CN108778802A - In-vehicle air conditioner - Google Patents

Abstract

The Peltier module cools or heats the air flowing in the air conditioning flow path, and discharges heat to the air flowing in the exhaust flow path. The door can adjust the amount of air sent from the blower to the air-conditioning flow path and the amount of air sent from the blower to the exhaust flow path. The control unit controls the door so that air is sent to both the air-conditioning flow path and the exhaust flow path. Furthermore, when the air-conditioning effect should be improved, the control unit controls the door so that the amount of air sent to the air-conditioning flow path decreases and the amount of air sent to the exhaust flow path increases.

Description

Vehicle Air Conditioning Unit

technical field

The present disclosure relates to an air conditioner mounted on a vehicle.

Background technique

Various vehicle air conditioners using Peltier elements have been proposed (for example, refer to Patent Documents 1 to 3).

Patent Document 1: Japanese Patent Laid-Open No. 2006-341840

Patent Document 2: Japanese Patent Application Laid-Open No. 5-277020

Patent Document 3: Japanese Patent Laid-Open No. 2006-123874

Contents of the invention

The present disclosure provides a technique for improving comfort at the time of air conditioning using a Peltier module.

An in-vehicle air conditioner according to one aspect of the present disclosure includes a blower, an air outlet, an exhaust port, an air conditioning flow path, an exhaust flow path, a Peltier module, a door, and a control unit. The air outlet is used to send the air sent from the blower into the passenger compartment. The exhaust port is used to send the air delivered from the blower to the outside of the vehicle. The air-conditioning flow path is provided from the blower to the air outlet. The exhaust flow path is provided from the blower to the exhaust port. The Peltier module cools or heats the air flowing in the air conditioning flow path, and discharges heat to the air flowing in the exhaust flow path. The door can adjust the amount of air sent from the blower to the air-conditioning flow path and the amount of air sent from the blower to the exhaust flow path. The control unit controls the door so that air is sent to both the air-conditioning flow path and the exhaust flow path. When the condition for increasing the air-conditioning effect is satisfied, the control unit controls the door so that the amount of air sent to the air-conditioning flow path is decreased and the amount of air sent to the exhaust flow path is increased.

According to the present disclosure, comfort during air conditioning using the Peltier module can be improved.

Description of drawings

FIG. 1 is a block diagram of an air conditioner according to various embodiments of the present disclosure.

FIG. 2 is a block diagram showing a functional configuration of a vehicle including the air conditioner shown in FIG. 1 .

Fig. 3 is a diagram showing basic air flow during cooling operation in the air conditioner shown in Fig. 1 .

Fig. 4 is a diagram showing basic air flow during heating operation in the air conditioner shown in Fig. 1 .

5 is a plan view of a Peltier module of the air conditioner according to the first embodiment.

FIG. 6 is a cross-sectional view of the Peltier module shown in FIG. 5 .

7 is a cross-sectional view of a Peltier module of an air conditioner according to a second embodiment.

Fig. 8 is a flowchart showing the operation of the air conditioner according to the third embodiment.

FIG. 9 is a diagram showing air flow during cleaning processing in the air conditioner according to the third embodiment.

FIG. 10 is a diagram showing air flows after air-conditioning change conditions are satisfied during cooling operation in the air-conditioning apparatus according to the fourth embodiment.

Fig. 11 is a diagram showing air flows after air-conditioning change conditions are satisfied during heating operation in the air-conditioning apparatus according to the fourth embodiment.

Fig. 12 is a flowchart showing the operation of the air conditioner according to the fifth embodiment.

FIG. 13 is a flowchart showing the automatic air conditioning control of S36 in FIG. 12 in detail.

Fig. 14 is a flowchart illustrating in detail the air-conditioning control in the maximum air volume mode in S52 of Fig. 13 .

Fig. 15 is a diagram showing air flow during cooling operation in the maximum air volume mode in the air conditioner according to the fifth embodiment.

Fig. 16 is a flowchart illustrating in detail the air-conditioning control in the middle air volume/intercooler mode of S58 in Fig. 13 .

FIG. 17 is a flowchart showing in detail the air-conditioning control in the low air volume/strong cooling mode of S60 in FIG. 13 .

Fig. 18 is a diagram showing air flow during cooling operation in the low air volume/strong cooling mode in the air conditioner according to the fifth embodiment.

Detailed ways

Various embodiments of the present disclosure will be described below. The present embodiment relates to an air conditioner mounted on a vehicle, and more particularly relates to an air conditioner mounted on a small electric vehicle called a "commuter".

In a commuter car, the cabin may not be an enclosed space in order to prevent blurring of the windshield and ensure visibility. Therefore, even if air-conditioning is performed on the entire compartment of the commuter vehicle, the air-conditioning effect is small. The air conditioner of the present embodiment does not air-condition the entire vehicle cabin, but individually air-conditions seats such as seats.

In addition, it is difficult to mount a general compressor and heat exchanger on a commuter vehicle from the viewpoint of size and vibration. Therefore, the air conditioner of this embodiment uses a Peltier module as a heat exchanger. In addition, commuter vehicles are required to be lightweight and power-saving. Therefore, a single blower is used in the air conditioner of this embodiment. In this way, in the present embodiment, an on-vehicle air conditioner is proposed that improves comfort when individually air-conditioning seats under the constraints of a Peltier module and a single blower.

In addition, in the embodiment, a commuter car is described as an example of a vehicle, but the air conditioner proposed in the embodiment can also be applied to an electric car, a gasoline car, a hybrid car, etc. other than a commuter car. In particular, it can be widely applied to cooling and heating using a Peltier module. Next, the characteristics of the proposed air conditioner will be described in the first to fifth embodiments, and first, the configuration and operation common to the respective embodiments will be described.

FIG. 1 is a configuration diagram of an air conditioner 10 according to various embodiments of the present disclosure. The air conditioner 10 is provided on the lower surface and the rear of a seat cushion 12 a and a seat back 12 b (hereinafter, referred to as “seat 12 ” in the case of a generic term) of the vehicle. The air conditioner 10 has a Peltier module 14 , a blower 22 , a shoulder outlet 24 , a foot outlet 28 , an air outlet 32 , and an air duct 33 constituting an air flow path among these components.

During the cooling operation, cool air is blown out from the shoulder outlet 24 . The shoulder outlet 24 is provided on the upper portion of the seat back 12b, typically near the passenger's shoulders. A temperature sensor 26 is provided at the shoulder outlet 24 . The temperature sensor 26 detects the temperature of the air blown out from the shoulder air outlet 24 to the outside of the air conditioner 10 .

The foot outlet 28 is provided on the underside of the seat cushion 12a, typically near the passenger's feet. A temperature sensor 30 is provided at the foot outlet 28 . The temperature sensor 30 detects the temperature of the air blown out from the foot outlet 28 to the outside of the air conditioner 10 .

The exhaust port 32 is an outlet for blowing out air including exhaust heat from the Peltier module 14 to the outside of the vehicle. Typically, the exhaust port 32 is provided facing the outside of the vehicle.

The blower 22 and the Peltier module 14 are disposed under the seat 12 . The blower 22 is arranged in front of the Peltier module 14 (on the front side of the seat 12 ). The blower 22 sends out the air taken in from the air intake port 21 through the blower port 23 . The blower 22 may be, for example, a multi-blade fan. The air sent from the blower 22 is sent out from at least one of the shoulder outlet 24 , the foot outlet 28 , and the exhaust port 32 via the Peltier module 14 .

The Peltier module 14 includes a heat utilization surface 16 and a heat discharge surface 18 composed of Peltier elements. The heat utilization surface 16 cools or heats the air-conditioning air blown out from the shoulder outlet 24 or the foot outlet 28 according to the polarity of the applied voltage. The heat release surface 18 heats or cools the air sent out from the exhaust port 32 to the outside of the vehicle. The heat-discharging surface 18 transfers exhaust heat generated by cooling or heating on the heat-utilizing surface 16 to the air exhausted to the outside of the vehicle. During the cooling operation, the heat utilization surface 16 functions as a cooling surface, and the heat exhausting surface 18 functions as a heating surface. On the other hand, during heating operation, the heat utilization surface 16 functions as a heating surface, and the heat discharge surface 18 functions as a cooling surface. Therefore, during heating operation, the heat discharge surface 18 cools the air discharged to the outside of the vehicle.

The air duct 33 is also referred to as an air duct. Inside the ventilation duct 33, a plurality of doors for adjusting the direction and amount of air flow are provided. In this embodiment, an air distribution control door 34 , an air passage switching door 36 , an exhaust control door 37 , and a return control door 38 are provided. The individual doors are also referred to as valves or air dampers, for example also electric dampers. Each door is provided at a branch point of the air flow path inside the ventilation duct 33 . Each gate communicates the branch source flow path and the branch destination flow path in accordance with a signal received from the control unit 64 described later. In addition, each door can also mechanically adjust the air volume sent to each branch destination flow path among the one or more branch destination flow paths.

The air flow path inside the ventilation duct 33 includes a blowing flow path 39, an air conditioning flow path 40, a shoulder blowing flow path 42, a first return flow path 44, a foot blowing flow path 45, a second return flow path 46, a first The exhaust flow path 48 and the second exhaust flow path 50 . The blowing flow path 39 is a portion between the blowing port 23 of the blower 22 and the air distribution control door 34 , and guides the wind from the blower 22 toward the Peltier module 14 . That is, the blower flow path 39 is connected to the blower 22 and also connected to the air conditioning flow path 40 . The air-conditioning flow path 40 is a portion between the air distribution control door 34 and the air path switching door 36 , and guides the air from the blower 22 to the heat utilization surface 16 of the Peltier module 14 . The first exhaust flow path 48 is a portion from the air distribution control door 34 to the exhaust port 32 , and guides the air from the blower 22 to the exhaust port 32 via the heat exhaust surface 18 of the Peltier module 14 .

The shoulder outlet flow path 42 is a portion between the air path switching door 36 and the shoulder outlet 24 , and guides the air originally flowing through the air conditioning flow path 40 to the shoulder outlet 24 . The first return flow path 44 is a portion between the air path switching door 36 and the return control door 38 , and guides the air originally flowing in the air conditioning flow path 40 to the foot outlet 28 or the blower 22 . The second exhaust flow path 50 is a portion between the air path switching door 36 and the exhaust control door 37 , and guides the air originally flowing in the air conditioning flow path 40 to the exhaust port 32 . That is, the exhaust port 32 sends out the air exhausted by the cooling or heating by the Peltier module 14 to the outside of the vehicle.

The foot outlet flow path 45 is a portion between the return control door 38 and the foot outlet 28 , and guides the air originally flowing through the first return flow path 44 to the foot outlet 28 . The second return flow path 46 is a portion between the return control door 38 and the blower 22 , and guides the air that originally flows through the first return flow path 44 to the blower 22 . The first return flow path 44 and the second return flow path 46 form a flow path for returning the air sent out from the blower 22 and cooled or heated by the Peltier module 14 to the blower 22 again. The blower 22 has an air intake port (not shown) for taking in air to flow through the second return flow path 46 from outside the surface of the seat 12 .

The air distribution control door 34 is provided at a branch point where the air-conditioning flow path 40 and the first exhaust flow path 48 branch off from the air-sending flow path 39 . That is, the air distribution control door 34 is provided at a connection point between the air supply flow path 39 and the air conditioning flow path 40 . In addition, the first exhaust flow path 48 is provided between the air distribution control door 34 and the exhaust port 32 . The air distribution control door 34 is adjusted so that the air flowing in from the air supply flow path 39 flows to at least one of the air conditioning flow path 40 and the first exhaust flow path 48 . In addition, the air distribution control door 34 can be switched so that the air flowing in the air-conditioning flow path 40 flows to the exhaust port 32 . The air path switching door 36 is provided at a branch point of the air conditioning flow path 40 , the shoulder outlet flow path 42 , the first return flow path 44 , and the second exhaust flow path 50 . The air path switching door 36 is adjusted so that the air flowing in from the air conditioning flow path 40 flows to at least one of the shoulder outlet flow path 42 , the first return flow path 44 , and the second exhaust flow path 50 .

The return control gate 38 is provided at a branch point of the first return flow path 44 , the foot outlet flow path 45 , and the second return flow path 46 . The return control door 38 is adjusted so that the air flowing in from the first return flow path 44 flows to at least one of the foot outlet flow path 45 and the second return flow path 46 . The exhaust control valve 37 is provided at a junction of the first exhaust flow path 48 and the second exhaust flow path 50 . The exhaust control valve 37 is a check valve that allows air to flow from the second exhaust flow path 50 to the first exhaust flow path 48 and prevents air from flowing from the first exhaust flow path 48 to the second exhaust flow path. Road 50 flows in.

In addition, in Fig. 1, for the sake of convenience, the heat utilization surface 16 of the air-conditioning flow path 40 and the Peltier module 14 is depicted in a separate manner, but the heat utilization surface 16 of the Peltier module 14 can also be separated from the air-conditioning flow path. 40 in direct contact with the flowing air. Likewise, the heat exhaust surface 18 of the Peltier module 14 may also be in direct contact with the air flowing in the first exhaust flow path 48 . In addition, the heat utilization surface 16 and the heat discharge surface 18 may include heat exchange members for efficient heat exchange.

FIG. 2 is a block diagram showing the functional configuration of vehicle 100 according to the embodiment. Each block of the block diagram in this specification can be realized by elements or mechanical devices represented by a computer CPU and memory in hardware, and can be realized in software by a computer program or the like, but it is described here that it is realized by cooperation of these function block. Therefore, these functional blocks can be realized in various forms by a combination of hardware and software.

In addition, a recording medium obtained by converting an arbitrary combination of constituent elements and an expression form of the present disclosure between a system, a computer program, a non-transitory recording medium on which the computer program is recorded, a vehicle on which this device is mounted, etc. It is effective as an aspect of this disclosure.

A vehicle 100 includes an ignition switch (hereinafter referred to as an IG switch) 102 , a power management device 104 , an operation management device 106 , and the air conditioner 10 shown in FIG. 1 . Each of these devices may be connected by wired communication such as a dedicated line or CAN (Controller Area Network: Controller Area Network). In addition, connection may be made by wired communication or wireless communication such as USB, Ethernet (registered trademark), Wi-Fi (registered trademark), and Bluetooth (registered trademark).

The IG switch 102 is an ignition switch for a passenger to control on/off of an electric motor or an engine of the vehicle 100 . The power supply management device 104 manages the state of the power supply of the vehicle 100 . For example, the power management device 104 holds information indicating whether the IG switch 102 is currently on or off. In addition, the power management device 104 also holds information indicating whether or not the vehicle 100 is currently being charged.

The operation management device 106 manages the operation state (behavior, etc.) of the vehicle 100 based on signals from various detection devices (not shown) and signals from a driving operation unit (not shown). The detection device includes, for example, a speed sensor and a position detection device (GPS: Global Positioning System: Global Positioning System). The driving operation unit includes a steering wheel, an accelerator pedal, and a brake pedal. For example, the operation management device 106 holds information indicating the current speed (vehicle speed) of the vehicle 100 . In addition, the operation management device 106 holds information indicating an elapsed time (hereinafter referred to as "operation time") since the vehicle 100 started to operate. For example, the operation management device 106 may acquire information indicating that the IG switch 102 is turned on from the power management device 104 , and measure the elapsed time from the acquisition of the information to the present as the operation time.

The air conditioner 10 has the Peltier module 14 shown in FIG. 1 , the blower 22 , the air distribution control door 34 , the air path switching door 36 , the return control door 38 , the temperature sensor 26 and the temperature sensor 30 . The air conditioner 10 further includes an operation input unit 60 , an information acquisition unit 62 , and a control unit 64 .

The operation input unit 60 is a user interface device that accepts an operation from a passenger to instruct the operation of the air conditioner 10 . The operation input unit 60 includes buttons or a touch panel display, and may be integrated with the screen of the car navigation system. The operation input unit 60 outputs to the control unit 64 an operation signal indicating an instruction to operate the air conditioner input by the passenger.

The information acquisition unit 62 periodically acquires information indicating the power state of the vehicle 100 held in the power management device 104 . The information indicating the power state includes information indicating the on/off state of IG switch 102 and information indicating whether or not vehicle 100 is currently being charged. In addition, the information acquisition unit 62 periodically acquires information indicating the operating state of the vehicle 100 held in the operation management device 106 . The information indicating the operating state of the vehicle 100 includes information indicating the operating time and information indicating the vehicle speed. The information acquisition unit 62 outputs the acquired information to the control unit 64 .

The control unit 64 accepts an input of an operation signal from the operation input unit 60 and an input of information from the information acquisition unit 62 . In addition, the control unit 64 receives a signal indicating the detected temperature from the temperature sensors 26 and 30 . The control unit 64 determines the operation mode of the air conditioner 10 based on these input data. The control unit 64 controls the Peltier module 14 , the blower 22 , the air distribution control door 34 , the air path switching door 36 and the return control door 38 according to the determined operation mode.

For example, the control unit 64 controls whether or not to apply a voltage to the Peltier module 14 and the polarity of the applied voltage. In addition, the control unit 64 controls whether or not to apply voltage to the blower 22 . In addition, the control unit 64 controls the respective actuators of the air distribution control door 34 , the air passage switching door 36 , and the return control door 38 to control the direction and amount of ventilation at each door. In other words, the control unit 64 controls the opening direction and opening amount of each door.

Here, the basic operation during the cooling operation of the air conditioner 10 will be described. When the cooling operation is started, the control unit 64 applies a voltage to the Peltier module 14 with a polarity such that the heat utilization surface 16 of the Peltier module 14 functions as a cooling surface. Furthermore, the control unit 64 adjusts the air distribution control door 34 so that the air sent from the blower 22 flows to both the air-conditioning flow path 40 and the first exhaust flow path 48 . Furthermore, the control unit 64 communicates the air-conditioning flow path 40 and the shoulder blowing flow path 42 . That is, the control unit 64 adjusts the air path switching door 36 so that all the air from the air conditioning flow path 40 flows to the shoulder blowing flow path 42 . Then, the control unit 64 applies a voltage to the blower 22 to start blowing air.

Fig. 3 shows basic air flow during cooling operation. The air sent from the blower 22 flows to both the air-conditioning flow path 40 and the first exhaust flow path 48 . The air flowing into the air-conditioning channel 40 is cooled by the heat utilization surface 16 of the Peltier module 14 , and the cooled air is sent out from the shoulder outlet 24 via the shoulder outlet channel 42 . On the other hand, the air flowing into the first exhaust flow path 48 is heated by the heat exhaust surface 18 of the Peltier module 14 , and the heated air is exhausted to the outside of the vehicle through the exhaust port 32 .

Next, the basic operation during the heating operation of the air conditioner 10 will be described. When the heating operation is started, the control unit 64 applies a voltage to the Peltier module 14 with a polarity such that the heat utilization surface 16 of the Peltier module 14 functions as a heating surface. Furthermore, the control unit 64 adjusts the air distribution control door 34 so that the air sent from the blower 22 flows to both the air-conditioning flow path 40 and the first exhaust flow path 48 . Furthermore, the control unit 64 communicates the air-conditioning flow path 40 with the first return flow path 44 . That is, the control unit 64 adjusts the air path switching door 36 so that all the air from the air conditioning flow path 40 flows to the first return flow path 44 . In addition, the control unit 64 communicates the first return flow path 44 with the leg blowing flow path 45 . That is, the control unit 64 adjusts the return control door 38 so that all the air from the first return flow path 44 flows to the foot blowing flow path 45 . Then, the control unit 64 applies a voltage to the blower 22 to start blowing air.

Fig. 4 shows basic air flow during heating operation. The air sent from the blower 22 flows to both the air-conditioning flow path 40 and the first exhaust flow path 48 . The air flowing into the air-conditioning channel 40 is heated by the heat utilization surface 16 of the Peltier module 14 , and the heated air is sent out from the foot outlet 28 through the first return channel 44 and the foot outlet channel 45 . On the other hand, the air flowing into the first exhaust flow path 48 is cooled by the heat release surface 18 of the Peltier module 14 , and the cooled air is discharged to the outside of the vehicle through the exhaust port 32 .

Next, the characteristics of each of the air conditioners in the first to fifth embodiments will be described.

(first embodiment)

First, the outline of the first embodiment will be described. During cooling operation, the heat utilization surface 16 of the Peltier module 14 becomes a cooling surface, and dew condensation occurs on the heat utilization surface 16 . When the water generated on the heat utilization surface 16 is kept as it is, mold and the like may multiply, and an unpleasant smell may be generated during the subsequent operation of the air conditioner. If a pipe for discharging water from the heat utilization surface 16 of the Peltier module 14 to the outside of the vehicle is provided, it would be difficult to change the structure of the vehicle. In addition, in electric vehicles, batteries are often mounted on the bottom of the vehicle, and it is not desirable to allow water to flow near the batteries.

For example, the aforementioned Patent Document 2 proposes an automobile seat configured to blow out air heated or cooled by a Peltier element from an air outlet. In addition, the aforementioned Patent Document 3 proposes a heating and cooling device for a seat that changes the voltage applied to the air blower and the Peltier element according to the environmental conditions in the vehicle cabin. However, it has not been examined from such a viewpoint as above.

In order to solve such a problem, in the first embodiment, a technique of removing water generated on the heat utilization surface 16 of the Peltier module 14 is proposed. Specifically, in the first embodiment, in the Peltier module 14, the water pipe 20 penetrating from the heat utilization surface 16 to the heat discharge surface 18 is provided to allow the water generated on the heat utilization surface 16 to discharge heat. Face 18 moves.

FIG. 5 is a plan view of the Peltier module 14 according to the first embodiment, showing the heat utilization surface 16 . The heat utilization surface 16 of the Peltier module 14 is provided with a plurality of heat dissipation members 53 for transferring utilization heat generated by the Peltier effect to the air flowing in the air-conditioning flow path 40 . In the heat dissipation member 53, metal is formed in a rod shape or a plate shape. In addition, a plurality of water inlets 52 (five in FIG. 5 ) are provided at predetermined positions between heat dissipation members 53 on the heat utilization surface 16 . In addition, it is preferable to provide an inclination toward the water inlet 52 on the heat utilization surface 16 . Thereby, the water generated on the heat utilization surface 16 easily moves toward the water inlet 52 , and discharge of water from the heat utilization surface 16 can be promoted.

FIG. 6 is a cross-sectional view of the Peltier module 14 according to the first embodiment, showing a cross-section along line VI-VI in FIG. 5 . In the air conditioner 10 , the Peltier module 14 is provided such that the heat utilization surface 16 is on the upper side and the heat exhausting surface 18 is on the lower side. As shown in FIG. 5 , a plurality of water inlets 52 are provided on the heat utilization surface 16 , and water outlets 54 (two in FIG. 6 ) for discharging water are also provided on the heat discharge surface 18 .

Inside the Peltier module 14 , a water pipe 20 penetrating from the heat utilization surface 16 to the heat discharge surface 18 is provided. That is, the water pipe 20 communicates from the water inlet 52 to the water outlet 54 . In addition, it is preferable to provide an inclination toward the drain port 54 in the water conduit 20 . Thereby, the movement of the water in the water pipe 20 to the drain port 54 can be promoted.

The heat dissipation surface 18 of the Peltier module 14 is provided with a plurality of heat dissipation members 56 (also referred to as heat dissipation fins), and the plurality of heat dissipation members 56 are used to dissipate heat generated due to the Peltier effect to the first The air flowing in the exhaust flow path 48 passes. In the heat dissipation member 56, metal is formed in a rod shape or a plate shape. In addition, the heat dissipation member 56 of the heat discharge surface 18 and the heat dissipation member 53 of the heat utilization surface 16 may be the same structure, or may be mutually different structures. In the air conditioner 10 according to the first embodiment, a structure for increasing the surface area of adhered water is provided particularly on the surface of the heat dissipation member 56 of the heat discharge surface 18 . This structure is a groove in the first embodiment, but may be a concave-convex structure.

Dotted lines in FIG. 6 indicate the flow of air in the first exhaust flow path 48 . The water pipe 20 of the Peltier module 14 is configured such that water passing through the water pipe 20 adheres to the heat dissipation member 56 . Specifically, the drain port 54 of the water pipe 20 is provided near the heat dissipation member 56 and on the upstream side of the airflow in the first exhaust flow path 48 relative to at least one heat dissipation member 56 .

The action based on the configuration of the Peltier module 14 described above will be described. As already described, in cooling operation, the heat utilization surface 16 of the Peltier module 14 becomes a cooling surface, and dew condensation occurs on the heat utilization surface 16 . The water generated on the heat utilization surface 16 moves to the heat discharge surface 18 through the water inlet 52 and the water pipe 20 by its own weight. The water discharged from the drain port 54 of the heat discharge surface 18 is blown to the heat dissipation member 56 by the airflow of the first exhaust flow path 48 . The water blown to the heat dissipation member 56 is evaporated by the warm air flowing in the first exhaust flow path 48 and the heat of the heat dissipation member 56 itself.

In the air conditioner 10 of the first embodiment, a water pipe 20 penetrating from the heat utilization surface 16 of the Peltier module 14 to the heat discharge surface 18 is provided. Therefore, water generated on the heat utilization surface 16 during cooling operation can be easily removed from the heat utilization surface 16 . Thereby, it is easy to prevent an unpleasant smell from being generated at the time of air conditioning.

In addition, in the air conditioner 10 of the first embodiment, the water generated on the heat utilization surface 16 flows to the heat dissipation member 56 of the heat discharge surface 18, so that the evaporation of water can be promoted. In addition, the latent heat of evaporation can be used to increase the Peltier effect, thereby improving the air-conditioning effect. Furthermore, by providing the grooves in the heat dissipation member 56, the surface area of the water adhering to the heat dissipation member 56 is increased, and the evaporation of water can be further promoted.

(second embodiment)

Also in the Peltier module 14 of the air conditioner 10 according to the second embodiment, the water passage pipe 20 penetrating from the heat utilization surface 16 to the heat discharge surface 18 is provided. However, the structure of the heat release surface 18 of the Peltier module 14 is different from that of the first embodiment. Next, points different from the first embodiment will be described.

FIG. 7 is a cross-sectional view of the Peltier module 14 according to the second embodiment. The same code|symbol is attached|subjected to the same member as 1st Embodiment. In the second embodiment, a water retention member 58 is further provided on the heat discharge surface 18 of the Peltier module 14 . The water pipe 20 is configured so that the water conveyed inside the water pipe 20 flows toward the water retaining member 58 . Specifically, the drain port 54 of the water pipe 20 is provided at a position above the water retaining member 58 .

The water retention member 58 is preferably formed of a material with high water retention and air permeability, and may be, for example, a filter using a superabsorbent polymer. On the heat discharge surface 18 of the Peltier module 14 , a water retention member 58 is provided at a position where the air heated by the heat dissipation member 56 contacts. Specifically, the water retaining member 58 is provided at a position different from the heat dissipation member 56 and on the downstream side of the airflow in the first exhaust flow path 48 than the heat dissipation member 56 . In the example shown in FIG. 7 , the water retaining member 58 is provided downstream of all the radiating members 56 .

The action based on the configuration of the Peltier module 14 described above will be described. As already described, in cooling operation, the heat utilization surface 16 of the Peltier module 14 becomes a cooling surface, and dew condensation occurs on the heat utilization surface 16 . The water generated on the heat utilization surface 16 moves to the heat discharge surface 18 through the water inlet 52 and the water pipe 20 by its own weight. The water discharged from the drain port 54 in the heat discharge surface 18 flows toward the water retaining member 58 and is retained by the water retaining member 58 . The water held in the water retaining member 58 is evaporated by contacting the warm air heated by the heat dissipation member 56 in the first exhaust flow path 48 .

According to the air conditioner 10 of the second embodiment, water generated on the heat utilization surface 16 during cooling operation can be easily removed from the heat utilization surface 16 similarly to the first embodiment. In addition, the evaporation of the water held in the water holding member 58 is promoted by bringing the air sufficiently heated by the heat dissipation member 56 into contact with the water holding member 58 . In addition, since the water generated on the heat utilization surface 16 does not directly contact the heat dissipation member 56 , it is possible to prevent contamination and damage of the heat dissipation member 56 .

(third embodiment)

Also in the third embodiment, a technique for removing water generated on the heat utilization surface 16 of the Peltier module 14 is proposed in order to solve the same problems as the first embodiment. Specifically, in the air conditioner 10 according to the third embodiment, if the cooling operation is being performed when the IG switch 102 is off, the heating operation is automatically performed while the IG switch 102 is off as a Peltier operation. Cleaning of modules 14. Next, the configuration of the air conditioner 10 of the third embodiment will be described in detail.

The operation input unit 60 shown in FIG. 2 is provided with a button (hereinafter referred to as a "cleaning button") for allowing a passenger to select whether to perform automatic cleaning of the Peltier module 14 . The cleaning button can be either a physical button or an image of a button displayed on the touch panel display. The operation input section 60 inputs an operation signal indicating whether to turn on or off the cleaning button (that is, whether to perform automatic cleaning) to the control section 64 .

When the IG switch 102 is turned off, the information acquisition unit 62 acquires information indicating this from the power management device 104 and outputs the information to the control unit 64 . Also, when vehicle 100 is in the charging state due to power supply from an external device, information acquisition unit 62 acquires information indicating this from power management device 104 and outputs the information to control unit 64 .

When the control unit 64 receives the notification that the IG switch 102 is turned off, it stores whether or not the cooling operation is being performed immediately before the IG switch 102 is turned off. In other words, the control unit 64 recognizes whether or not the heat utilization surface 16 of the Peltier module 14 is functioning as a cooling surface immediately before the IG switch 102 is turned off. In addition, the control unit 64 determines whether or not an operation signal indicating that the cleaning button is turned on has been received. Then, control unit 64 determines whether or not information indicating that vehicle 100 is in a charged state has been input.

When (1) the IG switch 102 is off, (2) the cooling operation is being performed when the IG switch 102 is off, (3) the cleaning button is on, and (4) the vehicle 100 is being charged, the control unit 64 determines that all the conditions are satisfied. To meet cleaning execution conditions. When the cleaning execution condition is satisfied, the control unit 64 executes the cleaning process for the Peltier module 14 . Specifically, the control unit 64 makes the heat utilization surface 16 of the Peltier module 14 function as a heating surface to heat the air flowing through the air-conditioning flow path 40 .

The operation of the air conditioner 10 according to the third embodiment based on the above configuration will be described. As already described, in cooling operation, the heat utilization surface 16 of the Peltier module 14 becomes a cooling surface, and dew condensation occurs on the heat utilization surface 16 .

FIG. 8 is a flowchart showing the operation of the air conditioner 10 according to the third embodiment, and shows cleaning processing of the Peltier module 14 . While the IG switch 102 is on ("No" in S10), subsequent operations are skipped, and the flow ends. If the IG switch 102 is off ("Yes" in S10), and the cleaning process has not been executed ("No" in S12), and the cleaning process is not being executed ("No" in S14), the control unit 64 determines whether the cleaning execution is satisfied. condition. When the cleaning button is turned on (YES in S16), the cooling operation is in progress when the IG switch 102 is turned off (YES in S18), and the vehicle 100 is being charged (YES in S20), the control unit 64 It is determined that the cleaning execution condition is satisfied.

When the cleaning execution condition is satisfied, the control unit 64 starts the heating operation (S22). Specifically, the control unit 64 applies a voltage to the Peltier module 14 with a polarity such that the heat utilization surface 16 of the Peltier module 14 functions as a heating surface. This polarity is opposite to the polarity during cooling operation. Furthermore, the control unit 64 adjusts the air distribution control door 34 so that the air sent from the blower 22 flows to both the air-conditioning flow path 40 and the first exhaust flow path 48 . Furthermore, the control unit 64 communicates the air-conditioning flow path 40 and the second exhaust flow path 50 . That is, the control unit 64 adjusts the air path switching door 36 so that all the air from the air conditioning flow path 40 flows to the second exhaust flow path 50 . Then, the control unit 64 applies a voltage to the blower 22 to start blowing air.

Fig. 9 shows the air flow during the cleaning process. The air sent from the blower 22 flows to both the air-conditioning flow path 40 and the first exhaust flow path 48 . The air flowing into the air-conditioning flow path 40 is heated by the heat utilization surface 16 of the Peltier module 14 . Then, the air heated in the air-conditioning flow path 40 flows in the order of the air path switching door 36 to the second exhaust flow path 50 to the exhaust control door 37 to the first exhaust flow path 48, and is discharged from the exhaust port. 32 were sent out of the car. During the cleaning process, the water generated on the heat utilization surface 16 (in other words, the air-conditioning flow path 40 ) due to the cooling operation is evaporated by the warm air flowing in the air-conditioning flow path 40 and the heat of the heat utilization surface 16, and is discharged. out of the car.

As shown in FIG. 8 , when the heating operation has been performed for a predetermined designated time ("Yes" in S24), or when the execution time of the heating operation has not reached the designated time ("No" in S24), the IG When the switch 102 is turned on (YES in S26), the control unit 64 stops the heating operation (S28). Specifically, in the case of YES in S24 , the control unit 64 stops applying voltage to the Peltier module 14 and the blower 22 . On the other hand, in the case of "YES" in S26, the control unit 64 restarts the cooling operation which is the air-conditioning process when the IG switch 102 is turned off. In addition, in S28, the control unit 64 stores that the cleaning process has been executed. As for the specified time as the termination condition of the heating operation, a value required for the assumption of evaporation of water on the heat utilization surface 16 can be set. For example, an appropriate specified time can be determined based on the developer's knowledge or experiments using the air conditioner 10 .

If the execution time of the heating operation has not reached the specified time and the IG switch 102 remains closed ("No" of S26), the flow of the figure is ended, that is, the heating operation is continued. While the IG switch 102 is off, the air conditioner 10 periodically repeats the operation shown in FIG. 8 . If the cleaning process is being performed (YES in S14), the processes of S16 to S22 are skipped, and the process proceeds to S24 for determining the execution time of the heating operation. If the cleaning process has been performed ("Yes" in S12), or the cleaning button is turned off ("No" in S16), or the cooling operation is not in progress when the IG switch 102 is turned off ("No" in S18), or the vehicle 100 If the battery is not being charged ("No" in S20), the flow ends. That is, cleaning processing is not performed.

According to the air conditioner 10 of the third embodiment, if the cooling operation is being performed immediately before the IG switch 102 is turned off, the heating operation is automatically performed while the IG switch 102 is turned off. Therefore, the water generated on the heat utilization surface 16 of the Peltier module 14 can be dried quickly. In addition, the cleaning process of the Peltier module 14 is performed on the condition that it is being charged. Therefore, it is possible to reliably ensure that the IG switch 102 is off. In addition, it is possible to prevent the battery of the vehicle 100 from being depleted. In addition, passengers are mostly out of the vehicle during charging, so it is easy to avoid high-temperature/high-humidity wind from contacting passengers during the cleaning process.

In addition, according to the air conditioner 10 , when the Peltier module 14 is cleaned, the air heated by the heat utilization surface 16 is exhausted from the exhaust port 32 to the outside of the vehicle. Accordingly, it is possible to reliably prevent high-temperature/high-humidity wind from contacting passengers. In addition, it is also possible to prevent high-temperature/high-humidity air from being stuffy in the vehicle compartment.

In addition, combinations of the first embodiment and the third embodiment and combinations of the second embodiment and the third embodiment are also useful. According to the structure of the first embodiment or the second embodiment, it is possible to realize the drainage of the heat utilization surface 16 when the cooling operation is performed while the IG switch 102 is on. According to the structure of the third embodiment, it is also possible to further realize of drainage.

(fourth embodiment)

First, the outline of the fourth embodiment will be described. As already described, in the air conditioner 10 , the heat utilization surface 16 of the Peltier module 14 functions as a cooling surface during cooling operation, and the air flowing through the air conditioning flow path 40 is cooled by the heat utilization surface 16 . In addition, during heating operation, the heat utilization surface 16 of the Peltier module 14 functions as a heating surface, and the air flowing in the air-conditioning flow path 40 is heated by the heat utilization surface 16 . Specific methods for improving the air-conditioning effect in an air-conditioning apparatus using the Peltier module 14 have not been sufficiently proposed so far.

That is, in the above-mentioned seat air-conditioning unit of Patent Document 1, it is proposed that a normal mode and a ventilation mode are provided, and in the ventilation mode, the Peltier element is turned off to increase the air volume blown out from the air outlet. . However, low-volume and low-temperature cold air cannot be sent during cooling operation.

The air conditioner 10 according to the fourth embodiment compares the amount of air flowing to the heat utilization surface 16 of the Peltier module 14 and the amount of air flowing to the heat exhausting surface 18 of the Peltier module 14 among the air sent from the blower 22 The ratio is controlled. In other words, the air conditioner 10 controls the ratio of the air inflow to the air conditioning flow path 40 and the air inflow to the first exhaust flow path 48 in the air sent from the blower 22 . Thereby, the air-conditioning effect of the air-conditioning apparatus 10 using the Peltier module 14 is further improved.

In addition, in order to sufficiently cool or heat the heat utilization surface 16 of the Peltier module 14 , it is necessary to promote heat discharge from the heat discharge surface 18 to enhance the Peltier effect. Therefore, in the air conditioner 10 according to the fourth embodiment, the air sent from the blower 22 is always flowed to both the air conditioning flow path 40 and the first exhaust flow path 48 during the cooling operation and the heating operation. For example, the sending of air to the first exhaust flow path 48 is not stopped.

Next, the configuration of the air conditioner 10 according to the fourth embodiment will be described in detail. The control unit 64 shown in FIG. 2 controls the air distribution control door 34 so that it faces both the air conditioning flow path 40 and the first exhaust flow path 48 during the cooling operation or the heating operation of the air conditioner 10 . Open your mouth. For example, the air distribution control door 34 is controlled so that both the opening degree to the air-conditioning flow path 40 and the opening degree to the first exhaust flow path 48 are always greater than 0%.

When a predetermined condition (herein referred to as "air conditioning change condition") for improving the air conditioning effect of the air conditioner 10 is satisfied, the control unit 64 reduces the amount of air sent to the air conditioning flow path 40 while using The air distribution control door 34 is controlled so that the amount of air sent to the first exhaust flow path 48 increases. That is, the control unit 64 transmits a signal for controlling the air distribution control door 34 to the air distribution control door 34 . For example, the control unit 64 may instruct the air distribution control door 34 so that the amount of air sent to the air-conditioning flow path 40 is reduced and the amount of air sent to the first exhaust flow path 48 is reduced compared to before the air-conditioning change condition is satisfied. amount increased. In addition, the control unit 64 may instruct the air distribution control door 34 so that the opening of the air distribution control door 34 to the air conditioning flow path 40 is greater than 0% and smaller than the opening to the first exhaust flow path 48 .

The air conditioning change condition during the cooling operation is a condition for determining whether or not the temperature of the air sent from the shoulder outlet 24 should be lowered further. On the other hand, the air conditioning change condition during the heating operation is a condition for determining whether or not the temperature of the air sent from the foot outlet 28 should be further increased. In addition, regarding the air-conditioning change conditions, appropriate content may be set based on the developer's knowledge, experiments using the air-conditioning apparatus 10, and the like.

Regarding the air-conditioning change condition in the fourth embodiment, whether or not the air-conditioning change condition is satisfied is determined using temperature as a parameter. For example, (1) the control unit 64 may receive a signal indicating the current interior temperature from a temperature sensor (not shown) that detects the interior temperature of the vehicle 100 . The condition for changing the air conditioner may be satisfied when the difference between the set temperature set by the passenger input from the operation input unit 60 and the temperature in the cabin is equal to or greater than a predetermined value. In addition, (2) the control unit 64 may receive a signal indicating the air temperature outside the vehicle 100 from a temperature sensor (not shown) that detects the air temperature outside the vehicle 100 . The condition for changing the air conditioner may be satisfied when the air temperature outside the vehicle 100 is equal to or higher than a predetermined value (during cooling operation) or lower than a predetermined value (during heating operation).

In addition, (3) the control part 64 may receive the signal which shows the blowing temperature at the shoulder blowing outlet 24 from the temperature sensor 26 of the shoulder blowing outlet 24. In addition, the control unit 64 may receive a signal indicating the temperature of the air blown out from the foot air outlet 28 from the temperature sensor 30 of the foot air outlet 28 . The condition for changing the air conditioner during cooling operation may be satisfied when the outlet temperature at the shoulder outlet 24 is equal to or higher than a predetermined value. Alternatively, when the difference between the outlet temperature and the set temperature input from the operation input unit 60 is equal to or greater than a predetermined value, the condition for changing the air conditioner during the cooling operation may be satisfied. In addition, when the air-conditioning change condition at the time of heating operation is satisfied, when the air-conditioning change condition at the time of the air-conditioning operation is satisfied, when the air-conditioning temperature of the foot air outlet 28 is below a predetermined value. Alternatively, when the difference between the blowing temperature and the set temperature input from the operation input unit 60 is equal to or greater than a predetermined value, the condition for changing the air conditioner during the heating operation may be satisfied.

In addition, (4) The temperature used as the parameter of the air-conditioning change condition may be another temperature detectable by a known sensor. For example, the surface temperature of the seat 12 may be used, or the skin temperature of a passenger sitting on the seat 12 may be used. The skin temperature can be sensed using an infrared sensor or the like, and by using the skin temperature as a parameter of the air conditioner change condition, more comfortable control for the passenger can be realized.

In addition, (5) parameters other than temperature may be used as parameters of the air-conditioning change condition. For example, it may be determined whether or not the condition for changing the air conditioner is satisfied using the amount of sunlight as a parameter. In this case, the control unit 64 receives a signal indicating the amount of sunlight irradiated to the occupant from an insolation sensor (not shown) that detects the amount of sunlight irradiated on the occupant sitting on the seat 12 . The condition for changing the air conditioner may be satisfied when the amount of sunlight irradiated to the passenger is greater than or equal to a predetermined value (during cooling operation) or less than a predetermined value (during heating operation). In addition, (6) may use the clo value which is an index indicating the thermal insulation/heat retention property of the clothes of the passenger sitting on the seat 12 as a parameter. By using such parameters as air-conditioning change conditions, more comfortable control for passengers can be realized.

In addition, the control unit 64 does not change the applied voltage to the blower 22 and the applied voltage to the Peltier module 14 regardless of whether the air-conditioning change condition is satisfied during the cooling operation or the heating operation. For example, the control unit 64 maintains the predetermined applied voltage regardless of whether the air-conditioning change condition is satisfied before or after it is satisfied. This applied voltage is a standard voltage supplied to electric components in vehicle 100 , for example, a battery voltage, and may be 12V.

The operation of the air conditioner 10 according to the fourth embodiment based on the above configuration will be described. The operation of the air conditioner 10 and the flow of air in the air conditioner 10 until the air conditioning change condition is satisfied during the cooling operation are as described with reference to FIG. 3 . It is also possible that the control unit 64 transmits to the air distribution control door 34 a command to determine the difference between the amount of air sent to the air-conditioning flow path 40 and the amount of air sent to the first exhaust flow path 48 before the air-conditioning change condition is satisfied. The ratio is 1 to 1 (50%: 50%) to indicate the signal for opening adjustment.

During the cooling operation, the control unit 64 periodically determines whether or not the air-conditioning change condition is satisfied. When the air-conditioning change condition is satisfied during cooling operation, the control unit 64 reduces the amount of air sent to the air-conditioning flow path 40 in the air sent from the blower 22 , and reduces the amount of air sent to the first exhaust flow path 48 . The air distribution control door 34 is controlled in a manner of increasing the amount. For example, the control unit 64 may also send a command to the air distribution control door 34 to make the ratio of the amount of air sent to the air-conditioning flow path 40 to the amount of air sent to the first exhaust flow path 48 1 to 2 (33.3 %: 66.7%) to indicate the opening adjustment signal.

FIG. 10 shows the flow of air after air conditioner change conditions are satisfied during cooling operation. The air sent from the blower 22 flows to both the air-conditioning flow path 40 and the first exhaust flow path 48 , but the amount of air flowing to the air-conditioning flow path 40 becomes smaller than before the air-conditioning change condition is satisfied. On the other hand, the amount of air flowing into the first exhaust flow path 48 becomes larger than the amount before the air-conditioning change condition is satisfied. That is, after the air-conditioning change condition is satisfied, the difference between the amount of air flowing into the air-conditioning flow path 40 and the amount of air flowing into the first exhaust flow path 48 becomes large. As a result, the amount of cold air blown out from the shoulder air outlet 24 after being cooled by the heat utilization surface 16 of the Peltier module 14 becomes smaller than the amount before the air conditioning change condition is satisfied.

By reducing the amount of air flowing through the air-conditioning flow path 40 in this way, it is possible to further increase the cooling effect of the heat utilization surface 16 of the Peltier module 14 on the air flowing through the air-conditioning flow path 40 . And, by increasing the amount of air flowing in the first exhaust flow path 48, the heat discharge efficiency of the heat discharge surface 18 of the Peltier module 14 increases and the Peltier effect increases, and the heat utilization surface 16 can be further cooled. . Thereby, it is possible to send air with a lower temperature than before satisfying the air-conditioning change condition from the shoulder air outlet 24 . That is, the air conditioner 10 can realize strong cooling at a low wind speed, and can improve the comfort of the air conditioner.

The operation of the air conditioner 10 and the flow of air in the air conditioner 10 until the air conditioning change condition is satisfied during the heating operation are as described with reference to FIG. 4 . It is also possible that the control unit 64 of the air conditioner 10 transmits to the air distribution control door 34 a command to adjust the amount of air sent to the air-conditioning flow path 40 and the amount of air sent to the first exhaust flow path 48 before the air-conditioning change condition is satisfied. The ratio of the amount of air is 1 to 1 (50%:50%) to indicate the signal for opening degree adjustment.

During the heating operation, the control unit 64 periodically determines whether or not the air-conditioning change condition is satisfied. When the air-conditioning change condition is satisfied during the heating operation, the control unit 64 reduces the amount of air sent to the air-conditioning flow path 40 out of the air sent from the blower 22 , and reduces the amount of air sent to the first exhaust flow path 48 . The air distribution control door 34 is controlled in such a way that the amount of air increases. For example, the control unit 64 may also send a command to the air distribution control door 34 to make the ratio of the amount of air sent to the air-conditioning flow path 40 to the amount of air sent to the first exhaust flow path 48 1 to 2 (33.3 %: 66.7%) to indicate the opening adjustment signal.

FIG. 11 shows the flow of air after the condition for changing the air conditioner is satisfied during the heating operation. The air sent from the blower 22 flows to both the air-conditioning flow path 40 and the first exhaust flow path 48 , but the amount of air flowing to the air-conditioning flow path 40 becomes smaller than before the air-conditioning change condition is satisfied. On the other hand, the amount of air flowing into the first exhaust flow path 48 becomes larger than the amount before the air-conditioning change condition is satisfied. That is, after the air-conditioning change condition is satisfied, the difference between the amount of air flowing into the air-conditioning flow path 40 and the amount of air flowing into the first exhaust flow path 48 becomes large. As a result, the amount of warm air blown out from the foot outlet 28 after being heated by the heat utilization surface 16 of the Peltier module 14 becomes smaller than the amount before the air-conditioning change condition is satisfied.

By reducing the amount of air flowing through the air-conditioning flow path 40 in this way, it is possible to further increase the heating effect of the heat utilization surface 16 of the Peltier module 14 on the air flowing through the air-conditioning flow path 40 . And, by increasing the amount of air flowing in the first exhaust flow path 48, the heat discharge efficiency of the heat discharge surface 18 of the Peltier module 14 increases, the Peltier effect increases, and the heat utilization surface 16 can be further heated. . Thereby, it is possible to send out air having a higher temperature than before satisfying the air-conditioning change condition from the foot outlet 28 . That is, in the air conditioner 10 , it is possible to realize strong heating at a low wind speed, and to improve the comfort of the air conditioner.

In addition, in vehicles, generally speaking, electric components are supplied with 12V, and loss occurs when the voltage is transformed, and part of the energy is lost as heat. In the air conditioner 10 of the fourth embodiment, the air-conditioning temperature is adjusted by adjusting the opening degree of the air distribution control door 34 without changing the voltage applied to the Peltier module 14 and the blower 22 . This eliminates the need for variable voltage for adjusting the temperature of the air conditioner, enabling efficient use of energy. In addition, the cost involved in the transformer can also be reduced.

(fifth embodiment)

First, an outline of the fifth embodiment will be described. As described in the fourth embodiment, in general, electric components are supplied with 12V in a vehicle. When the voltage applied to the Peltier module 14 or the blower 22 is changed to adjust the temperature in the air conditioner, loss occurs and part of the energy is lost as heat.

For example, in the aforementioned Patent Document 3, in order to adjust the blowing temperature of the seat air conditioner, it is necessary to change the voltage applied to one or both of the air blower and the Peltier element. When the voltage is changed, loss occurs, and part of the energy is lost in the form of heat.

Therefore, the air conditioner 10 of the fifth embodiment does not change the voltage applied to the Peltier module 14 and the blower 22, but changes the air volume of the air conditioner by adjusting the opening degree of the door of the air flow path provided in the device. and temperature.

In addition, in a conventional vehicle-mounted air conditioner, the air volume and temperature of the air conditioner are controlled based on temperature information detected by temperature sensors installed in various places in the vehicle. However, in a vehicle whose cabin is not a closed space like a commuter car, the air outside the vehicle always flows into the vehicle, and therefore air-conditioning control based on temperature information may not always be optimal. The air conditioner 10 according to the fifth embodiment controls the air volume and temperature of the air conditioner using the operating time and vehicle speed of the vehicle 100 as parameters.

Next, the configuration of the air conditioner 10 according to the fifth embodiment will be described in detail. In the fifth embodiment, it is characterized by the control of air volume and temperature during cooling operation. As the mode of cooling operation, "maximum air volume mode", "medium air volume/intermediate cooling mode", "low air volume/strong cooling mode" are provided. "These three modes. In the maximum air volume mode, uncooled air is blown out from the shoulder outlets 24 at the maximum air volume.

In the medium air volume/intermediate cooling mode, the air cooled to a medium level is blown out from the shoulder outlets 24 at a medium air volume. The target value of the blow-off temperature in the "medium air volume/intercooler mode" is set to a temperature that is 2 to 7 degrees lower than the air temperature outside the vehicle 100, for example. The target value may be set such that the first target value is a temperature 2°C to 5°C lower than the air temperature outside the vehicle 100 and the second target value is a temperature 5°C to 7°C lower than the air temperature outside the vehicle 100. Set in detail. In this case, vehicle 100 may further include a temperature sensor (not shown) that detects the air temperature outside vehicle 100 .

In the low air volume/strong cooling mode, the air cooled to the coldest is blown out from the shoulder air outlet 24 with a weak air volume. The target value of the blowing temperature in the "low air volume/strong cooling mode" is set to a temperature that is 10 degrees or more lower than the air temperature outside the vehicle 100, for example.

The control unit 64 shown in FIG. 2 switches the operation mode of the cooling operation between the medium air volume/intermediate cooling mode and the low air volume/strong cooling mode according to the speed of the vehicle 100 . In addition, the control unit 64 may further switch the setting between the first target value and the second target value according to the speed of the vehicle 100 in the medium air volume/intermediate cooling mode. For example, when the speed of the vehicle 100 is greater than a predetermined threshold value (for example, 20 km/hour), the control unit 64 may set the target value of the blown temperature as the first target value, and when the speed of the vehicle 100 is at a predetermined When the threshold value (for example, 20 km/hour) is below, the control unit 64 sets the target value of the outlet temperature as the second target value. Specifically, the control unit 64 adjusts the opening degrees of the air distribution control door 34 , the air passage switching door 36 , and the return control door 38 according to the speed of the vehicle 100 .

The control unit 64 switches the operation mode of the cooling operation between the maximum air volume mode and the medium air volume/intercooler mode according to the operating time of the vehicle 100 . Specifically, the control unit 64 switches whether or not to apply voltage to the Peltier module 14 according to the running time of the vehicle 100 . Furthermore, the control unit 64 adjusts the opening degrees of the air distribution control door 34 and the air passage switching door 36 according to the operating time of the vehicle 100 .

During cooling operation in the medium air volume/intercooling mode, the control unit 64 applies a voltage to the Peltier module 14 and controls the air distribution so that air is sent to both the air conditioning flow path 40 and the first exhaust flow path 48 . Control gate 34 . On the other hand, during cooling operation in the maximum air volume mode, the control unit 64 stops applying voltage to the Peltier module 14, and makes the amount of air sent to the air-conditioning flow path 40 smaller than that in the medium air volume/intermediate cooling mode. There are many ways to control the air distribution control door 34.

Specifically, the storage unit (not shown) of the air conditioner 10 may also hold the air distribution control door 34, The wind path switching door 36 returns a table of information on the opening degree of the control door 38 . The control unit 64 may refer to this table to determine the opening degree of each door corresponding to the cooling operation mode to be currently executed. Then, the control unit 64 may control the branching method of the air at each door by sending a signal indicating the opening degree of each door to the actuator of each door.

In addition, the storage unit (not shown) of the air conditioner 10 may also store the data blown out from the shoulder air outlet 24 during each mode indicating the maximum air volume mode, the medium air volume/intermediate cooling mode, and the low air volume/strong cooling mode. A table with information on target values for air temperature. The control unit 64 can also refer to the table to determine the opening degrees of the air distribution control door 34, the air passage switching door 36, and the return control door 38, so that the temperature information received from the temperature sensor 26 arranged at the shoulder air outlet 24 (The temperature of the air blown out from the shoulder outlet 24) is close to the target value. Then, the control unit 64 may control the branching method of the air at each door by sending a signal indicating the opening degree of each door to the actuator of each door.

Regardless of whether the mode of the cooling operation is the maximum air volume mode, medium air volume/intermediate cooling mode, or low air volume/strong cooling mode, when voltage is applied to the Peltier module 14 or the blower 22, the control unit 64 is not correct. The applied voltage is changed. For example, regardless of the cooling operation mode, the control unit 64 supplies a standard voltage (for example, 12V) supplied from a storage battery or a battery (not shown) of the vehicle 100 to the Peltier module 14 and the blower 22 without changing. At least one of the applied.

In addition, specific values of the speed of the vehicle 100 and the operating time as thresholds for switching the cooling operation mode can be determined based on the developer's knowledge, experiments using the vehicle 100 , and the like.

The operation of the air conditioner 10 according to the fifth embodiment based on the above configuration will be described. Fig. 12 is a flowchart showing the operation of the air conditioner 10 according to the fifth embodiment during cooling operation. When the IG switch 102 is turned on (YES in S30 ) and the air conditioner switch (not shown) operated by the passenger is turned on (YES in S32 ), the control unit 64 determines whether the automatic air conditioner mode is selected (the so-called auto air conditioner). When the automatic air-conditioning mode is selected (YES in S34), control unit 64 executes automatic air-conditioning control described later (S36).

When the automatic air-conditioning mode is not selected ("No" of S34), the control unit 64 executes the air-conditioning control based on the mode set by the passenger (S38). In the fifth embodiment, the passenger inputs the cooling operation mode to the operation input unit 60 . For example, "maximum wind speed mode", "medium air volume/intermediate cooling mode", and "low air volume/strong cooling mode" may be displayed on the screen of the operation input unit 60 as selectable cooling operation modes, and passengers may select from Select any mode among them. The operation input unit 60 may input an operation signal indicating the cooling operation mode input by the passenger to the control unit 64 . Control unit 64 executes air-conditioning control based on the mode indicated by the operation signal in S38. The details of the air-conditioning control in each mode will be described later with reference to FIGS. 14 , 16 , and 17 .

When the predetermined end condition is satisfied during execution of the cooling operation (YES in S40 ), the control unit 64 ends the cooling operation ( S42 ). For example, the control unit 64 ends the voltage application to the Peltier module 14 and ends the voltage application to the blower 22 . For example, the end condition is satisfied when the IG switch 102 is switched off, and the end condition is also satisfied when an air conditioner switch (not shown) is switched off. If the end condition is not satisfied ("No" of S40), it returns to S34. If the IG switch 102 is turned off ("No" in S30) or the air conditioner switch (not shown) is turned off ("No" in S32), subsequent processing is skipped, and the flow ends.

FIG. 13 is a flowchart showing the automatic air conditioning control of S36 in FIG. 12 in detail. The information acquisition unit 62 shown in FIG. 2 periodically acquires information indicating the operating time of the vehicle 100 from the operation management device 106 and inputs the information to the control unit 64 . In addition, the information acquisition unit 62 periodically acquires information indicating the current speed of the vehicle 100 from the operation management device 106 and inputs the information to the control unit 64 . If 5 minutes have not elapsed since the start of operation (for example, engine start), that is, the operation time has not reached 5 minutes (NO in S50 ), control unit 64 executes air conditioning control in the maximum air volume mode ( S52 ).

When 5 minutes have elapsed since the start of the operation ("Yes" in S50) and 15 minutes have not elapsed since the start of the operation ("No" in S54), the control unit 64 executes air conditioning in the middle air volume/intercooler mode. control (S58). In addition, if 15 minutes have passed since the start of the operation ("Yes" in S54), but the vehicle is not parked ("No" in S56), the control unit 64 executes the air-conditioning control in the middle air volume/intercooler mode (S58 ). On the other hand, if 15 minutes have passed since the start of the operation (YES in S54 ) and the vehicle is stopped (YES in S56 ), air-conditioning control in the low wind speed/strong cooling mode is executed ( S60 ). In addition, the control unit 64 may determine that the vehicle 100 is stopped when the speed of the vehicle 100 is 0, or may determine that the vehicle 100 is stopped when the speed of the vehicle 100 is lower than a predetermined threshold value S (S>0).

In addition, as shown in S40 of FIG. 12 , the air conditioner 10 repeatedly executes the process of FIG. 13 until the end condition of the air conditioning is satisfied. As a result, the mode of cooling operation is adjusted to be optimal according to changes in operating time and vehicle speed.

Fig. 14 is a flowchart illustrating in detail the air-conditioning control in the maximum air volume mode in S52 of Fig. 13 . If the voltage is being applied to the Peltier module 14 (YES in S70 ), the control unit 64 ends the voltage application to the Peltier module 14 ( S72 ). If no voltage is being applied to the Peltier module 14 ("No" in S70), S72 is skipped. The controller 64 controls the air distribution control door 34 so that the air sent from the blower 22 is preferentially sent to the air-conditioning flow path 40 (S74). For example, the control unit 64 sends a command to the air distribution control door 34 to make the ratio of the amount of air sent to the air-conditioning flow path 40 to the amount of air sent to the first exhaust flow path 48 1 to 0 (100%: 0%) to indicate the opening adjustment signal.

The controller 64 communicates the air-conditioning flow path 40 and the shoulder blowing flow path 42 . That is, the control part 64 adjusts the air path switching door 36 so that all the air from the air-conditioning flow path 40 may flow to the shoulder blowing flow path 42 (S76). If the voltage is not being applied to the blower 22 , that is, the air is not being blown (NO in S78 ), the control unit 64 starts applying a voltage to the blower 22 to start blowing air from the blower 22 ( S80 ). If voltage is being applied to the blower 22 (YES in S78), S80 is skipped.

In addition, regarding S74 of controlling the air distribution control door 34 and S76 of adjusting the air passage switching door 36 , the processing order may be reversed, and the order is collectively controlled by the control unit 64 .

FIG. 15 shows the air flow during the cooling operation in the maximum air volume mode, and shows the air flow after S80 in FIG. 14 . Since the Peltier module 14 is closed, the air flowing in the air-conditioning flow path 40 is not cooled. However, all the air sent from the blower 22 is blown out from the shoulder outlet 24 through the air-conditioning flow path 40 and the shoulder outlet flow path 42 , so that the maximum air volume can be supplied to passengers.

Fig. 16 is a flowchart illustrating in detail the air-conditioning control in the middle air volume/intercooler mode of S58 in Fig. 13 . If the voltage is not being applied to the Peltier module 14 (YES in S90 ), the control unit 64 starts applying the voltage to the Peltier module 14 . That is, the control unit 64 starts cooling the heat utilization surface 16 of the Peltier module 14 (S92). If the voltage is being applied to the Peltier module 14 ("No" of S90), S92 is skipped. The control unit 64 adjusts the air distribution control door 34 so that the air sent from the blower 22 flows to both the air-conditioning flow path 40 and the first exhaust flow path 48 ( S94 ). For example, the control unit 64 sends a command to the air distribution control door 34 to make the ratio of the amount of air sent to the air-conditioning flow path 40 to the amount of air sent to the first exhaust flow path 48 1:1 (50%: 50%) to indicate the signal for opening adjustment.

The controller 64 communicates the air-conditioning flow path 40 and the shoulder blowing flow path 42 . That is, the control part 64 adjusts the air path switching door 36 so that all the air from the air-conditioning flow path 40 may flow to the shoulder blowing flow path 42 (S96). S98 and S100 are the same as S78 and S80 in FIG. 14 , and therefore description thereof will be omitted. The air flow during the cooling operation in the medium air volume/intercooler mode, in other words, the air flow after S100 is the same as in FIG. 3 . In the medium air volume/intermediate cooling mode, the air volume blown from the shoulder air outlet 24 becomes about half of the air volume sent by the blower 22, but it can provide passengers with a moderate cooling effect by the heat utilization surface 16 of the Peltier module 14. wind.

In addition, regarding S94 of controlling the air distribution control door 34 and S96 of adjusting the air passage switching door 36 , the processing order may be reversed, and the order is collectively controlled by the control unit 64 .

FIG. 17 is a flowchart showing in detail the air-conditioning control in the low air volume/strong cooling mode of S60 in FIG. 13 . S110 to S114 are the same as S90 to S94 in FIG. 16 , so description thereof will be omitted. The controller 64 controls the air path switching door 36 so that the air flowing in from the air conditioning flow path 40 flows to both the shoulder blowing flow path 42 and the first return flow path 44 ( S116 ). For example, the controller 64 sends a command to the air path switching door 36 to make the ratio of the amount of air sent to the shoulder blowing flow path 42 to the amount of air sent to the first return flow path 44 1:1 (50%). : 50%) to indicate the opening adjustment signal.

The controller 64 controls the return control door 38 so that the air flowing in from the first return flow path 44 flows only to the second return flow path 46 ( S118 ). That is, the control unit 64 sends a command to the return control door 38 to make the ratio of the amount of air sent to the second return flow path 46 to the amount of air sent to the foot outlet flow path 45 1 to 0 (100%: 0%) to indicate the opening adjustment signal. S120 and S122 are the same as S78 and S80 in FIG. 14 , and therefore description thereof will be omitted.

In addition, the processing order of S114 for controlling the air distribution control door 34 , S116 for adjusting the air passage switching door 36 , and S118 for controlling the return control door 38 can also be changed, and the order is uniformly controlled by the control unit 64 .

FIG. 18 shows the air flow during the cooling operation in the low air volume/strong cooling mode, and shows the air flow after S122 in FIG. 17 . The air sent from the blower 22 toward the Peltier module 14 flows to both the air-conditioning flow path 40 and the first exhaust flow path 48 . The air flowing into the air-conditioning flow path 40 is cooled by the heat utilization surface 16 of the Peltier module 14 . A part (half in the fifth embodiment) of the air cooled in the air-conditioning channel 40 is sent out from the shoulder outlet 24 via the shoulder outlet channel 42 .

In addition, a part (half in the fifth embodiment) of the air cooled in the air-conditioning flow path 40 returns to the blower 22 via the first return flow path 44 and the second return flow path 46 . The blower 22 sends out the air flowing in from the second return flow path 46 to the Peltier module 14 . As a result, the air cooled once in the air-conditioning flow path 40 flows into the air-conditioning flow path 40 again to be further cooled. In addition, the cooled air is also sent to the first exhaust flow path 48, thereby further improving the Peltier effect. Like this, in the low air volume/strong cooling mode, the air volume blown from the shoulder air outlet 24 is about 1/4 of the air volume sent by the blower 22, but it can provide passengers with a higher wind volume than in the medium air volume/intercooling mode. In terms of further cooling wind.

According to the air conditioner 10 of the fifth embodiment, without changing the voltage applied to the Peltier module 14 and the blower 22, it is possible to pass the voltage of the air damper in the air flow path (in particular, the air path switching door 36 and the return control door 38). Adjust the opening to adjust the air volume and temperature of the air conditioner. Thereby, energy loss accompanying voltage transformation can be suppressed. In addition, the cost involved in the transformer can also be reduced.

In addition, in the air conditioner 10 of the fifth embodiment, the air volume and temperature of the air conditioner are adjusted using the operation time as a parameter. Thereby, the comfort of a passenger can be improved. For example, a high cooling effect can be provided by turning off the Peltier module 14 and setting the maximum air volume immediately after the start of operation. In addition, when a certain amount of time has elapsed since the start of the operation, the cooled air can be used to cool the occupants while suppressing the air volume.

In addition, in the air conditioner 10 of the fifth embodiment, the air volume and temperature of the air conditioner are adjusted using the vehicle speed as a parameter. Thereby, the comfort of a passenger can be improved. For example, during the movement of the vehicle 100, cool air cooled to a moderate degree is provided to the occupants. When the vehicle 100 is stopped, the temperature inside the vehicle tends to rise, so that the occupants can be supplied with cold air that is further cooled. This method is especially suitable for the following commuter cars: when the wind enters the car from the outside of the car when moving, the wind from the outside to the inside of the car stops when the car is parked, and the temperature inside the car tends to rise.

The present disclosure has been described above through the first to fifth embodiments. These embodiments are illustrative, and various modifications can exist in combinations of these components or processes, and such modifications also belong to the scope of the present disclosure.

A modified example of the third embodiment will be described. In the third embodiment, as the cleaning process for the Peltier module 14 , a heating operation is performed. As a modified example thereof, as the cleaning process for the Peltier module 14 , a ventilation operation in a state where the Peltier module 14 is closed may be performed. Specifically, when the cleaning execution condition is satisfied, the control unit 64 may cause the blower 22 to start blowing air without applying a voltage to the Peltier module 14 . In addition, the control unit 64 may adjust the air distribution control door 34 so that the air sent from the blower 22 flows only to the air-conditioning flow path 40 . That is, as the cleaning process for the Peltier module 14, the control unit 64 may execute the maximum air volume operation described in the fifth embodiment.

In the case where cooling operation is performed while IG switch 102 is on, it is considered that the outside air temperature or the vehicle interior temperature is high. According to the air conditioner 10 of the modified example, relatively high temperature air can be brought into contact with the heat utilization surface 16 of the Peltier module 14 at a strong air volume while keeping the Peltier module 14 closed. Therefore, also in the air conditioner 10 of the modified example, it is possible to quickly dry the water generated on the heat utilization surface 16 of the Peltier module 14 . In addition, since the Peltier module 14 is not energized, power consumption in the vehicle 100 can be reduced.

In addition, when the temperature detected by the temperature sensor 26 or the temperature sensor 30 is equal to or higher than a predetermined threshold, or when the air temperature outside the vehicle or the temperature in the cabin is equal to or higher than a predetermined threshold, the control unit 64 may Ventilation operation in a state where the Peltier module 14 is closed is performed. The threshold temperature can be determined based on the developer's knowledge, experiments using the air conditioner 10, and the like. Alternatively, if the detected temperature is lower than the threshold temperature, the control unit 64 may perform the heating operation described in the third embodiment as the cleaning process of the Peltier module 14 .

The air conditioner 10 of the fourth embodiment uses temperature as a parameter to adjust the air blowing temperature during cooling operation and heating operation. As a modified example, the air conditioner 10 may also adjust the air outlet temperature using at least one of the operating time and the vehicle speed as a parameter, similarly to the fifth embodiment.

A combination of the fourth embodiment and the fifth embodiment is also useful as an embodiment of the present disclosure. By combining the structure of the fourth embodiment for adjusting the air distribution control door 34 and the structure of the fifth embodiment for adjusting the air passage switching door 36 and the return control door 38 , more detailed air volume adjustment and temperature adjustment can be realized.

Specifically, during cooling operation in the middle air volume/intercooler mode of the fifth embodiment, the control unit 64 sets the ratio of the air flowing to the first exhaust flow path 48 to the air-conditioning flow path at the air distribution control door 34 . The ratio of the air volume of 40 to the air volume of the first exhaust flow path 48 is 1 to 1 (50%:50%) and increases. Through this control, it is possible to send out more cooled air with a lower air volume. In addition, in the cooling operation of the low air volume/strong cooling mode of the fifth embodiment, the control unit 64 sets the ratio of the air flowing to the first exhaust flow path 48 relative to the air-conditioning flow path 40 at the air distribution control door 34 . The ratio of the air volume to the air volume of the first exhaust flow path 48 increases in a state of 1:1 (50%:50%). Through this control, it is possible to send out more cooled air with a lower air volume. Thus, by combining the fourth embodiment and the fifth embodiment, the air-conditioning effect can be further improved, and various combinations of air volume and temperature can be realized.

Another example related to the combination of the fourth embodiment and the fifth embodiment will be described. When the outlet temperature should be lower than the current temperature during cooling operation in the medium air volume/intercooling mode, the control unit 64 of the air conditioner 10 reduces the flow rate to the air conditioning flow path 40 side than the current one. On the other hand, the flow rate to the first exhaust flow path 48 is increased more than the current one. It is also possible to adjust the opening degree of the air distribution control door 34 in this way. Also, when the outlet temperature should be higher than the current temperature during cooling operation in the medium air volume/intercooler mode, the control unit 64 increases the air volume to the air-conditioning flow path 40 side than the current one. On the other hand, the air volume flowing into the first exhaust flow path 48 is reduced from the current one. It is also possible to adjust the opening degree of the air distribution control door 34 in this way.

Alternatively, when the current outlet temperature is higher than the target value of the outlet temperature (for example, the first target value or the second target value in the fifth embodiment), the control unit 64 may determine that the outlet temperature should be higher than the current outlet temperature. Low temperature. On the other hand, when the current blowing temperature is lower than the target value of the blowing temperature (for example, the first target value or the second target value in the fifth embodiment), the control unit 64 may determine that the blowing temperature should be increased. The temperature is higher than the current temperature. In addition, the control unit 64 may also perform such opening degree adjustment processing of the air distribution control door 34 in the low air volume/strong cooling mode.

Still another example related to the combination of the fourth embodiment and the fifth embodiment will be described. The control unit 64 of the air conditioner 10 may first set the flow rate to the air-conditioning flow path 40 to a predetermined minimum value and the flow rate to the first exhaust flow path 48 to a predetermined maximum value in the low air volume/strong cooling mode. Adjust the opening degree of the air distribution control door 34 in a manner. Then, the control unit 64 may adjust the openings of the air path switching door 36 and the return control door 38 so that part of the cool air returns to the blower 22 when the blowing temperature should be lower than the current temperature. In addition, the control unit 64 may adjust the openings of the air path switching door 36 and the return control door 38 multiple times so that the amount of cold air returning to the blower 22 gradually increases, so that the blowing temperature gradually approaches the target value.

Arbitrary combinations of the above-described embodiments and modified examples are also useful as embodiments of the present disclosure. A new embodiment produced by combination has both the effects of the combined embodiment and the effect of the modified example. In addition, the functions to be realized by each technical feature can be realized by a single component of each component shown in the embodiments and modifications or by cooperation thereof.

In addition, the techniques described in the embodiments and modifications can also be specified by the following items.

[Item 1-1]

As shown in FIG. 1 , the air conditioner 10 has a blower 22, an air outlet (shoulder air outlet 24), an exhaust port 32, an air conditioning flow path 40, an exhaust flow path (first exhaust flow path 48), and a Peltier air outlet. Module 14. The shoulder air outlet 24 is used to send the air sent from the blower 22 into the passenger compartment. The exhaust port 32 is used to send out the air sent from the blower 22 to the outside of the vehicle. The air conditioning flow path 40 is provided from the blower 22 to the shoulder outlet 24 . The first exhaust flow path 48 is provided from the blower 22 to the exhaust port 32 . The Peltier module 14 cools the air flowing in the air-conditioning flow path 40 , and discharges heat to the air flowing in the first exhaust flow path 48 according to the cooling. The Peltier module 14 is provided with a through hole (water pipe 20 ) shown in FIG. .

According to this structure, the water generated on the heat utilization surface 16 as the cooling surface of the Peltier module 14 can be moved to the heat exhaust surface 18 via the water pipe 20, and the water can be evaporated by the warm air on the heat exhaust surface 18 and released from the heat exhaust surface. Air port 32 is exhausted. Accordingly, it is possible to suppress unpleasant smells due to dew condensation on the heat utilization surface 16 of the Peltier module 14 . In addition, there is no need for a pipe for discharging water generated by dew condensation to the outside of the vehicle.

[Item 1-2]

As shown in FIG. 6 , a heat dissipation member 56 may be provided on the heat discharge surface 18 of the Peltier module 14 facing the first exhaust flow path 48 . The heat dissipation member 56 transmits the exhaust heat of the Peltier module 14 . In this case, the water pipe 20 of the Peltier module 14 is configured such that water generated on the heat utilization surface 16 facing the air-conditioning flow path 40 adheres to the heat dissipation member 56 .

Evaporation of water can be promoted by flowing the water generated on the heat utilization surface 16 toward the heat dissipation member 56 , and the latent heat of evaporation can be used to contribute to improvement of the Peltier effect.

[item 1-3]

A groove may also be provided in the heat dissipation member 56 . Thereby, the surface area of the water adhering to the heat dissipation member 56 increases, and the evaporation of water can be promoted.

[item 1-4]

As shown in FIG. 7 , a heat dissipation member 56 and a water retention member 58 may be provided on the heat discharge surface 18 of the Peltier module 14 facing the first exhaust flow path 48 . The heat dissipation member 56 transmits the exhaust heat of the Peltier module 14 , and the water retention member 58 receives water generated on the heat utilization surface 16 facing the air-conditioning flow path 40 . The water pipe 20 of the Peltier module 14 is configured to allow water generated on the heat utilization surface 16 to flow to the water retention member 58 provided at a position where air heated by the heat dissipation member 56 contacts.

By making the water generated on the heat utilization surface 16 flow toward the water retention member 58 , it is possible to prevent water from adhering to the heat dissipation member 56 . In addition, by bringing the air heated by the heat dissipation member 56 into contact with the water retention member 58 , evaporation of the water retained by the water retention member 58 can be promoted.

[Item 2-1]

As shown in FIGS. 1 and 2 , the air conditioner 10 includes a blower 22 , a Peltier module 14 , an air conditioner flow path 40 , and a control unit 64 . The Peltier module 14 cools or heats the air sent from the blower 22 . The air conditioning flow path 40 flows air cooled or heated by the Peltier module 14 . When the IG switch 102, which is the ignition switch of the vehicle 100, is turned off, the Peltier module 14 is cooling the air flowing in the air-conditioning passage 40, the control unit 64 turns the Peltier module 102 on while the IG switch 102 is off. The post module 14 heats the air flowing in the air-conditioning flow path 40 .

According to this structure, the water generated by dew condensation on the cooling surface of the Peltier module 14 (in particular, the heat utilization surface 16) can be dried as quickly as possible, thereby preventing the generation of mold and the like which are the source of unpleasant smells. .

[Item 2-2]

Alternatively, when the IG switch 102 of the vehicle 100 is turned off, the Peltier module 14 is cooling the air flowing in the air-conditioning flow path 40 and the vehicle 100 is being charged, the control unit 64 may turn off the IG switch. While 102 is closed, the Peltier module 14 heats the air flowing in the air-conditioning flow path 40 .

Thereby, it is possible to prevent the battery of the vehicle 100 from being depleted due to autonomously performing heating. In addition, charging of the vehicle 100 generally takes a certain amount of time, and passengers are often not in the vehicle 100 being charged, so it is easy to avoid high-temperature/high-humidity wind from coming into contact with the passengers.

[Item 2-3]

The air conditioner 10 may further include an exhaust port 32 , a door (air path switching door 36 ), and an exhaust flow path (second exhaust flow path 50 ). The exhaust port 32 sends out the air exhausted by cooling or heating in the Peltier module 14 to the outside of the vehicle. The air path switching door 36 is provided at the branch point of the air conditioning flow path 40 and the second exhaust flow path 50 , and can be switched so that the air flowing in the air conditioning flow path 40 flows to the exhaust port 32 through the second exhaust flow path 50 . When the controller 64 causes the Peltier module 14 to heat the air flowing in the air-conditioning flow path 40 while the IG switch 102 is off, the air path switching door is set so that the heated air flows to the exhaust port 32 . 36 for control.

Thereby, it is possible to prevent high-temperature/high-humidity wind from reaching passengers due to autonomously performing heating. In addition, it is possible to prevent high-temperature/high-humidity air from being stuffy in the vehicle compartment.

[Item 3-1]

The air conditioner 10 has a blower 22, an air outlet (shoulder outlet 24), an exhaust port 32, an air conditioning flow path 40, an exhaust flow path (first exhaust flow path 48), a Peltier module 14, a door (with Wind control door 34) and control part 64. The shoulder air outlet 24 is used to send the air sent from the blower 22 into the passenger compartment. The exhaust port 32 is used to send out the air sent from the blower 22 to the outside of the vehicle. The air conditioning flow path 40 is provided from the blower 22 to the shoulder outlet 24 . The first exhaust flow path 48 is provided from the blower 22 to the exhaust port 32 . The Peltier module 14 cools or heats the air flowing in the air-conditioning flow path 40 , and discharges heat to the air flowing in the first exhaust flow path 48 according to the cooling or heating. The air distribution control door 34 can adjust the amount of air sent from the blower 22 to the air-conditioning flow path 40 and the amount of air sent from the blower 22 to the first exhaust flow path 48 . The control unit 64 controls the air distribution control door 34 so as to send air to both the air-conditioning flow path 40 and the first exhaust flow path 48 . When the condition for improving the air-conditioning effect is satisfied, the control unit 64 controls the air distribution so that the amount of air sent to the air-conditioning flow path 40 is reduced and the amount of air sent to the first exhaust flow path 48 is increased. Control gate 34 .

According to this configuration, low-volume and low-temperature cold air can be sent during cooling, and low-volume and high-temperature warm air can be sent during heating, thereby improving the air-conditioning effect.

[Item 3-2]

While the Peltier module 14 is cooling the air flowing in the air-conditioning flow path 40, when the temperature of the air sent out from the shoulder outlet 24 is satisfied, the air sent to the air-conditioning flow path 40 is sent to the air-conditioning flow path 40. The amount of air is reduced. On the other hand, the amount of air sent to the first exhaust flow path 48 is increased. The controller 64 may also control the air distribution control door 34 in this way.

As a result, cold air with a low air volume and low temperature can be sent, and the air-conditioning effect during cooling can be improved.

[Item 3-3]

While the Peltier module 14 is heating the air flowing in the air-conditioning flow path 40, when the temperature of the air sent out from the shoulder outlet 24 is satisfied, the temperature of the air sent to the air-conditioning flow path 40 is increased. The amount of air sent decreases, and the amount of air sent to the first exhaust flow path 48 increases. The controller 64 may also control the air distribution control door 34 in this way.

Thereby, low air volume and high temperature warm air can be sent, and the air conditioning effect at the time of heating can be improved.

[Item 4-1]

The air conditioner 10 has a blower 22, a Peltier module 14, an outlet (shoulder outlet 24), a first flow path (shoulder outlet flow path 42), a second flow path (first return flow path 44 and second return flow path 44). flow path 46), door (air path switching door 36), and control unit 64. The Peltier module 14 cools the air sent from the blower 22 . The shoulder air outlet 24 is used to send the air cooled by the Peltier module 14 into the passenger compartment. The shoulder outlet flow path 42 guides the air cooled by the Peltier module 14 to the shoulder outlet 24 . The second flow path is used to return the air cooled by the Peltier module 14 to the blower 22 . The air path switching door 36 is provided at a branch point between the shoulder blowing flow path 42 and the second flow path, and adjusts the amount of air flowing to the second flow path. The control unit 64 controls the air passage switching door 36 according to the speed of the vehicle 100 .

According to this configuration, it is possible to realize air conditioning at a temperature and an air volume suitable for the speed of the vehicle 100 , thereby improving passenger comfort.

[Item 4-2]

The air conditioner 10 has a blower 22, a Peltier module 14, an outlet (shoulder outlet 24), an exhaust port 32, an air conditioning flow path 40, an exhaust flow path (a first exhaust flow path 48), a door (a Wind control door 34) and control part 64. The Peltier module 14 cools the air sent from the blower 22 . The shoulder air outlet 24 is used to send the air cooled by the Peltier module 14 into the passenger compartment. The exhaust port 32 is used to send out the air exhausted with cooling in the Peltier module 14 to the outside of the vehicle. The air-conditioning flow path 40 is provided to reach the shoulder outlet 24 via the Peltier module 14 . The first exhaust flow path 48 is provided to reach the exhaust port 32 via the Peltier module 14 . The air distribution control door 34 can adjust the amount of air sent to the air-conditioning flow path 40 and the amount of air sent to the first exhaust flow path 48 . The control unit 64 switches between the following first mode and second mode according to the running time of the vehicle 100 . In the first mode, voltage is applied to the Peltier module 14 and the air distribution control door 34 is controlled so as to send air to both the air-conditioning flow path 40 and the first exhaust flow path 48 . In the second mode, the voltage application to the Peltier module 14 is stopped, and the air distribution control door 34 is controlled so that the amount of air sent to the air-conditioning flow path 40 is larger than that in the first mode.

According to this configuration, it is possible to realize air conditioning at a temperature and an air volume suitable for the running time of the vehicle, thereby improving the comfort of passengers.

[Item 4-3]

The control unit 64 in Item 4-2 may control the air distribution control door 34 in the second mode for a predetermined period immediately after the engine of the vehicle 100 is started, and control the air distribution control door 34 in the first mode after the predetermined period has elapsed. door34.

In this case, it is possible to provide a high cooling effect to passengers by increasing the air volume of the air conditioner immediately after the start of operation, and when a certain amount of time has passed since the start of operation, it is possible to send cooled air while suppressing the air volume. air to provide passengers with a comfortable cooling sensation.

Industrial availability

The vehicle-mounted air conditioner of the present disclosure is particularly suitable as an air conditioner for small electric vehicles.

Explanation of reference signs

10: air conditioner; 12: seat; 12a: seat cushion; 12b: seat back; 14: Peltier module; 16: heat utilization surface; 18: heat exhaust surface; 20: water pipe; 21: suction Air port; 22: blower; 23: air supply port; 24: shoulder outlet; 26: temperature sensor; 28: foot outlet; 30: temperature sensor; 32: exhaust port; 33: ventilation pipe; 34: accessories Air control door; 36: Air switching door; 37: Exhaust control door; 38: Return control door; 39: Air supply flow path; 40: Air conditioning flow path; 42: Shoulder blowing flow path; 44: First return flow 45: foot blowing flow path; 46: second return flow path; 48: first exhaust flow path; 50: second exhaust flow path; 52: water inlet; 53: heat dissipation component; 54: drain outlet ;56: heat dissipation component; 58: water retention component; 60: operation input unit; 62: information acquisition unit; 64: control unit; 100: vehicle; 102: IG switch; 104: power management device; 106: operation management device.

Claims (3)

1. a kind of in-vehicle air conditioner, has：

Air blower；

Blow-off outlet is used to pass out to the air conveyed from the air blower in compartment；

Exhaust outlet is used to pass out to the air conveyed from the air blower outside vehicle；

From the air blower to the air-conditioning flow path of the blow-off outlet；

From the air blower to the exhaust flow path of the exhaust outlet；

Poltier module is cooled down or is heated to the air flowed in the air-conditioning flow path, and to the exhaust flow path The air heat extraction of middle flowing；

Door, to the amount of air from the air blower to the air-conditioning flow path that conveyed from and from the air blower to the exhaust The amount of the air of flow path conveying is adjusted；And

Control unit controls the door in a manner of to the air-conditioning flow path and the exhaust flow path this two side conveying air, In the case of meeting the condition that should improve air-conditioning effect, the control unit is so that the amount of the air conveyed to the air-conditioning flow path subtracts Less and the increased mode of amount of the air conveyed to the exhaust flow path is made to control the door.

2. in-vehicle air conditioner according to claim 1, which is characterized in that

During the air flowed during the Poltier module is to the air-conditioning flow path cools down, it should make from institute meeting In the case of the condition of temperature reduction for stating the air of blow-off outlet submitting, the control unit is so as to air-conditioning flow path conveying The amount of air reduces and the increased mode of amount of the air conveyed to the exhaust flow path is made to control the door.

3. in-vehicle air conditioner according to claim 1 or 2, which is characterized in that

During the air flowed during the Poltier module is to the air-conditioning flow path heats, it should make from institute meeting In the case of the raised condition of temperature for stating the air of blow-off outlet submitting, the control unit is so as to air-conditioning flow path conveying The amount of air reduces and the increased mode of amount of the air conveyed to the exhaust flow path is made to control the door.