JP2013141931A - Vehicle air conditioner - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicle air conditioner that can mix cooled air and warmed air together in a small space and send the mixed air into a vehicle interior, when needing heating and dehumidification.SOLUTION: A vehicle air conditioner includes: a first heat exchanger (3) for exchanging heat between a decompressed refrigerant and an ambient air; a second heat exchanger (5) for exchanging the heat between the compressed refrigerant and the ambient air; a channel (16) for guiding the air, passing through the first heat exchanger (3), into the vehicle interior; a channel (24) for guiding the air, passing through the second heat exchanger (5), into the vehicle interior; a first blower (17) for using either of the two channels as the first channel, for using the other channel as the second channel, and arranged midway through the first channel to make the air flow through the first channel; and an on-off valve (28) for sending out the air from the second channel to the intake side of the first blower in the first channel.

Description

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

  Conventionally, there is a vehicle air conditioner that is mounted on a vehicle and adjusts the temperature in the passenger compartment. As shown in Patent Documents 1 and 2, a vehicle air conditioner generally uses a heat pump to adjust the temperature in the passenger compartment.

  Patent Document 1 discloses a vehicle air conditioner that uses a heat pump to cool a vehicle interior and uses engine heat to heat the vehicle interior. In Patent Document 1, a heater core that transmits engine heat is provided on the downstream side of the evaporator of the heat pump, and a cross-flow fan is further provided on the downstream side to agitate the air cooled by the evaporator and the air heated by the heater core. Thus, a configuration for sending is disclosed. Patent Document 2 discloses a vehicle air conditioner that switches between cooling and heating in a vehicle interior by reversing the refrigerant flow of a heat pump.

JP 2002-166720 A JP-A-2005-306300

  As shown in Patent Document 1, a vehicle air conditioner that heats the interior of a vehicle using the heat of the engine has a problem that the heat of the heating becomes insufficient in an engine vehicle or an electric vehicle with a small amount of exhaust heat when it is cold. There is.

  Moreover, as shown in Patent Document 2, in an air conditioner that switches between cooling and heating by reversing the flow of refrigerant in the heat pump, it is necessary to stably reverse the flow of refrigerant having a pressure difference in the heat pump. . Therefore, in such an air conditioner, there is a problem that it takes time to switch between the cooling operation and the heating operation, or the mechanism of the refrigerant piping and valves is complicated in order to stably reverse the refrigerant flow. Challenges arise.

  In a vehicle, the temperature and humidity in the passenger compartment fluctuate drastically, and depending on the situation, the window may become cloudy. Therefore, it is required to quickly switch between cooling and heating. In an air conditioner that switches between cooling and heating by reversing the flow of the refrigerant, it takes a considerable amount of time for stable reversal of the refrigerant.

  Moreover, in patent document 2, in order to prevent that a window becomes cloudy, the driving | running which warms the air dehumidified with the heat pump with engine heat etc. is performed. At that time, a dedicated space for mixing the dehumidified air and the warmed air was required.

  An object of the present invention is to enable heating without the heat of the engine, to quickly switch between cooling and heating, and further to air cooled in a small space even when heating and dehumidification are necessary. It is to provide a vehicle air conditioner capable of mixing the air and warmed air and sending them to the passenger compartment.

  A vehicle air conditioner according to an aspect of the present invention includes a first heat exchanger that exchanges heat between a decompressed refrigerant and ambient air, and heat between the compressed refrigerant and ambient air. A second heat exchanger to be exchanged, a flow path for guiding the air that has passed through the first heat exchanger into the vehicle interior, a flow path for guiding the air that has passed through the second heat exchanger into the vehicle interior, and the two One of the flow paths is a first flow path, the other is a second flow path, a first blower that is arranged in the middle of the first flow path and flows air to the first flow path, and the second flow path An on-off valve capable of sending air from the flow path to the intake side of the first blower in the first flow path is employed.

  ADVANTAGE OF THE INVENTION According to this invention, even if there is no heat of an engine, the air which passed the 2nd heat exchanger can be sent to a vehicle interior, and a vehicle interior can be heated. Moreover, it can switch to heating from air_conditioning | cooling rapidly by sending the air which passed the 1st heat exchanger into a vehicle interior. Furthermore, the air blown by the first heat exchanger and the air warmed by the second heat exchanger are opened by opening the on-off valve without providing a dedicated space for mixing warm air and cold air. Can be mixed and sent to the passenger compartment.

The block diagram which shows a heat pump among the vehicle air conditioners of embodiment of this invention The block diagram which shows a ventilation apparatus among the vehicle air conditioners of embodiment of this invention The figure showing the state of the heating operation in the vehicle air conditioner of embodiment of this invention The figure showing the state of the air_conditionaing | cooling operation in the vehicle air conditioner of embodiment of this invention. The figure showing the state of the dehumidification heating operation in the vehicle air conditioner of embodiment of this invention The figure showing the state of the exhaust heat recovery heating operation in the vehicle air conditioner of embodiment of this invention

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

  FIG. 1 is a configuration diagram showing a heat pump in a vehicle air conditioner according to an embodiment of the present invention. FIG. 2 is a configuration diagram (schematic cross-sectional view in which the internal flow path is visible) showing the air blower of the vehicle air conditioner according to the embodiment of the present invention.

  The vehicle air conditioner of this embodiment includes the configuration of the heat pump shown in FIG. 1 and the configuration of the blower shown in FIG.

  The heat pump includes an expansion valve 2 for decompressing the refrigerant, an evaporator (also referred to as an evaporator) 3 for exchanging heat between the decompressed refrigerant and the surrounding air, a compressor 4 for compressing the refrigerant, and a compressor. And a condenser (also referred to as a condenser) 5 for exchanging heat between the refrigerant and the surrounding air.

  Among the above configurations, the evaporator 3 corresponds to a first heat exchanger, and the condenser 5 corresponds to a second heat exchanger.

  The blower includes an indoor duct 11, a first indoor blow door 14, a first outdoor discharge door 15, a first duct 16, a first fan 17, a first outside air introduction door 18, an inside air return duct 19, and a first inside air introduction door 20. , A second inside air introduction door 21, a second outside air introduction door 22, a second fan 23, a second duct 24, a second outdoor discharge door 25, a second indoor ventilation door 26, and an inter-duct door 28.

  Among these configurations, the first indoor air blowing door 14, the first outdoor air discharge door 15, the second indoor air blowing door 26, the second outdoor air discharge door 25, the first outside air introduction door 18, the first inside air introduction door 20, and the second. The outside air introduction door 22 and the second inside air introduction door 21 correspond to first to eighth switching sections, respectively. The inter-duct door 28 corresponds to an on-off valve. The first fan 17 corresponds to the first blower, and the second fan 23 corresponds to the second blower. The downstream side of the evaporator 3 in the first duct 16 corresponds to the first flow path, and the downstream side of the capacitor 5 in the second duct 24 corresponds to the second flow path.

  The indoor duct 11 is directly connected to the downstream ends of the first duct 16 and the second duct 24, and is provided with an air outlet (DEF), an upper air outlet (VENT), and a foot outlet (FOOT) for preventing fogging in the passenger compartment. It is a duct that leads to).

  In the first duct 16, the evaporator 3 is arranged in the middle of the upstream side, and the first fan 17 is arranged in the middle of the downstream side.

  At the upstream end of the first duct 16, an outside air introduction port that leads to the outside of the passenger compartment and an inside air introduction port that leads to the inside air return duct 19 are provided. The first outside air introduction door 18 is a valve that opens and closes this outside air introduction port, and the first inside air introduction door 20 is a valve that opens and closes this inside air introduction port.

  At the downstream end of the first duct 16, an indoor air vent that communicates with the indoor duct 11 and an outdoor outlet that communicates outside the vehicle compartment are provided. The 1st indoor ventilation door 14 is a valve which opens and closes this indoor ventilation opening, and the 1st outdoor discharge door 15 is a valve which opens and closes this outdoor discharge opening.

  The air in the first duct 16 flows from upstream to downstream by the action of the first fan 17, and passes through the evaporator 3 on the way to be cooled and dehumidified. Although it does not restrict | limit especially as the 1st fan 17, The cross-flow fan is employ | adopted.

  In the second duct 24, the condenser 5 is disposed in the middle of the upstream side, and the second fan 23 is disposed in the middle of the downstream side.

  The upstream end of the second duct 24 is provided with an outside air introduction port that leads to the outside of the passenger compartment and an inside air introduction port that leads to the indoor duct. The second outside air introduction door 22 is a valve that opens and closes this outside air introduction port, and the second inside air introduction door 21 is a valve that opens and closes this inside air introduction port. Although not particularly limited, the second outside air introduction door 22 employs a flapper door that can open and close a large-area channel by a plurality of parallel small doors.

  At the downstream end of the second duct 24, an indoor air vent that communicates with the indoor duct 11 and an outdoor outlet that communicates outside the vehicle compartment are provided. The 2nd indoor ventilation door 26 is a valve which opens and closes this indoor ventilation opening, and the 2nd outdoor discharge door 25 is a valve which opens and closes this outdoor discharge opening. Although not particularly limited, the second outdoor discharge door 25 employs a flapper door that can open and close a large flow path by a plurality of small doors arranged in parallel.

  The air in the second duct 24 flows from upstream to downstream by the action of the second fan 23 and is warmed by passing through the condenser 5 on the way. Although it does not restrict | limit especially as the 2nd fan 23, the propeller fan is employ | adopted.

  In the middle of the first duct 16 and the second duct 24, a duct capable of sending air from the downstream side of the second fan 23 and the condenser 5 in the second duct 24 to the intake side of the first fan 17 of the first duct 16. An inter-opening is provided. The inter-duct door 28 is a valve that opens and closes the inter-duct opening.

  The inside air return duct 19 is a duct for returning the air in the vehicle interior to the upstream side of the first duct 16 and the upstream side of the second duct 24, the upstream end opening into the vehicle interior, and the downstream end being the first duct 16 and the first duct. The two ducts 24 are connected to a part of the upstream end.

  1st indoor ventilation door 14, 1st outdoor discharge door 15, 1st outside air introduction door 18, 1st inside air introduction door 20, 2nd inside air introduction door 21, 2nd outside air introduction door 22, 2nd outdoor discharge door 25, 2nd The two indoor blower doors 26 and the inter-duct doors 28 are configured to be opened and closed by an electric motor. Each door can open and close the passage of air, and the flow rate of air in this passage can be switched to zero or a finite flow rate. Moreover, each door is comprised so that the opening degree of each air passage can be switched continuously or in multiple steps, and thereby the flow rate of air can be switched continuously or in multiple steps.

  Opening and closing of each door is electrically controlled by a control unit (not shown). This control unit opens and closes each door to a predetermined opening based on a user button operation or the like. In addition, each door is good also as a structure which transmits the motive power of a user's lever operation via hydraulic pressure or a wire, and opens and closes.

  The vehicle air conditioner of this embodiment includes at least an evaporator 3, a condenser 5, a first indoor blower door 14, a first outdoor discharge door 15, a first duct 16, a first fan 17, a first outdoor air introduction door 18, Inside air return duct 19, first inside air introduction door 20, second inside air introduction door 21, second outside air introduction door 22, second fan 23, second duct 24, second outdoor discharge door 25, second indoor ventilation door 26, And the door 28 between ducts is comprised by integrating (it is also called unitization).

  And the indoor duct 11 is arrange | positioned in a vehicle interior, and the said unitized structure is arrange | positioned outside the vehicle interior. The evaporator 3 and the condenser 5 are disposed in the vicinity of the passenger compartment, and the first duct 16 and the second duct 24 are configured to have a short flow path length.

  The vehicle air conditioner of this embodiment is mounted on an electric vehicle. In an engine vehicle, in order to reduce the influence of engine exhaust heat, it is necessary to arrange a heat pump condenser in the vicinity of the radiator at the head of the vehicle, but there is no such arrangement restriction in an electric vehicle. Therefore, in the vehicle air conditioner of this embodiment, the condenser 5 of the heat pump can be disposed in the blower.

  In an engine car, the engine room is very hot. Therefore, it is necessary to provide a heat insulating partition between the engine room and the passenger compartment, and to place the blower on the passenger compartment side of the partition. However, in an electric vehicle, there is no such arrangement restriction. Therefore, in the vehicle air conditioner of this embodiment, it is possible to increase the space in the vehicle interior by arranging the blower outside the vehicle interior. ing.

  Hereinafter, a plurality of types of driving operations of the vehicle air conditioner configured as described above will be described.

<Heating operation>
FIG. 3 is a diagram illustrating a heating operation state in the vehicle air conditioner according to the embodiment of the present invention. In the figure, the flow of air is indicated by a band-shaped arrow, air introduced from the outside (also referred to as outside air) is “FRE (Fresh air)”, and air returned from the passenger compartment (also referred to as inside air) is “REC (Recirculated air). ) ”.

  In the vehicle air conditioner of this embodiment, the refrigerant flow of the heat pump is in the same direction regardless of switching of operation such as heating or cooling.

  In the heating operation, as shown in FIG. 3, the first indoor blower door 14 is closed and the second indoor blower door 26 is opened. Further, the first outdoor discharge door 15 is opened, and the second outdoor discharge door 25 is closed. Further, the first outside air introduction door 18, the second outside air introduction door 22, and the second inside air introduction door 21 are opened, and the first inside air introduction door 20 is closed. Further, the inter-duct door 28 is closed. Then, the first fan 17 and the second fan 23 are driven.

  By such switching of the air flow path, the evaporator 3 performs heat exchange for transferring heat from the air (outside air) introduced from the outside to the refrigerant, and the cooled air after the heat exchange is discharged out of the passenger compartment. Is done. Further, in the condenser 5, heat exchange is performed to transfer heat from the refrigerant to the air introduced from the outside (outside air) and the air introduced from the vehicle interior (inside air), and the heated air after the heat exchange is converted into the indoor duct 11. Sent to. The ratio of the outside air and the inside air introduced into the condenser 5 is controlled to, for example, 7: 3 by the opening degree of the second outside air introduction door 22 and the second inside air introduction door 21.

  The reason why outside air is included in the air introduced into the condenser 5 is that if the air is 100% inside air, the humidity in the passenger compartment cannot be lowered and the window may be clouded. Note that the ratio between the outside air and the inside air introduced into the capacitor 5 can be changed to about “1: 9” to “9: 1” depending on the humidity and temperature.

  By such heating operation, the air warmed by the condenser 5 is sent to the vehicle interior via the indoor duct 11 and the vehicle interior is heated.

<Cooling operation>
FIG. 4 is a diagram illustrating a cooling operation state in the vehicle air conditioner according to the embodiment of the present invention.

  In the cooling operation, as shown in FIG. 4, the first indoor air blowing door 14 is opened and the second indoor air blowing door 26 is closed. Further, the first outdoor discharge door 15 is closed, and the second outdoor discharge door 25 is opened. Further, the first outside air introduction door 18 and the second inside air introduction door 21 are closed, and the first inside air introduction door 20 and the second outside air introduction door 22 are opened. Further, the inter-duct door 28 is closed. Then, the first fan 17 and the second fan 23 are driven.

  By such switching of the air flow path, the evaporator 3 performs heat exchange for transferring heat from the air introduced from the passenger compartment to the refrigerant, and the cooled air after the heat exchange is sent to the indoor duct 11. . Moreover, in the capacitor | condenser 5, heat exchange which transfers a heat | fever from a refrigerant | coolant to the air introduced from the outside is performed, and the warmed air after heat exchange is discharged | emitted outside.

  By such a cooling operation, the air cooled by the evaporator 3 is sent into the vehicle interior via the indoor duct 11 to cool the vehicle interior.

<Dehumidifying heating operation>
FIG. 5 is a diagram illustrating a state of the dehumidifying and heating operation in the vehicle air conditioner according to the embodiment of the present invention.

  Also in the dehumidifying heating operation, the direction in which the refrigerant of the heat pump flows is the same direction as the heating operation and the cooling operation.

  In the dehumidifying and heating operation, as shown in FIG. 5, the first indoor blower door 14 and the second indoor blower door 26 are opened. Further, the first outdoor discharge door 15 is opened, and the second outdoor discharge door 25 is closed. In addition, the first outside air introduction door 18, the first inside air introduction door 20, the second outside air introduction door 22, and the second inside air introduction door 21 are opened together. Further, the inter-duct door 28 is slightly opened. Then, the first fan 17 and the second fan 23 are driven.

  The ratio of the outside air and the inside air sent to the evaporator 3 is controlled to, for example, 8: 2 by the opening degree of the first outside air introduction door 18 and the first inside air introduction door 20. Further, the ratio between the outside air and the inside air sent to the condenser 5 is controlled to, for example, 2: 8 by the opening degree of the second outside air introduction door 22 and the second inside air introduction door 21.

  By such switching of the air flow path, the condenser 5 performs heat exchange for transferring heat from the refrigerant to the outside air and the inside air, and the heated air after the heat exchange is sent to the indoor duct 11. Further, part of the warmed air after heat exchange is sent from the duct opening / closing opening to the air intake opening of the first fan 17.

  On the other hand, in the evaporator 3, heat exchange is performed to transfer heat from outside air and inside air to the refrigerant. Then, the cooled and dehumidified air after the heat exchange is mixed and stirred by the first fan 17 with the warm air supplied from the opening and closing port between the ducts, and becomes dehumidified air at a medium temperature. A part of the air is discharged to the outside, and a part is sent to the indoor duct 11.

  By such a dehumidifying and heating operation, the air warmed by the condenser 5 is sent into the vehicle interior via the indoor duct 11. At the same time, the air heated by the condenser 5 and the air dehumidified by the evaporator 3 are mixed by the first fan 17, and a part thereof is sent into the vehicle interior via the indoor duct 11.

  According to this dehumidifying heating operation, a part of the air cooled by the evaporator 3 is sent to the vehicle interior, so that the heating capacity is slightly reduced, but when the humidity is high and the window is easily clouded, the temperature in the vehicle interior is reduced. Humidity can be lowered without much reduction.

  In the dehumidifying and heating operation, the ratio of the outside air and the inside air introduced into the evaporator 3 is not limited to 8: 2. In the dehumidifying and heating operation, the ratio of the outside air and the inside air introduced into the condenser 5 is not limited to 2: 8. These ratios are adjusted by the temperature and humidity inside and outside the vehicle interior.

<Exhaust heat recovery heating operation>
FIG. 6 is a diagram illustrating a state of the exhaust heat recovery heating operation in the vehicle air conditioner according to the embodiment of the present invention.

  Also in the exhaust heat recovery heating operation, the direction in which the refrigerant of the heat pump flows is the same direction as the heating operation and the cooling operation.

  In the exhaust heat recovery heating operation, as shown in FIG. 6, the first indoor air blowing door 14 is closed and the second indoor air blowing door 26 is opened. Further, the first outdoor discharge door 15 is opened, and the second outdoor discharge door 25 is closed. Further, the first outside air introduction door 18, the first inside air introduction door 20, the second outside air introduction door 22, and the second inside air introduction door 21 are opened. Further, the inter-duct door 28 is closed. Then, the first fan 17 and the second fan 23 are driven.

  The ratio between the outside air and the inside air sent to the evaporator 3 is controlled to, for example, 3: 7 by the opening degree of the first outside air introduction door 18 and the first inside air introduction door 20. Further, the ratio between the outside air and the inside air sent to the condenser 5 is controlled to, for example, 7: 3 by the opening degrees of the second outside air introduction door 22 and the second inside air introduction door 21.

  By switching the air flow path, the evaporator 3 performs heat exchange for transferring heat from the outside air and the inside air to the refrigerant, and the cooled air after the heat exchange is discharged to the outside. In the condenser 5, heat exchange is performed to transfer heat from the refrigerant to the outside air and the inside air, and the warmed sky after the heat exchange is sent to the indoor duct 11.

  By such exhaust heat recovery heating operation, the air warmed by the condenser 5 is sent into the vehicle interior via the indoor duct 11 and the vehicle interior is heated. Further, warm inside air passes through the evaporator 3 and is discharged to the outside. During this passage, the heat of the inside air is transferred to the refrigerant through the evaporator 3. That is, the inside air is discharged to the outside. The heat of the inside air is recovered through the refrigerant and used as heat for warming the air in the condenser 5. This exhaust heat recovery heating operation can be used when the outside air temperature is very low and high heating performance is required. Depending on the temperature and humidity of the outside air and the inside air, the exhaust heat recovery heating operation applies the inside air having a high humidity to the evaporator 3, so that the evaporator 3 may be frosted. In such a case, the heating operation described above can prevent the evaporator 3 from frosting.

  In the exhaust heat recovery heating operation, the ratio of the outside air and the inside air introduced into the evaporator 3 is not limited to 3: 7, and the same effect can be obtained if the inside air is a ratio of half or more. Further, in the exhaust heat recovery heating operation, the ratio of the outside air and the inside air introduced into the condenser 5 is not limited to 7: 3, and the same effect can be obtained if the outside air is a ratio of more than half. These ratios are adjusted by the temperature and humidity outside the vehicle interior.

  As described above, according to the vehicle air conditioner of the present embodiment, the passenger compartment can be heated using the heat pump. Therefore, even when there is no engine heat, the vehicle interior can be heated with low energy with high efficiency. Moreover, according to the vehicle air conditioner of the present embodiment, the heating operation and the cooling operation can be switched by switching the form of the air flow path without reversing the refrigerant flow of the heat pump. Therefore, compared with the air conditioner which reverses the refrigerant | coolant flow and switches air conditioning, heating and cooling of a vehicle interior can be switched rapidly. Therefore, for example, when the clouding of the window occurs during the heating operation, it is possible to quickly perform the cooling operation and remove the clouding of the window.

  Moreover, according to the vehicle air conditioner of the present embodiment, the configuration for reversing the refrigerant flow of the heat pump is unnecessary, so that the number of parts and the part cost can be reduced.

  Moreover, according to the vehicle air conditioner of the present embodiment, the operation content can be appropriately switched to the above-described heating operation, cooling operation, dehumidifying heating operation, and exhaust heat recovery heating operation. Therefore, by switching these operation details, the temperature and humidity in the passenger compartment can be efficiently adjusted as appropriate according to the temperature and humidity between the outside air and the inside air.

  Further, according to the vehicle air conditioner of the present embodiment, the air dehumidified and cooled by the evaporator 3 and the air warmed by the condenser 5 are mixed and stirred during the dehumidifying and heating operation to enter the vehicle interior. Sent. Therefore, it is avoided that cold air is directly blown into the room during heating. Moreover, according to the vehicle air conditioner of the present embodiment, the first fan 17 has both a function of flowing air in the first duct 16 and a function of mixing and stirring air during the dehumidifying heating operation. Therefore, the vehicle air conditioner can be made more compact than a case where a dedicated space for mixing and stirring air is provided.

  Moreover, according to the vehicle air conditioner of this Embodiment, most of the evaporator 3, the capacitor | condenser 5, and the air blower are comprised integrally, and are unitized. Therefore, the vehicle air conditioner can be easily mounted on the vehicle. Further, since the unitized configuration is arranged outside the vehicle compartment and only the indoor duct 11 is arranged in the vehicle interior, the space inside the vehicle compartment can be widened.

  Moreover, since the capacitor | condenser 5 is arrange | positioned in an air blower, compared with the case where it arrange | positions in front of the radiator of a vehicle, the influence of the salt damage of the capacitor | condenser 5 can be decreased. Therefore, it is possible to reduce the cost of the capacitor 5 by setting the resistance of the capacitor 5 to salt damage low.

  Further, since the condenser 5 is disposed in the blower, the refrigerant pipes before and after the condenser 5 can be shortened compared to the case where the condenser 5 is disposed in front of the vehicle radiator. Therefore, it is possible to reduce the cost of the refrigerant piping and the refrigerant pressure loss.

  Further, since the length of the duct from the evaporator 3 to the passenger compartment and the length of the duct from the condenser 5 to the passenger compartment are both short, the pressure loss of the duct can be reduced, and the air blowing efficiency can be increased. Can do.

  The embodiments of the present invention have been described above.

  In the above embodiment, the configuration of the open / close door has been described as an example of the means for switching the air flow rate of each flow path. However, it is obvious that various forms of valves can be similarly applied. Moreover, the structure which switches the air flow rate of each flow path by switching the air pressure of each flow path using a plurality of fans or the wind pressure during traveling without using a valve may be employed.

  In the above-described embodiment, the configuration of the switching unit that adjusts the air flow rate of each flow path has been described as an example of a configuration in which the air flow rate can be switched continuously or in a plurality of stages. You may employ | adopt the structure switched only to a limited amount. That is, it is good also as a structure which provides two doors (switching part) in the entrance or exit of one flow path, opens one door, closes the other door, and air flows into only one door. Moreover, it is good also as a structure which opens both doors in a predetermined ratio and air flows into both in a predetermined ratio.

  In the above embodiment, the configuration in which the function of mixing and stirring the air that has passed through the evaporator 3 and the air that has passed through the condenser 5 is performed by the first fan 17 of the first duct 16 has been described as an example. However, this function may be realized by the second fan 23 of the second duct 24. In this case, the second fan 23 is arranged away from the condenser 5, and the cooled air is sent from the first duct 16 to the intake side of the second fan 23 of the second duct 24 by opening a valve between the ducts. What is necessary is just composition.

  Moreover, the vehicle air conditioner according to the present invention may have a configuration in which the indoor duct 11 is omitted from the vehicle air conditioner of the above embodiment. Further, the arrangement and form of the first duct 16, the second duct 24, and the inside air return duct 19 can be appropriately changed from those of the above-described embodiment.

  The present invention is useful for a vehicle air conditioner mounted on an electric vehicle.

DESCRIPTION OF SYMBOLS 3 Evaporator 5 Capacitor 14 1st indoor ventilation door 15 1st outdoor discharge door 16 1st duct 17 1st fan 18 1st external air introduction door 19 Inside air return duct 20 1st inside air introduction door 21 2nd inside air introduction door 22 2nd outside air Introduction door 23 Second fan 24 Second duct 25 Second outdoor discharge door 26 Second indoor air door 28 Door between ducts

Claims (9)

A first heat exchanger that exchanges heat between the decompressed refrigerant and the surrounding air;
A second heat exchanger for exchanging heat between the compressed refrigerant and ambient air;
A flow path for guiding the air that has passed through the first heat exchanger into the passenger compartment;
A flow path for guiding the air that has passed through the second heat exchanger into the passenger compartment;
A first blower that is arranged in the middle of the first flow path and causes air to flow through the first flow path, with either one of the two flow paths as a first flow path and the other as a second flow path;
An on-off valve capable of sending air from the second flow path to the intake side of the first blower in the first flow path;
A vehicle air conditioner comprising: A first switching unit capable of adjusting a flow rate of air sent from the first flow path to the vehicle interior;
A second switching unit capable of adjusting a flow rate of air discharged from the first flow path to the outside of the passenger compartment;
A third switching unit capable of adjusting a flow rate of air sent from the second flow path to the vehicle interior;
A fourth switching unit capable of adjusting a flow rate of air discharged from the second flow path to the outside of the passenger compartment;
The vehicle air conditioner according to claim 1. The first to fourth switching units and the on-off valve are
Air flow path,
A cooling configuration in which the air that has passed through the first heat exchanger is sent to the passenger compartment and the air that has passed through the second heat exchanger is discharged outside the passenger compartment.
A heating mode in which the air that has passed through the second heat exchanger is sent into the passenger compartment, and the air that has passed through the first heat exchanger is discharged outside the passenger compartment.
The air that has passed through the first heat exchanger and the air that has passed through the second heat exchanger are mixed by the first blower by opening the on-off valve, and at least a part of the mixed air is a vehicle. Dehumidification heating form sent indoors,
The vehicle air conditioner according to claim 2. A fifth switching unit capable of adjusting a flow rate of air introduced from the outside of the passenger compartment to the first heat exchanger;
A sixth switching unit capable of adjusting a flow rate of air introduced from the passenger compartment to the first heat exchanger;
A seventh switching unit capable of adjusting a flow rate of air introduced from the outside of the passenger compartment to the second heat exchanger;
An eighth switching unit capable of adjusting a flow rate of air introduced from the passenger compartment to the second heat exchanger;
The vehicle air conditioner according to claim 2, further comprising: The first to eighth switching units and the on-off valve are
Air flow path,
A first mode in which air that has passed through the first heat exchanger from outside the vehicle compartment is discharged outside the vehicle compartment, and air that has been introduced from outside the vehicle compartment and inside the vehicle compartment and has passed through the second heat exchanger is sent to the vehicle interior. When,
A second mode in which air that has passed through the first heat exchanger from the passenger compartment is sent to the passenger compartment, and air that has passed through the second heat exchanger from outside the passenger compartment is discharged to the outside of the passenger compartment;
The vehicle air conditioner according to claim 4, which can be switched to The first to eighth switching units and the on-off valve are
Air flow path,
The former is introduced in a larger proportion from outside the vehicle compartment and the interior of the vehicle interior and passes through the first heat exchanger, and the latter is introduced in a larger proportion from outside the vehicle compartment and the interior of the vehicle interior. A part of the air that has passed through the exchanger is mixed by the first blower by opening the on-off valve, and a part of the mixed air is sent to the inside of the passenger compartment and partly outside the passenger compartment, and In addition, the latter can be switched to a third mode in which the latter is introduced in a larger proportion from the outside of the vehicle interior and the interior of the vehicle interior and the remainder of the air that has passed through the second heat exchanger is sent to the vehicle interior.
The vehicle air conditioner according to claim 4. The first to eighth switching units and the on-off valve are
Air flow path,
The air introduced in a larger proportion from the outside of the passenger compartment and the passenger compartment passes through the first heat exchanger and is sent to the outside of the passenger compartment, and the former is a larger proportion from the outside of the passenger compartment and the passenger compartment. Can be switched to the fourth mode in which the air introduced in is passed through the second heat exchanger and sent to the passenger compartment.
The vehicle air conditioner according to claim 6. A second blower for flowing air through the second flow path;
The first heat exchanger, the second heat exchanger, the first flow path, the second flow path, the first to eighth switching units, the on-off valve, the first blower, and the second blower The vehicle air conditioner according to claim 4. The vehicle air conditioner according to claim 8, wherein downstream ends of the first flow path and the second flow path are directly connected to an indoor duct disposed in the vehicle interior.

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