the structure.

[0012] <6>The present invention may relate to the vehicle-mounted air component adjustment system according to item 5, wherein the structure is a honeycomb structure in which at least the partition wall is made of a material having PTC characteristics.

[0013] <7>The present invention may relate to the vehicle-mounted air component adjustment system according to item 4, wherein the heating means has a pipe provided inside the structure, and the structure is heated by flowing a heated medium through the pipe.

[0014] <8>The present invention may relate to the vehicle-mounted air component adjustment system according to item 4, wherein the heating means has a heater that supplies heated air to the structure, and the structure is heated by passing the heated air through the structure.

Advantages of the Invention

[0015] According to an embodiment of the vehicle-mounted air component adjustment system of the present invention, when looking at the outlet of the outside vehicle flow path along the extending direction of the outside vehicle flow path, the outlet of the outside vehicle flow path is displaced from the intake port of the vehicle-mounted air conditioning system. Therefore, it is possible to reduce the risk that the adsorbed target substance detached from the conditioning device is introduced into the passenger compartment through the vehicle-mounted air conditioning system.

Brief Description of the Drawings

[0017] Hereinafter, embodiments for carrying out the present invention will be described with reference to the drawings. The present invention is not limited to each embodiment, and can be materialized by modifying the components without departing from the spirit of the invention. Furthermore, various inventions can be formed by appropriately combining the multiple components disclosed in each embodiment. For example, some components may be deleted from all the components shown in the embodiment. Furthermore, components from different embodiments may be appropriately combined.

[0018] (1. Regarding the in-vehicle air composition adjustment system) Figure 1 is a block diagram showing an on-board air component adjustment system 1 according to an embodiment of the present invention. The on-board air component adjustment system 1 according to an embodiment of the present invention is mounted on a vehicle and positioned upstream of the on-board air conditioning system 11 in the direction of airflow 10.

[0019] Vehicles are not particularly limited, but include automobiles and trains. Automobiles are not particularly limited, but include gasoline cars, diesel cars, gas-fueled cars using CNG (compressed natural gas) or LNG (liquefied natural gas), fuel cell cars, electric cars, and plug-in hybrid cars. The on-board air component adjustment system 1 according to the embodiment of the present invention is particularly suitable for use in vehicles without internal combustion engines, such as electric cars and trains.

[0020] The onboard air conditioning system 11 is a system that provides heating, ventilation, and air conditioning in a vehicle, and is sometimes called an HVAC system. The onboard air conditioning system 11 supplies air 10 from inside or outside the vehicle to the vehicle interior. Air 10 that has passed through the onboard air component adjustment system 1, and / or air 10 that has not passed through the onboard air component adjustment system 1, may be supplied to the onboard air conditioning system 11. Air 10 that has passed through the onboard air component adjustment system 1 may also be discharged outside the vehicle instead of being supplied to the onboard air conditioning system 11.

[0021] The on-board air component adjustment system 1 is a system that adjusts the components of air 10. The on-board air component adjustment system 1 can adjust the components of air 10 by adsorbing and removing adsorbable substances in air 10. Examples of adsorbable substances include water, carbon dioxide, and volatile components.

[0022] Next, Figure 2 is a schematic diagram showing the in-vehicle air component adjustment system 1 of Figure 1. As shown in Figure 2, the in-vehicle air component adjustment system 1 includes a conditioning device 2 and a duct 3.

[0023] The conditioning device 2 has an adsorption section 20 and a heating means 21. The adsorption section 20 contains an adsorbent that adsorbs a target substance at a predetermined temperature or below, and desorbs the adsorbed target substance when the temperature exceeds the predetermined temperature. The heating means 21 is configured to heat the adsorption section 20. By heating the adsorption section 20 with the heating means 21, the target substance is desorbed from the adsorbent in the adsorption section 20.

[0024] Duct 3 is configured to allow air 10 from the vehicle compartment or outside the vehicle to flow through, with a climate control device 2 located inside. Duct 3 has a vehicle compartment passage 30 that allows air 10 that has passed through the climate control device 2 to flow into the vehicle compartment, and an external passage 31 that discharges air 10 that has passed through the climate control device 2 to the outside of the vehicle. The vehicle compartment passage 30 and the external passage 31 are separated from each other by a duct partition wall 32. Although not shown in the figures, the vehicle compartment passage 30 and the external passage 31 may be provided at a distance from each other.

[0025] The in-vehicle air component adjustment system 1 may have a switching valve 60 that can switch the flow of air 10 circulating through the duct 3 between the cabin air passage 30 and the exterior air passage 31. The switching valve 60 can cause air 10 to flow into the cabin air passage 30 when adsorbing substances to be adsorbed from the air 10 onto the conditioning device 2, and to flow air 10 into the exterior air passage 31 when deadsorbing substances to be adsorbed from the conditioning device 2. Figure 2 shows the state in which air 10 is flowing into the cabin air passage 30. The air 10 flowing through the cabin air passage 30 is intended to be supplied to the in-vehicle air conditioning system 11, while the air 10 flowing through the exterior air passage 31 is not supplied to the in-vehicle air conditioning system 11 and is discharged outside the vehicle.

[0026] Switching of the switching valve 60 can be done, for example, by electrically connecting the control unit 61 and the switching valve 60 with an electric wire 62 or wirelessly, and by operating a switch (not shown) of the switching valve 60 with the control unit 61. The switching valve 60 is not particularly limited as long as it is an electrically driven valve that has the function of switching the flow path, but examples include solenoid valves and motorized valves. In one embodiment, the switching valve 60 includes an opening / closing door 601 supported on a rotating shaft 600 and an actuator 602 such as a motor that rotates the rotating shaft 600. The actuator 602 is configured to be controllable by the control unit 61.

[0027] Next, Figure 3 is a schematic perspective view showing a first aspect of the positional relationship between the outlet of the external airflow channel 31 in Figure 2 and the intake port 110 of the on-board air conditioning system 11. Figure 4 is a front view showing the outlet of the external airflow channel 31 and the intake port 110 of the on-board air conditioning system 11, viewed from the upstream side in the direction of airflow 10 along the extending direction 31E of the external airflow channel 31 in Figure 3. In Figure 4, for clarity, the walls of the duct 3 that partitions the interior airflow channel 30 and the outlet of the external airflow channel 31, and the walls of the intake port frame 111 that partitions the intake port 110 are drawn with dashed lines, and the interior airflow channel 30 is not shown.

[0028] In the in-vehicle air component adjustment system 1 of this embodiment, when viewing the outlet of the external flow path 31 from the upstream side in the direction of air flow 10 along the extending direction 31E of the external flow path 31, the outlet of the external flow path 31 is positioned offset from the intake port 110 of the in-vehicle air conditioning system 11. As described above, when desorbing adsorbed substances from the conditioning device 2, air 10 is made to flow into the external flow path 31. This air 10 is intended to be discharged outside the vehicle without being supplied to the in-vehicle air conditioning system 11. If, when viewing the outlet of the external flow path 31 along the extending direction 31E of the external flow path 31, the outlet of the external flow path 31 completely overlaps with the intake port 110 of the in-vehicle air conditioning system 11, then the adsorbed substances desorbed from the conditioning device 2 would be introduced into the passenger compartment through the in-vehicle air conditioning system 11. As in the in-vehicle air component adjustment system 1 of this embodiment, the outlet of the external flow path 31 is positioned offset from the intake port 110, thereby reducing the risk of adsorbed substances detached from the conditioning device 2 being introduced into the passenger compartment through the in-vehicle air conditioning system 11.

[0029] The intake port 110 of the in-vehicle air conditioning system 11, where the outlet of the external air passage 31 is offset, may be the internal air intake port of the in-vehicle air conditioning system 11 into which air 10 from the passenger compartment is introduced. By offsetting the outlet of the external air passage 31 from the internal air intake port, the risk of adsorbed substances detached from the conditioning device 2 being introduced into the passenger compartment can be more reliably reduced.

[0030] In the first embodiment shown in Figures 3 and 4, the outlet of the external airflow channel 31 is located to the side of the intake port 110 of the onboard air conditioning system 11 and is completely offset from the intake port 110 of the onboard air conditioning system 11. However, even if only a portion of the outlet of the external airflow channel 31 is offset from the intake port 110 of the onboard air conditioning system 11, the risk of adsorbed substances detached from the conditioning device 2 being introduced into the passenger compartment can be reduced compared to the case where the outlet of the external airflow channel 31 completely overlaps with the intake port 110 of the onboard air conditioning system 11. When viewing the outlet of the external airflow channel 31 from the upstream side in the direction of airflow 10 along the extending direction 31E of the external airflow channel 31, it is preferable that the ratio (A1 / A0) of the area of ​​the region of the outlet of the external airflow channel 31 that overlaps with the intake port 110 to the total area (A0) of the outlet of the external airflow channel 31 is 30% or less. A ratio (A1 / A0) of 30% or less can more reliably reduce the risk of adsorbed substances detached from the conditioning device 2 being introduced into the vehicle cabin. A ratio (A1 / A0) of 20% or less is more preferable, and a ratio of 10% or less is even more preferable. As shown in the first embodiment in Figures 3 and 4, when the outlet of the external flow path 31 is completely offset from the intake port 110 of the onboard air conditioning system 11, the area (A1) is 0 and the ratio (A1 / A0) is 0%.

[0031] The outlet of the external airflow channel 31 is located at the end of the external airflow channel 31 and is demarcated by the inner surface of the wall of the duct 3. The total area (A0) of the outlet of the external airflow channel 31 is the area of ​​the space inside the wall of the duct 3 in a plane perpendicular to the extending direction 31E of the external airflow channel 31. The intake port 110 is demarcated by the inner surface of the wall of the intake port frame 111. A grid may be attached to the outlet of the external airflow channel 31 and / or the intake port 110. When calculating the total area (A0) of the outlet of the external airflow channel 31 and the area (A1) of the region of the outlet of the external airflow channel 31 that overlaps with the intake port 110, the presence of the grid may be ignored. In the first embodiment shown in Figures 3 and 4, the duct 3 and the intake port frame 111 are adjacent to each other.

[0032] In the first embodiment, the cabin airflow channel 30 extends parallel to the external airflow channel 31. When viewing the outlet of the cabin airflow channel 30 along the extending direction 30E of the cabin airflow channel 30 from the upstream side in relation to the airflow direction of the air 10, the outlet of the cabin airflow channel 30 overlaps with the intake port 110. More specifically, the outlet of the cabin airflow channel 30 completely overlaps with the intake port 110. The area of ​​the intake port 110 is larger than the area of ​​the outlet of the cabin airflow channel 30, and the intake port 110 has a region that does not overlap with the outlet of the cabin airflow channel 30. Through this non-overlapping region, air 10 that has not passed through the on-board air component adjustment system 1 can be supplied to the on-board air conditioning system 11.

[0033] Next, Figure 5 is a schematic perspective view showing a second aspect of the positional relationship between the outlet of the external airflow channel 31 in Figure 2 and the intake port 110 of the onboard air conditioning system 11. As shown in Figure 5, the duct 3 and the intake port frame 111 may be separated from each other. In the second aspect of Figure 5, when viewing the outlet of the external airflow channel 31 along the extending direction 31E of the external airflow channel 31, the positional relationship between the outlet of the external airflow channel 31 and the intake port 110 is as shown in Figure 4. It is preferable that the distance D1 between the duct 3 and the intake port frame 111 in the extending direction 31E of the external airflow channel 31 is 800 mm or less. By having a distance D1 of 800 mm or less, the risk of air 10 from the external airflow channel 31 being sucked into the intake port 110 can be reduced. The other configurations are the same as in the first aspect.

[0034] Next, Figure 6 is a schematic perspective view showing a third aspect of the positional relationship between the outlet of the external airflow channel 31 in Figure 2 and the intake port 110 of the onboard air conditioning system 11, and Figure 7 is a schematic perspective view showing a fourth aspect of the positional relationship between the outlet of the external airflow channel 31 in Figure 2 and the intake port 110 of the onboard air conditioning system 11. The outlet of the external airflow channel 31 may be located below the intake port 110 (see Figure 6) or above the intake port 110 (see Figure 7). The other configurations are the same as in the first and second aspects.

[0035] Next, Figure 8 is a schematic perspective view showing a fifth aspect of the positional relationship between the outlet of the external airflow channel 31 in Figure 2 and the intake port 110 of the onboard air conditioning system 11, and Figure 9 is an exploded perspective view of the duct 3, intake port frame 111, and intake port duct 112 in Figure 8. As shown in Figures 8 and 9, the intake port duct 112 may be attached to the intake port frame 111, and the duct 3 may be connected to the intake port 110 via the intake port duct 112. As is particularly evident in Figure 9, an opening 112a is provided on the side of the intake port duct 112, and the duct 3 is positioned so that the outlet of the cabin airflow channel 30 is adjacent to the opening 112a. In the fifth embodiment as well, when viewing the outlet of the external passage 31 from the upstream side in the direction of airflow 10 along the extending direction 31E of the external passage 31, it can be understood that the outlet of the external passage 31 does not overlap with the intake port 110, and that the outlet of the external passage 31 is positioned offset from the intake port 110. The other configurations are the same as in the first to fourth embodiments.

[0036] (2. Regarding temperature control devices) Next, Figure 10 is a front view showing the first embodiment of the tempering device 2 in Figure 2, Figure 11 is a right side view showing the tempering device 2 in Figure 10, and Figure 12 is an enlarged view showing region XII in Figure 10.

[0037] As shown in Figures 10 to 12, the adsorption section 20 of the air conditioning device 2 in this embodiment has a structure 70 and an adsorption layer 71. The structure 70 has an outer wall 700 and a partition wall 701 disposed inside the outer wall 700, which demarcates and forms an air passage 701a extending from a first end face 70a to a second end face 70b. The adsorption layer 71 is a layer containing the adsorbent material described above, and is provided on the surface of the partition wall 701 as shown in Figure 12. As air 10 passes through the passage 701a between the first end face 70a and the second end face 70b, moisture from the air 10 is adsorbed by the adsorbent material of the adsorption layer 71. The passage 701a is sometimes called a cell.

[0038] In this first embodiment of the heating device 2, the heating means 21 has a pair of electrodes 81 and 82 connected to the structure 70, and heats the structure 70 by passing an electric current through the pair of electrodes 81 and 82 to the structure 70. Hereinafter, when referring to the electrodes 81 and 82 separately, one will be called the first electrode 81 and the other the second electrode 82.

[0039] As is particularly evident in Figure 11, the first electrode 81 is provided on the first end face 70a of the structure 70, and the second electrode 82 is provided on the second end face 70b of the structure 70. The first electrode 81 and the second electrode 82 are provided on the end face of the outer wall 700, and also on the end face of the partition wall 701, as shown in Figure 12. The first electrode 81 and the second electrode 82 do not block the flow path 701a. However, a portion of the flow path 701a may be blocked by the first electrode 81 and / or the second electrode 82.

[0040] As shown in Figures 10 and 11, a first metal terminal 83 may be provided on the first electrode 81, and a second metal terminal 84 may be provided on the second electrode 82. The first metal terminal 83 and the second metal terminal 84 are rectangular frames attached to the outer periphery of the first end face 70a and the second end face 70b. The first metal terminal 83 and the second metal terminal 84 are provided with extensions that extend outward in the width direction of the structure 70 from the rectangular frames.

[0041] The positive electrode of a power supply (not shown) is connected to the extension of either the first metal terminal 83 or the second metal terminal 84, and the negative electrode of the power supply is connected to the other extension of the first metal terminal 83 or the second metal terminal 84. If the positive electrode is connected to the extension of the first metal terminal 83 and the negative electrode is connected to the extension of the second metal terminal 84, the current from the first metal terminal 83 spreads through the first electrode 81 onto the first end face 80a, flows through the structure 70 in the direction in which the flow path 701a extends, and flows into the second metal terminal 84 through the second electrode 82 on the second end face 70b. The structure 70 is heated uniformly by the flow of current in this manner.

[0042] The structure 70 may be a honeycomb structure in which at least the partition walls 701 are made of a material having PTC (Positive Temperature Coefficient) properties. A material having PTC properties has the characteristic that when the temperature rises and exceeds the Curie point, its resistance increases rapidly and it becomes difficult for electricity to flow.

[0043] The following describes in detail each component of the first embodiment of the conditioning device 2.

[0044] (2-1. About Structures) The shape of the structure 70 (honeycomb structure) is not particularly limited. For example, the outer shape of the cross-section of the structure 70 perpendicular to the flow direction (the direction in which the flow path 701a extends) can be a polygon such as a quadrilateral (rectangle, square), pentagon, hexagon, heptagon, or octagon, or a circle, oval (egg, ellipse, oblong, rounded rectangle, etc.). The end faces (first end face 70a and second end face 70b) have the same shape as the cross-section. Furthermore, if the cross-section and end faces are polygonal, the corners may be chamfered.

[0045] The shape of the flow path 701a is not particularly limited, but in a cross-section perpendicular to the flow path direction of the structure 70, it can be a polygon such as a square, pentagon, hexagon, heptagon, or octagon, or a circle or oval shape. These shapes may be single or a combination of two or more. Among these shapes, a square or hexagon is preferred. By providing a flow path 701a of such shape, the pressure loss when air 10 flows can be reduced. Figures 10 to 12 show an example of a structure 70 in which the outer shape of the cross-section and the shape of the flow path 701a are square in a cross-section perpendicular to the flow path direction.

[0046] The structure 70 may be a honeycomb joint having a plurality of honeycomb segments and a joining layer that joins the outer periphery sides of the plurality of honeycomb segments. By using a honeycomb joint, it is possible to increase the total cross-sectional area of ​​the flow path 701a, which is important for securing the flow rate of air 10, 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 water or other solvent to a ceramic material can be used. The bonding material may contain a material having PTC properties, or it may contain the same material as the outer wall 700 and the partition wall 701. In addition to its role in bonding the honeycomb segments together, the bonding material can also be used as an outer perimeter coating material after the honeycomb segments have been bonded.

[0047] From the viewpoint of ensuring the strength of the structure 70, reducing pressure loss when the air 10 passes through the flow path 701a, ensuring the amount of functional material carried, and ensuring the contact area with the air 10 flowing in the flow path 701a, it is desirable to suitably combine the thickness of the partition wall 701, the cell density, and the cell pitch (or cell opening ratio). In this specification, cell density is a value obtained by dividing the number of cells by the area of ​​one end face of the structure 70 (first end face 70a or second end face 70b) (the total area of ​​the partition wall 701 and the flow channel 701a, excluding the outer wall 700). In this specification, cell pitch refers to a value obtained by the following calculation. First, the area per cell is calculated by dividing the area of ​​one end face of the structure 70 (first end face 70a or second end face 70b) (the total area of ​​the partition wall 701 and the flow channel 701a excluding the outer wall 700) by the number of cells. Next, the square root of the area per cell is calculated and this is taken as the cell pitch. In this specification, the cell opening ratio is the value obtained by dividing the total area of ​​the flow channels 701a partitioned by the partition wall 701 in a cross section perpendicular to the flow direction of the structure 70 by the area of ​​one end face (first end face 70a or second end face 70b) (the total area of ​​the partition wall 701 and the flow channels 701a, excluding the outer wall 700). Note that the first electrode 81 and the second electrode 82 and the adsorption layer 71 described later are not considered when calculating the opening ratio of the flow channels 701a.

[0048] In an embodiment advantageous in terms of supporting a sufficient amount of functional material, the thickness of the partition wall 701 is 0.300 mm or less, and the cell density is 100 cells / cm³. 2The following, and the cell pitch is 1.0 mm or more. In a preferred embodiment, the thickness of the partition wall 701 is 0.200 mm or less, and the cell density is 70 cells / cm 2 The following, and the cell pitch is 1.2 mm or more. In a more preferred embodiment, the thickness of the partition wall 701 is 0.130 mm or less, and the cell density is 65 cells / cm 2 The following, and the cell pitch is 1.3 mm or more.

[0049] In each of the above embodiments, from the viewpoint of ensuring the strength of the structure 70 and keeping the electrical resistance low, the lower limit of the thickness of the partition wall 701 is preferably 0.010 mm or more, more preferably 0.020 mm or more, and still more preferably 0.030 mm or more. In each of the above embodiments, from the viewpoints of ensuring the strength of the structure 70, keeping the electrical resistance low, and increasing the surface area to promote reaction, adsorption, and desorption, the lower limit of the cell density is preferably 30 cells / cm 2 or more, more preferably 35 cells / cm 2 or more, and still more preferably 40 cells / cm 2 or more. In each of the above embodiments, from the viewpoints of ensuring the strength of the structure 70, keeping the electrical resistance low, 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 still more preferably 1.6 mm or less.

[0050] In an advantageous embodiment from the viewpoint of achieving both reduction of pressure loss and maintenance of strength, the thickness of the partition wall 701 is 0.08 - 0.36 mm, the cell density is 2.54 - 140 cells / cm 2 , and the aperture ratio of the flow path 701a is 0.70 or more. In a preferred embodiment, the thickness of the partition wall 701 is 0.09 - 0.35 mm, the cell density is 15 - 100 cells / cm 2 , and the aperture ratio of the flow path 701a is 0.80 or more. In a more preferred embodiment, the thickness of the partition wall 701 is 0.14 - 0.30 mm, the cell density is 20 - 90 cells / cm 2The opening ratio of the flow path 701a is 0.85 or higher.

[0051] In each of the above embodiments, from the viewpoint of ensuring the strength of the structure 70, the upper limit of the opening ratio of the flow path 701a is preferably 0.94 or less, more preferably 0.92 or less, and even more preferably 0.90 or less.

[0052] The thickness of the outer wall 700 is not particularly limited, but is preferably determined based on the following considerations. First, from the viewpoint of reinforcing the structure 70, the thickness of the outer wall 700 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 electrical resistance to suppress the initial current and reducing pressure loss when air 10 flows, the thickness of the outer wall 700 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 outer wall 700 refers to the length in the direction normal to the side surface, from the boundary between the outer wall 700 and the outermost channel 701a or partition wall 701 to the side surface of the structure 70, in a cross section perpendicular to the flow direction.

[0053] The length of the structure 70 in the flow direction and the cross-sectional area perpendicular to the flow direction can be adjusted to the required size of the tempering device 2 and are not particularly limited. For example, when used in a compact tempering device 2 while ensuring a predetermined function, the structure 70 may have a length of 2 to 20 mm in the flow direction and a cross-sectional area perpendicular to the flow direction of 10 cm². 2 The above is acceptable. The upper limit of the cross-sectional area perpendicular to the flow direction is not particularly limited, but for example, 300 cm². 2 That is the case.

[0054] The partition wall 701 constituting the structure 70 is made of a material capable of generating heat when an electric current is passed through it, specifically a material having PTC properties. If necessary, the outer wall 700 may also be made of a material having PTC properties similar to the partition wall 701. With this configuration, it is possible to heat the adsorption layer 71 by heat transfer from the heat-generating partition wall 701 (and the outer wall 700 if necessary). Furthermore, materials having PTC properties have the characteristic that when the temperature rises and exceeds the Curie point, the resistance value increases rapidly and it becomes difficult for electricity to flow. Therefore, when the tempering device 2 becomes hot, the current flowing through the partition wall 701 (and the outer wall 700 if necessary) is limited, thus suppressing excessive heat generation of the tempering device 2. Consequently, it is also possible to suppress thermal degradation of the adsorption layer 71 caused by excessive heat generation.

[0055] From the viewpoint of obtaining appropriate heat generation, the lower limit of the volume resistivity of a PTC-type material at 25°C 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 with a low drive voltage, the upper limit of the volume resistivity of a PTC-type material at 25°C 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 of a PTC-type material at 25°C is measured in accordance with JIS K6271:2008.

[0056] From the viewpoint of being electrically conductive and having PTC characteristics, it is preferable that the outer wall 700 and the partition wall 701 are made of a material mainly composed of barium titanate (BaTiO3). Furthermore, it is more preferable that this material is a ceramic material mainly composed of barium titanate (BaTiO3) crystalline particles in which a portion of Ba is replaced with rare earth elements. In this specification, "main component" means a component whose proportion to the total component exceeds 50% by mass. The content of BaTiO3 crystalline particles can be determined by fluorescent X-ray analysis. Other crystalline particles can also be measured in the same manner.

[0057] The compositional formula for BaTiO3-based crystal grains in which some of the Ba is replaced by rare earth elements is (Ba 1-x A x It can be represented as TiO3. In the empirical formula, A represents one or more rare earth elements, and 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 is more preferably La. x is preferably 0.001 or more, more preferably 0.0015 or more, from the viewpoint of suppressing excessively high electrical resistance at room temperature. On the other hand, x is preferably 0.009 or less, from the viewpoint of suppressing excessively high electrical resistance at room temperature due to insufficient sintering. The content of BaTiO3-based crystalline particles in ceramics, in which a portion of Ba is substituted with rare earth elements, is not particularly limited as long as it constitutes the main component, but is preferably 90% by mass or more, more preferably 92% by mass or more, and even more preferably 94% by mass or more. The upper limit of the content of BaTiO3-based crystalline particles is not particularly limited, but is generally 99% by mass, preferably 98% by mass. The content of these BaTiO3-based crystalline particles can be measured by X-ray fluorescence analysis. Other crystalline particles can be measured in the same manner.

[0058] From the viewpoint of reducing environmental impact, it is desirable that the materials used for the outer wall 700 and the partition wall 701 be substantially lead-free (Pb). Specifically, the Pb content of the outer wall 700 and the partition wall 701 is preferably 0.01% by mass or less, more preferably 0.001% by mass or less, and even more preferably 0% by mass. The low Pb content allows, for example, the heated air 10, which is brought into contact with the heat-generating partition wall 701, to be safely directed at living organisms such as humans. In addition, the Pb content of the outer wall 700 and the partition wall 701, when converted to 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).

[0059] The lower limit of the Curie point of the materials constituting the outer wall 700 and the partition wall 701 is preferably 80°C or higher, more preferably 90°C or higher, and even more preferably 100°C or higher, from the viewpoint of efficiently heating the air 10. The upper limit of the Curie point is preferably 250°C or lower, more preferably 225°C or lower, even more preferably 200°C or lower, and even more preferably 150°C or lower, from the viewpoint of safety as a component placed in or near the vehicle compartment.

[0060] The Curie points of the materials constituting the outer wall 700 and the partition wall 701 can be adjusted by the type and amount of sifter added. For example, the Curie point of barium titanate (BaTiO3) is approximately 120°C, but by substituting some of the Ba and Ti with one or more of Sr, Sn, and Zr, the Curie point can be shifted to a lower temperature.

[0061] In this specification, the Curie point is measured by the following method: The sample is mounted in a sample holder for measurement and placed in a measuring chamber (e.g., MINI-SUBZERO MC-810P, manufactured by ESPEC Corporation). The change in the electrical resistance of the sample with respect to temperature changes as the temperature is raised from 10°C is measured using a DC resistance meter (e.g., Multimeter 3478A, manufactured by YOKOGAWA HEWLETT PACKARD, LTD). The Curie point is defined as the temperature at which the resistance value becomes twice the resistance value at room temperature (20°C) as shown in the electrical resistance-temperature plot obtained from the measurement.

[0062] (2-2. First electrode and second electrode) The first electrode 81 and the second electrode 82 are provided on the first end face 70a and the second end face 70b. By applying a voltage between the first electrode 81 and the second electrode 82, it is possible to generate heat in the structure 70 by Joule heating.

[0063] The first electrode 81 and the second electrode 82 are not particularly limited, but for example, metals or alloys containing at least one selected from Cu, Ag, Al, Ni, and Si can be used. Alternatively, ohmic electrodes capable of ohmic contact with the outer wall 700 and / or partition wall 701 having PTC properties can be used. For example, an ohmic electrode can be used that contains at least one selected from Al, Au, Ag, and In as a base metal and at least one selected from Ni, Si, Zn, Ge, Sn, Se, and Te for n-type semiconductors as a dopant. The first electrode 81 and the second electrode 82 may have a single-layer structure or a multilayer structure of two or more layers. If the first electrode 81 and the second electrode 82 have a multilayer structure of two or more layers, the materials of each layer may be the same type or different types.

[0064] The thicknesses of the first electrode 81 and the second electrode 82 can be appropriately set depending on the method of forming the first electrode 81 and the second electrode 82. Methods for forming the first electrode 81 and the second electrode 82 include metal deposition methods such as sputtering, vapor deposition, electrolytic deposition, and chemical deposition. The first electrode 81 and the second electrode 82 can also be formed by applying electrode paste and then baking it, or by thermal spraying. Furthermore, the first electrode 81 and the second electrode 82 may be formed by joining metal plates or alloy plates.

[0065] The thicknesses of the first electrode 81 and the second electrode 82 are preferably about 5 to 30 μm for electrode paste baking, 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 electroplating and chemical deposition. Furthermore, when joining metal plates or alloy plates, their thicknesses are preferably about 5 to 100 μm.

[0066] (2-3. First metal terminal and second metal terminal) By providing the first metal terminal 83 and the second metal terminal 84, connection to an external power supply is facilitated. The first metal terminal 83 and the second metal terminal 84 are connected to a conductor connected to the external power supply.

[0067] The metals constituting the first metal terminal 83 and the second metal terminal 84 can be single metals or alloys, but from the viewpoint of corrosion resistance, electrical resistivity and coefficient of linear expansion, it is preferable to use an alloy containing at least one selected from the group consisting of Cr, Fe, Co, Ni, Cu, Al, and Ti, and stainless steel, Fe-Ni alloy, and phosphor bronze are more preferable. The thickness of the first metal terminal 83 and the second metal terminal 84 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 first metal terminal 83 and the second metal terminal 84 to the first electrode 81 and the second electrode 82 is not particularly limited as long as they are electrically connected, and can be done by means of diffusion bonding, a mechanical pressurizing mechanism, welding, etc.

[0069] (2-4. Intermediate material) An intermediate material may be provided between the first electrode 81 and the second electrode 82 and the first metal terminal 83 and the second metal terminal 84. By providing an intermediate material, the structural freedom of the connection between the first electrode 81 and the second electrode 82 and the first metal terminal 83 and the second metal terminal 84 is increased. The material of the intermediate material is not particularly limited and can be the same as the material of the first metal terminal 83 and the second metal terminal 84 described above. Alternatively, the material of the intermediate material may be different from the material of the first metal terminal 83 and the second metal terminal 84 described above. In this case, the intermediate material can be formed from solder, brazing material, conductive adhesive, etc. The method of connecting the intermediate material to the first metal terminal 83 and the second metal terminal 84 and the first electrode 81 and the second electrode 82 is not particularly limited as long as they are electrically connected, and can be connected by, for example, diffusion bonding, a mechanical pressurizing mechanism, welding, etc.

[0070] (2-5. Adsorption layer) As shown in Figure 12, the tempering device 2 may include an adsorption layer 71 provided on the surface of the partition wall 701. The adsorption layer 71 can be provided on the surface of the partition wall 701 (or, in the case of the outermost channel 701a, the partition wall 701 and the outer wall 700 that partition the outermost channel 701a). By providing the adsorption layer 71 in this way, the functional material contained in the adsorption layer 71 is made easier to heat, thereby enabling the functional material to exhibit the desired function.

[0071] The adsorbent contained in the adsorption layer 71 is not particularly limited as long as it is a material that can exhibit the desired function. The adsorbent has the function of adsorbing moisture, carbon dioxide and / or volatile components from the air. The adsorption layer 71 may also further contain a catalyst. This allows for the purification of the adsorbed substance. By using the adsorbent and catalyst in combination, the adsorption function of the adsorbent in capturing the adsorbed substance can be enhanced.

[0072] The adsorbent preferably has the ability to adsorb target substances, such as moisture, carbon dioxide, and volatile components, at temperatures of -20 to 40°C and release them at temperatures of 60°C or higher. Examples of adsorbents with such functions include zeolite, silica gel, activated carbon, alumina, silica, low-crystalline clay, and amorphous aluminum silicate composites. The type of adsorbent should be appropriately selected according to the type of target substance. The adsorbent may be used alone or in combination of two or more types.

[0073] The catalyst is preferably one that has the function of promoting oxidation-reduction reactions. Examples of catalysts with such function include metal catalysts such as Pt, Pd, and Ag, and oxide catalysts such as CeO2 and ZrO2. The catalyst may be used alone or in combination of two or more types.

[0074] Volatile components contained in the air inside a vehicle 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.

[0075] The thickness of the adsorption layer 71 can be determined according to the size of the flow path 701a and is not particularly limited. For example, from the viewpoint of ensuring sufficient contact with the air 10, the thickness of the adsorption layer 71 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 suppressing the peeling of the adsorption layer 71 from the partition wall 701 and the outer wall 700, the thickness of the adsorption layer 71 is preferably 400 μm or less, more preferably 380 μm or less, and even more preferably 350 μm or less.

[0076] The thickness of the adsorption layer 71 is measured by the following procedure. An arbitrary cross section parallel to the flow direction of the structure 70 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 taken so that it passes through the centroid position of the cross section perpendicular to the flow direction of the structure 70. For each adsorption layer 71 visible in the cross-sectional image, the thickness is calculated by dividing the cross-sectional area by the length of the flow direction of the flow channel 701a. This calculation is performed for all adsorption layers 71 visible in the cross-sectional image, and the overall average value is taken as the thickness of the adsorption layer 71.

[0077] From the viewpoint of ensuring that the functional material performs the desired function within the tempering device 2, the amount of the adsorption layer 71 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 structure 70. The volume of the structure 70 is determined by the external dimensions of the structure 70.

[0078] (3. Method for manufacturing tempering devices) The method for manufacturing the tempering device according to the embodiment of the present invention is not particularly limited as long as it has the above-described features, and can be carried out in accordance with known methods. Hereinafter, a method for manufacturing the tempering device according to the embodiment of the present invention will be described illustratively. The method for manufacturing the honeycomb structure that constitutes the tempering device includes a molding step and a firing step. In the molding process, a clay mold containing ceramic raw materials including BaCO3 powder, TiO2 powder, and rare earth nitrate or hydroxide powder is molded to produce a honeycomb molded body with a relative density of 60% or more. Ceramic raw materials can be obtained by dry-mixing each powder to achieve the desired composition. The clay can be obtained by adding a dispersion medium, binder, plasticizer, and dispersant to ceramic raw materials and kneading them together. The clay may also contain additives such as sifters, metal oxides, property improvers, and conductive powders as needed. The amount of components other than ceramic raw materials is not particularly limited, as long as it is such that the relative density of the honeycomb molded body is 60% or more.

[0079] Here, in this specification, "relative density of the honeycomb molded body" means the ratio of the density of the honeycomb molded body to the true density of the entire ceramic raw material. Specifically, it can be calculated by the following formula. Relative density (%) of honeycomb molded material = Density (g / cm³) of honeycomb molded material 3 ) / True density of the entire ceramic raw material (g / cm³) 3 ) × 100 The density of a honeycomb molded body can be measured by the Archimedes method using pure water as the medium. The true density of the entire ceramic material is calculated by adding the mass of each material (g) and then adding the actual volume of each material (cm³). 3 It can be found by dividing by ).

[0080] Examples of dispersion media include water, or a mixed solvent of water and an organic solvent such as alcohol, but water is particularly suitable.

[0081] Examples of binders include organic binders such as methylcellulose, hydroxypropoxylcellulose, hydroxyethylcellulose, carboxymethylcellulose, and polyvinyl alcohol. In particular, the combined use of methylcellulose and hydroxypropoxylcellulose is preferred. The binder may be used alone or in combination of two or more types, but it is preferable that it does not contain alkali metal elements.

[0082] Examples of plasticizers include polyoxyalkylene alkyl ethers, polycarboxylic acid polymers, and alkyl phosphate esters.

[0083] Dispersants that can be used include surfactants such as polyoxyalkylene alkyl ethers, ethylene glycol, dextrin, fatty acid soaps, and polyalcohols. Dispersants may be used individually or in combination of two or more types.

[0084] Honeycomb molded bodies can be manufactured by extruding clay. During extrusion molding, a die with the desired overall shape, cell shape, partition wall thickness, cell density, etc., can be used.

[0085] The relative density of the honeycomb molded body obtained by extrusion molding is 60% or more, preferably 65% ​​or more. By controlling the relative density of the honeycomb molded body within this range, it is possible to densify the honeycomb molded body and reduce its electrical resistance at room temperature. The upper limit of the relative density of the honeycomb molded body is not particularly limited, but is generally 80%, preferably 75%.

[0086] The honeycomb molded body can be dried before the firing process. The drying method is not particularly limited, but conventional known drying methods such as hot air drying, microwave drying, dielectric drying, reduced pressure drying, vacuum drying, and freeze drying can be used. Among these, a drying method combining hot air drying with microwave drying or dielectric drying is preferred because it can dry the entire molded body quickly and uniformly.

[0087] The firing process includes maintaining the temperature at 1150-1250°C, then increasing the temperature to a maximum of 1360-1430°C at a heating rate of 20-600°C / hour, and maintaining the temperature for 0.5-10 hours. By holding the honeycomb molded body at a maximum temperature of 1360-1430°C for 0.5-10 hours, a structure 70 mainly composed of BaTiO3-based crystalline grains in which some of the Ba is replaced by rare earth elements can be obtained. Furthermore, by maintaining the temperature at 1150-1250°C, the Ba2TiO4 crystal particles generated during the firing process are more easily removed, thereby densifying the structure 70. Furthermore, by setting the heating rate from 1150-1250°C to the maximum temperature of 1360-1430°C to 20-600°C / hour, 1.0-10.0 mass% of Ba6Ti 17 O 40 Crystal particles can be generated in the structure 70.

[0088] The holding time at 1150-1250°C is not particularly limited, but is preferably 0.5-10 hours. This holding time makes it easier to stably remove the Ba2TiO4 crystal grains generated during the firing process.

[0089] The firing process preferably includes holding the temperature at 900-950°C for 0.5-5 hours during the heating phase. Holding the temperature at 900-950°C for 0.5-5 hours allows BaCO3 to decompose efficiently, making it easier to obtain a structure 70 having a predetermined composition.

[0090] Furthermore, a degreasing process may be performed before the firing process to remove the binder. The atmosphere during the degreasing process is preferably atmospheric air to completely decompose the organic components. Furthermore, the atmosphere during the firing process is preferably an atmospheric environment, from the viewpoint of controlling electrical properties and reducing manufacturing costs. The furnace used in the firing and degreasing processes is not particularly limited, but electric furnaces, gas furnaces, etc., can be used.

[0091] The tempering device 2 can be manufactured by forming the first electrode 81 and the second electrode 82 on the structure 70 obtained in this manner. The first electrode 81 and the second electrode 82 can also be formed by metal deposition methods such as sputtering, vapor deposition, electrolytic deposition, and chemical deposition. The first electrode 81 and the second electrode 82 can also be formed by applying electrode paste and then baking it. Furthermore, the first electrode 81 and the second electrode 82 can also be formed by thermal spraying. The first electrode 81 and the second electrode 82 may be composed of a single layer, or they may be composed of multiple electrode layers with different compositions. Typical methods for forming the first electrode 81 and the second electrode 82 will be described below.

[0092] First, an electrode slurry containing electrode material, organic binder, and dispersion medium is prepared and applied to the first end face 70a or the second end face 70b of the structure 70. 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 around the outer circumference of the structure 70 is removed by blowing and wiping. Subsequently, the first electrode 81 and the second electrode 82 can be formed on the first end face 70a or the second end face 70b of the structure 70 by drying the slurry. Drying can be performed, for example, by heating a tempering device to a temperature of about 120 to 600°C. The series of steps—coating, slurry removal, and drying—may be performed only once, but by repeating the process multiple times, the first electrode 81 and second electrode 82 of the desired thickness can be provided.

[0093] Next, the first metal terminal 83 and the second metal terminal 84 are placed at predetermined positions on the first electrode 81 and the second electrode 82, and the first electrode 81 and the second electrode 82 are connected to the first metal terminal 83 and the second metal terminal 84. The above method can be used to connect the first electrode 81 and the second electrode 82 to the terminals. Also, if an intermediate material is provided between the first electrode 81 and the second electrode 82 and the first metal terminal 83 and the second metal terminal 84, the intermediate material can be placed at predetermined positions on the first electrode 81 and the second electrode 82 and connected, and then the first metal terminal 83 and the second metal terminal 84 can be placed at predetermined positions on the intermediate material and connected. The above method can be used for these connections. The first metal terminal 83, the second metal terminal 84, and the intermediate material may be installed after the adsorption layer 71 described below has been formed.

[0094] Next, by forming an adsorption layer 71 on the surface of the partition wall 701 or the like of the tempering device 2 obtained in this way, a tempering device with a functional material-containing layer is obtained. The method for forming the adsorption layer 71 is not particularly limited, but for example, it can be formed by the following steps: The tempering device 2 is immersed in a slurry containing a functional material, an organic binder, and a dispersion medium for a predetermined time, and excess slurry from the end faces and outer circumference of the structure 70 is removed by blowing and wiping. 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. After that, the adsorption layer 71 can be formed on the surface of the partition wall 701 by drying the slurry. Drying can be carried out, for example, by heating the tempering device 2 to a temperature of about 120 to 600°C. The series of steps—immersion, slurry removal, and drying—may be performed only once, but by repeating them multiple times, an adsorption layer 71 of the desired thickness can be formed on the surface of the partition wall 701 or the like.

[0095] (4. Regarding the second aspect of the tempering device) Next, Figure 13 is a perspective view showing a second embodiment of the tempering device 2 shown in Figure 2. In the first embodiment of the tempering device 2 shown in Figures 10 to 12, the honeycomb structure as the structure 70 was heated by applying an electric current. However, the structure 70 may be heated by other methods. In the second embodiment of the tempering device 2 shown in Figure 13, the heating means 21 has a pipe 85 provided inside the structure 70, and the structure 70 is heated by flowing a heated medium 85a through the pipe 85.

[0096] The piping 85 may be routed through the honeycomb structure described above, but a structure such as a so-called radiator may be used as the structure 70. In the second embodiment of the heating device 2 shown in Figure 13, the structure 70 has an outer wall 700, a plurality of intermediate walls 702 arranged inside the outer wall 700, and fin bodies as partition walls 701 provided between the outer wall 700 and the intermediate walls 702 and between the intermediate walls 702. The fin bodies partition and form a flow path 701a for air 10 extending from the first end face 70a to the second end face (back face in the figure). The adsorption layer 71 is provided on the surface of the fin bodies as partition walls 701.

[0097] The outer wall 700 is provided with an inlet 86 and an outlet 87, and the piping 85 extends between the inlet 86 and the outlet 87. The medium 85a from the inlet 86 is discharged through the piping 85 to the outlet 87. In Figure 13, the piping 85 is shown in a simplified manner, but in reality, the piping 85 is bent and / or branched so that it extends throughout the entire structure 70. The other configurations are the same as in the first embodiment of the tempering device 2.

[0098] Next, Figure 14 is a perspective view showing a third embodiment of the tempering device 2 shown in Figure 2. In the third embodiment of the tempering device 2 shown in Figure 13, the heating means 21 has a heater 88 that supplies heated air 88a to the structure 70, and heats the structure 70 by passing the heated air 88a through the structure 70.

[0099] Such a heating means 21 may be used in combination with a fixed structure 70, but it may also be used in combination with a rotatably mounted structure 70 as shown in Figure 13. Specifically, the honeycomb structure as the structure 70 may be rotatably mounted around a rotation axis extending along the central axis of the honeycomb structure. In this case, the air 10 on which moisture is adsorbed may be supplied to a part of the end face of the structure 70 (honeycomb structure) (for example, a quarter of the area), and the heated air 88a may be supplied to the other part of the end face of the structure 70 (for example, another quarter of the area). The part of the structure 70 that has adsorbed moisture from the air 10 moves to a position where it can receive the heated air 88a due to the rotation of the structure 70. This makes it possible to perform moisture adsorption in one part of the structure 70 while simultaneously performing moisture desorption in other parts. The heated air 88a may flow in the same direction as the air 10, but in Figure 13 it is flowing in the opposite direction to the air 10. This simplifies the piping layout. Other configurations are the same as in the first and second embodiments of the conditioning device 2.

[0100] Although preferred embodiments of the present invention have been described in detail above with reference to the attached drawings, the present invention is not limited to these examples. It is clear to any person with ordinary skill in the art to which the present invention belongs that various modifications or alterations can be conceived within the scope of the technical idea described in the claims, and these are also understood to fall within the technical scope of the present invention. [Examples]

[0101] The present invention will be described more specifically below with reference to examples. The present invention is not limited to these examples.

[0102] BaCO3 powder, TiO2 powder, and La(NH3)3·6H2O powder were prepared as ceramic raw materials. These powders were weighed to obtain a predetermined composition after firing and dry-mixed to obtain a mixed powder. Dry mixing was carried out for 30 minutes. Next, to 100 parts by mass of the obtained mixed powder, water, binder, plasticizer, and dispersant were added in appropriate amounts in the range of 3 to 30 parts by mass in total, so that a ceramic molded body with a relative density of 64.8% after extrusion molding would be obtained, and the mixture was kneaded to obtain clay. Methylcellulose was used as the binder. Polyoxyalkylene alkyl ether was used as the plasticizer and dispersant.

[0103] Next, the obtained clay was fed into an extrusion molding machine and extruded using a predetermined die so that it would form a honeycomb structure with the shape shown below after firing. Cross-sectional and end face shapes of the honeycomb structure perpendicular to the flow direction: quadrilateral Honeycomb structure dimensions: Width 114mm, Height 114mm, Length 10mm Shape of the cell cross-section perpendicular to the flow direction: quadrilateral Wall thickness: 0.127 mm Exterior wall thickness: 0.8mm Cell density: 85.3 cells / cm² 2 Cell pitch: 1.08mm Cell opening ratio: 0.55~0.80 Cross-sectional area of ​​the honeycomb structure perpendicular to the direction of the flow path: 13,000 mm² 2 Length of the flow channel in the honeycomb structure in the direction of extension: 10 mm Volume resistivity of the materials constituting the partition wall (and outer wall) at 25°C: 12 Ω·cm Curie point of the materials constituting the partition wall (and outer wall): 120°C The volume resistivity of the partition wall was controlled by adjusting the raw material ratios and firing conditions.

[0104] Next, the obtained honeycomb molded body was dielectric-dried and hot-air-dried, then degreased in a firing furnace under an atmospheric atmosphere (450°C for 4 hours), and subsequently fired under an atmospheric atmosphere to obtain a honeycomb structure. The firing was carried out by holding at 950°C for 1 hour, then raising the temperature to 1200°C and holding at 1200°C for 1 hour, and then raising the temperature to 1400°C (maximum temperature) at a heating rate of 200°C / hour and holding at 1400°C for 2 hours.

[0105] Next, a first electrode and a second electrode with a thickness of 0.05 mm were formed on both end faces (first and second end faces) of the obtained honeycomb structure. The first and second electrodes were formed as follows: First, an electrode slurry containing aluminum (electrode material), ethyl cellulose, and diethylene glycol monobutyl ether (organic binder) was prepared and applied to one end face. Next, after removing excess electrode slurry from the outer circumference of the honeycomb structure by blowing and wiping, an electrode was formed on one end face by drying the electrode slurry. An electrode was formed on the other end face in the same manner.

[0106] Next, the honeycomb structure on which the first and second electrodes were formed was immersed in a slurry containing zeolite (adsorbent) as a functional material, an organic binder, and water. After removing the slurry adhering to excess areas (such as the outer periphery) by blowing and wiping, the structure was dried at a temperature of approximately 550°C to form a functional material-containing layer in the predetermined position.

[0107] Next, the first metal terminal was joined to the first electrode, and the second metal terminal was joined to the second electrode. The first and second metal terminals were joined as follows: The first and second metal terminals were made of strip-shaped SUS430 metal bodies with a width of 3.5 mm and a thickness of 0.7 mm. The overall shape of the first and second metal terminals was a rectangular frame shape. The first and second metal terminals were joined to the first and second electrodes by solder, while aligning the outer edges of the first and second metal terminals with the outer edges of both end faces of the honeycomb structure.

[0108] The sample of the conditioning device obtained as described above was placed inside the duct as shown in Figure 2. The dimensions of each part of the duct were as follows. Internal dimensions of the duct upstream of the branching point between the interior and exterior airflow channels: Width 114mm, Height 114mm, Length 200mm Location of the airflow path inside the vehicle: To the side of the airflow path outside the vehicle. Internal dimensions of the vehicle compartment passage: Width 114mm, Height 50mm, Length 100mm External airflow channel dimensions: Width 114mm, Height 50mm, Length 100mm Distance from the downstream end face of the heating device to the branching point of the cabin and exterior flow channels: 90 mm

[0109] Furthermore, the ends of the duct's interior and exterior passages and the intake port of the onboard air conditioning system were positioned adjacent to each other, as shown in Figure 3. The dimensions of the intake port were as follows: Internal dimensions of the air intake: Width 114mm, Height 114mm

[0110] Then, by relatively shifting the intake port and duct of the in-vehicle air conditioning system in the left-right direction, the ratio (A1 / A0) of the area of ​​the region of the outlet overlapping with the intake port to the total area (A0) of the outlet, when viewed from the upstream side in the direction of airflow along the extension direction of the external flow path, was changed as shown in Table 1 below, and the following evaluation was performed.

[0111] (Dehumidification performance) After performing a dehumidification mode on the conditioning device, a regeneration mode was performed. In the dehumidification mode, no voltage was applied to the conditioning device, and a ventilator installed upstream of the conditioning device was activated to introduce 0.8 m³ of air at a temperature of 25°C and a relative humidity of 30%. 3 The regeneration mode was performed by circulating the air through the duct at a flow rate of 1 / min for 3 minutes. In the regeneration mode, air under the same conditions was circulated in 0.07 m³. 3 This was performed by applying a 12V voltage from a DC power supply to the conditioning device for 3 minutes while circulating air through the duct at a flow rate of 1 m³ / min. During regeneration mode, a ventilator installed outside the duct was activated to ensure a total airflow rate of 1 m³ / min through the intake port. 3Air at a temperature of 25°C and a relative humidity of 30% was introduced from outside the duct into the intake port to achieve a flow rate of [number] minutes. The flow rate of the air from outside the duct was changed according to the ratio (A1 / A0). During the regeneration mode, the relative humidity was measured using a hygrometer installed downstream of the intake port.

[0112] In Table 1 below, a "○" indicates that the relative humidity measured by the hygrometer (outlet relative humidity) was less than 40%, and a "×" indicates that the relative humidity was 40% or higher. Note that a relative humidity of less than 40% is considered acceptable because it is possible to suppress fogging of the window glass.

[0113] [Table 1]

[0114] As shown in Table 1, the judgment was "×" when the ratio (A1 / A0) was 40%. This is thought to be because there was a large overlap between the outlet of the external airflow channel and the intake port, causing a large amount of air from the external airflow channel to flow into the intake port. On the other hand, the judgment was "○" when the ratio (A1 / A0) was 30% or less. From these results, it was confirmed that a ratio of 30% (A1 / A0) is preferable. It should be noted that even if the ratio (A1 / A0) is 40% or higher, it may be usable depending on the implementation situation. [Explanation of symbols]

[0115] 1: In-vehicle air composition adjustment system 2: Temperature-regulating devices 3: Duct 10: Air 11: In-vehicle air conditioning system 20: Adsorption part 21: Heating means 30: Passenger compartment flow path 30E: Extending direction 31: External flow path 31E: Extending direction 70 :Structure 70a: 1st end surface 70b: 2nd end face 71: Adsorption layer 80a: 1st end surface 81: Electrode 82: Electrode 85: Piping 85a: Medium 88: Heater 88a: Heated air 110: Air intake 700: Exterior wall 701: Bulkhead 701a: Flow channel

Claims

1. An on-board air component adjustment system, positioned upstream of an on-board air conditioning system relating to the airflow direction from the passenger compartment or outside the vehicle, for adjusting the components of the air, A temperature-conditioning device comprising an adsorption section containing an adsorbent capable of adsorbing a target substance at a predetermined temperature or below, and desorbing the adsorbed target substance when the temperature exceeds the predetermined temperature, and a heating means capable of heating the adsorption section, The air conditioning device is disposed inside a duct through which the air can flow, and the duct has a passenger compartment passage for allowing the air that has passed through the air conditioning device to flow into the passenger compartment, and a passenger compartment passage for discharging the air that has passed through the air conditioning device to the outside of the vehicle. Equipped with, When viewing the outlet of the external airflow channel from the upstream side in the direction of airflow along the extending direction of the external airflow channel, the outlet of the external airflow channel is positioned offset from the intake port of the onboard air conditioning system. In-vehicle air composition adjustment system.

2. The aforementioned air intake is an internal air intake for the in-vehicle air conditioning system into which the air from the passenger compartment is introduced. The in-vehicle air component adjustment system according to claim 1.

3. When viewing the outlet of the external airflow channel from the upstream side in the direction of airflow along the extending direction of the external airflow channel, the ratio (A1 / A0) of the area of ​​the region of the outlet that overlaps with the intake port to the total area (A0) of the outlet is 30% or less. The in-vehicle air component adjustment system according to claim 1 or 2.

4. The adsorption part is, A structure having an outer wall, and a partition wall disposed inside the outer wall that divides and forms the air passage extending from a first end face to a second end face, An adsorption layer containing the adsorbent is provided on the surface of the partition wall. It has, The in-vehicle air component adjustment system according to claim 1 or 2.

5. The heating means has a pair of electrodes connected to the structure, and heats the structure by passing an electric current through the pair of electrodes. The in-vehicle air component adjustment system according to claim 4.

6. The structure is a honeycomb structure in which at least the partition wall is made of a material having PTC properties. The in-vehicle air component adjustment system according to claim 5.

7. The heating means has piping provided inside the structure, and heats the structure by flowing a heated medium through the piping. The in-vehicle air component adjustment system according to claim 4.

8. The heating means includes a heater that supplies heated air to the structure, and heats the structure by passing the heated air through the structure. The in-vehicle air component adjustment system according to claim 4.

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