JP2017171130A - On-vehicle air conditioning device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To attain an on-vehicle air conditioning device suppressing energy loss due to voltage transformation.SOLUTION: A Peltier module 14 cools air sent from a blower 22. A shoulder part blowout port 24 sends out the air cooled by the Peltier module 14 into a cabin. An air passage switching door 36 is disposed on a branch point between a shoulder part blowout flow passage 42 introducing the air cooled by the Peltier module 14 to the shoulder part blowout port 24 and a first return flow passage 44 returning the air to the blower 22, and adjusts the amount of the air to be flown to the first return flow passage 44. The control part of the air conditioning device 10 controls the air passage switching door 36 in accordance with the speed of the vehicle.SELECTED DRAWING: Figure 18

Description

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

  A heating / cooling device for seats has been proposed that changes the voltage applied to the blower and the Peltier element according to the environmental conditions in the passenger compartment (see, for example, Patent Document 1).

JP 2006-123874 A

  In Patent Document 1, it is necessary to change the voltage applied to either or both of the blower and the Peltier element in order to adjust the blowing temperature in the seat air conditioning. At the time of transformation, loss occurs and a part of energy is lost as heat.

  This invention is made | formed in view of such a condition, and the main objective is to implement | achieve the vehicle-mounted air conditioner which suppresses the loss of energy by transformation.

  In order to solve the above-described problems, an in-vehicle air conditioner according to an aspect of the present invention includes a blower, a Peltier module that cools air sent from the blower, and a blowout port that sends out air cooled by the Peltier module to the vehicle interior. A door for adjusting the amount of air flowing to the second flow path, provided at a branch point between the first flow path for guiding the air cooled by the Peltier module to the outlet and the second flow path for returning to the blower, and a vehicle A control unit that controls the door according to the speed of the vehicle.

  Another aspect of the present invention is also an in-vehicle air conditioner. This device includes a blower, a Peltier module that cools the air sent from the blower, a blowout port that sends out air cooled by the Peltier module to the vehicle interior, and air exhausted by cooling in the Peltier module. A door that adjusts an exhaust port that is sent out of the vehicle, an amount of air that is sent to the air-conditioning flow path to the outlet through the Peltier module, and an amount of air that is sent to the exhaust flow path to the exhaust port via the Peltier module; (1) A first mode in which voltage is applied to the Peltier module and the door is controlled so as to send air to both the air conditioning flow path and the exhaust flow path; and (2) the voltage application to the Peltier module is stopped and air conditioning is performed. And a control unit that switches a second mode for controlling the door so that the amount of air sent to the flow path is larger than that in the first mode according to the driving time of the vehicle.

  Note that any combination of the above components, the expression of the present invention converted between a system, a computer program, a recording medium recording the computer program, a vehicle equipped with the present apparatus, and the like are also included as an aspect of the present invention. It is valid.

  According to the on-vehicle air conditioner of the present invention, energy loss due to voltage transformation can be suppressed.

It is sectional drawing of the air conditioning apparatus which concerns on an Example. It is a block diagram which shows the function structure of the vehicle which concerns on an Example. It is a figure which shows the basic flow of air at the time of air_conditionaing | cooling operation. It is a figure which shows the basic flow of air at the time of heating operation. It is a top view of the Peltier module of 1st Example. It is sectional drawing of the Peltier module of 1st Example. It is sectional drawing of the Peltier module of 2nd Example. It is a flowchart which shows operation | movement of the air conditioning apparatus which concerns on 3rd Example. It is a figure which shows the flow of the air at the time of a cleaning process. It is a figure which shows the flow of the air after the air-conditioning change conditions are satisfy | filled at the time of air_conditionaing | cooling operation. It is a figure which shows the flow of the air after the air-conditioning change conditions are satisfy | filled at the time of heating operation. It is a flowchart which shows operation | movement of the air conditioning apparatus which concerns on 5th Example. It is a flowchart which shows the automatic air conditioning control of step S36 of FIG. 12 in detail. It is a flowchart which shows in detail the air-conditioning control in the maximum air volume mode of step S52 of FIG. It is a figure which shows the flow of the air at the time of the cooling operation in maximum air volume mode. It is a flowchart which shows in detail the air-conditioning control in medium air quantity and medium cooling mode of step S58 of FIG. It is a flowchart which shows in detail the air conditioning control in the low air volume and strong cooling mode of step S60 of FIG. It is a figure which shows the flow of the air at the time of air_conditionaing | cooling operation in low air volume and strong cooling mode.

  The present embodiment relates to an air conditioner mounted on a vehicle, and more particularly to an air conditioner mounted on a small electric vehicle called a “commuter”. In a commuter, the passenger compartment may not become a sealed space in order to prevent fogging of the windshield and ensure visibility. The present inventor considered that the effect of the air conditioning of the entire commuter cabin is small. The air conditioner according to the present embodiment performs air conditioning of individual seats such as seats, not air conditioning of the entire passenger compartment.

  In addition, it is difficult to mount a general compressor and heat exchanger in a commuter from the viewpoint of size and vibration. Therefore, the air conditioner of the present embodiment uses the Peltier module as a heat exchanger. Furthermore, the commuter is required to be lighter and save power. For this reason, the air conditioner of this embodiment uses a single blower. As described above, this embodiment proposes an in-vehicle air conditioner that improves comfort in air conditioning for individual seats under the constraints of a Peltier module and a single blower.

  Although the vehicle according to the embodiment is a commuter, the air conditioner proposed in the embodiment can be applied to an electric vehicle, a gasoline vehicle, a hybrid vehicle, and the like other than the commuter. In particular, it can be widely applied to cooling and heating using a Peltier module. Below, although the characteristic of the air conditioner which this inventor proposes is demonstrated ranging from 1st Example to 5th Example, the structure and operation | movement common to each Example are demonstrated first.

  FIG. 1 is a cross-sectional view of an air conditioner 10 according to an embodiment. The air conditioner 10 is provided below and behind a vehicle seat cushion 12a and a seat back 12b (hereinafter collectively referred to as "seat 12"). The air conditioner 10 includes a Peltier module 14, a blower 22, a shoulder outlet 24, a foot outlet 28, an exhaust outlet 32, and a ventilation pipe 33 that forms an air flow path between these members.

  The shoulder opening 24 is an outlet that blows out cool air during cooling operation. The shoulder opening 24 is installed in the upper part of the seat back 12b, typically near the shoulder of the passenger. A temperature sensor 26 is installed at the shoulder outlet 24. The temperature sensor 26 detects the temperature of air blown from the shoulder opening 24 to the outside of the air conditioner 10. The foot outlet 28 is installed below the seat cushion 12a, typically near the feet of the occupant. A temperature sensor 30 is installed at the foot outlet 28. The temperature sensor 30 detects the temperature of air blown out from the foot outlet 28 to the outside of the air conditioner 10. The exhaust port 32 is a blow-out port that blows out air including exhaust heat from the Peltier module 14 to the outside of the vehicle. The exhaust port 32 is typically installed facing the outside of the vehicle.

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

  The Peltier module 14 includes a heat utilization surface 16 and a heat exhaust surface 18 that are configured by Peltier elements. The heat utilization surface 16 cools or heats air for air conditioning blown out from the shoulder outlet 24 or the foot outlet 28 according to the polarity of the applied voltage. The heat exhaust surface 18 cools or heats the air sent out of the vehicle through the exhaust port 32. The exhaust heat surface 18 transmits the exhaust heat generated by the cooling or heating on the use heat surface 16 to the air exhausted outside the vehicle. During the cooling operation, the heat utilization surface 16 functions as a cooling surface, while the exhaust heat surface 18 functions as a heating surface. Conversely, during heating operation, the heat utilization surface 16 functions as a heating surface, while the heat exhaust surface 18 functions as a cooling surface.

  The ventilation pipe 33 of the air conditioner 10 can also be referred to as an air duct, and includes therein a plurality of doors for adjusting the direction and amount of air flow. In this embodiment, an air distribution control door 34, an air path switching door 36, an exhaust control door 37, and a return control door 38 are provided. Each door may be referred to as a valve or an air damper, and may be, for example, a motor damper. Each door is provided at a branch point of the air flow path inside the ventilation pipe 33. Each door communicates a branch source channel and a branch destination channel according to a signal received from the control unit 64 described later, and mechanically sends an air volume sent to each of the one or more branch destination channels. Configured to be adjustable.

  The air flow path inside the ventilation pipe 33 includes the air flow path 39, the air conditioning flow path 40, the shoulder outlet flow path 42, the first return flow path 44, the foot blow flow path 45, the second return flow path 46, and the first exhaust flow. A passage 48 and a second exhaust passage 50 are included. The air flow path 39 is an air flow path between the air outlet 23 of the blower 22 and the air distribution control door 34, and guides air blown from the blower 22 to the Peltier module 14 side. The air conditioning channel 40 is an air channel between the air distribution control door 34 and the air channel switching door 36, and guides the air blown from the blower 22 to the heat utilization surface 16 of the Peltier module 14. The first exhaust channel 48 is an air channel between the air distribution control door 34 and the exhaust port 32, and guides the air blown from the blower 22 to the exhaust port 32 through the heat exhaust surface 18 of the Peltier module 14.

  The shoulder opening air flow passage 42 is an air passage between the air passage switching door 36 and the shoulder opening air outlet 24, and guides the air flowing through the air conditioning passage 40 to the shoulder opening air outlet 24. The first return passage 44 is an air passage between the air passage switching door 36 and the return control door 38, and guides the air flowing through the air conditioning passage 40 to the foot outlet 28 or the blower 22. The second exhaust passage 50 is an air passage between the air passage switching door 36 and the exhaust control door 37, and guides the air flowing through the air conditioning passage 40 to the exhaust port 32.

  The foot outlet passage 45 is an air passage between the return control door 38 and the foot outlet 28, and guides the air flowing through the first return passage 44 to the foot outlet 28. The second return flow path 46 is an air flow path between the return control door 38 and the blower 22, and guides the air flowing through the first return flow path 44 to the blower 22. The first return channel 44 and the second return channel 46 form a channel that is sent from the blower 22 and returns the air cooled or heated by the Peltier module 14 to the blower 22 again. The blower 22 includes an intake port (not shown) that takes in air flowing through the second return flow path 46.

  The air distribution control door 34 is provided at a branch point of the air flow path 39, the air conditioning flow path 40, and the first exhaust flow path 48. The air distribution control door 34 adjusts so that the air flowing in from the air flow path 39 flows into at least one of the air conditioning flow path 40 and the first exhaust flow path 48. The air path switching door 36 is provided at a branch point of the air conditioning channel 40, the shoulder outlet channel 42, the first return channel 44, and the second exhaust channel 50. The air path switching door 36 adjusts so that the air flowing in from the air conditioning channel 40 flows into at least one of the shoulder outlet channel 42, the first return channel 44, and the second exhaust channel 50.

  The return control door 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 adjusts so that the air flowing in from the first return flow path 44 flows into at least one of the foot outlet flow path 45 and the second return flow path 46. The exhaust control door 37 is provided at the junction of the first exhaust passage 48 and the second exhaust passage 50. The exhaust control door 37 is a check valve and allows air to flow from the second exhaust flow path 50 to the first exhaust flow path 48, while air flows from the first exhaust flow path 48 to the second exhaust flow path 50. To prevent.

  In FIG. 1, for convenience, the air-conditioning flow path 40 and the heat utilization surface 16 of the Peltier module 14 are drawn apart from each other, but the heat utilization surface 16 of the Peltier module 14 is directly connected to the air flowing through the air-conditioning flow path 40. It may be configured to touch. Similarly, the exhaust heat surface 18 of the Peltier module 14 may be configured to directly contact the air flowing through the first exhaust flow path 48. Moreover, the heat utilization surface 16 and the exhaust heat surface 18 may include a heat radiation member for efficient heat radiation (a heat exchange member for efficient heat exchange).

  FIG. 2 is a block diagram illustrating a functional configuration of the vehicle 100 according to the embodiment. Each block in the block diagram of the present specification can be realized in hardware by an element and a mechanical device including a computer CPU and memory, and in software by a computer program or the like. Here, The functional block realized by those cooperation is drawn. Therefore, those skilled in the art will understand that these functional blocks can be realized in various forms by a combination of hardware and software.

  The vehicle 100 includes the air conditioner 10 illustrated in FIG. 1, an IG switch 102, a power management device 104, and an operation management device 106 that are not illustrated in FIG. 1. These devices may be connected by wired communication such as a dedicated line or CAN (Controller Area Network). Further, the communication may be performed by wired communication or wireless communication such as USB, Ethernet (registered trademark), Wi-Fi (registered trademark), or Bluetooth (registered trademark).

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

  The driving management device 106 manages the driving state (behavior, etc.) of the vehicle 100 based on signals from various detection devices (not shown) and signals from the driving operation unit (not shown). The detection device includes, for example, a speed sensor and a position detection device (GPS: Global Positioning System). The driving operation unit includes a steering, 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 from the start of operation of the vehicle 100 (hereinafter referred to as “operation time”). For example, the operation management device 106 acquires information indicating that the IG switch 102 is turned on from the power management device 104, and measures the elapsed time from the acquisition of the information to the present as the elapsed time from the start of operation. Also good.

  The air conditioner 10 includes the Peltier module 14, the blower 22, the air distribution control door 34, the air path switching door 36, the feedback control door 38, the temperature sensor 26, and the temperature sensor 30 shown in FIG. The air conditioner 10 further includes an operation input unit 60, an information acquisition unit 62, and a control unit 64 not shown in FIG.

  The operation input unit 60 is a user interface device that receives an occupant's operation that instructs the operation of the air conditioner 10. The operation input unit 60 includes a button or a touch panel display, and may be integrated with a screen of the car navigation system. The operation input unit 60 inputs an operation signal indicating an air conditioning operation instruction input by the occupant to the control unit 64.

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

  The control unit 64 receives an operation signal input from the operation input unit 60 and an information input from the information acquisition unit 62. In addition, the control unit 64 receives a signal indicating the temperature detected by each sensor from the temperature sensor 26 and the temperature sensor 30. The control unit 64 determines the operation mode of the air conditioner 10 according to 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 the presence / absence of voltage application to the Peltier module 14 and the polarity of the applied voltage. Further, the control unit 64 controls the presence / absence of voltage application to the blower 22. Moreover, the control part 64 controls the direction and amount of the ventilation in each door by controlling each actuator of the air distribution control door 34, the air path switching door 36, and the return control door 38. In other words, the control unit 64 controls the opening direction and the opening amount of each door.

  Here, a basic operation during the cooling operation of the air conditioner 10 will be described. At the start of the cooling operation, the control unit 64 applies a voltage to the Peltier module 14 with a polarity that allows the use heat surface 16 of the Peltier module 14 to function as a cooling surface. Further, the control unit 64 adjusts the air distribution control door 34 so that the air sent from the blower 22 flows through both the air conditioning channel 40 and the first exhaust channel 48. Furthermore, the control unit 64 causes the air-conditioning flow path 40 and the shoulder outlet flow path 42 to communicate with each other, that is, adjusts the air path switching door 36 so that all the air from the air-conditioning flow path 40 flows to the shoulder opening outlet flow path 42. Furthermore, the control unit 64 applies a voltage to the blower 22 to start blowing.

  FIG. 3 shows a basic air flow during the cooling operation. The air sent from the blower 22 flows through both the air conditioning channel 40 and the first exhaust channel 48. The air that has flowed 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 through the shoulder outlet channel 42. On the other hand, the air that has flowed into the first exhaust passage 48 is heated by the exhaust heat surface 18 of the Peltier module 14, and the heated air is discharged from the exhaust port 32 to the outside of the vehicle.

  Next, a basic operation during the heating operation of the air conditioner 10 will be described. At the start of heating operation, the control unit 64 applies a voltage to the Peltier module 14 with a polarity that allows the use heat surface 16 of the Peltier module 14 to function as a heating surface. Further, the control unit 64 adjusts the air distribution control door 34 so that the air sent from the blower 22 flows through both the air conditioning channel 40 and the first exhaust channel 48. Further, the control unit 64 causes the air conditioning flow path 40 and the first return flow path 44 to communicate with each other, that is, 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. To do. Further, the control unit 64 causes the first return flow path 44 and the foot outlet flow path 45 to communicate with each other, that is, the feedback control door 38 is set so that all the air from the first return flow path 44 flows to the foot outlet flow path 45. adjust. Furthermore, the control unit 64 applies a voltage to the blower 22 to start blowing.

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

Hereinafter, each characteristic of the air conditioner in the first to fifth embodiments will be described.
(First embodiment)
First, the outline of the first embodiment will be described. During the cooling operation, the heat utilization surface 16 of the Peltier module 14 becomes a cooling surface and condensation occurs. If the water generated on the heat utilization surface 16 is left as it is, mold and the like may propagate and an unpleasant odor may be produced during the subsequent air conditioning operation. It is difficult to install a duct that discharges water from the use heat surface 16 of the Peltier module 14 to the outside of the vehicle because it requires a change in the vehicle structure. In addition, in an electric vehicle, a battery is often mounted on the bottom surface of the vehicle, and there is a problem that it is not preferable to flow water near the battery.

  In order to solve such a problem, the first embodiment proposes a technique for removing water generated on the heat utilization surface 16 of the Peltier module 14. Specifically, in the Peltier module 14 of the first embodiment, the use heat surface 16 is provided by providing a through hole 20 (hereinafter referred to as “water pipe”) that penetrates from the use heat surface 16 to the heat removal surface 18. The water generated in step 1 is moved to the heat exhaust surface 18.

  FIG. 5 is a top view of the Peltier module 14 according to the first embodiment. The figure shows the heat utilization surface 16 of the Peltier module 14. The heat utilization surface 16 of the Peltier module 14 is provided with a plurality of heat dissipating members 53 for transmitting heat generated by the Peltier effect to the air flowing through the air conditioning channel 40. The heat dissipating member 53 is formed of a metal rod or plate. The utilization heat surface 16 is provided with a plurality of water inlets 52 at predetermined positions between the heat radiation members 53 (five in the figure). Further, it is preferable that the use heat surface 16 is inclined toward the water inlet 52. Thereby, the water generated on the use heat surface 16 can easily move to the water inlet 52 side, and the discharge of water from the use heat surface 16 can be promoted.

  FIG. 6 is a cross-sectional view of the Peltier module 14 according to the first embodiment. FIG. 5 is a cross-sectional view taken along line AA in FIG. In the air conditioner 10, the Peltier module 14 is installed so that the heat utilization surface 16 is on the upper side and the heat removal 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. In addition, drainage ports 54 for discharging water are provided on the heat exhaust surface 18 (two in the figure).

  Inside the Peltier module 14, a water pipe 20 that is a pipe (hole) penetrating from the heat utilization surface 16 to the heat exhaust surface 18 and communicated from the water inlet 52 to the water outlet 54 is provided. Further, the water pipe 20 is preferably provided with an inclination toward the drain port 54. Thereby, it is possible to promote the movement of the water inside the water pipe 20 to the drain port 54.

  The heat exhaust surface 18 of the Peltier module 14 is provided with a plurality of heat radiating members 56 (also referred to as heat radiating fins) for transmitting the heat exhausted by the Peltier effect to the air flowing through the first exhaust flow path 48. The heat dissipating member 56 is formed of a metal rod or plate. The heat radiating member 56 on the heat exhaust surface 18 and the heat radiating member 53 on the heat utilization surface 16 may be the same structure or may be different structures. In the air conditioner 10 in the present embodiment, a structure for increasing the surface area of the attached water is provided particularly on the surface of the heat radiating member 56 of the exhaust heat surface 18. This structure is a groove in this embodiment, but may be an uneven structure.

  The broken lines in FIG. 6 indicate the air flow in the first exhaust flow path 48. The water pipe 20 of the Peltier module 14 is configured such that water that has passed through the water pipe 20 adheres to the heat radiating member 56. Specifically, the drain port 54 of the water pipe 20 is installed in the vicinity of the heat radiating member 56 and on the upstream side of the air flow in the first exhaust passage 48 from the at least one heat radiating member 56.

  The effect | action by the structure of the above Peltier module 14 is demonstrated. As described above, during the cooling operation, the heat utilization surface 16 of the Peltier module 14 becomes a cooling surface, and condensation occurs on the heat utilization surface 16. The water generated on the heat utilization surface 16 moves to the heat removal surface 18 through the water inlet 52 and the water pipe 20 due to its own weight. The water discharged from the drain outlet 54 of the heat exhaust surface 18 is blown to the heat radiating member 56 by the air flow in the first exhaust passage 48. The water sprayed on the heat radiating member 56 evaporates due to the warm air flowing through the first exhaust passage 48 and the heat of the heat radiating member 56 itself.

  According to the air conditioner 10 of the first embodiment, since the water flow pipe 20 penetrating from the heat utilization surface 16 of the Peltier module 14 to the heat removal surface 18 is provided, the water generated on the heat utilization surface 16 during the cooling operation is used as heat for utilization. It becomes easy to remove from the surface 16. Thereby, it becomes easy to prevent generation | occurrence | production of the unpleasant smell at the time of an air conditioning.

  Further, according to the air conditioner 10, the water generated on the heat utilization surface 16 is caused to flow to the heat radiating member 56 on the heat exhaust surface 18, thereby promoting the evaporation of the water and improving the Peltier effect by the latent heat of vaporization. Can be increased. Furthermore, according to the air conditioner 10, since the groove is provided in the heat radiating member 56, the surface area of the water adhering to the heat radiating 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, a water pipe 20 penetrating from the heat utilization surface 16 to the heat exhaust surface 18 is provided. However, the structure on the heat exhaust surface 18 side of the Peltier module 14 is different from that of the first embodiment. Hereinafter, differences 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 members as those in the first embodiment are denoted by the same reference numerals. In the second embodiment, a water retaining member 58 is further provided on the heat exhaust surface 18 of the Peltier module 14. The water pipe 20 is configured such that water transmitted through the water pipe 20 flows to the water retention member 58. Specifically, the drain port 54 of the water pipe 20 is provided above the water retention member 58.

  The water retention member 58 is preferably formed of a material having high water retention and air permeability, and may be, for example, a filter made of a highly water absorbent polymer. On the heat exhaust surface 18 of the Peltier module 14, the water retaining member 58 is provided at a position where the air heated by the heat radiating member 56 hits. Specifically, the water retention member 58 is installed at a position different from the heat dissipation member 56 and at a position downstream of the airflow in the first exhaust flow channel 48 with respect to the heat dissipation member 56. In the example of FIG. 7, a water retaining member 58 is installed downstream of any heat radiating member 56.

  The effect | action by the structure of the above Peltier module 14 is demonstrated. As described above, during the cooling operation, the heat utilization surface 16 of the Peltier module 14 becomes a cooling surface, and condensation occurs on the heat utilization surface 16. The water generated on the heat utilization surface 16 moves to the heat removal surface 18 through the water inlet 52 and the water pipe 20 due to its own weight. The water discharged from the drain port 54 on the heat exhaust surface 18 side flows to the water retaining member 58 and is retained by the water retaining member 58. The water held in the water retaining member 58 evaporates when the hot air heated by the heat radiating member 56 hits the first exhaust passage 48.

  According to the air conditioner 10 of the second embodiment, water generated on the use heat surface 16 during the cooling operation can be easily removed from the use heat surface 16 as in the first embodiment. Further, the air sufficiently heated by the heat radiating member 56 is applied to the water retaining member 58 to promote the evaporation of the water retained by the water retaining member 58. Furthermore, since the water generated on the heat utilization surface 16 is not directly applied to the heat radiating member 56, the heat radiating member 56 can be prevented from being stained and damaged.

(Third embodiment)
The third embodiment also proposes a technique for removing water generated on the heat utilization surface 16 of the Peltier module 14 in order to solve the same problem as in the first embodiment. Specifically, if the air conditioner 10 according to the third embodiment is performing a cooling operation when the IG switch 102 is turned off, the cleaning process for the Peltier module 14 is performed while the IG switch 102 is turned off. As a heating operation autonomously. Hereinafter, the structure of the air conditioner 10 of 3rd Example is demonstrated in detail.

  The operation input unit 60 is provided with a button (hereinafter referred to as “cleaning button”) that allows an occupant to select whether or not to perform automatic cleaning of the Peltier module 14. The cleaning button may be a physical button or a button image displayed on the touch panel display. The operation input unit 60 inputs an operation signal indicating whether the cleaning button is on or off (that is, whether or not automatic cleaning is performed) to the control unit 64.

  When the IG switch 102 is turned off, the information acquisition unit 62 acquires information indicating that from the power management device 104 and inputs the information to the control unit 64. Further, the information acquisition unit 62 acquires information indicating that from the power management device 104 and inputs the information to the control unit 64 when the vehicle 100 is in a charged state due to power supply from an external device.

  When notified that the IG switch 102 has been turned off, the control unit 64 stores whether or not the cooling operation has been executed immediately before that. In other words, the control unit 64 identifies whether or not the use heat surface 16 of the Peltier module 14 is functioning as a cooling surface until immediately before the IG switch 102 is turned off. Further, the control unit 64 determines whether or not an operation signal indicating that the cleaning button is turned on has been received. Furthermore, control unit 64 determines whether or not information indicating that vehicle 100 is in a charged state has been input.

  The control unit 64 satisfies (1) the IG switch 102 is OFF, (2) the cooling operation is being executed when the IG switch 102 is OFF, (3) the cleaning button is ON, and (4) the vehicle 100 is being charged. If the cleaning execution condition is satisfied, it is determined that the cleaning execution condition is satisfied. When the cleaning execution condition is satisfied, the control unit 64 executes a cleaning process for the Peltier module 14. Specifically, the control unit 64 causes the heat utilization surface 16 of the Peltier module 14 to function as a heating surface, and heats the air flowing through the air conditioning channel 40.

  The operation of the air conditioner 10 according to the third embodiment having the above configuration will be described. As described above, during the cooling operation, the heat utilization surface 16 of the Peltier module 14 becomes a cooling surface, and 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. This figure shows the cleaning process for the Peltier module 14. While the IG switch 102 is on (N in S10), the subsequent operation is skipped and the flow of FIG. If the IG switch 102 is off (Y in S10), the cleaning process has not been executed (N in S12), and the cleaning process is not being executed (N in S14), the control unit 64 satisfies whether the cleaning execution condition is satisfied. Determine. If the cleaning button is on (Y in S16), the controller 64 is in cooling operation when the IG switch 102 is turned off (Y in S18), and the vehicle 100 is being charged (Y in S20). ), 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 that allows the use heat surface 16 of the Peltier module 14 to function as a heating surface, that is, with a polarity opposite to that during cooling operation. Further, 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 channel 40 and the first exhaust channel 48. Further, the control unit 64 causes the air conditioning channel 40 and the second exhaust channel 50 to communicate with each other, that is, adjusts the air path switching door 36 so that all the air from the air conditioning channel 40 flows to the second exhaust channel 50. To do. Furthermore, the control unit 64 applies a voltage to the blower 22 to start blowing.

  FIG. 9 shows the air flow during the cleaning process. The air sent from the blower 22 flows through both the air conditioning channel 40 and the first exhaust channel 48. The air that has flowed into the air conditioning channel 40 is heated by the heat utilization surface 16 of the Peltier module 14. The air heated in the air conditioning channel 40 follows the air path switching door 36-the second exhaust channel 50-the exhaust control door 37-the first exhaust channel 48 and is sent out of the vehicle from the exhaust port 32. The The water generated on the heat utilization surface 16 (in other words, the air conditioning flow path 40) by the cooling operation is evaporated by the hot air flowing through the air conditioning flow path 40 and the heat of the heat utilization surface 16 during the cleaning process, and is discharged outside the vehicle. Is done.

  Returning to FIG. 8, the IG switch 102 is turned on when the heating operation is performed for a predetermined specified time (Y in S24) or even when the execution time of the heating operation is less than the specified time (N in S24). In the case (Y of S26), the control part 64 complete | finishes heating operation (S28). Specifically, in Y of step S24, the control unit 64 stops the voltage application to the Peltier module 14 and the blower 22. On the other hand, in Y of step S26, the control part 64 restarts the air_conditionaing | cooling operation which is an air-conditioning process at the time of IG switch 102 OFF. In step S28, the control unit 64 stores that the cleaning process has been executed. A value that is assumed to be necessary for the specified time, which is an end condition of the heating operation, to evaporate the water on the heat utilization surface 16 may be set. For example, an appropriate specified time may be determined based on the knowledge of the developer or an experiment using the air conditioner 10.

  If the execution time of the heating operation is less than the specified time and the IG switch 102 remains off (N in S26), the flow of this figure is terminated, 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. If the cleaning process is being executed (Y in S14), the process of steps S16 to S22 is skipped, and the process proceeds to step S24 where the execution time of the heating operation is determined. The cleaning process has been executed (Y in S12), the cleaning button is turned off (N in S16), the cooling operation is not performed when the IG switch 102 is turned off (N in S18), or the vehicle 100 is being charged. If not (N in S20), the flow of this figure is terminated, that is, the cleaning process is not executed.

  According to the air conditioner 10 of the third embodiment, if the cooling operation is performed immediately before the IG switch 102 is turned off, the heating operation is automatically performed while the IG switch 102 is turned off. The water produced in 16 can be dried early. Moreover, according to the air conditioner 10, since the cleaning process of the Peltier module 14 is performed on the condition that it is charging, it can be ensured that the IG switch 102 is OFF. In addition, the battery of the vehicle 100 can be prevented from running out. In addition, since the occupant often leaves the vehicle during charging, it is easy to avoid applying high-temperature and high-humidity wind to the occupant during the cleaning process.

  Further, according to the air conditioner 10, when the Peltier module 14 is cleaned, the air heated by the heat utilization surface 16 is discharged from the exhaust port 32 to the outside of the vehicle. Thereby, it can prevent reliably that a wind of high temperature and high humidity hits a passenger | crew. Moreover, it is possible to prevent high-temperature and high-humidity air from being trapped in the passenger compartment.

  A combination of the first embodiment and the third embodiment and a combination of the second embodiment and the third embodiment are also useful. According to the configuration of the first embodiment or the second embodiment, drainage of the heat utilization surface 16 during the cooling operation while the IG switch 102 is on can be realized. However, the configuration of the third embodiment allows the IG switch 102 to be turned off. It is because the drainage between can also be realized.

(Fourth embodiment)
First, the outline of the fourth embodiment will be described. As described above, in the air conditioner 10, the use heat surface 16 of the Peltier module 14 functions as a cooling surface during the cooling operation, and the air flowing through the air conditioning channel 40 is cooled by the use heat surface 16. Further, the heating surface 16 of the Peltier module 14 functions as a heating surface during the heating operation, and the air flowing through the air conditioning channel 40 is heated by the heating surface 16. Until now, in the air conditioner using the Peltier module 14, a specific method for enhancing the air conditioning effect has not been sufficiently proposed.

  The air conditioner 10 according to the fourth embodiment includes the amount of air that flows from the blower 22 to the heat utilization surface 16 side of the Peltier module 14 and the amount of air that flows to the heat removal surface 18 side of the Peltier module 14. Control the ratio with quantity. In other words, the air conditioner 10 controls the ratio of the air inflow amount to the air conditioning channel 40 and the air inflow amount to the first exhaust channel 48 in the air sent from the blower 22. Thereby, the air conditioning effect by the air conditioner 10 using the Peltier module 14 is further enhanced.

  In addition, in order to fully cool or heat the use heat surface 16 of the Peltier module 14, it is necessary to promote the heat exhaust from the heat exhaust surface 18 and enhance the Peltier effect. Therefore, in the air conditioner 10 according to the fourth embodiment, the air sent from the blower 22 is always supplied to both the air conditioning channel 40 and the first exhaust channel 48 during the cooling operation and the heating operation. For example, the air delivery to the first exhaust passage 48 is not stopped.

  Hereinafter, the configuration of the air conditioner 10 according to the fourth embodiment will be described in detail. The control unit 64 of the air conditioner 10 shown in FIG. 2 has an air distribution control door that opens toward both the air conditioning channel 40 and the first exhaust channel 48 during the cooling operation or the heating operation in the air conditioner 10. 34 is controlled. For example, both the opening to the air conditioning flow path 40 and the opening to the first exhaust flow path 48 in the air distribution control door 34 are controlled so as to be always larger than 0%.

  The control unit 64 reduces the amount of air sent to the air-conditioning flow path 40 when a predetermined condition (herein referred to as “air-conditioning change condition”) that should enhance the air-conditioning effect by the air-conditioning apparatus 10 is satisfied. The air distribution control door 34 is controlled so as to increase the amount of air sent to the one exhaust passage 48. For example, the control unit 64 instructs to reduce the amount of air sent to the air conditioning channel 40 and increase the amount of air sent to the first exhaust channel 48 than before the air conditioning change condition is satisfied. A signal may be transmitted to the air distribution control door 34. In addition, the control unit 64 gives a signal instructing the opening degree of the air distribution control door 34 to the air conditioning flow path 40 to be larger than 0% and smaller than the opening degree to the first exhaust flow path 48. You may transmit to the wind distribution control door 34. FIG.

  The air conditioning change condition during the cooling operation is a condition for determining whether or not the temperature of the air delivered from the shoulder outlet 24 should be further reduced. 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. Note that the air conditioning change condition may be appropriately set based on the knowledge of the developer or an experiment using the air conditioner 10.

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

  Further, (3) the control unit 64 may receive a signal indicating the blowing temperature at the shoulder opening 24 from the temperature sensor 26 of the shoulder opening 24. Moreover, the control part 64 may receive the signal which shows the blowing temperature in the foot outlet 28 from the temperature sensor 30 of the foot outlet 28. The air conditioning change condition during the cooling operation is when the blowing temperature at the shoulder outlet 24 is a predetermined value or more, or when the difference between the blowing temperature and the set temperature input from the operation input unit 60 is a prescribed value or more. May be satisfied. The air conditioning change condition during the heating operation is that the temperature at the foot outlet 28 is equal to or lower than a predetermined value, or the difference between the temperature at the outlet and the set temperature input from the operation input unit 60 is equal to or larger than the predetermined value. You may be satisfied if.

  Further, (4) the temperature that is a parameter of the air conditioning change condition may be another temperature that can be detected by a known sensor. For example, the surface temperature of the seat 12 or the skin temperature of an occupant sitting on the seat 12 may be used. The skin temperature can be sensed by using an infrared sensor or the like, and by making the skin temperature a parameter of the air conditioning change condition, it is possible to realize control that is more comfortable for the passenger.

  Furthermore, parameters other than temperature may be used as the parameter of (5) air conditioning change condition. For example, the amount of solar radiation may be set as a parameter so that whether or not the air conditioning change condition is satisfied is determined. In this case, the control unit 64 receives a signal indicating the amount of solar radiation to the occupant from a solar radiation sensor (not shown) that detects the amount of solar radiation to the occupant sitting on the seat 12. The air conditioning change condition may be satisfied when the amount of solar radiation to the occupant is not less than a predetermined value (during cooling operation) or not more than a predetermined value (during heating operation). Further, (6) a clo value that is an index indicating the heat insulation and heat retention of the occupant's clothes sitting on the seat 12 may be used as a parameter. By using these parameters as air conditioning change conditions, it is possible to realize control that is more comfortable for passengers.

  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 in both the cooling operation and the heating operation. For example, the control unit 64 maintains a predetermined applied voltage both before and after the air conditioning change condition is satisfied. This applied voltage is a standard voltage supplied to electrical components in the vehicle 100, for example, a battery voltage, and may be 12V.

  The operation of the air conditioner 10 according to the fourth embodiment having the above configuration will be described. The operation of the air conditioner 10 and the air flow in the air conditioner 10 before the air conditioning change condition is satisfied during the cooling operation are as described above with reference to FIG. Before the air conditioning change condition is satisfied, the control unit 64 of the air conditioner 10 has a one-to-one (50%: 50) ratio of the amount of air sent to the air conditioning channel 40 and the amount of air sent to the first exhaust channel 48. %)) May be transmitted to the air distribution control door 34 to instruct the 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 the cooling operation, the control unit 64 reduces the amount of air sent from the blower 22 to the air conditioning channel 40 and reduces the amount of air sent to the first exhaust channel 48. The air distribution control door 34 is controlled so as to increase the amount. For example, the control unit 64 may set the ratio of the amount of air sent to the air conditioning channel 40 and the amount of air sent to the first exhaust channel 48 to 1 to 2 (33.3%: 66.7%). A signal instructing opening adjustment may be transmitted to the air distribution control door 34.

  FIG. 10 shows the air flow after the air conditioning change condition is satisfied during the cooling operation. The air sent from the blower 22 flows through both the air conditioning channel 40 and the first exhaust channel 48, but the amount of air flowing into the air conditioning channel 40 is smaller than before the air conditioning change condition is satisfied. On the other hand, the amount of air flowing to the first exhaust passage 48 is greater than 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 to the air conditioning channel 40 and the amount of air flowing to the first exhaust channel 48 becomes large. As a result, the amount of cool air that is cooled by the heat utilization surface 16 of the Peltier module 14 and blown out from the shoulder outlet 24 becomes smaller than before the air conditioning change condition is satisfied.

  In this way, by reducing the amount of air flowing through the air conditioning channel 40, the cooling effect by the heat utilization surface 16 of the Peltier module 14 on the air flowing through the air conditioning channel 40 can be further enhanced. Furthermore, by increasing the amount of air flowing through the first exhaust passage 48, the exhaust heat efficiency at the exhaust heat surface 18 of the Peltier module 14 is increased, the Peltier effect is enhanced, and the heat utilization surface 16 can be further cooled. . Thereby, it is possible to send air at a lower temperature from the shoulder outlet 24 before satisfying the air conditioning change condition. That is, in the air conditioner 10, it is possible to realize low air speed and strong cooling, and to improve the comfort of air conditioning.

  The operation of the air conditioner 10 and the air flow in the air conditioner 10 before the air conditioning change condition is satisfied during the heating operation are as described above with reference to FIG. Before the air conditioning change condition is satisfied, the control unit 64 of the air conditioner 10 has a one-to-one (50%: 50) ratio of the amount of air sent to the air conditioning channel 40 and the amount of air sent to the first exhaust channel 48. %)) May be transmitted to the air distribution control door 34 to instruct the opening 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 from the blower 22 to the air conditioning passage 40 and reduces the amount of air sent to the first exhaust passage 48. The air distribution control door 34 is controlled so as to increase the amount. For example, the control unit 64 sets the ratio of the amount of air sent to the air conditioning channel 40 and the amount of air sent to the first exhaust channel 48 to 1 to 2 (33.3%: 66.7%). A signal instructing opening adjustment may be transmitted to the air distribution control door 34.

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

  In this way, by reducing the amount of air flowing through the air conditioning channel 40, the heating effect by the use heat surface 16 of the Peltier module 14 on the air flowing through the air conditioning channel 40 can be further enhanced. Furthermore, by increasing the amount of air flowing through the first exhaust passage 48, the exhaust heat efficiency at the exhaust heat surface 18 of the Peltier module 14 is increased, the Peltier effect is enhanced, and the heat utilization surface 16 can be further heated. . Thereby, still higher temperature air can be sent out from the foot outlet 28 before air-conditioning change conditions are satisfied. In other words, the air conditioner 10 can realize low wind speed and strong heating, and can improve the comfort of air conditioning.

  Also, in a vehicle, 12V supply to electrical components is common, but at the time of transformation, a loss occurs and a part of energy is lost as heat. In the air conditioner 10 of this embodiment, the air conditioning temperature is adjusted by adjusting the opening of the air distribution control door 34 without changing the voltage applied to the Peltier module 14 and the blower 22. Thereby, the transformation for adjusting the air conditioning temperature becomes unnecessary, and the efficient use of energy can be realized. In addition, the cost of the transformer can be reduced.

(5th Example)
First, the outline of the fifth embodiment will be described. As already described in the fourth embodiment, 12V supply to electrical components is common in vehicles. If the voltage applied to the Peltier module 14 or the blower 22 is changed for temperature adjustment in air conditioning, a loss occurs and a part of the energy is lost as heat. Therefore, the air conditioner 10 of the fifth embodiment adjusts the opening degree of the door provided in the air flow path in the apparatus without changing the voltage applied to the Peltier module 14 and the blower 22, thereby adjusting the air volume of the air conditioner. And change the temperature.

  Moreover, in the conventional vehicle air conditioner, the air volume and temperature of the air conditioning are controlled based on the temperature information detected by the temperature sensors installed at various locations in the vehicle. However, in a vehicle such as a commuter where the passenger compartment does not become a sealed space, air outside the vehicle always flows into the vehicle, so air conditioning control based on temperature information may not always be optimal. The air conditioner 10 according to the fifth embodiment uses the operation time of the vehicle 100 and the vehicle speed as parameters to control the air volume and temperature of the air conditioning.

  Hereinafter, the configuration of the air conditioner 10 according to the fifth embodiment will be described in detail. The fifth embodiment is characterized by the control of the air volume and temperature during the cooling operation. As the cooling operation mode, there are 3 modes of “maximum air volume mode”, “medium air volume / medium cooling mode”, and “low air volume / strong cooling mode”. One was established. The maximum air volume mode is an operation mode in which uncooled air is blown out from the shoulder outlet 24 at the maximum air volume.

  The medium air volume / intermediate cooling mode is an operation mode in which medium-cooled air is blown out from the shoulder outlet 24 with a medium air volume. The target value of the blowing temperature in the “medium air volume / cooling mode” is set to a temperature 2 to 7 degrees lower than the temperature outside the vehicle 100, for example. This target value includes a first target value that is 2 to 5 degrees lower than the temperature outside the vehicle 100, and a second target value that is 5 to 7 degrees lower than the temperature outside the vehicle 100. The details may be set as described above. In this case, the vehicle 100 may further include a temperature sensor (not shown) that detects the temperature outside the vehicle 100.

  The low air volume / strong cooling mode is an operation mode in which the most cooled air is blown out from the shoulder 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 temperature outside the vehicle 100, for example.

  The control unit 64 of the air conditioner 10 illustrated in FIG. 2 switches the operation mode of the cooling operation between the medium air amount / intermediate cooling mode and the low air amount / strong cooling mode according to the speed of the vehicle 100. Further, 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 / cooling mode. For example, when the speed of the vehicle 100 is larger than a predetermined threshold (for example, 20 km / hour), the control unit 64 may set the target value of the blowing temperature to the first target value, and the speed of the vehicle 100 is predetermined. The target value of the blowing temperature may be set to the second target value when the threshold value is equal to or lower than the threshold value (for example, 20 km / hour). Specifically, the control unit 64 adjusts the opening degrees of the air distribution control door 34, the air path switching door 36, and the feedback 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 amount mode and the medium air amount / intermediate cooling mode according to the operation time of the vehicle 100. Specifically, the control unit 64 switches presence / absence of voltage application to the Peltier module 14 according to the operation time of the vehicle 100. Further, the control unit 64 adjusts the opening degree of the air distribution control door 34 and the air path switching door 36 according to the operation time of the vehicle 100.

  During the cooling operation in the medium air volume / intercooling mode, the control unit 64 applies a voltage to the Peltier module 14 and sends air to both the air conditioning flow path 40 and the first exhaust flow path 48. 34 is controlled. On the other hand, during the cooling operation in the maximum air volume mode, the control unit 64 stops the voltage application to the Peltier module 14 and increases the amount of air sent to the air conditioning channel 40 than in the medium air volume / intermediate cooling mode. Then, the air distribution control door 34 is controlled.

  Specifically, the storage unit (not shown) of the air conditioner 10 includes an air distribution control door 34, an air path switching door 36, respectively in the maximum air volume mode, the medium air volume / medium cooling mode, and the low air volume / strong cooling mode. You may hold | maintain the table in which the information which shows the opening degree of the return control door 38 was stored. The control part 64 may determine the opening degree of each door corresponding to the cooling operation mode which should be performed now with reference to the table. And the control part 64 may control the branching mode of the air in each door by transmitting the signal which instruct | indicates the opening degree of each door to the actuator of each door.

  In addition, the storage unit (not shown) of the air conditioner 10 is information indicating the target value of the temperature of the air blown from the shoulder outlet 24 in each of the maximum air volume mode, the medium air volume / medium cooling mode, and the low air volume / strong cooling mode. May be stored. The control unit 64 refers to the table and distributes the air so that the temperature information received from the temperature sensor 26 installed at the shoulder outlet 24 (the temperature of the air blown out from the shoulder outlet 24) approaches the target value. The opening degree of the control door 34, the air path switching door 36, and the return control door 38 may be determined. And the control part 64 may control the branching mode of the air in each door by transmitting the signal which instruct | indicates the opening degree of each door to the actuator of each door.

  The control unit 64 applies the voltage to the Peltier module 14 or the blower 22 regardless of whether the mode of the cooling operation is the maximum air volume mode, the medium air volume / medium cooling mode, or the low air volume / strong cooling mode. The applied voltage is not changed. For example, the control unit 64 does not transform the standard voltage (for example, 12V) supplied from the battery or battery (not shown) of the vehicle 100 regardless of the cooling operation mode, and transforms the Peltier module 14 and the blower 22. To at least one of the above.

  Note that specific values of the speed and operation time of the vehicle 100 that are threshold values for switching the cooling operation mode may be determined based on the knowledge of the developer, an experiment using the vehicle 100, or the like.

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

  When the automatic air-conditioning mode is not selected (N in S34), the control unit 64 performs air-conditioning control according to the mode set by the occupant (S38). In this embodiment, the occupant inputs a cooling operation mode to the operation input unit 60. For example, “maximum wind speed mode”, “medium air volume / medium cooling mode”, and “low air volume / strong cooling mode” are displayed on the screen of the operation input unit 60 as selectable cooling operation modes. Either mode may be selected. The operation input unit 60 may input an operation signal indicating a cooling operation mode input by the occupant to the control unit 64. The controller 64 executes air conditioning control in the mode indicated by the operation signal in step S38. Details of the air conditioning control in each mode will be described later with reference to FIGS.

  If a predetermined end condition is satisfied during the cooling operation (Y 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. This termination condition is satisfied, for example, when the IG switch 102 is switched off, and also when the air conditioning switch (not shown) is switched off. If the end condition is not satisfied (N in S40), the process returns to step S34. If the IG switch 102 is off (N in S30) or the air-conditioning switch (not shown) is off (N in S32), the subsequent processing is skipped and the flow of this figure ends.

  FIG. 13 is a flowchart showing in detail the automatic air conditioning control in step S36 of FIG. The information acquisition unit 62 periodically acquires information indicating the driving time of the vehicle 100 from the driving 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, if the operation time is less than 5 minutes (N in S50), the control unit 64 performs air conditioning control in the maximum air volume mode. (S52).

  When 5 minutes have elapsed from the start of operation (Y in S50) and 15 minutes have not elapsed since the start of operation (N in S54), the control unit 64 executes air conditioning control in the medium air volume / intercooling mode. (S58). In addition, even if 15 minutes have elapsed since the start of operation (Y in S54), if the vehicle is not stopped (N in S56), the control unit 64 executes air conditioning control in the medium air volume / intercooling mode (S58). . On the other hand, if 15 minutes have elapsed from the start of operation and the vehicle is stopped (Y in S56), air conditioning control in the low wind speed / strong cooling mode is executed (S60). The control unit 64 may determine that the vehicle 100 is stopped when the speed of the vehicle 100 is 0, and stops when the speed of the vehicle 100 is less than a predetermined threshold S (here, S> 0). It may be determined as medium.

  In addition, as shown by step S40 of FIG. 12, in the air conditioning apparatus 10, the process of FIG. 13 is repeatedly performed until the completion | finish conditions of an air conditioning are satisfy | filled. Thus, the mode of the cooling operation is optimally adjusted according to changes in the driving time and the vehicle speed.

  FIG. 14 is a flowchart showing in detail the air conditioning control in the maximum air volume mode in step S52 of FIG. If a voltage is being applied to the Peltier module 14 (Y 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 (N in S70), step S72 is skipped. The control unit 64 controls the air distribution control door 34 so as to send all the air sent from the blower 22 to the air conditioning channel 40 (S74). For example, the control unit 64 adjusts the opening so that the ratio of the amount of air sent to the air conditioning channel 40 and the amount of air sent to the first exhaust channel 48 is 1 to 0 (100%: 0%). An instructing signal is transmitted to the air distribution control door 34.

The control unit 64 causes the air conditioning channel 40 and the shoulder outlet channel 42 to communicate with each other, that is, adjusts the air path switching door 36 so that all the air from the air conditioning channel 40 flows to the shoulder outlet channel 42 (S76). . If no voltage is being applied to the blower 22 (N in S78), the control unit 64 starts voltage application to the blower 22 and starts blowing air from the blower 22 (S80). If a voltage is being applied to the blower 22 (Y in S78), step S80 is skipped.
The processing order of step S74 for controlling the air distribution control door 34 and step 76 for adjusting the air path switching door 36 may be reversed, and the control unit 64 controls the order in an integrated manner.

  FIG. 15 shows the air flow during the cooling operation in the maximum air volume mode. This figure shows the air flow after step S80 of FIG. Since the Peltier module 14 is off, the air flowing through the air conditioning channel 40 is not cooled. However, since all the air sent from the blower 22 is blown out from the shoulder opening 24 through the air conditioning passage 40 and the shoulder opening passage 42, the maximum amount of wind can be provided to the occupant.

  FIG. 16 is a flowchart showing in detail the air conditioning control in the medium air volume / intercooling mode in step S58 of FIG. If a voltage is not being applied to the Peltier module 14 (Y in S90), the control unit 64 starts applying a voltage to the Peltier module 14, that is, starts cooling the use hot surface 16 of the Peltier module 14 (S92). ). If a voltage is being applied to the Peltier module 14 (N in S90), step 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 channel 40 and the first exhaust channel 48 (S94). For example, the control unit 64 adjusts the opening so that the ratio of the amount of air sent to the air conditioning channel 40 and the amount of air sent to the first exhaust channel 48 is 1: 1 (50%: 50%). An instructing signal is transmitted to the air distribution control door 34.

The control part 64 makes the air-conditioning flow path 40 and the shoulder outlet flow path 42 communicate with each other, that is, adjusts the air path switching door 36 so that all the air from the air-conditioning flow path 40 flows to the shoulder opening outlet flow path 42 (S96). . Steps S98 and S100 are the same as steps S78 and S80 in FIG. The air flow during the cooling operation in the medium air volume / intercooling mode, in other words, the air flow after step S100 is the same as that in FIG. In the medium air volume / cool air mode, the air volume blown out from the shoulder outlet 24 is about half of the air volume sent out by the blower 22, but the air cooled moderately by the use heat surface 16 of the Peltier module 14 is provided to the occupant. it can.
Note that the processing order of step S94 for controlling the air distribution control door 34 and step 96 for adjusting the air path switching door 36 may be reversed, and the control unit 64 controls the order in an integrated manner.

  FIG. 17 is a flowchart showing in detail the air conditioning control in the low air volume / strong cooling mode in step S60 of FIG. Steps S110 to S114 in the figure are the same as steps S90 to S94 in FIG. The control unit 64 controls the air path switching door 36 so that the air flowing in from the air conditioning channel 40 flows to both the shoulder outlet channel 42 and the first return channel 44 (S116). For example, the control unit 64 adjusts the opening so that the ratio of the amount of air sent to the shoulder outlet passage 42 and the amount of air sent to the first return passage 44 is 1: 1 (50%: 50%). Is transmitted to the air path switching door 36.

The control unit 64 controls the feedback 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). For example, the control unit 64 adjusts the opening so that the ratio of the amount of air sent to the second return channel 46 and the amount of air sent to the foot outlet channel 45 is 1 to 0 (100%: 0%). Is transmitted to the feedback control door 38. Steps S120 and S122 are the same as steps S78 and S80 in FIG.
Note that the processing order of step S114 for controlling the air distribution control door 34, step S116 for adjusting the air path switching door 36, and step S118 for controlling the feedback control door 38 may be switched. Controls the order in an integrated manner.

  FIG. 18 shows the air flow during the cooling operation in the low air volume / strong cooling mode. This figure shows the air flow after step S122 of FIG. The air sent from the blower 22 to the Peltier module 14 side flows to both the air conditioning channel 40 and the first exhaust channel 48, and the air flowing to the air conditioning channel 40 is cooled by the heat utilization surface 16 of the Peltier module 14. Is done. Part of the air cooled in the air conditioning flow path 40 (half in this embodiment) is sent out from the shoulder opening 24 through the shoulder opening outlet 42.

  Further, part of the air cooled in the air conditioning channel 40 (half in this embodiment) is returned to the blower 22 via the first return channel 44 and the second return channel 46. The blower 22 sends the air flowing in from the second return flow path 46 to the Peltier module 14 side. As a result, the air once cooled in the air conditioning channel 40 flows again into the air conditioning channel 40 and is further cooled. Further, the cooled air is also sent to the first exhaust passage 48 side, and the Peltier effect is further enhanced. As described above, in the low air volume / strong cooling mode, the air volume blown out from the shoulder outlet 24 is about 1/4 of the air volume sent out by the blower 22, but the air cooled further than the medium air volume / intermediate cooling mode. It can be provided to passengers.

  According to the air conditioner 10 of the fifth embodiment, the opening degree adjustment of the air damper (particularly the air path switching door 36 and the feedback control door 38) in the air flow path is performed without changing the voltage applied to the Peltier module 14 and the blower 22. Thus, the air volume and temperature of the air conditioning can be adjusted. Thereby, the energy loss accompanying a transformation can be controlled. In addition, the cost of the transformer can be reduced.

  In the air conditioner 10 of the fifth embodiment, the air volume and temperature of the air conditioning are adjusted using the operation time as a parameter. Thereby, a passenger | crew's comfort can be improved. For example, immediately after the start of operation, the Peltier module 14 is turned off and the maximum air volume can be set to provide a high cool-down effect. Further, when a certain amount of time has elapsed from the start of operation, the occupant can be cooled by the cooled air while suppressing the air volume.

  In the air conditioner 10 of the fifth embodiment, the air volume and temperature of the air conditioning are adjusted using the vehicle speed as a parameter. Thereby, a passenger | crew's comfort can be improved. For example, when the vehicle 100 is moving, the cool air that is cooled moderately is provided, and when the vehicle 100 is stopped, the in-vehicle temperature is likely to rise, so that it is possible to provide more cooled cold air. This mode is particularly suitable for a commuter in which the wind enters from the outside of the vehicle when moving, but the wind from the outside of the vehicle to the inside of the vehicle stops and the temperature inside the vehicle tends to rise when the vehicle is stopped.

  The present invention has been described based on the first to fifth embodiments. Those skilled in the art will understand that these embodiments are exemplifications, and that various modifications can be made to each component or combination of each treatment process, and such modifications are within the scope of the present invention. is there.

  A modification of the third embodiment will be described. In the third embodiment, the heating operation is performed as the cleaning process for the Peltier module 14. As a modification, as a cleaning process for the Peltier module 14, a ventilation operation with the Peltier module 14 off may be executed. Specifically, when the cleaning execution condition is satisfied, the control unit 64 of the air conditioner 10 may start blowing air from the blower 22 without applying a voltage to the Peltier module 14. Moreover, the control part 64 may adjust the air distribution control door 34 so that the air sent from the blower 22 may flow through only the air conditioning channel 40. That is, the control unit 64 may execute the maximum air volume operation described in the fifth embodiment as the cleaning process for the Peltier module 14.

  When the cooling operation is executed when the 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 applied to the use heat surface 16 of the Peltier module 14 with a strong air volume while the Peltier module 14 is kept off. Therefore, also in the air conditioner 10 of a modification, the water produced on the utilization heat surface 16 of the Peltier module 14 can be dried at an early stage. Further, power consumption in the vehicle 100 can be reduced.

  Note that the control unit 64 turns off the Peltier module 14 when the temperature detected by the temperature sensor 26 or the temperature sensor 30 is equal to or higher than a predetermined threshold value, or when the temperature outside the vehicle or the vehicle interior temperature is equal to or higher than the predetermined threshold value. You may perform ventilation operation in. This threshold temperature may be determined based on a developer's knowledge or an experiment using the air conditioner 10. If the detected temperature is lower than the threshold temperature, the control unit 64 may execute 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 adjusts the air blowing temperature during the cooling operation and the heating operation using the temperature as a parameter. As a modification, the air conditioner 10 may adjust the air blowing temperature using at least one of the operation time and the vehicle speed as a parameter, as in the fifth embodiment.

  A combination of the fourth example and the fifth example is also useful as an embodiment of the present invention. By combining the configuration of the fourth embodiment for adjusting the air distribution control door 34 and the configuration of the fifth embodiment for adjusting the air path switching door 36 and the feedback control door 38, more finely adjusted air volume and temperature. Can be realized.

  Specifically, the control unit 64 of the air conditioner 10 determines the air volume between the air conditioning flow path 40 and the first exhaust flow path 48 in the air distribution control door 34 in the cooling operation in the medium air volume / intercooling mode of the fifth embodiment. From a state where the ratio is 1: 1 (50%: 50%), by increasing the ratio of flowing into the first exhaust flow path 48, it is possible to send out air with a lower air volume and more cooling. Further, the control unit 64 sets the air volume ratio between the air conditioning flow path 40 and the first exhaust flow path 48 in the air distribution control door 34 to 1: 1 (50) in the cooling operation in the low air volume / strong cooling mode of the fifth embodiment. %: 50%), by increasing the ratio of flow to the first exhaust flow path 48, it is possible to send out air with a lower air volume and more cooling. In this way, by combining the fourth and fifth embodiments, the air conditioning effect can be further enhanced, and various combinations of air volume and temperature can be realized.

  Another example relating to the combination of the fourth embodiment and the fifth embodiment will be described. The control unit 64 of the air conditioner 10 reduces the flow rate to the air-conditioning channel 40 side when the blowing temperature should be lower than the current level in the cooling operation in the medium air volume / cooling mode, while the first exhaust channel 48. The opening degree of the air distribution control door 34 may be adjusted so as to increase the flow rate to the current flow rate. In addition, in the cooling operation in the medium air volume / intercooling mode, the control unit 64 increases the air volume to the air conditioning channel 40 side when the blowing temperature is to be increased from the current level, while increasing the air volume to the first exhaust channel 48. The opening degree of the air distribution control door 34 may be adjusted so that the air volume is smaller than the current air volume.

  When the current blowing temperature is higher 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 determines that the blowing temperature should be lowered from the current value. Also good. 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 should increase the blowing temperature from the current value. You may judge. Moreover, the control part 64 may perform such opening degree adjustment processing of the air distribution control door 34 in the low air volume / strong cooling mode.

  Still another example relating to the combination of the fourth embodiment and the fifth embodiment will be described. In the low air volume / strong cooling mode, the control unit 64 of the air conditioner 10 first sets the flow rate to the air conditioning channel 40 to a predetermined minimum value and sets the flow rate to the first exhaust channel 48 to a predetermined maximum value. As described above, the opening degree of the air distribution control door 34 may be adjusted. In addition, the control unit 64 may adjust the opening degree of the air path switching door 36 and the return control door 38 so that a part of the cool air is returned to the blower 22 when the blowing temperature is to be lowered from the present time. Note that the control unit 64 adjusts the opening degree of the air passage switching door 36 and the feedback control door 38 a plurality of times so as to gradually increase the amount of cool air returning to the blower 22, so that the blowing temperature gradually approaches the target value. Good.

  Any combination of the above-described embodiments and modifications is also useful as an embodiment of the present invention. The new embodiment resulting from the combination has the effects of the combined example and modification. Further, it should be understood by those skilled in the art that the functions to be fulfilled by the constituent elements described in the claims are realized by the individual constituent elements shown in the embodiments and the modified examples or by their cooperation.

Note that the techniques described in the examples and the modifications may be specified by the following items.
[Item 1]
A blower, a Peltier module that cools the air sent from the blower, a blowout port that sends out air cooled by the Peltier module to the vehicle interior, and a first flow path that guides the air cooled by the Peltier module to the blowout port An in-vehicle air conditioner provided with a door that is provided at a branch point with the second flow path that returns to the blower and that adjusts the amount of air flowing to the second flow path, and a control unit that controls the door according to the speed of the vehicle.
According to this on-vehicle air conditioner, air conditioning with a temperature and air flow suitable for the speed of the vehicle can be realized, and passenger comfort can be improved.
[Item 2]
A blower, a Peltier module that cools air sent from the blower, a blowout port that sends out air cooled by the Peltier module to the vehicle interior, and air that is exhausted as a result of cooling by the Peltier module is sent out of the vehicle A door for adjusting an exhaust port, an amount of air sent to the air-conditioning flow path leading to the outlet through the Peltier module, and an amount of air sent to the exhaust flow path leading to the exhaust port via the Peltier module; A first mode in which a voltage is applied to the Peltier module and the door is controlled to send air to both the air-conditioning channel and the exhaust channel; and (2) the voltage application to the Peltier module is stopped and sent to the air-conditioning channel A vehicle-mounted air conditioner comprising: a control unit that switches a second mode for controlling the door so that the amount of air is larger than that in the first mode, according to the driving time of the vehicle.
According to this on-vehicle air conditioner, air conditioning with a temperature and air flow suitable for the driving time of the vehicle can be realized, and passenger comfort can be improved.
[Item 3]
The control unit of item 2 may control the door in the second mode for a predetermined period immediately after starting the engine of the vehicle, and may control the door in the first mode after the predetermined period has elapsed.
According to this aspect, immediately after the start of operation, a high cool-down effect can be provided to the occupant by increasing the air volume of the air conditioning, and after a certain amount of time has elapsed from the start of operation, By sending it out, a comfortable cooling feeling can be given to the passenger.

  DESCRIPTION OF SYMBOLS 10 Air conditioner, 14 Peltier module, 16 Heat utilization surface, 18 Heat exhaust surface, 20 Water pipe, 22 Blower, 32 Exhaust port, 34 Air distribution control door, 36 Air path switching door, 38 Return control door, 40 Air conditioning flow path 53 heat radiating member, 56 heat radiating member, 58 water retaining member, 64 control unit, 100 vehicle.

Claims (3)

A blower,
A Peltier module for cooling the air sent from the blower;
A blowout port for sending air cooled by the Peltier module into the vehicle interior;
A door provided at a branch point between a first flow path for guiding air cooled by the Peltier module to the outlet and a second flow path for returning to the blower, and for adjusting an amount of air flowing to the second flow path; ,
A control unit for controlling the door according to the speed of the vehicle;
An in-vehicle air conditioner comprising: A blower,
A Peltier module for cooling the air sent from the blower;
An air outlet for sending air cooled by the Peltier module into the passenger compartment;
An exhaust port for sending out the exhausted air with cooling in the Peltier module to the outside of the vehicle;
A door for adjusting the amount of air sent to the air-conditioning flow path leading to the outlet through the Peltier module and the amount of air sent to the exhaust flow path leading to the exhaust port via the Peltier module;
(1) a first mode in which a voltage is applied to the Peltier module, and the door is controlled to send air to both the air-conditioning channel and the exhaust channel; and (2) a voltage is applied to the Peltier module. A controller that stops and switches the second mode for controlling the door so as to increase the amount of air sent to the air-conditioning flow path from the first mode, depending on the driving time of the vehicle;
An in-vehicle air conditioner comprising:   The control unit controls the door in the second mode for a predetermined period immediately after starting the engine of the vehicle, and controls the door in the first mode after the predetermined period elapses. The in-vehicle air conditioner according to claim 2.

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