JP2012254725A - Vehicle air conditioning device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicle air conditioning device capable of preventing an air duct between heat transfer tubes from being blocked by frost formation, and heating performance from being degraded, even in the frost formation.SOLUTION: The vehicle air conditioning device 10A includes: a heat pump circuit 2 including an outdoor heat exchanger 13; a switching meas 12A for switching a flow direction of a refrigerant that flows into the heat pump circuit 3, depending on an air cooling operation time or an air heating operation; and a fan 17 which inhales outside air through the outdoor heat exchanger 13. The outdoor heat exchanger 13 includes a pair of headers which horizontally extend, and a plurality of heat transfer tubes arranged therebetween. One or more partition plates for dividing the heat transfer tubes into a plurality of heat transfer tube groups in which a flow direction of the refrigerant is reversed from each other, are installed inside each of the pair of headers. The fan 17 is arranged so that the center of the fan 17 is located in an area occupied by an evaporation downstream heat transfer tube group in the plurality of heat transfer tube groups.

Description

  The present invention relates to a vehicle air conditioner that cools and heats a passenger compartment.

  Conventionally, for example, in a car equipped with a gasoline engine, a heat pump is used for cooling, while waste heat of the engine is used for heating. In recent years, hybrid vehicles with a small amount of engine waste heat and electric vehicles that cannot use engine waste heat have become widespread, and in response to this, vehicle air conditioners that use heat pumps for heating as well as cooling have become available. It has been developed.

  For example, Patent Document 1 discloses a vehicle air conditioner 100 that uses waste heat of the engine 150 for heating while using a heat pump as shown in FIG. Specifically, the vehicle air conditioner 100 includes a heat pump circuit 110 including a compressor 111, a four-way valve 112, an outdoor heat exchanger 113, an expansion valve 114, and an indoor heat exchanger 115. The compressor 111 is driven by the engine 150. During the cooling operation, the refrigerant compressed by the compressor 111 is caused to flow in the direction of the broken line arrow C, the outdoor heat exchanger 113 functions as a condenser, and the indoor heat exchanger 115 functions as an evaporator. On the other hand, during the heating operation, the refrigerant compressed by the compressor 111 is caused to flow in the direction of the solid line arrow H, the indoor heat exchanger 115 functions as a condenser, and the outdoor heat exchanger 113 functions as an evaporator.

  The outdoor heat exchanger 113 is supplied with air outside the vehicle compartment by a fan 121. Generally, the fan 121 is disposed on the back side of the outdoor heat exchanger 113 so that wind generated by traveling of the vehicle directly hits the outdoor heat exchanger 113. That is, the fan 121 sucks air outside the vehicle compartment via the outdoor heat exchanger 113.

  By the way, Patent Document 2 discloses a vertical condenser that is extended in the horizontal direction as a vehicle condenser. This condenser has a pair of headers extending in the longitudinal direction of the condenser and a plurality of heat transfer tubes extending between the pair of headers and extending in the vertical direction. Each of the pair of headers is provided with one or a plurality of partition plates, whereby the plurality of heat transfer tubes are divided into a plurality of heat transfer tube groups in which the refrigerant flow directions are alternately reversed. .

JP 2003-127632 A JP 2004-347158 A

  The condenser disclosed in Patent Document 2 is based on the premise that the flow direction of the refrigerant is one direction, but the outdoor heat exchange in which the flow direction of the refrigerant is reversed between the heating operation and the cooling operation of the condenser. It can be considered to be used as the vessel 113. In this case, according to a normal design concept, the fan 121 is disposed at the center of the outdoor heat exchanger 113 in order to equalize the wind speed of the outdoor air passing through the air path between the heat transfer tubes.

  However, since frost may adhere to the outdoor heat exchanger 113 during the heating operation, the air path between the heat transfer tubes may be blocked by this frost formation. As a result, the suction of outside air from the passenger compartment by the fan 121 is hindered, and the heating capacity is greatly reduced. In particular, when engine waste heat cannot be used, the amount of heat exchange (amount of heat absorption) in the outdoor heat exchanger 113 increases, and this tendency becomes significant.

  In view of such circumstances, the present invention can suppress the air path between the heat transfer tubes from being blocked by frost formation, and can suppress a decrease in heating capacity even if frost formation occurs. An object is to provide an apparatus.

  In order to solve the above-described problems, the present invention provides a vehicle air conditioner that cools and heats a passenger compartment, and includes a pair of headers extending in the horizontal direction and a plurality of heat transfer tubes arranged therebetween. A heat pump circuit including an outdoor heat exchanger in which a flow path extending from one flow port to a second flow port is formed; and a flow direction of the refrigerant flowing through the heat pump circuit, and during the cooling operation, the refrigerant passes through the outdoor heat exchanger. Switching means for switching to the first direction that flows from the first circulation port to the second circulation port, and for switching the refrigerant in the outdoor heat exchanger to the second direction that flows from the second circulation port to the first circulation port during heating operation. And a fan that sucks air outside the vehicle compartment through the outdoor heat exchanger, and the outdoor heat exchanger has a shape extended in a direction in which the pair of headers extend, Pair of f One or a plurality of partition plates that divide the plurality of heat transfer tubes into a plurality of heat transfer tube groups whose refrigerant flow directions are alternately reversed are provided in each of the heaters, Provided is an air conditioner for a vehicle that is arranged so that the center of the fan is located in an occupation region of an evaporation downstream heat transfer tube group closest to the first circulation port among a plurality of heat transfer tube groups.

  According to said structure, let the wind speed of the vehicle exterior air which can let the air path between heat exchanger tubes pass by a fan be the largest in the evaporative downstream heat exchanger tube group in which a refrigerant | coolant is overheated (superheat) at the time of heating operation. Can do. Because of the synergistic effect of this high wind speed and superheat, frost is less likely to adhere to the evaporating downstream heat transfer tube group, so the evaporative downstream heat transfer tube group prevents the air path between the heat transfer tubes from being blocked by frost formation. can do. As a result, even if frost formation occurs in the other heat transfer tube groups, the evaporative downstream heat transfer tube group can still achieve a good heat exchange, and hence a reduction in heating capacity can be suppressed.

The block diagram of the vehicle air conditioner which concerns on 1st Embodiment of this invention. (A) is a typical longitudinal cross-sectional view of the outdoor heat exchanger used for the vehicle air conditioner of FIG. 1, (b) is a figure which shows the positional relationship of the outdoor heat exchanger and a fan. (A) is a figure which shows the positional relationship of the outdoor heat exchanger and fan in model A of a heat exchanger unit, (b) shows the positional relationship of the outdoor heat exchanger and fan in model B of a heat exchanger unit. Figure The block diagram of the vehicle air conditioner which concerns on 2nd Embodiment of this invention. The block diagram of the vehicle air conditioner which concerns on 3rd Embodiment of this invention. (A) and (b) are block diagrams of alternative switching means Configuration diagram of conventional vehicle air conditioner

  Hereinafter, embodiments of the present invention will be described with reference to the drawings.

(First embodiment)
FIG. 1 is a configuration diagram of a vehicle air conditioner 10A according to the first embodiment of the present invention. This vehicle air conditioner 10A is for cooling and heating a vehicle interior (not shown), and includes a heat pump circuit 2 for circulating a refrigerant. As the refrigerant, R134a, R410A, HFO-1234yf , HFO-1234ze, in addition to such CO _2, other HFC system, HC-based and available.

  The heat pump circuit 2 includes a compressor 11, a four-way valve 12A, an outdoor heat exchanger 13, an expansion valve 14, and an indoor heat exchanger 15. These devices 11 to 15 are cyclically connected by the first flow path 21 to the sixth flow path 26.

  The four-way valve 12A functions as the switching means of the present invention, and the flow direction of the refrigerant flowing through the heat pump circuit 2 is switched to the first direction indicated by the dashed arrow C during the cooling operation, and is indicated by the solid arrow H during the heating operation. Switch to the second direction. The first direction is a direction in which the refrigerant discharged from the compressor 11 passes through the outdoor heat exchanger 13, the expansion valve 14 and the indoor heat exchanger 15 in this order and returns to the compressor 11, and the second direction is a compression direction. The refrigerant discharged from the machine 11 passes through the indoor heat exchanger 15, the expansion valve 14, and the outdoor heat exchanger 13 in this order and returns to the compressor 11.

  The compressor 11 is driven by an electric motor (not shown), compresses the refrigerant sucked from the suction port 11a, and discharges it from the discharge port 11b. The electric motor may be disposed inside the compressor 11 or may be disposed outside. The discharge port 11b of the compressor 11 is connected to the first port of the four-way valve 12A via the first flow path 21, and the suction port 11a of the compressor 11 is connected to the first port of the four-way valve 12A via the sixth flow path 26. Connected to 4 ports. The second port of the four-way valve 12A is connected to the outdoor heat exchanger 13 via the second flow path 22, and the third port of the four-way valve 12A is connected to the indoor heat exchanger 15 via the fifth flow path 25. It is connected to the.

  The outdoor heat exchanger 13 is disposed, for example, at the front of an automobile, and performs heat exchange between the running of the vehicle and the outside air (air outside the passenger compartment) supplied by the fan 17 and the refrigerant. The outdoor heat exchanger 13 is connected to the expansion valve 14 via the third flow path 23.

  The outdoor heat exchanger 13 constitutes the heat exchanger unit 6 together with the shroud 18 and the fan 17 disposed on the back side of the outdoor heat exchanger 13. The shroud 18 covers the back surface of the outdoor heat exchanger 13 around the fan 31, and the fan 31 sucks outside air through the outdoor heat exchanger 13. In other words, the shroud 18 plays a role of guiding outside air from the entire area of the outdoor heat exchanger 13 to the fan 31.

  The expansion valve 14 is an example of an expansion mechanism that expands the refrigerant. As the expansion mechanism, a positive displacement expander that recovers power from the expanding refrigerant may be employed. The expansion valve 14 is connected to the indoor heat exchanger 15 via the fourth flow path 24.

  The indoor heat exchanger 15 is disposed in the duct 32 and performs heat exchange between the air sent to the vehicle interior by the blower 31 and the refrigerant. In the present embodiment, air in the passenger compartment is caused to flow through the duct 32 by the blower 31. That is, the air in the passenger compartment circulates through the duct 32. Note that the air that is blown into the duct 32 by the blower 31 does not necessarily need to be 100% of the vehicle interior air, and may include some outside air for vehicle interior ventilation, or may be all outside air.

  The blower 31 may be disposed on the inlet side of the duct 32 as illustrated in FIG. 1, or may be disposed on the outlet side of the duct 32. A fan may be used as the blower 31.

  Next, the configuration of the heat exchanger unit 6 will be described in detail with reference to FIGS. 2 (a) and 2 (b).

  The outdoor heat exchanger 13 has a shape extended in the horizontal direction. Specifically, the outdoor heat exchanger 13 includes a pair of headers 4A and 4B extending in the longitudinal direction of the outdoor heat exchanger 13, and a plurality of heat transfer tubes 5 arranged between the pair of headers 4A and 4B. have. In addition, although illustration is abbreviate | omitted, the several fin is arrange | positioned at the air path between the heat exchanger tubes 5. FIG.

  The heat transfer tube 5 preferably extends in a direction having an angle with respect to the horizontal direction. For example, the angle may be 30 degrees. In the present embodiment, the angle is 90 degrees. In other words, the heat transfer tube 5 extends in the vertical direction, and the outdoor heat exchanger 13 is a vertical type.

  The outdoor heat exchanger 13 has a first circulation port 41 and a second circulation port 42 which are a pair of external connection ports. One of the first circulation port 41 and the second circulation port 42 is one of the pair of headers 4A and 4B, one in the longitudinal direction of the outdoor heat exchanger 13 (in other words, the arrangement direction of the heat transfer tubes 5). The other side is provided on the other side in the longitudinal direction of the outdoor heat exchanger 13. That is, the pair of headers 4 </ b> A and 4 </ b> B and the heat transfer tube 5 form a flow path from the first flow port 41 to the second flow port 42. In the present embodiment, the first circulation port 41 is provided in the header 4A located above, and the second circulation port 42 is provided in the header 4B located below. The first flow port 41 and the second flow port 42 may be provided in the header (4A or 4B) so as to open in the vertical direction, or may be provided so as to open in the horizontal direction. Good.

  The second flow path 22 is connected to the first flow port 41, and the third flow path 23 is connected to the second flow port 42. For this reason, during the cooling operation in which the outdoor heat exchanger 13 functions as a condenser, the first circulation port 41 serves as an inlet and the second circulation port 42 serves as an outlet, and the inside of the outdoor heat exchanger 41 The refrigerant flows from the first circulation port 41 to the second circulation port 42. On the other hand, during the heating operation in which the outdoor heat exchanger 13 functions as an evaporator, the second circulation port 42 serves as an inlet and the first circulation port 41 serves as an outlet. The refrigerant flows from the second circulation port 42 to the first circulation port 41.

  Each of the pair of headers 4A and 4B is provided with one or a plurality of partition plates 45, whereby the heat transfer tubes 5 have a plurality of heat transfer tube groups 51 to 53 whose refrigerant flow directions are alternately reversed. It is divided into. In FIG. 2A, only the flow direction of the refrigerant during the heating operation is indicated by a solid line arrow.

  The plurality of heat transfer tube groups 51 to 53 include one of the evaporation downstream heat transfer tube group 51 closest to the first flow port 41, the evaporation upstream heat transfer tube group 52 closest to the second flow port 42, and one between them. It consists of a plurality of intermediate heat transfer tube groups 53. The second circulation port 42 described above is disposed at the approximate center of the evaporation upstream heat transfer tube group 52 in the direction in which the pair of headers 4A and 4B extends. The number of the heat transfer tube groups 51 to 53 is, for example, 3 or more and 6 or less.

  In the present embodiment, since the first circulation port 41 and the second circulation port 42 are provided in different headers, one partition plate 45 is provided inside each of the pair of headers 4A and 4B. The number of the heat tube groups 51 to 53 is an odd number of three. However, the number of the heat transfer tube groups 51 to 53 may be an even number, and the first circulation port 41 and the second circulation port 42 may be provided in the same header.

  The number of the heat transfer tubes 5 constituting each of the heat transfer tube groups 51 to 53 is preferably increased stepwise from the evaporation upstream heat transfer tube group 52 to the evaporation downstream heat transfer tube group 51. For example, when the number of the heat transfer tube groups 51 to 53 is three as in this embodiment, the evaporation upstream heat transfer tube group 52 is configured by 19 heat transfer tubes 5 and the intermediate heat transfer tube group 53 is formed by 21 heat transfer tubes. It is comprised with the heat pipe 5, and the evaporation downstream heat exchanger tube group 51 can be comprised with 22 heat exchanger tubes. 2A schematically shows the outdoor heat exchanger 13 with a small number of heat transfer tubes 5. FIG.

  Further, in the present embodiment, as shown in FIG. 2B, the fan 17 that supplies the outdoor air to the outdoor heat exchanger 13 has a center C of the fan 17 in the occupation region R1 of the evaporation downstream heat transfer tube group 51. It is arranged to be located. Here, the “occupied region of the heat transfer tube group” is a center between adjacent heat transfer tube groups where the heat exchange area A (header separation distance D × header length L) between the pair of headers 4A and 4B is. The individual regions R1 to R3 are defined.

  For example, the wrap ratio (hatched area in FIG. 2B) between the projected area of the fan 17 and the occupation region R1 of the evaporation downstream heat transfer tube group 51 is 60% or more and 82% or less of the projected area of the fan 17.

  In the vehicle air conditioner 1A of the present embodiment described above, since the center of the fan 17 is located in the occupation region R1 of the evaporating downstream heat transfer tube group 51, the fan 17 causes the air path between the heat transfer tubes 5 to pass through. The wind speed of the outside air to be passed can be maximized in the evaporating downstream heat transfer tube group 51 in which the refrigerant is superheated (superheated) during the heating operation. Due to the synergistic effect of this high wind speed and superheat, frost is less likely to adhere to the evaporating downstream heat transfer tube group 51. Therefore, in the evaporating downstream heat transfer tube group 51, the air path between the heat transfer tubes 5 is blocked by frost formation. This can be suppressed. As a result, even if frost formation occurs in the other heat transfer tube groups 52 and 53, the evaporative downstream heat transfer tube group 51 can still realize a good heat exchange, and hence a reduction in heating capacity can be suppressed.

  Moreover, in this embodiment, since the 1st distribution port 41 which plays the role of an outlet at the time of heating operation is provided in the header 4A located above, the conditions which the superheat of a refrigerant | coolant begins in the evaporative downstream heat exchanger tube group 51 are provided. Below, the heat exchange efficiency can be improved by pool boiling in which liquid refrigerant accumulates below the evaporation downstream heat transfer tube group 51.

  Furthermore, in this embodiment, since the 2nd circulation port 42 is arrange | positioned in the approximate center of the evaporation upstream heat-transfer tube group 52 in the direction where a pair of header 4A, 4B is extended, the heat-transfer tube which comprises the evaporation upstream heat-transfer tube group 52 5 can be made to flow uniformly.

  Next, a simulation result performed to confirm the effect of the position of the fan 17 will be described. First, model A of the heat exchanger unit as shown in FIG. 3A and model B of the heat exchanger unit as shown in FIG.

  Model A and Model B have a vertical outdoor heat exchanger 13 having the same configuration. In the outdoor heat exchanger 13, the number of heat transfer tube groups is four. The evaporation upstream heat transfer tube group 51 includes 28 heat transfer tubes 5, and the adjacent intermediate heat transfer tube group 53 includes 15 heat transfer tubes 5. The evaporative downstream heat transfer tube group 52 and the adjacent intermediate heat transfer tube group 53 are each composed of 14 heat transfer tubes 5. Moreover, the 1st distribution port 41 and the 2nd distribution port 42 are provided in the header 4B located below.

  In the model A, the center C of the fan 17 is located in the occupation region R1 of the evaporation downstream heat transfer tube group 51, and the projection area of the fan 17 and the wrap ratio of the evaporation downstream heat transfer tube group 51 are 70 of the projection area of the fan 17. %. On the other hand, in the model B, the center C of the fan 17 is located at the center of the heat exchange area A.

  In the simulation, the outside air temperature condition was set to 2 ° C./1° C., and the heating capacity when the air path between the heat transfer tubes 5 was blocked by 70% by frost formation was calculated.

  As a result of simulation, in model B, the heating capacity when the evaporation temperature of the refrigerant is constant is reduced by about 50%. In order to maintain the heating capacity at the same level as before frost formation, the pressure difference between the high pressure and low pressure of the refrigerant should be increased to lower the evaporation temperature of the refrigerant. 29% need to be raised.

  On the other hand, in model A, the decrease in heating capacity when the evaporation temperature of the refrigerant was constant was about 28%, an improvement of about 22% compared to model B. Further, in order to increase the pressure difference between the high pressure and the low pressure of the refrigerant and maintain the heating capacity at the same level as before frosting, the pressure ratio of the high pressure to the low pressure may be increased by about 16%, compared with the model B. The pressure ratio to be raised can be reduced by about 13%.

(Second Embodiment)
FIG. 4 is a configuration diagram of a vehicle air conditioner 10B according to the second embodiment of the present invention. In the present embodiment, the same components as those in the first embodiment are denoted by the same reference numerals, and the description thereof is omitted. This is the same in the third embodiment described later.

  In the present embodiment, a sub-indoor heat exchanger 16 that performs heat exchange between the air sent to the vehicle interior by the blower 31 and the refrigerant is provided in the first flow path 21. The sub indoor heat exchanger 16 is disposed in the duct 32 on the leeward side of the indoor heat exchanger 15. The other configuration of the vehicle air conditioner 10B is the same as that of the vehicle air conditioner 10A of the first embodiment.

  Specifically, in the sub indoor heat exchanger 16, a first air path that passes through the sub indoor heat exchanger 16 and a second air path that does not pass through the sub indoor heat exchanger 16 form a layer in the duct 32. Are arranged as follows. In order to realize this, for example, the indoor heat exchanger 15 is exposed from the side of the sub-indoor heat exchanger 16 to the outlet side of the duct 32, in other words, the sub-indoor heat is located beside the sub-indoor heat exchanger 16. The sub-indoor heat exchanger 16 may be arranged near the wall surface of the duct 52 so that a certain space through which air that bypasses the exchanger 16 flows is secured. Alternatively, a part of the duct 32 surrounding the sub-indoor heat exchanger 16 may be inflated, and air that bypasses the sub-indoor heat exchanger 16 may be caused to flow through the inflated portion.

  In this embodiment, the partition plate that partitions the first air path and the second air path in the duct 32, and the ratio of the air volume flowing through the first air path and the air volume flowing through the second air path are set. It is preferable that a damper to be adjusted is provided.

  In such a configuration, the vehicle interior circulating air heated by the indoor heat exchanger 15 can be further heated by the sub-indoor heat exchanger 16, so that an effect of increasing the heating capacity can be obtained. Needless to say, the vehicle air conditioner 10B can achieve the same effects as the vehicle air conditioner 10A of the first embodiment.

(Third embodiment)
FIG. 5 is a configuration diagram of a vehicle air conditioner 10C according to the third embodiment of the present invention. In the present embodiment, the sub-indoor heat exchanger 16 that performs heat exchange between the air sent to the vehicle interior by the blower 31 and the refrigerant is provided in the sixth flow path 26. The sub-indoor heat exchanger 16 is disposed on the windward side of the indoor heat exchanger 15 in the duct 32. The other configuration of the vehicle air conditioner 10C is the same as that of the vehicle air conditioner 10A of the first embodiment.

  Specifically, in the sub indoor heat exchanger 16, a first air path that passes through the sub indoor heat exchanger 16 and a second air path that does not pass through the sub indoor heat exchanger 16 form a layer in the duct 32. Are arranged as follows. In order to realize this, for example, the indoor heat exchanger 15 is exposed from the side of the sub-indoor heat exchanger 16 to the inlet side of the duct 32, in other words, the sub-indoor heat is located beside the sub-indoor heat exchanger 16. The sub-indoor heat exchanger 16 may be arranged near the wall surface of the duct 32 so that a certain space through which air that bypasses the exchanger 16 flows is secured. Alternatively, a part of the duct 32 surrounding the sub-indoor heat exchanger 16 may be inflated, and air that bypasses the sub-indoor heat exchanger 16 may be caused to flow through the inflated portion.

  In this embodiment, the partition plate that partitions the first air path and the second air path in the duct 32, and the ratio of the air volume flowing through the first air path and the air volume flowing through the second air path are set. It is preferable that a damper to be adjusted is provided.

  In such a configuration, the circulating air in the vehicle interior can be cooled by the two heat exchangers 15 and 16 during the cooling operation, and the circulating air in the vehicle interior can be dehumidified by the auxiliary indoor heat exchanger 16 during the heating operation. Needless to say, the vehicle air conditioner 10C can achieve the same effects as the vehicle air conditioner 10A of the first embodiment.

(Other embodiments)
In each of the above embodiments, the four-way valve 12A is used as the switching means, but the switching means of the present invention is not limited to this. For example, in the switching means, as shown in FIG. 6A, two three-way valves 121 connected to the first flow path 21 and the sixth flow path 26 are connected in a loop by a pair of pipes 122. A circuit 12B in which the second flow path 22 and the fifth flow path 25 are connected to the pipe 122 may be used. Alternatively, the switching means may be a so-called bridge circuit 12C as shown in FIG.

  Moreover, the compressor 11 does not necessarily need to be driven by an electric motor, and may be driven by an engine.

1A to 1C Vehicle air conditioner 12A Four-way valve (switching means)
12B circuit (switching means)
12C Bridge circuit (switching means)
13 Outdoor Heat Exchanger 17 Fan 2 Heat Pump Circuit 4A, 4B Header 41 First Flow Port 42 Second Flow Port 45 Partition Plate 5 Heat Transfer Tube 51 Evaporation Downstream Heat Transfer Tube Group 52 Evaporation Upstream Heat Transfer Tube Group 53 Intermediate Heat Transfer Tube Group R1 to R3 Occupied area

Claims (8)

A vehicle air conditioner for cooling and heating a passenger compartment,
A heat pump circuit including an outdoor heat exchanger in which a channel extending from the first flow port to the second flow port is formed by a pair of headers extending in the horizontal direction and a plurality of heat transfer tubes arranged between the headers;
The flow direction of the refrigerant flowing in the heat pump circuit is switched to the first direction in which the refrigerant flows in the outdoor heat exchanger from the first flow port to the second flow port during the cooling operation, and during the heating operation, the refrigerant is heated to the outdoor heat. Switching means for switching the inside of the exchanger in the second direction flowing from the second circulation port to the first circulation port;
A fan that sucks air outside the vehicle compartment through the outdoor heat exchanger,
The outdoor heat exchanger has a shape that is extended in a direction in which the pair of headers extend, and the plurality of heat transfer tubes are disposed in each of the pair of headers so that a flow direction of the refrigerant is present. One or more partition plates that are divided into a plurality of heat transfer tube groups that are alternately reversed are provided;
The vehicle air conditioner is arranged such that the center of the fan is positioned in an occupation region of the evaporation downstream heat transfer tube group closest to the first circulation port among the plurality of heat transfer tube groups. .   2. The vehicle air conditioner according to claim 1, wherein a wrap ratio between the projected area of the fan and the occupied area of the evaporative downstream heat transfer tube group is 60% or more and 82% or less of the projected area of the fan. The plurality of heat transfer tubes extend in a direction having an angle with respect to a horizontal direction,
The vehicle air conditioner according to claim 1 or 2, wherein the first circulation port is provided in a header located above the pair of headers. The plurality of heat transfer tubes extend in a direction having an angle with respect to a horizontal direction,
The vehicle air conditioner according to any one of claims 1 to 3, wherein the second circulation port is provided in a header located below the pair of headers.   The said 2nd circulation port is arrange | positioned in the approximate center of the evaporation upstream heat exchanger tube group nearest to the said 2nd circulation port among these heat exchanger tube groups in the direction where the pair of headers extend. The vehicle air conditioner described in 1.   The vehicle air conditioner according to claim 1, wherein the number of the plurality of heat transfer tube groups is 3 or more and 6 or less.   The number of heat transfer tubes constituting each of the plurality of heat transfer tube groups is stepwise from the evaporation upstream heat transfer tube group closest to the second circulation port of the plurality of heat transfer tube groups to the evaporation downstream heat transfer tube group. The vehicle air conditioner according to any one of claims 1 to 6, which increases.   The said heat pump circuit is a vehicle air conditioner as described in any one of Claims 1-7 containing the compressor driven with an electric motor.

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