CN113306368A

CN113306368A - Dehumidifying device for vehicle

Info

Publication number: CN113306368A
Application number: CN202010118257.2A
Authority: CN
Inventors: 松元昂
Original assignee: Honda Motor Co Ltd
Current assignee: Honda Motor Co Ltd
Priority date: 2020-02-26
Filing date: 2020-02-26
Publication date: 2021-08-27

Abstract

Provided is a vehicle dehumidification device, which is provided with a vehicle having a battery, and is provided with: an adsorbent disposed in the passage and adsorbing moisture in the air; a blower unit that is disposed in the passage and generates an airflow in the passage using the electric power supplied from the battery; a current acquisition unit that acquires an output current of the battery at a time of starting the vehicle; and a regeneration control unit that determines a regeneration mode for recovering the adsorption capacity of the adsorbent, based on the output current acquired by the current acquisition unit. This makes it possible to improve the air purification capability in the vehicle interior without changing the capacity of the battery mounted on the vehicle.

Description

Dehumidifying device for vehicle

Technical Field

The present invention relates to a dehumidifier for a vehicle.

Background

In an air conditioning system mounted on a vehicle, the interior of the vehicle is set to a desired temperature by adjusting the temperature of air taken in from the outside of the vehicle and sending the air to the interior of the vehicle, or by adjusting the temperature of air while circulating the air in the interior of the vehicle and sending the air to the interior of the vehicle. The air in the vehicle interior contains a large amount of water vapor, carbon dioxide, and the like that are physiologically discharged by respiration or metabolism of a passenger of the vehicle. Therefore, in the air conditioning system, a method of removing the above-described water vapor and the like using an adsorbent and the like is adopted.

[ Prior Art document ]

[ patent document ]

[ patent document 1 ] Japanese patent application laid-open No. H10-54586

Disclosure of Invention

On the other hand, since a large amount of electric power is required at the time of starting the vehicle, in the conventional storage battery, it is often the case that the electric power of the air conditioning system such as water vapor cannot be completely supplied, and in this case, the storage battery has to be made large in capacity, which causes a problem of cost increase or size increase. For example, patent document 1 discloses a technique of reducing the flow rate of regeneration air by a damper downstream of an adsorbent in order to improve the start-up characteristics of the adsorbent. However, since the flow rate of the regeneration air is controlled by the damper downstream of the adsorbent, the amount of electric power required at the time of vehicle start-up is not changed from that in the past.

One aspect of the present invention has been made in view of the above circumstances, and an object thereof is to provide a vehicle dehumidifier capable of improving the air purification capacity in the vehicle interior without changing the capacity of a battery mounted on the vehicle.

Means for solving the problems

The vehicle dehumidifier of the present invention has the following configuration.

One aspect (1) of the present invention relates to a vehicle dehumidifier including a battery, the vehicle dehumidifier including: an adsorbent disposed in the passage and adsorbing moisture in the air; a blower unit that is disposed in the passage and generates an airflow in the passage using the electric power supplied from the battery; a current acquisition unit that acquires an output current of the battery at a time of starting the vehicle; and a regeneration control unit that determines a regeneration mode for recovering the adsorption capacity of the adsorbent, based on the output current detected by the current acquisition unit.

(2) The aspect of (1) is based on the aspect of (1), wherein the regeneration control unit determines the regeneration mode as the 1 st mode when the output current acquired by the current acquisition unit is equal to or less than a lower limit value, and performs a normal adsorption process and a normal regeneration process of the adsorbent when the regeneration mode is determined as the 1 st mode.

(3) The aspect of (1) is based on the aspect of (2), wherein when the output current obtained by the current obtaining unit exceeds the lower limit value, the regeneration control unit determines the regeneration mode as a 2 nd mode, and when the regeneration mode is determined as the 2 nd mode, the regeneration control unit performs adsorption processing and performs regeneration processing in a state in which an air volume of the air blowing unit is reduced from an air volume of the normal regeneration processing.

(4) The aspect of (3) is based on the aspect of (3), in which the vehicle dehumidifier further includes a heating unit that heats the adsorbent using electric power supplied from the battery, and the regeneration control unit causes the air blowing unit to adjust the air blowing amount so that the temperature of the adsorbent heated by the heating unit at startup becomes equal to the temperature of the adsorbent heated by the heating unit in the normal regeneration process.

(5) The aspect of (4) is the aspect of (3) or (4), wherein the regeneration control unit causes the air blowing unit to adjust the air blowing amount such that a difference between the air blowing amount at the time of startup with elapse of a predetermined time from immediately after startup and the air blowing amount of the normal regeneration process decreases.

(6) The aspect of (1) above is based on the aspect of (1), wherein the regeneration control unit determines the regeneration mode as a third mode when the output current acquired by the current acquisition unit is equal to or greater than an upper limit value, and stops the adsorption process and the regeneration process when the regeneration mode is determined as the third mode.

(7) The aspect (1) is based on the aspect (1), wherein the adsorbent includes a 1 st adsorbent and a 2 nd adsorbent that adsorb moisture in the air, and the 1 st adsorbent and the 2 nd adsorbent can be alternately adsorbed or regenerated.

(8) The aspect of (1) above is based on the aspect of (1), wherein the vehicle dehumidifying apparatus further includes a calculation unit that calculates a difference between a maximum current of the battery and an output current of the battery at a predetermined output time at a start of the vehicle, and the regeneration control unit determines the regeneration mode based on the difference calculated by the calculation unit.

Effects of the invention

According to any one of the above aspects (1) to (8), the capacity of the battery mounted on the vehicle is not changed, and the air purification capability in the vehicle interior can be improved.

Drawings

Fig. 1 is a diagram showing an example of a schematic configuration of a vehicle air cleaner according to the present embodiment.

Fig. 2 is a diagram showing an example of a schematic configuration of the purification apparatus of the present embodiment.

Fig. 3 is a diagram showing an example of the configuration of the control device according to the present embodiment.

Fig. 4 is a flowchart showing a flow of a series of processing of the control device of the present embodiment.

Fig. 5 is a diagram for explaining an example of a control method in the normal start mode.

Fig. 6 is a diagram for explaining an example of a control method in the power saving start mode.

Fig. 7 is a diagram for explaining another example of the control method in the power saving start mode.

Fig. 8 is a diagram for explaining another example of the control method in the power saving start mode.

Fig. 9 is a diagram for explaining another example of the control method in the transition stop mode.

Fig. 10 is a diagram for explaining another example of the control method in the non-regeneration start mode.

Fig. 11 is a diagram for explaining a relationship between the upper and lower limit values of the output current and the current redundancy.

Fig. 12 is a diagram for explaining a relationship between the upper and lower limit values of the output current and the current redundancy.

Fig. 13 is a diagram for explaining the relationship between the upper and lower limit values of the output current and the current redundancy.

Description of the symbols

1 … vehicle air cleaning device (vehicle dehumidifying device), 10 … cleaning device, 110 … blower, 120 … air distribution mechanism, 121 … opening/closing door, 130 … heating device, 140 … adsorption filter, 150 … flow path switching mechanism, 20 … air conditioner, 30 … sensor, 40 … control device, 410 … control unit, 412 … calculating unit, 414 … cleaning device control unit (regeneration control unit), 416 … air conditioner control unit, 430 … storage unit

Detailed Description

Hereinafter, embodiments of the vehicle dehumidifier according to the present invention will be described with reference to the drawings. In the following description, a case where a vehicle air purification apparatus using the vehicle dehumidification apparatus of the present embodiment is mounted on an electric vehicle will be described as an example. An electrically powered vehicle travels by the driving force of an electric motor driven by the electric power of a battery (secondary battery). In addition, the electric vehicle may be equipped with a battery for auxiliary equipment in addition to a battery for driving the electric motor. The vehicle air purification device is not limited to being mounted on an electric vehicle, and may be mounted on a vehicle having an internal combustion engine as a drive source, a hybrid vehicle, a fuel cell vehicle, or the like.

[ integral Structure ]

Fig. 1 is a diagram showing an example of a schematic configuration of a vehicle air cleaner 1 according to the present embodiment. The vehicle air cleaner 1 sucks and cleans air in a vehicle interior (hereinafter referred to as "interior air") of an electric vehicle. The vehicle air cleaner 1 has a function of removing a substance to be cleaned contained in the sucked interior air. The substance to be purified is typically water vapor, but is not limited thereto, and may include carbon dioxide, odor components, Volatile Organic Compounds (VOC), fine particulate substances (PM2.5), and other substances. The vehicle air cleaner 1 includes, for example, a cleaner 10, an air conditioner 20, a sensor 30, and a controller 40. The various devices described above are operated by the electric power of a battery mounted on an electric vehicle. The vehicle air purification apparatus 1 is an example of a "vehicle dehumidifier".

[ purifying device 10]

The purifier 10 sucks in the interior air of the electric vehicle and removes the substances to be purified contained in the interior air. The purification apparatus 10 purifies a purification target substance contained in the interior gas of the electric vehicle by adsorbing the purification target substance by an adsorption filter (also referred to as an adsorption block) on which an adsorbent is carried, for example, and returns the purified air to the vehicle interior of the electric vehicle. The adsorbent adsorbs the purification target substance with an increase in concentration with the passage of time (with an increase in the amount of internal gas inhaled), and the adsorption capacity or adsorption performance gradually decreases. As a countermeasure, for example, a regeneration treatment is performed in which the adsorbent is heated to desorb the substance to be purified from the adsorbent and recover the adsorption capacity and adsorption performance.

Fig. 2 is a diagram showing an example of a schematic configuration of the purification apparatus 10. In the purification apparatus 10 shown in fig. 2, the flow path through which the sucked internal gas passes is branched into 2 flow paths by, for example, partition walls 10a in the housing after the branching portion. In the following description, the flow path on the vehicle compartment side from the branching portion is referred to as an "inlet flow path", one flow path branched by the partition wall 10a is referred to as a "1 st flow path", and the other flow path is referred to as a "2 nd flow path". The number of flow paths is not limited to 2, and may be 3 or more.

The purifier 10 sucks the interior air of the electric vehicle from an intake port 101 connected to an upstream duct communicating with a vehicle compartment of the electric vehicle. The purifier 10 discharges internal air from which the cleaning target substance is removed by passing the sucked internal air through the 1 st flow path or the 2 nd flow path, that is, air from which the cleaning target substance is removed and purified (hereinafter, referred to as "purified air") from the 1 st exhaust port 105 connected to a downstream side passage communicating with a vehicle interior of the electric vehicle. Thereby, the purified air purified by the purifier 10 is returned to the vehicle interior of the electric vehicle.

The purifier 10 also discharges air for discharging the purification target substance removed when the sucked interior air passes through the 1 st flow path or the 2 nd flow path, that is, air including the purification target substance removed in the past and adsorbed by the adsorbent (hereinafter, referred to as "removed air") from the 2 nd exhaust port 106 connected to the downstream side passage communicating with the outside of the vehicle (outside of the vehicle compartment) of the electric vehicle. Thereby, the purification target substance which the purification device 10 has removed from the inside air is discharged to the outside of the electric vehicle. In the following description, the flow path for returning the purified air from the 1 st flow path to the vehicle interior of the electric vehicle is referred to as a "1 st-1 st flow path", and the flow path for discharging the removed air to the outside of the electric vehicle is referred to as a "1 st-2 nd flow path". The flow path for returning the purified air from the 2 nd flow path to the interior of the electric vehicle is referred to as a "2 nd-1 st flow path", and the flow path for discharging the removed air to the exterior of the electric vehicle is referred to as a "2 nd-2 nd flow path".

The purification device 10 performs, as basic purification operations, an operation of returning purified air to the vehicle interior of the electric vehicle and an operation of discharging the removed air to the outside of the electric vehicle at the same time. Therefore, in the purifier 10, the flow path for returning the purified air to the vehicle interior of the electric vehicle is alternately switched between the 1 st-1 st flow path and the 2 nd-1 st flow path under the control of the controller 40. In the purification device 10, the flow path for discharging the deaerated air to the outside of the vehicle of the electric vehicle is alternately switched between the 1 st-2 nd flow path and the 2 nd-2 nd flow path under the control of the control device 40. For example, in the purification apparatus 10, the control device 40 alternately switches between a first state in which the purge air is caused to flow from the 1 st flow path to the 1 st-1 st flow path and the purge air is caused to flow from the 2 nd flow path to the 2 nd-2 nd flow path, and a second state in which the purge air is caused to flow from the 1 st flow path to the 1 st-2 nd flow path and the purge air is caused to flow from the 2 nd flow path to the 2 nd-1 st flow path.

In the purification apparatus 10 shown in fig. 2, the 1 st exhaust port 105 through which purified air flows and the 2 nd exhaust port 106 through which removed air flows are provided in a group in the 1 st flow path and the 2 nd flow path, respectively. In the following description, the 1 st exhaust port 105 through which the purge air flows from the 1 st passage to the 1 st-1 st passage is referred to as a "1 st-1 exhaust port 105-1", and the 2 nd exhaust port 106 through which the purge air flows to the 1 st-2 nd passage is referred to as a "1 st-2 exhaust port 106-1". The 1 st exhaust port 105 for allowing the purge air to flow from the 2 nd flow path to the 2 nd-1 st flow path is referred to as a "2 nd-1 st exhaust port 105-2", and the 2 nd exhaust port 106 for allowing the purge air to flow to the 2 nd-2 nd flow path is referred to as a "2 nd-2 nd exhaust port 106-2".

The purification device 10 includes, for example, a blower 110, an air distribution mechanism 120, a pair of heating devices 130, a pair of adsorption filters 140, and a pair of flow path switching mechanisms 150. In the purification apparatus 10, one of the pair of heating devices 130, the pair of adsorption filters 140, and the pair of flow path switching mechanisms 150 is disposed on the 1 st flow path side, and the other is disposed on the 2 nd flow path side. In the following description, the heating device 130 disposed on the 1 st flow path side is referred to as a "1 st heating device 130-1", the adsorption filter 140 is referred to as a "1 st adsorption filter 140-1", and the flow path switching mechanism 150 is referred to as a "1 st flow path switching mechanism 150-1". The heating device 130 disposed on the 2 nd flow path side is referred to as a "2 nd heating device 130-2", the adsorption filter 140 is referred to as a "2 nd adsorption filter 140-2", and the flow path switching mechanism 150 is referred to as a "2 nd flow path switching mechanism 150-2". The adsorbent contained in the 1 st adsorption filter 140-1 is an example of the "1 st adsorbent", and the adsorbent contained in the 2 nd adsorption filter 140-2 is an example of the "2 nd adsorbent".

The blower 110 is a fan for sucking and circulating the interior air of the electric vehicle through the intake port 101 connected to the upstream duct under the control of the control device 40. The blower 110 causes the internal air sucked from the suction port 101 to flow into the inlet passage and send the air to the air chamber 102.

The air distribution mechanism 120 distributes the internal air sent to the air chamber 102 by the blower 110 to the 1 st and 2 nd channels based on the control of the control device 40. The air distribution mechanism 120 includes, for example, an opening/closing door 121 that rotates to distribute the internal air to the 1 st flow path and the 2 nd flow path, and a control function (e.g., an actuator, etc.), not shown, that controls the direction and amount of rotation of the opening/closing door 121 based on the control of the control device 40. The internal air in the air chamber 102 distributed by the air distribution mechanism 120 is sent to the 1 st flow path from the 1 st air chamber 103-1 side to the 1 st air chamber 104-1 side and the 2 nd flow path from the 2 nd air chamber 103-2 side to the 2 nd air chamber 104-2 side, respectively.

The heating device 130 is a heater that heats the internal air passing through the flow path after being distributed by the air distributing mechanism 120 based on the control of the control device 40. The 1 st heating device 130-1 disposed in the 1 st flow path passes the internal gas sent to the 1 st flow path in the direction of the 1 st adsorption filter 140-1 with or without heating. The 2 nd heating device 130-2 disposed in the 2 nd flow path heats or directly passes the internal gas sent to the 2 nd flow path in the direction of the 2 nd adsorption filter 140-2 without heating.

The adsorption filter 140 contains an adsorbent that adsorbs a purification target substance contained in the internal gas or desorbs the adsorbed purification target substance when the air having passed through the heating device 130 passes through. When the internal air that has passed through the corresponding heating device 130 without being heated passes through the adsorption filter 140, the substance to be purified contained in the internal air is adsorbed and sent to the air chamber 104. The 1 st adsorption filter 140-1 disposed in the 1 st flow path sends the purified air from which the substances to be purified contained in the indoor air flowing through the 1 st flow path have been removed without being heated by the 1 st heating device 130-1 to the 1 st air chamber 104-1. The 2 nd adsorption filter 140-2 disposed in the 2 nd flow path sends out the purified air from which the substances to be purified contained in the internal air flowing through the 2 nd flow path have been removed without being heated by the 2 nd heating device 130-2 to the 2 nd air chamber 104-2.

The adsorption filter 140 desorbs the purification target substance adsorbed by the adsorbent when the internal gas heated by the heater 130 and passed therethrough passes therethrough, thereby regenerating a state in which the purification target substance is not adsorbed. Thereby, the heated internal air used for regeneration of the adsorption filter 140, that is, the purge air containing the substance to be purified desorbed from the adsorbent is sent to the corresponding air chamber 104. The 1 st adsorption filter 140-1 disposed in the 1 st flow path sends the 1 st air chamber 104-1 the removed air for regeneration by being heated by the 1 st heating device 130-1. The 2 nd adsorption filter 140-2 disposed in the 2 nd flow path sends the removed air for regeneration heated by the 2 nd heating device 130-2 to the 2 nd air chamber 104-2.

The adsorbent contained in the adsorption filter 140 is, for example, zeolite, activated carbon, or the like. The adsorption filter 140 may have a structure in which an adsorbent is supported on or impregnated in a base material of the adsorption filter 140, for example. The structure of the adsorption filter 140 is not limited to this, and may be another structure.

The flow path switching mechanism 150 switches the exhaust port through which the air sent to the air chamber 104 flows preferentially to either the 1 st exhaust port 105 or the 2 nd exhaust port 106, based on the control of the control device 40. The flow path switching mechanism 150 includes, for example, an opening/closing door 151 that rotates to switch the exhaust port, and a control function (e.g., an actuator, etc.), not shown, that controls the direction in which the opening/closing door 151 rotates based on the control of the control device 40.

For example, when the 1 st-1 exhaust port 105-1 is opened and the 1 st-2 exhaust port 106-1 is closed by the 1 st opening/closing door 151-1 constituting the 1 st flow path switching mechanism 150-1 disposed in the 1 st flow path, the purge air in the 1 st air chamber 104-1 is exhausted from the 1 st-1 exhaust port 105-1, flows favorably into the 1 st-1 flow path, and is returned to the interior of the electric vehicle through the downstream side duct connected to the 1 st-1 exhaust port 105-1. On the other hand, when the 1 st air outlet 105-1 is closed and the 1 st-2 st air outlet 106-1 is opened by the 1 st opening/closing door 151-1 constituting the 1 st flow path switching mechanism 150-1, the air in the 1 st air chamber 104-1 is discharged from the 1 st-2 st air outlet 106-1 to flow favorably into the 1 st-2 th flow path, and is discharged to the outside of the electric vehicle through the downstream side passage connected to the 1 st-2 st air outlet 106-1.

[ air-conditioning apparatus 20]

The air conditioner 20 adjusts the environment in the vehicle interior by adjusting the state of the internal air in the vehicle interior of the electric vehicle. The air conditioner 20 is controlled by an air conditioner ECU (electronic Control unit) that receives passenger operations, or is controlled by the controller 40 directly or indirectly via the air conditioner ECU. For example, the air conditioning device 20 adjusts the state of the air in the vehicle interior so that the temperature in the vehicle interior of the electric vehicle matches a target value instructed by the control device 40. The air conditioner 20 operates in either an outside air introduction mode or an inside air circulation mode. The outside air introduction mode is a mode in which the temperature of air taken in from the outside of the vehicle is adjusted and the air is sent into the vehicle interior. The inside air circulation mode is a mode in which the temperature is adjusted while circulating the air in the vehicle interior. The air-conditioning includes pre-air-conditioning for adjusting the temperature in the vehicle interior for a predetermined time before the passenger gets on the electric vehicle, and air-conditioning for the passenger when getting on the electric vehicle.

[ sensor 30]

The sensors 30 include, for example, an outside air temperature sensor 31, an inside air temperature sensor 33, and a current sensor 35. The outside air temperature sensor 31 detects the temperature outside the electric vehicle. The outside air temperature sensor 31 is provided, for example, at a portion (for example, near the front bumper) that is less susceptible to heat from the engine, the vehicle body, and the road surface. The internal air temperature sensor 33 detects an air temperature in the vehicle compartment of the electric vehicle. The inside air temperature sensor 33 is provided, for example, on the lower inside of the instrument panel. The outside air temperature sensor 31 and the inside air temperature sensor 33 may be, for example, thermistors that sense a temperature change as a resistance change. The current sensor 35 detects a current (hereinafter referred to as an output current) output from a battery mounted on the electric vehicle. The current sensor 35 is an example of a "current acquisition unit". The output current of the battery may be calculated based on, for example, the power consumed by the heater of the air conditioner 20 or the power consumed by other auxiliary devices, in addition to or instead of being detected by the current sensor 35. The output current of the battery can be estimated based on a predetermined map (not shown) stored in advance in the storage unit 430.

[ control device 40]

The control device 40 controls the operations of the blower 110, the air distribution mechanism 120, the heating device 130, and the flow path switching mechanism 150 included in the purifying device 10. Further, the control device 40 may control the operation of the air conditioner 20. For example, the controller 40 operates the air conditioner 20 in either one of the outside air introduction mode and the inside air circulation mode. Then, the control device 40 controls the start and end of the pre-air conditioning operation of the air conditioner 20. The control device 40 outputs a control signal for controlling the operation of each device to the corresponding device.

Fig. 3 is a diagram showing an example of the configuration of the control device 40 according to the present embodiment. The control device 40 includes, for example, a control unit 410 and a storage unit 430. The control unit 410 includes, for example, a calculation unit 412, a purification device control unit 414, and an air conditioner control unit 416. The purification device control unit 414 is an example of a "regeneration control unit".

The above-described components are realized by a hardware processor execution program (software) such as a cpu (central Processing unit) or a gpu (graphics Processing unit). Some or all of the above-described components may be realized by hardware (including a circuit unit) such as an lsi (large Scale integration) or an asic (application Specific Integrated circuit), an FPGA (Field-Programmable Gate Array), or a gpu (graphics Processing unit), or may be realized by cooperation of software and hardware. The program may be stored in advance in a storage device (a storage device including a non-transitory storage medium) such as an HDD (hard Disk drive) or a flash memory of the control device 40, or may be stored in a removable non-transitory storage medium such as a DVD or a CD-ROM, and the storage medium may be attached to an HDD or a flash memory of the control device 40 by being mounted on the drive device.

The storage unit 430 is implemented by, for example, an HDD (hard disk drive), a flash memory, an eeprom (electrically Erasable Programmable Read Only memory), a rom (Read Only memory), a ram (random Access memory), or the like. The storage unit 430 stores a program or the like that is read out and executed by a processor, for example.

[ Process flow of control device ]

The flow of the processing of the control device 40 will be described below with reference to a flowchart. Fig. 4 is a flowchart showing a flow of a series of processing of the control device 40 according to the present embodiment. The processing of the flowchart may be repeated at the time of starting the electric vehicle, for example.

The start of the electric vehicle is, for example, timing at which an ignition switch is turned on or timing at which an idle reduction or no idle stop (also referred to as idle reduction or no idle) is performed. At such a timing, the amount of electric power consumed by the load of the electric vehicle increases, and a large current is easily supplied from the battery to the load. The load is an in-vehicle device using electric power of a battery, and includes, for example, other accessories such as a headlight, a wiper, a vehicle audio device, and a defogging heater for a glass, in addition to the above-described purifier 10 and air conditioner 20. The processing of the flowchart is not limited to the start of the electric vehicle, and may be performed in a severe environment such as a congested electric vehicle on an expressway at night in severe winter.

First, the purifying device control portion 414 determines whether or not the air conditioner 20 has performed pre-air conditioning (step S100).

When the purifier control unit 414 determines that the pre-air conditioning has not been performed by the air conditioner 20, the calculation unit 412 obtains the detection value (i.e., the output current value of the battery) from the current sensor 35 (step S102).

Next, the calculation unit 412 calculates the current redundancy based on the acquired detection value of the current sensor 35 (step S104). The current redundancy is an index value indicating how much current (residual current) that can be distributed to the purifier 10 or the like at the time of starting the electric vehicle remains with respect to the maximum current that can be output from the battery (for example, the maximum current that is nominal by the design book) when the maximum current is considered.

For example, the calculation unit 412 calculates a difference between the output current value of the battery detected by the current sensor 35 (the output current value actually measured at the time of starting the electric vehicle) and the maximum output current of the battery obtained in advance by measurement or the like, as the current margin.

Next, the purification device control unit 414 determines the magnitude of the current margin calculated by the calculation unit 412 (step S106).

For example, when it is determined that the current surplus calculated by the calculation unit 412 is equal to or greater than the upper limit value of the surplus (hereinafter, referred to as the upper limit value of the surplus) (in the drawing, the surplus is large), in other words, when the electric vehicle is started and even if electric power is supplied from the battery to various devices or apparatuses other than the purifier 10, the purifier control unit 414 determines the regeneration mode of the purifier 10 as the "normal start mode (japanese: the upward-downward りモード of the normal ち)", when the battery still has electric power sufficient to operate the purifier 10 (step S108). The regeneration mode is a mode for determining the operation of various devices or facilities when performing a regeneration process for recovering the adsorption capacity or adsorption performance of the adsorption filter 140 (adsorbent).

As described above, when the current margin is, for example, a difference between an output current value actually measured at the time of starting the electric vehicle and the maximum output current of the battery as a nominal value, the current margin being equal to or greater than the margin upper limit value means that the actually measured output current value is smaller than the lower limit value of the current value (hereinafter, referred to as a current lower limit value). The current lower limit value may be, for example, a maximum output current value of the battery, which is a nominal value, or a value obtained by multiplying the maximum output current value by a weighting coefficient or adding a bias component.

Therefore, the purification device control unit 414 determines the magnitude of the output current value of the battery detected by the current sensor 35 in the determination process of S106, and when the output current value is smaller than the current lower limit value, may determine the regeneration mode of the purification device 10 as the "normal start mode". The normal start mode is an example of the "1 st mode".

When the regeneration mode of the purification apparatus 10 is determined as the normal start mode, the purification apparatus control unit 414 performs the normal adsorption process and the normal regeneration process. The normal adsorption process and the normal regeneration process are performed in a state where the amount of air blown by the blower 110 or the amount of heat heated by the heater 130 is a predetermined amount (for example, the maximum amount that can be output), unlike the adsorption process and the regeneration process performed in the various modes described later.

Fig. 5 is a diagram for explaining an example of a control method in the normal start mode. LN11 in the figure indicates a change in current capacity of the battery according to the time elapsed since the start of the electric vehicle (hereinafter referred to as elapsed time). TH represents an upper limit value of the current capacity of the battery, i.e., an upper current limit value. LN12 represents a change in the current consumption (power consumption) of the air conditioner 20 according to the elapsed time. LN13-1 indicates a change in elapsed time according to the sum of the air flow rate generated by blower 110 during the regeneration process and the air flow rate generated by blower 110 during the adsorption process. LN13-2 indicates a change in the elapsed time of the amount of air blown by blower 110 during the regeneration process. LN14 represents a change in elapsed time of the consumed current (consumed power) when the regeneration process is performed by the purifier 10. That is, LN14 represents a change in elapsed time corresponding to the sum of the current consumed by blower 110 and the current consumed by heating device 13. LN15-1 indicates, for example, a change in temperature (i.e., a heating temperature by the 1 st heating device 130-1) with the elapse of time when the regeneration process is performed on the 1 st flow path side. On the other hand, LN15-1 indicates the change in temperature (i.e., the heating temperature by the 2 nd heating device 130-12) with the elapse of time when the regeneration treatment is performed on the 2 nd flow path side.

As shown in the illustrated example, in the normal start mode, even if the air conditioner control unit 416 controls the air conditioner 20 to adjust the temperature in the vehicle interior during a transient period (start period) corresponding to the time of start of the vehicle, the purification device control unit 414 can control the amount of air blown by the blower 110 and the amount of heat generated by the heating device 130 to predetermined amounts because the current margin is equal to or greater than the margin upper limit value (i.e., the output current of the battery is equal to or less than the current lower limit value). Thereby, the adsorption filter 140 of either the 1 st adsorption filter 140-1 or the 2 nd adsorption filter 140-2 adsorbs water vapor or the like, and the other adsorption filter 140 is regenerated by hot air.

Returning to the description of the flowchart of fig. 4. Next, the air conditioner control unit 416 controls the air conditioner 20 so that the amount of external air (FRE in the drawing) is reduced from the amount of internal air (REC in the drawing) in the normal start mode (step S110).

On the other hand, when it is determined in the determination process of S106 that the current margin calculated by the calculation unit 412 is equal to or more than the margin lower limit and less than the margin upper limit (when the output current of the battery exceeds the current lower limit) (in the figure, the margin is medium to small), the purification device control unit 414 determines the regeneration mode of the purification device 10 as the "power saving start mode (japanese: power saving ち upper corner りモード)" (step S112). The power saving start mode is an example of the "2 nd mode".

When the regeneration mode of the purifier 10 is determined as the power saving start mode, the purifier control unit 414 performs the adsorption process and performs the regeneration process in a state where the amount of air blown by the blower 110 is reduced as compared with the regeneration process performed in the normal start mode.

Fig. 6 is a diagram for explaining an example of a control method in the power saving start mode. LN16-1 in fig. 6 indicates a change with time in the air volume on the 1 st flow rate side, and LN16-2 indicates a change with time in the air volume on the 2 nd flow rate side.

As shown in the illustrated example, in the power saving start mode, the purge device control unit 414 reduces the amount of air blown by the blower 110 compared to the normal start mode during a transient period corresponding to the start of the vehicle. This can reduce the amount of current consumed for the regeneration process performed by the purifier 10 during the transient period.

Fig. 7 is a diagram for explaining another example of the control method in the power saving start mode. LN11# in the figure indicates a change in the elapsed time of the current capacity of the battery when the adsorption process and the regeneration process are performed in the normal start mode. As indicated by LN11#, in the normal start mode, the current margin is smaller than the margin upper limit value (i.e., the output current of the battery is equal to or larger than the current upper limit value).

In contrast, in the example of fig. 7, the purge device control unit 414 in the power saving start mode reduces the air volume during regeneration and the air volume during adsorption in the transient period and further in the transient period. Specifically, the purification device control unit 414 adjusts the amount of air blown by the blower 110 so that the temperature of the adsorption filter 140 heated by the heating device 130 becomes equal to the temperature of the adsorption filter 140 heated by the heating device 130 in the regeneration process (normal regeneration process) in the normal start mode. Thus, even in a state where the power consumption of the purifier 10 is suppressed in the power saving start mode, the adsorption performance and adsorption capacity of the adsorption filter 140 can be regenerated by the temperature of the air blown to the adsorption filter 140 being the same as in the normal start mode.

Fig. 8 is a diagram for explaining another example of the control method in the power saving start mode. In the example of fig. 8, the purge device control unit 414 in the power saving start mode gradually decreases the air volume during regeneration and the air volume during adsorption in the order of the transition period and the transition period. Specifically, the purification device control unit 414 adjusts the amount of air blown by the blower 110 during the transition period from the transient period to the transition period so as to reduce the difference between the amount of air blown in the power saving start mode and the amount of air blown in the normal start mode. As a result, the regeneration process is performed while increasing the power consumption according to an increase in the output current of the battery by changing from the transition period to the transition period, and therefore, the adsorption performance and the adsorption capacity of the adsorption filter 140 can be regenerated while saving power.

Returning to the description of the flowchart of fig. 4. Next, the air conditioner control unit 416 controls the air conditioner 20 in the power saving start mode so that the external air amount (FRE in the drawing) is equal to or greater than the internal air amount (REC in the drawing) (step S114). In this way, at the time of starting the vehicle, the outside air amount is made equal to or higher than the inside air amount, thereby ensuring defogging properties.

On the other hand, if it is determined in the determination process of S106 that the current surplus calculated by the calculation unit 412 is less than the surplus lower limit (in the figure, there is no surplus), the purification device control unit 414 determines the regeneration mode of the purification device 10 as the "transient stop mode" (step S116). The transition stop mode is an example of the "third mode".

When the regeneration mode of the purifier 10 is determined as the transient stop mode, the purifier control unit 414 performs the adsorption process and performs the regeneration process in a state in which the amount of air blown by the blower 110 is reduced as compared with the regeneration process performed in the power saving start mode.

Fig. 9 is a diagram for explaining another example of the control method in the transition stop mode. In the example of fig. 9, the purification device control unit 414 in the transient stop mode stops the adsorption process and the regeneration process. As described above, by not performing the adsorption process and the regeneration process at the time of starting the vehicle, it is possible to operate the vehicle air purification device 1 with minimum electric power while further saving electric power.

Returning to the description of the flowchart of fig. 4. Next, the air conditioner control unit 416 controls the air conditioner 20 to increase the external air amount (FRE in the drawing) to the internal air amount (REC in the drawing) in the transient stop mode (step S118). In this way, the amount of outside air is increased as compared to the amount of inside air at the time of starting the vehicle, thereby ensuring defogging properties.

Next, the purification device control unit 414 determines whether or not the transient period has ended based on the detection value of the current sensor 35 (step S120), and if it is determined that the transient period has not ended, the process returns to step S100.

On the other hand, when determining that the transient period has ended, the purifier control unit 414 ends the modes that are mainly performed during the transient period, such as the normal start mode, the power saving start mode, and the transient stop mode (step S122).

On the other hand, when it is determined in the determination process of S100 that the pre-air conditioning has been performed by the air conditioner 20, the purification device control unit 414 determines whether or not the regeneration process by the purification device 10 has been performed (step S124).

When determining that the regeneration process by the purifier 10 has been executed, the purifier control unit 414 determines the regeneration mode of the purifier 10 as the "no regeneration start mode" (step S126).

Fig. 10 is a diagram for explaining another example of the control method in the non-regeneration start mode. The purification device control unit 414 in the regeneration non-start mode stops heating the adsorption filter 140, but does not stop blowing air to the adsorption filter 140 by the blower 110. That is, the purification device control unit 414 in the non-regeneration start mode stops the regeneration process and performs the adsorption process. Thus, the regeneration process can be performed during pre-air conditioning in which the current margin is higher (the output current is lower) than when the vehicle is started, and the comfort in the vehicle interior can be improved. Further, the current margin at the time of starting the vehicle after that can be further improved, and the electric power reduction of the entire system can be realized.

Fig. 11 to 13 are diagrams for explaining the relationship between the upper and lower limit values of the output current and the current redundancy. In the figure I_MAXThe maximum output current of the battery obtained by measurement or the like in advance is shown. LN21 represents electric power consumed by purifier 10 and air conditionerThe total power consumption of the power consumed by the power management device 20 and the power consumed by other auxiliary devices is changed. LN22 indicates a change in the output power of the battery detected by the current sensor 35. The output power may be converted to power obtained by removing the power consumed by the purifier 10 from the LN21, that is, power consumed by the air conditioner 20 and power consumed by other auxiliary devices.

As described above, the current margin is the output current of the battery shown by LN22 and the maximum output current I of the battery_MAXThe difference between them. As in the example of fig. 11, when the current margin is equal to or greater than the margin upper limit value and the current margin is sufficiently large, the output current of the battery shown by LN22 becomes equal to or less than the current lower limit value. In this case, the air conditioner control unit 416 enters the normal start mode.

As in the example of fig. 12, when the current margin is smaller than the margin upper limit value and equal to or greater than the margin lower limit value and is smaller than the situation in fig. 11, the output current of the battery shown by LN22 exceeds the current lower limit value. In this case, the air conditioner control unit 416 enters the power saving start mode.

As in the example of fig. 13, when the current margin is smaller than the margin lower limit value and the current margin is smaller than the situation of fig. 12, the output current of the battery shown by LN22 becomes equal to or larger than the current upper limit value. In this case, the air conditioner control unit 416 enters the transient stop mode.

According to the embodiment described above, a vehicle having a battery for driving an electric motor or a battery for auxiliary machines includes: the adsorption filter 140 disposed in a flow path through which air in a vehicle interior passes, the blower 110 disposed in the flow path and generating an air flow in the flow path using power supplied from the battery, the current sensor 35 detecting an output current of the battery at the time of starting the vehicle, and the purifier control unit 414 determining a regeneration mode for recovering the adsorption capacity or performance of the adsorption filter 140 based on the output current detected by the current sensor 35, thereby making it possible to determine a regeneration mode optimal for the output current of the battery at the time of starting the vehicle with a large power consumption. As a result, the capacity of the battery is not changed, and the air purification capability in the vehicle interior can be improved.

Further, according to the above-described embodiment, since the adsorption treatment and the regeneration treatment are performed simultaneously in the normal start mode, the adsorption filter 140 can adsorb moisture and the like in the air in the vehicle compartment while regenerating (recovering) the adsorption capacity or performance of the adsorption filter 140.

Further, according to the above-described embodiment, since the adsorption process is performed in the power saving start mode and the regeneration process is performed in a state in which the amount of air blown by blower 110 is reduced as compared with the regeneration process performed in the normal start mode, the amount of air blown to adsorption filter 140 can be reduced even when the vehicle is started with a large power consumption, thereby achieving power saving.

In the above-described embodiment, in the power saving start mode, the amount of air blown by blower 110 is adjusted so that the temperature of adsorption filter 140 heated by heating device 130 is equal to the temperature of adsorption filter 140 heated by heating device 130 in the regeneration process (normal regeneration process) in the normal start mode. Thus, even in a state where the power consumption of the purifier 10 is suppressed in the power saving start mode, the adsorption performance and adsorption capacity of the adsorption filter 140 can be regenerated by the temperature of the air blown to the adsorption filter 140 being the same as in the normal start mode.

In the above-described embodiment, the amount of air blown by blower 110 is adjusted during the period from the transition period to the transition period so that the difference between the amount of air blown in the power saving start mode and the amount of air blown in the normal start mode is reduced in the power saving start mode. As a result, the regeneration process is performed while increasing the power consumption in accordance with an increase in the output current of the battery by changing from the transition period to the transition period, and therefore, the adsorption performance and the adsorption capacity of the adsorption filter 140 can be regenerated while saving power.

In the above embodiment, the adsorption process and the regeneration process are stopped in the transient stop mode. As described above, by not performing the adsorption process and the regeneration process at the time of starting the vehicle, it is possible to operate the vehicle air purification device 1 with minimum electric power while further saving electric power.

Further, according to the above embodiment, the 1 st adsorption filter 140-1 provided in the 1 st flow path and the 2 nd adsorption filter 140-2 provided in the 2 nd flow path alternately perform adsorption and regeneration, and therefore the moisture amount in the vehicle interior can be kept constant.

< other embodiment (modification) >

Other embodiments are described below. The purification device control unit 414 may set the adsorption time to be shorter as the amount of air blown by the blower 110 is smaller. Accordingly, appropriate control can be performed in accordance with a change in adsorption performance of the adsorbent, and particularly, when the adsorption time is set short, the amount of adsorption to the adsorbent is also reduced, so that power saving for adsorption can be achieved.

In addition, the process of S112 of the above-described flowchart may be performed at the time of pre-air conditioning.

While the embodiments for carrying out the present invention have been described above, the present invention is not limited to the embodiments, and various modifications and substitutions can be made without departing from the spirit of the present invention.

Claims

1. A vehicle dehumidifier, in a vehicle having a battery, comprising:

an adsorbent disposed in the passage and adsorbing moisture in the air;

a blower unit that is disposed in the passage and generates an airflow in the passage using the electric power supplied from the battery;

a current acquisition unit that acquires an output current of the battery at a time of starting the vehicle; and

and a regeneration control unit that determines a regeneration mode for recovering the adsorption capacity of the adsorbent, based on the output current acquired by the current acquisition unit.

2. The dehumidifying device for a vehicle according to claim 1, wherein,

the regeneration control unit determines the regeneration mode as a 1 st mode when the output current acquired by the current acquisition unit is equal to or less than a lower limit value,

when the regeneration mode is determined to be the 1 st mode, the regeneration control unit performs a normal adsorption process and a normal regeneration process of the adsorbent.

3. The dehumidifying device for a vehicle according to claim 2,

the regeneration control unit determines the regeneration mode as a 2 nd mode when the output current acquired by the current acquisition unit exceeds the lower limit value,

when the regeneration mode is determined to be the 2 nd mode, the regeneration control unit performs adsorption processing and performs regeneration processing in a state where the air blowing amount of the air blowing unit is reduced from the air blowing amount of the normal regeneration processing.

4. The dehumidifying device for a vehicle according to claim 3, wherein,

the vehicle dehumidifier further includes a heating unit configured to heat the adsorbent using power supplied from the battery,

the regeneration control unit may adjust the air blowing amount by the air blowing unit so that the temperature of the adsorbent heated by the heating unit at the time of startup becomes equal to the temperature of the adsorbent heated by the heating unit in the normal regeneration process.

5. The dehumidifying apparatus for a vehicle according to claim 3 or 4, wherein,

the regeneration control unit adjusts the air blowing amount so that a difference between the air blowing amount at the time of start-up and the air blowing amount of the normal regeneration process decreases with the elapse of a predetermined time from immediately after start-up.

6. The dehumidifying device for a vehicle according to claim 1, wherein,

the regeneration control unit determines the regeneration mode as a third mode when the output current acquired by the current acquisition unit is equal to or greater than an upper limit value,

when the regeneration mode is determined to be the third mode, the regeneration control unit stops the adsorption process and the regeneration process.

7. The dehumidifying device for a vehicle according to claim 1, wherein,

the adsorbent comprises a 1 st adsorbent and a 2 nd adsorbent which adsorb moisture in the air,

the 1 st adsorbent and the 2 nd adsorbent can be alternately adsorbed or regenerated.

8. The dehumidifying device for a vehicle according to claim 1, wherein,

the vehicle dehumidifier further includes a calculation unit that calculates a difference between a maximum current of the battery and an output current of the battery at a predetermined output when the vehicle is started,

the regeneration control unit determines the regeneration mode based on the difference calculated by the calculation unit.