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1、精选优质文档-倾情为你奉上译文：高效节能汽车空调除湿辅助及其温湿度控制系统K. Nagaya *, T. Senbongi, Y. Li, J. Zheng, I. MurakamiDepartment of Mechanical Engineering, Gunma University Kiryu, Gunma 376-8515, JapanReceived 9 November 2004; accepted 6 December 2005 Available online 19 January 2 摘要：在汽车的空调系统中，能源效率是很重要的。本文提供了一种能量损失较少一些的新型汽车空调
2、系统。在该系统中，安装在空调系统中的干燥剂是为了控制温度和湿度。这种控制是由控制一个倾斜的旋转板的压缩机的电磁控制阀所进行的。温度和湿度的精确度都是很难控制的，因为有一些由于时间的热交换及冷却液流量从执行器（电磁阀）的蒸发器而引致的延迟控制。为了精确控制,本文还提出了一种思考控制延迟的控制方法。在相同的条件下，这个系统的能源与以往常规系统相比较，结果表明，我们的控制结果和能源效率比以往的系统要更好。关键词：汽车；空调；除湿；温度控制；湿度控制；低能量；能量损失1 介绍最近，空调被要求低能源消耗及低环境危害，一批有关于建筑空调和汽车空调112已经报道。在研究中，为了减少能源和基于热力学及流体力学
3、的环境危害，最优性条件实验发现进行了各种方法的讨论1-8。最近，给出了一些理论和数值方法912。在系统中提出上述文件，讨论了主要的冷却系统。在空调中,温度和湿度应控制同时进行。然而，湿度降低的研究系统没有得到深入研究。传统空调,一般来说,湿度由一个加热器控制,所以这个系统有一个小的能量效率控制湿度。在空调系统中，由于湿度控制也是重要的因素，能量损失。从形势上，布拉曼亚姆等人。提出一个干燥剂辅助空调系统13,14, 其中再热系统是不需要的。本系统可用于一般建筑空调，但它没有被应用于汽车空调。汽车，一个能量损失小空调需求被强烈要求，由于压缩机由发动机驱动的。因为空气温度较低是冷却，然后在有捷瑞除湿
4、机系统中再热，能量效率减少，并且很难准确地控制湿度。湿度大，感觉不舒服，即使温度在舒适的范围。在温度和湿度之间存在着一个让人感觉舒适的范围，因此，无论是温度和湿度必须在适当的范围。在汽车上，温度被控制，但湿度控制不精确，虽然通过再热系统使温度降低。本文的目的是提出一个从可控制温度和湿度该点切入的工程应用的一个汽车空调，与以前的汽车空调相比，它的能源效率较大。为了有这样的一个系统、除湿13、14用于汽车空调。汽车空调系统的有些不同于建筑空调,因此控制系统及控制算法显得很重要的。本文中，空调系统使用干燥剂，其中通过电磁阀进行压缩机的控制。因为在系统中有一个时间延迟，由于冷却流体流动与传热交换的原因
5、，也提出了思考延时的控制方法。该系统的转矩与传统的系统比较，是一样的温度和湿度。2.开发使用干燥剂的汽车空调器2.1.几何系统 虽然有一些变化，实验中使用的冷却系统与常规汽车空调系统是相同的，通常被用来作为R134A工作液。图1显示了在这篇文章里汽车空调系统的几何形状的。马达，扭力计，滑轮，皮带，压缩机，压缩机离合器，电磁阀，橡胶管，冷凝器，液体罐，蒸发器，蒸发器风扇，温湿度指示器，干燥剂，加湿器，放大器，控制箱，管道，数字信号处理（数字信号处理器），计算机 图1.实验装置为了推动压缩机，电机代替发动机使用，其中电机1驱动轮3和4，和扭矩传送到压缩机5。当离合器6压缩机的5部作品，将电机的旋转
6、运动转变为往复运动。它压缩冷却的是由一个电磁阀7压力控制的压缩机，9冷却冷凝器的冷却液，和液体罐10分离蒸气里的液体的，于是只有液体冷却液是提供给蒸发器11。蒸发器11得到的热量，和冷却剂液体由于蒸发变成了气体。这个周期重复，蒸发器周围的空气温度降低。在该系统中，虽然温度下降，湿度增加。温度和湿度对于制造舒适的气氛是非常重要的，因此在平时的空调被加热的空气冷却有低湿度空气。在该系统中，虽然湿度减少，其控制是不完美的，因为在湿度控制系统中它是很困难的。此外，由于被加热的空气冷却，空气的温应在规定的温度冷却。这意味着能量损失会很大。干燥剂是适用于在干燥的空气中，因为干燥剂转子工作在低温，因此本文采
7、用干燥剂转子14所示图1。在试验具有相同的湿度，加湿器15为实验提供湿空气。它当然是不需要在实际空调。2.2 应用在系统中的元素在上述系统中，使用温湿度传感器13检测空调吹出来的温度与湿度，扭力计2 检测压缩机的扭矩轴，和那些是输入到数字信号处理器的信号（dsp19）19。使用这些信号，数字信号处理器19计算相应的控制电压的电磁阀在压缩机如下所述。在这个系统中使用的内容如下：（1） 电磁离合器6离合器6允许在控制的传输连接驱动轴之间的电机和压缩机轴。这也是作为一个安全装置，当冷凝器9冻结湿，切割传输。当温度升高，它使传输又一次连接。（2） 蒸发器风扇12蒸发器风扇12冷却的蒸发器，当风扇速度增
8、加，蒸发量会增加。比较本系统和常规系统，实验条件应该是相同的，那么实验中，风扇一直保持着速度。图2.比较目前干燥剂和常规系统(a) 常规系统和(b) 除湿系统（3） 干燥剂14 因为，低恒定速度不宜为干燥剂转子为所拥有足够的效率。参考文献 13,14用于开关控制的干燥剂转子。图二显示比较传统的系统。(图2(a)和本系统(图2(b)。在传统的系统，由于吸入的空气是由蒸发器冷却，加热器核心用于加热，冷却和低湿度空气流动的房间。在这种情况下，该冷却空气的温度比预期由于加热的温度有明显减小。这意味着力要求传统的系统。同时，在我们的系统中，干燥的空气从干燥剂混合吸入空气，并冷却低湿度空气。虽然温度干燥空
9、气干燥剂是略大于所需温度，冷却空气的温度却很接近于理想温度。这使得由于在冷却系统中能量损失小。图3显示了几何的除湿转子其中硅胶装。图3. 干燥剂转子 首先考察干燥剂和加湿器的温度和湿度的影响。只thedesiccant工程时，温度收敛的31 C左右，而只有加湿器工作时，脾气也CON-青草C.约31干燥剂和加湿器的工作时，温度收敛湿度约34 C。干燥剂是能够降低湿度直到5 。加湿器的湿度控制，它创建，直到60的湿度。的温度和湿度的稳定时间约180秒。 以干硅胶干燥剂转子，该系统采用电加热器。最近，利用发动机热量的方法进行了讨论，为干燥的空气，而不是使用热水器。在现行制度下，虽然需要管供应热量从散
10、热器的硅胶转子，该方法也同样适用，因此，由于加热器的能源是不是需要这样的系统。因为，传统的系统获得低湿度的空气重新加热的空气，大过冷却是必需的。在压缩机的过度冷却消耗的能量。在本系统中，使用干燥剂，过冷却是在与传统系统相比，明显小。为了澄清，在压缩传感器所消耗的能量为我们的制度和传统的系统研究。在两种情况下，同等条件下进行实验。（4） 电磁阀在压缩机5 7由于温度的实时控制要求，在本系统中的电磁阀的压缩机是适当的。电磁阀控制盘与活塞板活塞式压缩机，活塞电磁阀控制中风的倾向。在本实验中使用的压缩机MLA6167A Calsonic有限公司，这是一个普通的汽车空调使用。这种压缩机的非控制下进行的性
11、能测试。图5 （a）显示温度电磁阀电压（ 0， 6和12 V ） 3例VER- SUS时间。不断测试，所以在600秒的值作为未来案件的初始值是相同的。当没有输入电压阀门，温度随时间减少。这意味着，无阀控制的的COM压缩机工程。温度降低时，阀电压增加6 V和12 V 12 V是作为特殊情况下的曲线所示，因为不使用空调的温度在冰点。从图中，压缩机的容量是足够的图5（b）显示与三个电压时的湿度（相对湿度） 。阀的电压为0 V时的湿度增加和饱和率。在其他两种情况下，湿度的降低，然后增加和饱和曲线图所示。 5（B） 。虽然也有一些分歧的情况下，相对湿度增加，在一般情况下，由于温度降低。为了降低湿度，潮湿
12、的空气干燥加热器芯，或在传统的系统从发动机的热空气混合。加热和风扇转速的组合控制也使用，但它是很难控制系统中的温度和湿度的同时。在本文章中，有一个精确的控制，压缩机，电磁阀控制温度，除湿转子控制湿度。（5） 加热器的核心 有传统系统的特点，也与热水器的核心能力为1200 W的使用。它被放置在空调出点打击，并用于通断控制。热水器在目前的制度，当然不需要。3.目前系统的温度和湿度控制4.目前系统和传统系统的能量之间的比较. 由于压缩机的能源消耗是亲部分的扭矩，扭矩测量。 B曲线图。 12描述了PD控制下的传统系统，曲线图A扭矩响应时间。 12（二）目前的控制下，我们的除湿系统的响应。在控制后的初始
13、地区，本系统和传统系统之间的扭矩的差异很小，但40秒后，重复的大扭矩在传统的系统观察，而在我们的系统小扭矩，小振荡观察。很显然，本系统的总扭矩小于传统系统。的扭矩的平均值显示inTables 3A “三个轴的旋转速度5。因为，从0到100秒的地区是不稳定的控制下，得到了100后，在两种情况下，从0到100秒的时间（表0）和时间平均值（ 100表） 。表意味着，扭矩取决于速度， 900 RPM可以减少能量损失约27 ， 18 ，为1800转， 2400转和17 ，通过使用本系统。虽然将被要求在硅胶的维修工作，这是我们的制度优势。5.结论 干燥剂协助汽车空调控制系统已提出，在这两个temperat
14、ureand湿度精确控制。为了控制系统，自适应控制相结合的PD控制。在这个实验中取得了一个原型系统已进行实验测试。这是确定的，它是难以控制的湿度，在传统的系统空调吹出来点，而我们的系统可以同时控制温度和湿度。此外，我们的系统的能源消耗比常规系统少。 原文： High energy efficiency desiccant assisted automobile air-conditioner and its temperature and humidity control systemK. Nagaya*, T. Senbongi, Y. Li, J. Zheng, I. MurakamiDe
15、partment of Mechanical Engineering, Gunma University Kiryu, Gunma 376-8515, JapanReceived 9 November 2004; accepted 6 December 2005Available online 19 January 2006Abstract: The energy efficiency is of importance in air conditioning systems for automobiles. The present article provides a new type air
16、 con-ditioning system for automobiles in which energy loss is small in comparison with the previous system. In the system, a desiccant is installed in the air conditioning system for controlling both temperature and humidity. The control is performed by an electromagnetic control valve, which contro
17、ls an inclination of the rotating plate of a compressor. It is difficult to control both temperature and humidity precisely, because there are some delays in the control due to the time of heat exchange and that of coolant flow from the actuator (elec-tromagnetic valve) to the evaporator. In order t
18、o have precise control, this article also presents a method of control with consideration of control delays. The energy of our system is compared with that in the previous conventional system in the same condition. It is shown that our controlled results and energy efficiency are better than those i
19、n the previous system.Keywords: Automobile; Car; Air conditioner; Desiccant; Temperature control; Humidity control; Low energy; Energy loss1. Introduction Recently, air conditioners with small energy loss and low environmental hazard are required, and a number of interesting studies have been report
20、ed for building air con-ditioners and automobile air conditioners 112 . In the studies, various methods were discussed for decreasing energies and environmental hazard based on thermo-dynamics and fluid dynamics, and optimal conditions were found experimentally 18. Recently, theoretical and numerica
21、l approaches were also given 912 . In the sys-tems presented in the above papers, the cooling systems were discussed mainly. In air conditioners, both the tem-perature and humidity should be controlled simulta-neously. However, the studies on the humidity decreasing system have not been investigated
22、 thoroughly. In conven-tional air conditioners, in general, the humidity is con-trolled by a heater, and so the system has a small energy efficiency for controlling humidity. The energy loss due to the humidity control is also important factor in the air con-ditioning system. From the situation, Sub
23、ramanyam et al.presented the system of a desiccant assisted air-conditioner 13,14 , in which the reheat system was not required. The system can be used in usual building air conditioners, but it has not been applied to automobile air conditioners. For an automobile, a small energy loss air condition
24、er isstrongly required, because the compressor is driven by the engine. Since the air was cooled at lower temperature, then reheated to have dry air in the system, the energy efficiency decreases, and it is difficult to control humidity exactly.When the humidity is large, one feels uncomfortable, ev
25、en if the temperature is in the comfortable range. There is the relation between the temperature and humidity in which one feels comfortable. Hence, both the temperature andhumidity have to be in the appropriate range. not controlled exactly, although the humidity is decreased by the reheat system.
26、The object of this paper is to present an air conditioner for automobiles from a stand point of engineering applica-tions, which can control both temperature and humidity, and whose energy efficiency is large in comparison with previous automobile air conditioners. In order to have such a system, th
27、e desiccant 13,14 is utilized for the automobile air conditioner. The air conditioning system of the automo-bile is somewhat different from building air conditioners, and so the control system and the control algorithm are important. In this article, an air conditioning system using the desiccant is
28、 presented, in which the compressor is con-trolled by an electromagnetic valve. Since there is a time delay in the system due to coolant fluid flow and heat exchange, a control method is also presented with consid-eration of the time delay. The torque of the system is com-pared with the conventional
29、 system for the same temperature and humidity.2. Development of an automobile air conditioner using desiccants2.1. Geometry of the system Although there are a few changes, the cooling system used in this experiment is the same as the usual automobile air conditioner in which R134A is used as the wor
30、king fluid.Fig. 1 shows the geometry of the automobile air-con-ditioner system presented in this article. In order to drive the compressor, an induction motor instead of an engine Is used, in which motor 1 drives pulley 3 and 4, and its tor-que is transmitted to compressor 5. When clutch 6 of com-pr
31、essor 5 works, the rotary motion of the motor is transformed to the reciprocating motion. It compresses the coolant in the compressor whose pressure is controlled by an electromagnetic valve 7. Condenser 9 cools the cool-ant, and liquid tank 10 separates the liquid from the vapor and so only the liq
32、uid coolant is supplied to evaporator 11. Evaporator 11 gets the heat, and the coolant fluid becomes gas due to the evaporation. This cycle is repeated, and the air temperature decreases around the evaporator. In the system, although the temperature decreases, the humidity increases. Both temperatur
33、e and humidity are of impor-tance for making comfortable atmosphere, and so the cooled air is heated in the usual air conditioner to have low humidity air. In the system, although the humidity decreases, its control is not perfect, because it is difficult to control the humidity in the system. In ad
34、dition, since the cooled air is heated, the temperature of air should be cooled under the required temperature. This means that the energy loss will be large.A desiccant is appropriate for having dry air, becausethe desiccant rotor works under low temperature, and so the present article uses desicca
35、nt rotor 14 as shown in Fig. 1 . To have the same humidity in the experiment,humidifier 15 supplies humid air to the experiment. It is not required in the real air conditioner of course.2.2. Elements used in the systemIn the above-mentioned system, temperaturehumidity sensor 13 detects the temperatu
36、re and the humidity at the blow out point of the air conditioner, torque meter 2 detects the torque of the compressor shaft, and signals of those are input to Digital signal processor 19 (DSP19). Using these signals, DSP 19 calculates the appropriate con-trol voltage of the electromagnetic valve in
37、the compressor as mentioned below. The elements used in this system are.as follows:(1) Electromagnetic clutch 6.Clutch 6 allows onoff control of the transmission con-nection between the driving shaft of the motor and the compressor shaft. This is also used as a safety device, cut-ting the transmissi
38、on when condenser 9 freezes. When the temperature increases, it makes a connection of the trans-mission again.(2) Evaporator fan 12.Evaporator fan 12 cools the evaporator, and so the evaporation increases when the fan speeds increases. To compare the present system and a conventional system, the exp
39、erimental conditions should be the same, and so the experiment is made in the constant fan speed.(3) Desiccant 14.Since, the low constant speed is desirable for the desic-cant rotor for having enough efficiency as mentioned in Refs.13,14 , onoff control is utilized for the desiccantrotor. Fig. 2 sho
40、ws the comparison of a conventional sys-tem (Fig. 2(a) and the present system ( Fig. 2(b). In the conventional system, since the suction air is cooled by the evaporator, and reheated by a heater core, cooled and low humidity air flows in the car room. In this case, the temperature of cooled air has
41、to be significantly smaller than the desired temperature because of reheating. This means that the strong over cooling is required in the con-ventional system. While, in our system, dry air from the desiccant is mixed to the suction air, and so cooled and low humidity air is created. Although the te
42、mperature of dry air from the desiccant is slightly larger than the desired temperature, the temperature of cooled air is close to the desired temperature. This enables the energy loss due to over cooling small in our system. Fig. 3 shows the geometry of the desiccant rotor in which the silica gel i
43、s installed. Moistures of suction air are absorbed in silica gel when the air passes through the desiccate area, and dry air flows out. Wet air flows out when the rotor rotates at the repro-duction area, where the heated air flows in the wet silica gel, because the moisture in the gel flows out unde
44、r heated air created by a heater. Air cools the gel when the heated region is rotated into the recovery region. Repeating this cycle, dry air can be obtained from the rotor. The desiccant used in this experiment is as follows: flow rate = 100 m 3/h,and moisture absorbing capacity = 350 g/h. Fig. 4 d
45、epicts he relation between the absolute humidity after procession and suction absolute humidity for this desiccant.The effects of the desiccant and the humidifier on the tem-perature and humidity are first investigated. When only thedesiccant works, the temperature converges to about 31, and when on
46、ly the humidifier works, the temper also con-verges about 31. When both the desiccant and humidifier work, the temperature converges about 34. As for the humidity, the desiccant is capable to decrease the humidityuntil 5%. The humidity of the humidifier is controlled, and it creates humidity until 6
47、0%. The settling time for both the temperature and the humidity were about 180 s.In order to dry the silica gel in the desiccant rotor, this system uses an electric heater. Recently, a method of using engine heat is discussed for having dry air instead of using the heater. In the present system, alt
48、hough a tube supply-ing the heat from a radiator to the silica gel rotor is required, the method is also applicable, so the energy due to the heater is not required in such system.(4) Electromagnetic valve 7 in compressor 5.Since a real time control of the temperature is required in this system, the compressor with an electromagnetic valve is appropriate. The electromagnetic valve controls an inclination of the plate with pistons for a platepiston type compressor, in which piston the electromagnet