JP2011183868A - Air conditioner for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide an air conditioner for a vehicle capable of effectively using the heat amount included in a first fluid and a second fluid in the case of heating by using the first fluid for cooling an internal combustion engine and the second fluid higher in the temperature than the first fluid. <P>SOLUTION: This air conditioner for a vehicle includes a heating heat exchanger 2 for heating air to be fed into a cabin by using a low-temperature side coolant after cooling a cylinder head 31 and a high-temperature side coolant after cooling a cylinder block 32 as heat sources. The heating heat exchanger 2 includes: a first heater core 11, through which the only low-temperature side coolant flows; and a second heater core 21, which is arranged on a downstream side of the first heater core 11 in the flow direction of the air and through which the only high-temperature side coolant flows. The first heater core 11 and the second heater core 21 are unified in the state of forming a space between them. With this structure, in comparison with a case of heating air by using mixture water of the low-temperature side and high-temperature side coolants as a heat source, the heat amount of both the low-temperature side and high-temperature side coolants can be effectively used. <P>COPYRIGHT: (C)2011,JPO&amp;INPIT

Description

  The present invention relates to a vehicle air conditioner including a heating heat exchanger that heats blown air into a vehicle interior using a cooling fluid of an internal combustion engine as a heat source.

  There exists a thing of patent documents 1, 2 as such a vehicle air conditioner.

  In the thing of patent document 1, there exist a cylinder head side flow path which cools a cylinder head as a cooling water flow path inside an engine, and a cylinder block side flow path which cools a cylinder block, and it passed the cylinder head side flow path. The cooling water flows into one heating heat exchanger, and the cooling water that has passed through the cylinder head side channel is used as a heat source for heating.

  Moreover, in the thing of patent document 2, two heat exchangers for heating for heating air are provided, the cooling water flowing out from one cooling water outlet provided in the engine is divided, and each heating is performed. Is flowing into the heat exchanger.

US Pat. No. 5,337,704 European Patent Application No. 1008471

  In recent years, there is a desire to reduce the size of an engine mounted on a vehicle while ensuring the required output. In order to realize this, knocking may occur when the compression ratio is increased or when the supercharging pressure is increased in an engine with a supercharger. Therefore, it is necessary to improve anti-knocking performance. Therefore, it is conceivable to positively cool the cylinder head in order to improve the knocking resistance.

  However, the cylinder block needs to be maintained at a predetermined temperature or higher in order to suppress an increase in friction inside the engine. Therefore, a cylinder head side flow path and a cylinder block side flow path are provided as cooling water flow paths inside the engine, and the cooling water flow rate of the cylinder head side flow path is made larger than the cooling water flow rate of the cylinder block side flow path. It is possible.

  However, in this case, the cooling water temperature after cooling the cylinder head becomes lower than the minimum temperature required for heating, and as in the technique described in Patent Document 1, only the cooling water that has cooled the cylinder head is used as a heat source. When the air blown into the room is heated, there arises a problem that the air temperature cannot be raised sufficiently. Incidentally, conventionally, the cooling water temperature after cooling the cylinder head is about 80 to 90 ° C., which exceeds the minimum temperature required for heating, and thus such a problem does not occur.

  Even when the cylinder head is not actively cooled, the temperature of the engine coolant may be lower than the minimum temperature required for heating. For example, the case where the heat generation amount is reduced due to the improvement of the thermal efficiency of the engine, or the case where the engine is stopped in the traveling mode by the electric motor for traveling in the hybrid vehicle. Even in this case, if the air is heated using the engine coolant as a heat source, the air temperature after heating cannot be sufficiently increased.

  Therefore, in order to sufficiently raise the air temperature after heating, it is conceivable to use hot water having a temperature higher than that of the engine cooling water in addition to the engine cooling water. As this high-temperature hot water, for example, cooling water for a heating element other than the engine mounted on the vehicle, or a hot water circuit independent of the engine cooling water circuit, which is heated by heating means such as an electric heater for water heating. Hot water etc. are mentioned.

  However, if a mixture of low-temperature cooling water and high-temperature hot water is used as a heat source for heating, the total water temperature is reduced compared to high-temperature hot water, so that there is a problem that both heat quantities cannot be used effectively. . Similar problems occur when other liquids or gases are used instead of cooling water and hot water.

  In view of the above, the present invention is a vehicle air conditioner that performs heating using a first fluid that cools an internal combustion engine and a second fluid that is higher in temperature than the first fluid as a heat source, and the first and second fluids It aims at providing the vehicle air conditioner which can utilize effectively the calorie | heat amount which each of has.

In order to achieve the above object, according to the first aspect of the present invention, the first fluid that has cooled the internal combustion engine and the second fluid that is higher in temperature than the first fluid are used as heat sources to heat the air blown into the vehicle interior. Heat exchanger (2)
The heating heat exchanger (2) includes a first heat exchange section (11) through which only the first fluid or a mixed fluid of the first fluid and the second fluid flows, and mainly a second fluid, A second heat exchange section (21) through which a fluid having a temperature higher than that flowing through the one heat exchange section (11) flows
The first heat exchanging part (11) and the second heat exchanging part (21) are integrated in a state where a space is formed between the two so as to suppress heat exchange between the fluids flowing through them. It is characterized by that.

  According to this, at the first heat exchanging unit, air is heated using a low-temperature fluid including at least the first fluid that has cooled the internal combustion engine as a heat source, and at the second heat exchanging unit, a high-temperature mainly composed of the second fluid Since air is heated using a fluid as a heat source, the amount of heat of the second fluid can be effectively used as compared with the case where air is heated using a mixture of the first fluid and the second fluid as a heat source. The air temperature after heating can be increased in the exchange section.

  In the first aspect of the invention, the arrangement of the first heat exchange section and the second heat exchange section is the same as that of the second aspect in that the second heat exchange section (21) is replaced with the first heat exchange section. It arrange | positions to an air flow downstream rather than a part (11), or makes the 1st heat exchange part (11) and the 2nd heat exchange part (21) with respect to an air flow like the invention of Claim 3. Can be arranged in parallel.

  In particular, according to the invention described in claim 2, after the blown air is heated using the low-temperature fluid as the heat source in the first heat exchange unit, the blown air is further heated using the high-temperature fluid as the heat source in the second heat exchange unit. Therefore, the amount of heat of the first fluid can be used effectively, and even when the flow rate of the blown air into the vehicle interior is large, the temperature of the blown air into the vehicle compartment can be raised to a sufficiently high temperature. Thus, according to the invention described in claim 2, compared with the case where the blown air is heated by the heating heat exchanger using a mixture of the first fluid and the second fluid as a heat source, the heating heat The energy transfer efficiency from the fluid to the air in the whole fluid used as a heat source in the exchanger can be increased.

  Moreover, in invention of Claim 4, in invention of Claims 1-3, a 1st heat exchange part (11) is compared with a 2nd heat exchange part (21), and air and a fluid. It is characterized by a large heat exchange area. According to this, a large amount of heat of the first fluid can be taken out by the first heat exchange unit, and the amount of heat of the first fluid can be effectively used.

  Moreover, in invention of Claim 5, in the invention of Claims 1-4, a 1st heat exchange part (11) is a fluid of the fluid which flows through an inside compared with a 2nd heat exchange part (21). It is characterized by a large flow rate. According to this, a large amount of heat of the first fluid can be taken out by the first heat exchange unit, and the amount of heat of the first fluid can be effectively used.

  In invention of Claims 1-5, like the invention of Claim 6, a 1st heat exchange part (11) and a 2nd heat exchange part (22) have a mutually independent fluid flow path. It is preferable to adopt a configuration.

  Moreover, in invention of Claims 1-6, like 1st invention, among 1st heat exchange parts (11) and 2nd heat exchange parts (22), 1st heat exchange Adopting a configuration in which air that has passed through only the section (11) is blown out from the first air outlet toward the window, and air that has passed through the second heat exchange section (21) is blown out from the second air outlet toward the occupant. Can do.

  Moreover, in invention of Claim 1-7, the cooling fluid which cooled the cylinder head (31) of an internal combustion engine (30) is utilized as a 1st fluid like invention of Claim 8. In addition, the cooling fluid that has cooled the cylinder block (32) of the internal combustion engine (30) can be used as the second fluid.

  Moreover, in invention of Claim 1-7, the cooling fluid which cools heat generating bodies (41) other than an internal combustion engine can be utilized as 2nd fluid like invention of Claim 9. .

  In addition, the code | symbol in the bracket | parenthesis of each means described in this column and the claim shows the correspondence with the specific means as described in embodiment mentioned later.

It is a figure showing the whole vehicle air-conditioner composition in a 1st embodiment of the present invention. It is a side view of the heat exchanger for heating in a 1st embodiment. It is a front view of the heat exchanger for heating in a 1st embodiment. It is a figure which shows the temperature change of the air which passed the 1st heater core 11 and the 2nd heater core 21 in 1st Embodiment. (A), (b), and (c) are respectively about 1st Embodiment and Comparative Example 2 about the heat dissipation loss of the cooling water from the engine 30 surface, the combustion chamber average temperature of the engine 30, and practical fuel consumption. It is a trial calculation result comparing It is a side view of the heat exchanger for heating in a 2nd embodiment. It is a side view of the heat exchanger for heating in a 3rd embodiment. It is a side view of the heat exchanger for heating in 4th Embodiment. It is a front view of the heat exchanger for heating in 4th Embodiment. It is a side view of the heat exchanger for heating in a 5th embodiment. It is a front view of the heat exchanger for heating in a 5th embodiment. It is a side view of the heat exchanger for heating in 6th Embodiment. It is a figure which shows the whole structure of the vehicle air conditioner in 7th Embodiment.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. In the following embodiments, parts that are the same or equivalent to each other are given the same reference numerals in the drawings in order to simplify the description.

(First embodiment)
FIG. 1 shows the overall configuration of a vehicle air conditioner according to this embodiment. The vehicle air conditioner of the present embodiment is mounted on a hybrid vehicle that obtains driving force for vehicle travel from an engine (internal combustion engine) and a travel electric motor.

  The vehicle air conditioner 1 of this embodiment includes a first cooling water circuit 10 and a second cooling water circuit 20. The first cooling water circuit 10 is a cooling water circuit through which the cooling water that has cooled the cylinder head 31 of the engine 30 flows, and includes a first heater core 11, a first water pump 12, and a first temperature sensor 13. Yes. On the other hand, the second cooling water circuit 20 is a cooling water circuit through which the cooling water that has cooled the cylinder block 32 of the engine 30 flows, and includes the second heater core 21, the second water pump 22, and the second temperature sensor 23. is doing. The cooling water is water or water containing additive components. The cooling water that has cooled the cylinder head 31 and the cooling water that has cooled the cylinder block 32 correspond to the first fluid and the second fluid of the present invention, respectively.

  In the engine 30, the cylinder block 32 is a block body constituting a cylinder bore (columnar hole) in which a piston reciprocates. The cylinder head 31 is a block body that closes the top dead center side opening of the cylinder bore and constitutes a combustion chamber.

  A first cooling water inlet 31 a and a first cooling water outlet 31 b as a first outlet portion are provided on the cylinder head 31 side of the engine 30, and cooling water for cooling the cylinder head 31 flows inside the cylinder head 31. A cooling water passage on the cylinder head side is formed. The cooling water flowing in from the first cooling water inlet 31a flows through the cylinder head 31 and then flows out from the first cooling water outlet 31b.

  Similarly, a second cooling water inlet 32 a and a second cooling water outlet 32 b as a second outlet are provided on the cylinder block 32 side of the engine 30, and cooling for cooling the cylinder block 32 is provided inside the cylinder block 32. A cooling water passage on the cylinder block side through which water flows is formed. The cooling water flowing in from the second cooling water inlet 32a flows through the cylinder block 32 and then flows out from the second cooling water outlet 32b. Thus, in this embodiment, the cooling water which cooled the cylinder block 32 flows out from the 2nd cooling water exit 32b, without joining the cooling water which cooled the cylinder head 31. FIG.

  The first heater core 11 and the second heater core 21 are heating heat exchangers that heat the blown air into the vehicle interior by exchanging heat between the cooling water flowing from the engine 30 and the blown air into the vehicle interior. In the present embodiment, the first heater core 11 and the second heater core 21 are integrated into a single heat exchanger 2 for heating. The 1st heater core 11 and the 2nd heater core 21 are respectively corresponded to the 1st heat exchange part of the heat exchanger for heating in the present invention, and the 2nd heat exchange part.

  Inside the heat exchanger 2 for heating, the cooling water flow path of the first heater core 11 and the cooling water flow path of the second heater core 21 are independent. The cooling water inlet 11a of the first heater core 11 is connected to the first cooling water outlet 31b on the cylinder head 31 side via a pipe. On the other hand, the cooling water inlet 21a of the second heater core 21 is connected to the second cooling water outlet 32b on the cylinder block 32 side via a pipe.

  Moreover, although the heat exchanger 2 for a heating is not shown in figure, it is accommodated in the air-conditioning case with the air blower which forms the ventilation air which goes into a vehicle interior. The air conditioning case has a mixing ratio of a bypass air passage through which the blown air flows, bypassing the heating heat exchanger 2, air after passing through the bypass air passage, and air after passing through the heating heat exchanger 2. An air mix door to be adjusted is provided.

  2 and 3 show a side view and a front view of the heating heat exchanger according to the present embodiment.

  As shown in FIG. 2, in the heat exchanger 2 for heating, the second heater core 21 is disposed on the air flow downstream side of the first heater core 11, and the first heater core 11 and the second heater core 21 are connected to the connecting member 201. Are connected by

  Specifically, as shown in FIGS. 2 and 3, the first heater core 11 includes a first inlet side tank 11c provided with a first cooling water inlet 11a and a first heater provided with a first cooling water outlet 11b. A corrugated shape in which the outlet side tank 11d, one end communicates with the first inlet side tank 11c, the other end communicates with the first outlet side tank 11d, and the outer surface of the flat tube 11e. Heat transfer fins 11f are provided. An all-pass type, that is, a unidirectional flow type first heat exchange core portion 11g is configured by a laminated structure of the flat tubes 11e and the heat transfer fins 11f. The air and the cooling water exchange heat at the first heat exchange core portion 11g.

  Similarly, the second heater core 21 includes a second inlet-side tank 21c provided with a second cooling water inlet 21a, a second outlet-side tank 21d provided with a second cooling water outlet 21b, and one end at a second inlet. A plurality of flat tubes 21e communicated with the side tank 21c and the other ends communicated with the second outlet side tank 21d, and corrugated heat transfer fins 21f joined to the outer surface of the flat tube 21e. An all-pass type second heat exchange core portion 21g is configured by a laminated structure of the flat tubes 21e and the heat transfer fins 21f. The air and the cooling water exchange heat with the second heat exchange core portion 21g.

  In both the first and second heater cores 11 and 21, the plurality of flat tubes 11 e and 21 e extend in one direction and are arranged in parallel in a direction perpendicular to the one direction. The inlet side tanks 11c and 21c and the outlet side tanks 11d and 21d are elongated in the arrangement direction of the flat tubes 11e and 21e, and communicate with one end and the other end of the flat tubes 11e and 21e, respectively.

  In the present embodiment, the inlet side tanks 11c and 21c are arranged at the upper end, the outlet side tanks 11d and 21d are arranged at the lower end, and the plurality of flat tubes 11e and 21e extend in the up and down direction and extend in the left and right direction of the vehicle. They are arranged in parallel. For this reason, in both the first heater core 11 and the second heater core 21, the cooling water flows from the top to the bottom.

  The first heater core 11 and the second heater core 21 have the same size in the horizontal and vertical directions when viewed in the air flow direction. Thereby, all of the air after passing through the first heater core 11 passes through the second heater core 21. The air flow direction is the left-right direction in FIG. 2 and the direction perpendicular to the paper surface in FIG.

  The first heater core 11 and the second heater core 21 have different thicknesses in the air flow direction. Specifically, when the widths of the flat tubes 11 e and 21 e and the heat transfer fins 11 f and 21 f in the air flow direction are compared, the first heater core 11 is longer than the second heater core 21. For this reason, the heat exchange area between the air and the cooling water is larger in the first heater core 11 than in the second heater core 21.

  The flow passage cross-sectional area of the flat tube 11 e of the first heater core 11 is larger than the flow passage cross-sectional area of the flat tube 21 e of the second heater core 11, and the flowing water resistance in the first heater core 11 is the second heater core 21. It is lower than the running water resistance. For this reason, the flow rate of the coolant flowing through the first heater core 11 is larger than that of the second heater core 21.

  The connecting member 201 connects the inlet side tanks 11c and 21c and connects the outlet side tanks 11d and 21d to each other, and connects the parts excluding the heat exchange core part. The connecting member 201 also serves as a spacer for forming a space between the heat exchange core portions 11g and 21g.

  Thus, the 1st heater core 11 and the 2nd heater core 21 are connected on both sides of the space between the heat exchange core parts 11g and 21g. Thereby, in the heat exchange core parts 11g and 21g, the cooling water which flows through the 1st heater core 11 and the 2nd heater core 21 does not heat-exchange by direct heat conduction. In addition, as the connection member 201, what was comprised with the same material etc. as the material which comprises a tank is employable.

  The 1st temperature sensor 13 in FIG. 1 and the 2nd temperature sensor 23 detect a cooling water temperature. The first temperature sensor 13 is disposed between the first cooling water outlet 31b on the cylinder head 31 side and the cooling water inlet 11a on the first heater core 11, and flows out from the first cooling water outlet 31b on the cylinder head 31 side. Detect the temperature of the cooling water. On the other hand, the second temperature sensor 23 is disposed between the second cooling water outlet 32b on the cylinder block 32 side and the cooling water inlet 21a on the second heater core 21, and the second cooling water outlet 32b on the cylinder block 32 side. The temperature of the cooling water flowing out from the tank is detected.

  The first water pump 12 and the second water pump 22 are adjusting means for adjusting the cooling water flow rate while forming the cooling water flow. The first water pump 12 is disposed between the cooling water outlet 11 b of the first heater core 11 and the first cooling water inlet 31 a of the cylinder head 31. The second water pump 22 is disposed between the cooling water outlet 21b of the second heater core 21 and the second cooling water inlet 32a on the cylinder block 32 side.

  The first water pump 12 and the second water pump 22 are electric pumps, and the cooling water flow rate is controlled by controlling the rotation speed by a control device (not shown). In the present embodiment, the first water pump 12 and the second water pump 22 are configured such that the cooling water flow rate in the cooling water flow channel on the cylinder head side is greater than the cooling water flow rate in the cooling water flow channel on the cylinder block side during the steady operation of the engine 30. Is controlled to increase. This is because the cylinder head 31 is kept at a low temperature to improve the anti-knocking performance, and the cylinder block 32 is kept at a high temperature, thereby suppressing the decrease in the viscosity of the engine oil and increasing the friction inside the engine. It is for suppressing.

  In the 1st cooling water circuit 10 of such a structure, the cooling water which flowed out from the 1st cooling water exit 31b by the side of the cylinder head 31 flows into the 1st heater core 11, and after heat exchange with air in the 1st heater core 11 is carried out. Cooling water flows into the engine 30 from the first cooling water inlet 31a on the cylinder head 31 side.

  On the other hand, in the second cooling water circuit 20, the cooling water flowing out from the second cooling water outlet 32b on the cylinder block 32 side flows into the second heater core 21, and the cooling water after heat exchange with air in the second heater core 21 is It flows into the engine 30 from the second cooling water inlet 32a on the cylinder block 32 side.

  Each of the first and second cooling water circuits 10 and 20 is in communication with a radiator (not shown), and the cooling water flowing out from the cylinder head 31 radiates heat with the radiator, and the cooling water after the heat radiation flows into the cylinder head 32. The cooling water flowing out from the cylinder block 32 can be radiated by the radiator, and the cooling water after radiating can flow into the cylinder block 32.

  Next, the operation of the vehicle air conditioner 1 of the present embodiment will be described.

  The control device includes a first water pump 12, a second water pump 12, and a cooling water flow rate in the cooling water flow path on the cylinder head 31 side in the engine 30 greater than a cooling water flow rate in the cooling water flow path on the cylinder block 32 side. 22 is controlled.

  Moreover, a control apparatus controls an air blower so that it may become the air flow volume according to target blowing air temperature TAO at the time of heating. The target blown air temperature TAO is calculated according to the air conditioning heat load determined by the set temperature and the environmental conditions, and is the target temperature of the air blown out from the outlet to the vehicle interior.

  Here, the temperature change of the air which passed the 1st heater core 11 and the 2nd heater core 21 at the time of heating in FIG. 4 is shown.

  In the 1st heater core 11, blowing air is heated by heat exchange with the cooling water after cylinder head 31 cooling. At this time, the cooling water after cooling the cylinder head 31 is lower in temperature than the minimum temperature required for heating, but has a larger flow rate and a larger amount of heat than the cooling water after cooling the cylinder block 32. Therefore, in the present embodiment, in order to extract as much heat as possible of the cooling water after cooling the cylinder head 31, as compared with the second heater core 21, the cooling water flow rate inside the first heater core 11 is increased, and the air and the cooling water. The heat exchange area is increased. For this reason, in the 1st heater core 11, much calorie | heat amount can be supplied to blowing air from the cooling water of the large flow volume after cylinder head 31 cooling. As a result, the temperature of the air A1 after passing through the first heater core 11 is close to the cooling water temperature (inlet water temperature of the first heater core) Th1 before flowing into the first heater core 11.

  In the second heater core 21, the blown air A1 after passing through the first heater core 11 is heated by heat exchange with the cooling water after cooling the cylinder block 32. Since the cooling water after cooling the cylinder block 32 is hotter than the cooling water after cooling the cylinder head 31, the temperature of the blown air A2 after passing through the second heater core 21 is set to be higher than the blown air A1 after passing through the first heater core 11. Can be raised to higher temperatures.

  In addition, the comparative example 1 in FIG. 4 is one cooling water in which the cooling water that has cooled the cylinder head 31 and the cooling water that has cooled the cylinder block 32 are merged inside the engine, and the combined cooling water is provided in the engine. It is configured to flow out from the outlet and flow into one heater core. In Comparative Example 1, as in the present embodiment, the coolant flow rate flowing on the cylinder head side is made larger than the coolant flow rate flowing on the cylinder block side.

  Next, main effects of this embodiment will be described.

  The engine 30 of the present embodiment has two cooling systems. During steady operation of the engine 30, the cooling water flow rate in the cooling flow path on the cylinder head side is changed to the cooling water flow rate in the cooling water flow path on the cylinder block side. More than that, the cylinder head 31 is actively cooled. For this reason, the cooling water temperature after cooling the cylinder head 31 is lower than the minimum temperature required for heating, and the cooling water temperature after cooling the cylinder block 32 is equal to or higher than the minimum temperature required for heating.

  At this time, if the air is heated using only the cooling water that has cooled the cylinder head 31 as the heat source as in the technique described in Patent Document 1, the air temperature cannot be sufficiently increased, and heating is not established. Further, as in Comparative Example 1 in FIG. 4, when all the cooling water after cooling the cylinder head 31 and the cooling water after cooling the cylinder block 32 are mixed, the cooling water temperature after mixing is Lower than the minimum temperature required for heating. For this reason, since the energy transfer efficiency from cooling water to air becomes low, even if the air is heated using the mixed cooling water as a heat source, the air temperature cannot be sufficiently increased and heating is not established.

  In contrast, in the present embodiment, the engine 30 is provided with the first cooling water outlet 31b and the second cooling water outlet 32b, and the low-temperature side cooling water after cooling the cylinder head 31 is caused to flow out from the first cooling water outlet 31b. The high-temperature side cooling water after cooling the cylinder block 32 is allowed to flow out from the second cooling water outlet 32b. Then, the low temperature side cooling water flowing out from the first cooling water outlet 31b is caused to flow into the first heater core 11 without mixing both cooling waters, and the high temperature side cooling water flowing out from the second cooling water outlet 32b is supplied to the second. It flows into the heater core 21.

  Thus, in this embodiment, since the 2nd heater core 21 heats the blowing air to the vehicle interior by using the high temperature side cooling water flowing out from the second cooling water outlet 32b as a heat source, it flows out from the first cooling water outlet 31b. Compared with the case where only the low-temperature side cooling water is used as the heat source or the case where the mixed water obtained by mixing the low-temperature side cooling water and the high-temperature side cooling water is used as the heat source, the air temperature after heating by the second heater core 21 is increased. can do.

  Further, in the present embodiment, after the blower air is heated with the first heater core 11 using the low-temperature side cooling water as the heat source, the heated air is heated with the second heater core 21 using the high-temperature side cooling water as the heat source. The amount of heat of both the cooling water on the low temperature side and the cooling water on the high temperature side can be used effectively.

  That is, according to the present embodiment, the air blown into the vehicle interior is heated with one heater core using a mixture of the entire cooling water flowing out from both the first and second cooling water outlet portions 31b and 32b as a heat source. Compared with the case, the energy transmission efficiency from the cooling water to the air in the whole cooling water in the heater core can be increased.

  As a result, even when the amount of air blown by the blower is large, the air can be raised to a sufficiently high temperature, and heating can be established.

  Moreover, according to this embodiment, as shown in FIG. 5, the fuel consumption at the time of use of a vehicle air conditioner can be reduced. Here, FIGS. 5A, 5 </ b> B, and 5 </ b> C show the heat dissipation loss of the cooling water from the surface of the engine 30, the combustion chamber average temperature of the engine 30, and the practical fuel consumption, respectively. It is the trial calculation result which compared with the comparative example 2. In Comparative Example 2, compared to Comparative Example 1, the coolant flow rate flowing on the cylinder head side and the coolant flow rate flowing on the cylinder block side are the same, and the coolant temperature after cooling the cylinder head is the cylinder block of this embodiment. The temperature is changed to be the same as the cooling water temperature after cooling.

  According to the present embodiment, the cylinder head 31 is positively cooled and the heating heat exchanger 2 described above is used. Therefore, as shown in FIG. The heat dissipation loss from the cylinder head 31 side of the engine 30 can be reduced.

  Therefore, according to the present embodiment, as shown in FIG. 5 (b), the combustion chamber average temperature can be lowered as compared with Comparative Example 2, so that the fuel consumption amount as shown in FIG. 5 (c). (Fuel consumption) can be reduced.

(Second Embodiment)
In FIG. 6, the side view of the heat exchanger for a heating of this embodiment is shown. In this embodiment, an outlet side tank is made common to the heating heat exchanger 2 shown in FIGS. 2 and 3 described in the first embodiment, and the number of cooling water outlets is changed to one.

  Specifically, the heat exchanger 2 for heating according to the present embodiment includes a cooling water outlet side of the first heat exchange core part 11 g of the first heater core 11 and a cooling of the second heat exchange core part 21 g of the second heater core 21. A common tank 2d connected to the water outlet side is provided. The common tank 2d is provided with one cooling water outlet 2b.

  Thereby, the low-temperature side cooling water flowing from the cooling water inlet 11a of the first heater core 11 and the high-temperature side cooling water flowing from the cooling water inlet 21a of the second heater core 21 merge in the common tank 2d. It flows out from one cooling water outlet 2b.

  In this way, the cooling water that has passed through the first heat exchange core portion 11g of the first heater core 11 and the cooling water that has passed through the second heat exchange core portion 21g of the second heater core 21 are combined with each other in the heating heat exchanger 2. It can also be merged in the vicinity of the exit.

  In the present embodiment, the cooling water flowing out from the cooling water outlet 2b of the common tank 2d is diverted at the diverter, and flows into the first cooling water inlet 31a and the second cooling water inlet 32a of the engine 30, respectively.

(Third embodiment)
In FIG. 7, the side view of the heat exchanger for a heating of this embodiment is shown. In the present embodiment, the cooling water outlet 2d of the common tank 2d is changed to a cooling water inlet 2a and the inlet side tank 11c of the first heater core 11 is changed to the outlet side with respect to the configuration shown in FIG. 6 described in the second embodiment. This is a tank 11d.

  The cooling water inlet 2a of the common tank 2d is connected to the first cooling water outlet 31b on the cylinder head 31 side via a pipe.

  As a result, the high-temperature side cooling water that has passed through the second heat exchange core portion 21g of the second heater core 21 and the low-temperature side cooling water that has flowed from the cooling water inlet 2a of the common tank 2d merge in the common tank 2d. To do. Then, after the combined cooling water flows through the first heat exchange core portion 11 g of the first heater core 11, it flows out from the cooling water outlet 11 b provided in the outlet side tank 11 d of the first heater core 11.

  In this way, a mixed water of the low-temperature side cooling water after cooling the cylinder head 31 and the high-temperature side cooling water that has passed through the second heater core 21 can also flow into the first heater core 11.

(Fourth embodiment)
8 and 9 are a side view and a front view of the heat exchanger for heating according to the present embodiment.

  In the heat exchanger 2 for heating according to the present embodiment, the first heater core 11 and the second heater core 21 are arranged in parallel to the air flow, and the air passage inside the air conditioning case 3 is located above the vehicle in the vertical direction. The first heater core 11 is arranged, and the second heater core 21 is arranged on the lower side. A lower end portion of the first heater core 11 and an upper end portion of the second heater core 21 are connected by a connecting member 201, and a space is formed between the first heater core 11 and the second heater core 21.

  And in the air-conditioning case 3 which accommodates the heat exchanger 2 for a heating, the channel | path connected to the defroster (DEF) blower outlet 4a as a 1st blower outlet by the partition wall 3a, and the foot (FOOT) as a 2nd blower outlet A passage continuing to the air outlet 4b is formed. A passage that communicates with the defroster outlet 4a is located on the upper side in the vehicle vertical direction, and a passage that communicates with the foot outlet 4b is located on the lower side. Therefore, the blown air B1 after passing through the first heater core 11 flows through a passage communicating with the defroster outlet 4a, and the blown air B2 after passing through the second heater core 21 flows through a passage continuous with the foot outlet 4b.

  Each component part of the 1st heater core 11 and the 2nd heater core 21 is the same as that of 1st Embodiment.

  However, in the present embodiment, the first heater core 11 and the second heater core 21 have the same thickness in the air flow direction, but the heat exchange core portions 11g and 21g have different lengths in the vertical direction. . Specifically, the lengths of the flat tubes 11 e and 21 e and the heat transfer fins 11 f and 21 f in the vertical direction are longer in the first heater core 11 than in the second heater core 21. For this reason, the heat exchange area between the air and the cooling water is larger in the first heater core 11 than in the second heater core 21.

  Also in this embodiment, the flow passage cross-sectional area of the flat tube 11 e of the first heater core 11 is larger than the flow passage cross-sectional area of the flat tube 21 e of the second heater core 11, and the flowing water in the first heater core 11 The resistance is lower than the flowing water resistance in the second heater core 21.

  Thereby, in this embodiment, at the time of heating, the 1st heater core 11 can heat the blowing air which goes to the defroster blower outlet 4a by using the cooling water of the large flow volume after cooling the cylinder head 31 as a heat source. On the other hand, the second heater core 21 can heat the blown air toward the foot outlet 4b using the high-temperature cooling water after cooling the cylinder block 32 as a heat source.

  Therefore, according to this embodiment, when it is desired to add a temperature difference between the blowout air from the defroster outlet and the foot outlet, a relatively low temperature hot air is blown from the defroster outlet toward the window, A relatively hot air can be blown from the exit toward the passenger.

(Fifth embodiment)
10 and 11 are a side view and a front view of the heat exchanger for heating according to the present embodiment. In this embodiment, the number of cooling water outlets is changed to one with respect to the heating heat exchanger 2 shown in FIGS. 8 and 9 described in the fourth embodiment.

  Specifically, the heat exchanger 2 for heating according to the present embodiment has an outlet side tank 11d of the first heater core 11 and the second heater core 21 instead of providing a cooling water outlet to the outlet side tank 11d of the first heater core 11. Communication portions 202 and 203 are provided for communicating with the outlet side tank 21d.

  Thereby, the cooling water after passing through the heat exchange core portion 11g of the first heater core 11 flows through the communication portions 202 and 203, and the cooling water after passing through the heat exchange core portion 21g of the second heater core 21 and the second heater core 21. In the outlet side tank 21d. Then, the merged cooling water flows out from the cooling water outlet 21 b of the outlet side tank 21 d of the second heater core 21.

  Thus, even when the first and second heater cores are arranged in parallel to the air flow, the cooling water that has passed through the first heat exchange core portion 11g of the first heater core 11 and the second heat of the second heater core 21 are also obtained. The cooling water that has passed through the exchange core portion 21g can also be merged in the vicinity of the outlet of the heat exchanger 2 for heating.

(Sixth embodiment)
In FIG. 12, the side view of the heat exchanger for a heating of this embodiment is shown. This embodiment corresponds to a combination of the first embodiment and the fourth embodiment.

  In the heat exchanger 2 for heating according to the present embodiment, the second heater core 21 is disposed on the downstream side of the air flow of the first heater core 11, but all of the second heater core 21 is the first heater core 11 in the air flow direction. The size is opposite to a part. Thereby, a part of the air after passing through the first heater core 11 flows through the second heater core 21, and the rest flows around the second heater core.

  Specifically, the length of the heat exchange core portion 21g of the second heater core 21 in the vertical direction is shorter than the heat exchange core portion 11g of the first heater core 11, and the second heater core 21 is located inside the air conditioning case 3. It is arranged on the lower side of the air passage.

  For this reason, in this embodiment, the blowing air which goes to the foot blower outlet 4b can be heated with the 1st heater core 11 and the 2nd heater core 21 at the time of heating. As a result, according to this embodiment, the temperature of the warm air blown out from the foot outlet 4b can be increased as compared with the fourth embodiment.

(Seventh embodiment)
In FIG. 13, the whole structure of the vehicle air conditioner in this embodiment is shown. In the first to sixth embodiments, the cooling water after cooling the cylinder head 31 is used as the cooling water on the low temperature side among the cooling waters having different temperatures serving as the heat source for heating, and after cooling the Linda block 32 as the cooling water on the high temperature side. In this embodiment, the cooling water of the engine 30 is used as the cooling water on the low temperature side, and the cooling water of the inverter 41 is used as the cooling water on the high temperature side. The cooling water of the engine 30 and the cooling water of the inverter 41 correspond to the first fluid and the second fluid of the present invention, respectively.

  Specifically, in the heat exchanger 2 for heating, the second heater core 21 is arranged on the downstream side of the air flow of the first heater core 11 as in the first embodiment.

  The cooling water after cooling the engine 30 flows into the first heater core 11, and an engine cooling water circuit is formed in which the cooling water circulates between the first heater core 11 and the engine 30. The engine 30 has one cooling water outlet.

  On the other hand, the cooling water of the inverter cooling circuit 40 flows into the second heater core 21. The inverter cooling water circuit 40 is a cooling water circuit independent of an engine cooling water circuit through which cooling water for cooling the inverter 41 circulates, and includes an inverter 41, a water pump 42, a radiator 43, and a thermostat 44.

  Here, the inverter 41 is an electric device mounted on the hybrid vehicle, and converts the current supplied to the traveling electric motor from direct current to alternating current. The water pump 42 is an electric type that forms a cooling water flow. The radiator 43 is a heat exchanger that radiates heat from the cooling water after passing through the inverter 41 to the air. The thermostat 44 is a channel opening / closing means that opens and closes the channel of the cooling water flowing toward the radiator 43.

  By the way, in the hybrid vehicle, the engine 30 is operated or stopped depending on the traveling state or the like. When the engine 30 is stopped during heating, the temperature of the cooling water of the engine 30 becomes lower than the minimum temperature required for heating. Therefore, when the cooling water temperature is lower than the predetermined temperature, the control device Therefore, the operation of the engine 30 is required, but it is not preferable to operate the engine for heating because the fuel efficiency deteriorates.

  Therefore, in the present embodiment, during heating, when the temperature of the cooling water flowing out from the engine 30 is lower than the minimum temperature required for heating and the air temperature after passing through the first heater core 11 cannot be sufficiently high, a control device (not shown) Thus, the conversion efficiency of the inverter 41 is reduced, and the inverter 41 is used as a heating element. Thereby, the temperature of the cooling water flowing into the second heater core 21 is set to be higher than the cooling water flowing into the first heater core 11, so that the air temperature after passing through the second heater core 21 can be sufficiently increased. . Incidentally, even if the cooling water temperature of the inverter 41 rises too much, heat is dissipated by the radiator 43, so that adverse effects on the elements constituting the inverter 41 can be prevented.

  In this embodiment, the cooling water of the inverter 41 is used as the high-temperature side cooling water. However, the cooling water of the heating element that is mounted on the vehicle other than the engine and generates waste heat can be used. For example, cooling water for electric devices such as a generator and a battery mounted on a hybrid vehicle or an electric vehicle can be used.

  Moreover, you may make the 2nd heater core 21 flow in the warm water of the warm water circuit heated by heating means other than an engine. As a heating means, an electric heater for water heating, a heat pump, waste heat of exhaust gas, or the like can be adopted. In this case, it is preferable that the flow rate of the cooling water flowing into the second heater core 21 is smaller than the flow rate of the cooling water flowing into the first heater core 11. This is because the energy consumption of the heating means can be suppressed. The hot water circuit may be configured as a circuit independent of the engine cooling water, or may be branched from the engine cooling water circuit.

(Other embodiments)
(1) In 1st Embodiment, although the heat exchange core part 11g of the 1st heater core 11 and the heat exchange core part 21g of the 2nd heater core 21 included the air layer in all the area | regions which oppose, it opposes. As long as direct heat conduction is suppressed as compared with the case where all the regions are connected, a configuration in which a part of the opposing regions are connected may be used.

  (2) In the first embodiment, the flow direction of the cooling water inside the first heater core 11 and the second heater core 21 is the same from the top to the bottom, but one is changed from the bottom to the top, You may make it both cooling water flow facing.

  (3) In the fourth to sixth embodiments, the air after passing through the first heater core 11 flows through the passage communicating with the defroster outlet 4a. However, the air after passing through the first heater core 11 passes through the face outlet. You may change so that it may flow into the path | route which continues to. In short, the air after passing through the first heater core 11 can be blown out from a blowout port that may blow out a relatively low temperature hot air.

  In addition, when no occupant is present in a seat other than the driver's seat, the air after passing through the second heater core 21 is blown out from the outlet corresponding to the driver's seat, and the first heater core is discharged from the outlet corresponding to the seat other than the driver's seat. You may make it blow off the air after 11 passes.

  (4) In each of the above-described embodiments, the cooling water flowing out from the first cooling water outlet 31b of the engine 30 is only the cooling water that has cooled the cylinder head 31. The cooling water in which a part of the cooling water for cooling the cylinder block 32 is mixed may be used. In short, it is only necessary that the cooling water mainly cooling the cylinder head 31 flows out from the first cooling water outlet 31b of the engine 30.

  Similarly, the cooling water flowing out from the second cooling water outlet 32b of the engine 30 was only the cooling water that cooled the cylinder block 32, but the cylinder head 31 was cooled with respect to the cooling water that cooled the cylinder block 32. Cooling water mixed with a part of the cooling water may be used. In short, the cooling water mainly cooling the cylinder block 32 flows out from the second cooling water outlet 32b of the engine 30, and the cooling water flowing out from the second cooling water outlet 32b rather than the cooling water flowing out from the first cooling water outlet 31b. As long as the temperature is higher.

  However, the cooling water flowing out from the second cooling water outlet 32b of the engine 30 has a higher temperature than when all of the cooling water after cooling the cylinder head 31 and the cooling water after cooling the cylinder block 32 are mixed. To do. Thereby, it is because a high temperature cooling water can be made to flow out from the engine 30 compared with the case where both cooling water is mixed together.

  (5) In each of the above-described embodiments, the cooling water flowing into the second heater core 21 is only the cooling water flowing out from the second cooling water outlet 32b of the engine 30, but the cooling water flowing out from the first cooling water outlet 31b. A part of the cooling water may be mixed.

  In short, it is sufficient that the cooling water mainly flows out from the second cooling water outlet 32 b and has a higher temperature than the cooling water flowing into the first heater core 11 and flows into the second heater core 21. However, the cooling water flowing into the second heater core 21 is higher than the average temperature when the cooling water flowing out from the second cooling water outlet 32b and the cooling water flowing out from the first cooling water outlet 31b are all mixed. . This is because the air temperature after heating by the second heater core 21 can be increased as compared with the case where both of the cooling waters are all mixed.

  (6) In each of the above-described embodiments, the cooling water flow rate flowing into the first heater core 11 is larger than the cooling water flow rate flowing into the second heater core 21, but both cooling water flow rates may be the same. .

  For example, in the configuration of the first embodiment, a part of the low temperature side cooling water flowing out from the first cooling water outlet 31b of the engine 30 is merged with the high temperature side cooling water flowing out from the second cooling water outlet 32b. Thus, the flow rates of the cooling water flowing into the first heater core 11 and the second heater core 21 may be the same. In this case, compared with the first embodiment, the temperature of the cooling water flowing into the second heater core 21 is lowered, but from the first cooling water outlet 31b all the cooling water on the low temperature side flowing out from the first cooling water outlet 31b and the second cooling water outlet 32b. Since the cooling water temperature is higher than when mixing the cooling water on the high temperature side of the outflow, the air temperature after heating can be made higher than when mixing all the cooling water on the low temperature side and the cooling water on the high temperature side.

  (7) In the first to sixth embodiments, the vehicle air conditioner of the present invention is applied to a vehicle air conditioner that uses waste heat of an engine for a hybrid vehicle as an internal combustion engine as a heat source for heating. The present invention is also applicable to a vehicle air conditioner that uses waste heat from an internal combustion engine as a heat source. With other internal combustion engines, the cooling water temperature after cooling the cylinder head becomes lower than the minimum temperature required for heating by actively cooling the cylinder head, and the trace knock operation is mainly used. Examples of the engine include a supercharged engine and a range extender.

  (8) In each of the embodiments described above, the cooling water is used as the cooling fluid, but other liquids and gases may be used.

  (9) You may combine each above-mentioned embodiment in the range which can be implemented.

2 Heat exchanger for heating
11 1st heater core (1st heat exchange part)
21 2nd heater core (2nd heat exchange part)
30 engine (internal combustion engine)
31 Cylinder head 32 Cylinder block

Claims (9)

A heat exchanger (2) for heating that heats the air blown into the vehicle interior using the first fluid that has cooled the internal combustion engine and the second fluid that is higher in temperature than the first fluid as heat sources;
The heating heat exchanger (2) is:
A first heat exchange section (11) through which only the first fluid or a mixed fluid of the first fluid and the second fluid flows;
A second heat exchange part (21) that is mainly a second fluid and flows a fluid having a temperature higher than that of the fluid flowing through the first heat exchange part (11),
The vehicle air conditioner, wherein the first heat exchange unit (11) and the second heat exchange unit (21) are integrated with a space formed therebetween.   2. The vehicle air conditioner according to claim 1, wherein the second heat exchanging part (21) is arranged downstream of the first heat exchanging part (11) in the air flow.   The vehicle air conditioner according to claim 1, wherein the first heat exchange part (11) and the second heat exchange part (21) are arranged in parallel to the air flow.   The first heat exchange part (11) has a larger heat exchange area between air and fluid than the second heat exchange part (21). The vehicle air conditioner described in 1.   The said 1st heat exchange part (11) has the flow volume of the fluid which flows through the inside compared with the said 2nd heat exchange part (21), Either one of Claim 1 thru | or 4 characterized by the above-mentioned. Vehicle air conditioner.   The vehicular vehicle according to any one of claims 1 to 5, wherein the first heat exchange section (11) and the second heat exchange section (22) have fluid passages independent of each other. Air conditioner.   Of the first heat exchange part (11) and the second heat exchange part (22), the air that has passed through only the first heat exchange part (11) is blown out from the first outlet toward the window, and The vehicle air conditioner according to any one of claims 1 to 6, wherein the air that has passed through the second heat exchange section (21) is blown out from the second air outlet toward an occupant. apparatus. The first fluid is a cooling fluid that has cooled a cylinder head (31) of the internal combustion engine (30),
The vehicle air conditioner according to any one of claims 1 to 7, wherein the second fluid is a cooling fluid that has cooled a cylinder block (32) of the internal combustion engine (30).   The vehicle air conditioner according to any one of claims 1 to 7, wherein the second fluid is a cooling fluid that has cooled a heating element (41) other than the internal combustion engine.

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