JP2013141933A - Vehicle air conditioner - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicle air conditioner which enables heating even in the absence of engine heat, which can quickly select cooling or heating, and which can decrease an energy loss associated with drive of a heat pump.SOLUTION: The vehicle air conditioner includes: a decompression unit (2) which decompresses a refrigerant; a first heat exchanger (3) which exchanges heat between the refrigerant decompressed by the decompression unit and ambient air; a compression unit (4) which compresses the refrigerant passing through the first heat exchanger; a second heat exchanger (5) which exchanges the heat between the refrigerant compressed by the compression unit and the ambient air; a first channel (16) midway through which the first heat exchanger is arranged and through which the air flows; a second channel (24) having the second heat exchanger arranged in the middle and through which the air flows; a first switching unit (14) which can adjust a flow rate of the air to be supplied into a vehicle from the first channel; and a second switching unit (26) which can adjust a flow rate of the air to be supplied into the vehicle from the second channel. The compression unit (4) is arranged in the second channel (24).

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. A vehicle air conditioner generally uses a heat pump to adjust the temperature in the passenger compartment. Moreover, as a vehicle air conditioner mounted on an engine vehicle, a configuration in which the vehicle interior is cooled using a heat pump, while the vehicle interior is heated using the heat of the engine.

  Patent Document 1 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-A-2005-306300

  The vehicle air conditioner that heats the passenger compartment by using the heat of the engine has a problem that the heat of the heating becomes insufficient when it is cold in an engine vehicle or an electric vehicle having a small amount of exhaust heat.

  Moreover, as shown in Patent Document 1, 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.

  Further, in an air conditioner using a heat pump, there is a problem that when the compressor is driven by an electric motor, the compressor generates heat and energy loss occurs.

  An object of the present invention is to enable heating without the heat of the engine, to quickly switch between cooling and heating, and to further reduce energy loss associated with driving the heat pump. Is to provide a device.

  The vehicle air conditioner according to an aspect of the present invention includes a decompression unit that decompresses the refrigerant, a first heat exchanger that exchanges heat between the refrigerant decompressed by the decompression unit and ambient air, A compressor that compresses the refrigerant that has passed through the first heat exchanger, a second heat exchanger that exchanges heat between the refrigerant compressed by the compressor and the surrounding air, and the first heat exchanger is in the middle A first flow path through which air is flowed, a second flow path through which the second heat exchanger is arranged and air is flowed, and a flow rate of air sent from the first flow path to the vehicle interior And a second switching unit capable of adjusting a flow rate of air sent from the second flow path to the vehicle interior, and the compression unit is disposed in the second flow path. Take the configuration that is.

  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, by disposing a compression part that generates heat in accordance with the driving of the heat pump in the second flow path, it is possible to reduce the energy loss associated with the driving of the heat pump by using the heat of the compression part for heating the passenger compartment. it can.

The block diagram which shows a heat pump among the vehicle air conditioners of embodiment of this invention The block diagram which looked at the vehicle air conditioner of embodiment of this invention from the upper direction Configuration of the vehicle air conditioner of FIG. 2A as viewed from the side 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 The block diagram which looked at the vehicle air conditioner which concerns on the modification of this invention from upper direction The block diagram which looked at the vehicle air conditioner of FIG. 7A from the side

  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. 2A is a configuration diagram (schematic broken sectional view in which an internal flow path is visible) of a vehicle air conditioner according to an embodiment of the present invention as viewed from above. FIG. 2B is a configuration diagram (schematic broken sectional view in which an internal flow path is visible) of the vehicle air conditioner according to the embodiment of the present invention as viewed from the side.

  The vehicle air conditioner of this embodiment includes a configuration of a heat pump and a configuration of a blower that incorporates the configuration of the heat pump.

  As shown in FIG. 1, the heat pump includes an expansion valve 2 that decompresses the refrigerant, an evaporator (also referred to as an evaporator) 3 that exchanges heat between the decompressed refrigerant and the surrounding air, and a compression that compresses the refrigerant. A machine (also referred to as a compressor) 4 and a condenser (also referred to as a condenser) 5 for exchanging heat between the compressed refrigerant and the surrounding air are provided.

  Among the above-described configurations, the expansion valve 2 corresponds to a decompression section, the evaporator 3 corresponds to a first heat exchanger, the compressor 4 corresponds to a compression section, and the condenser 5 corresponds to a second heat exchanger.

  As shown in FIGS. 2A and 2B, the air blower includes an indoor duct 11, a mix chamber 12, a first duct 16, an inside air return duct 19, a second duct 24, a first fan 17, a second fan 23, and a first indoor The blower door 14, the first outdoor discharge door 15, the first outdoor air introduction door 18, the first indoor air introduction door 20, the second indoor air introduction door 21, the second outdoor air introduction door 22, the second outdoor discharge door 25, and the second An indoor blower door 26 is provided.

  Of the above configurations, the first duct 16 is the first flow path, the second duct 24 is the second flow path, the inside air return duct 19 is the third flow path, the first fan 17 is the first blower, The second fan 23 corresponds to a second blower. 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 outside air introduction door 22. The second inside air introduction door 21 corresponds to the first to eighth switching sections.

  The indoor duct 11 is a duct that is connected to the mix chamber 12 and communicates with the anti-fogging outlet (DEF), the upper outlet (VENT), and the foot outlet (FOOT) in the passenger compartment.

  The first duct 16 is provided with a first fan 17 on the upstream side, and an evaporator 3 and an expansion valve 2 on the way. A first outside air introduction door 18 and a first inside air introduction door 20 are provided at the upstream end of the first duct 16. The first outside air introduction door 18 is a valve that opens and closes an outside air introduction port that leads from the first duct 16 to the outside of the passenger compartment, and the first inside air introduction door 20 opens and closes an inside air introduction port that leads from the first duct 16 to the inside air return duct 19. It is a valve.

  A first indoor air blowing door 14 and a first outdoor discharge door 15 are provided at the downstream end of the first duct 16. The first indoor blower door 14 is a valve that opens and closes an opening that leads from the first duct 16 to the mix chamber 12, and the first outdoor discharge door 15 is a valve that opens and closes an opening that leads from the first duct 16 to the outside of the vehicle compartment. .

  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 radiation fan is employ | adopted.

  In the second duct 24, the condenser 5 and the compressor 4 are arranged in the middle, and the second fan 23 is arranged on the downstream side. The second duct 24 accommodates most of the pipes 7a to 7c through which the refrigerant flows between the components of the heat pump (the remaining part is accommodated in the first duct 16). Pipes 7 c that connect the evaporator 3 and the compressor 4 are respectively connected to the sides of the evaporator 3 and the compressor 4 that are close to each other. A pipe 7b connecting the capacitor 5 and the expansion valve 2 is connected to the side of the capacitor 5 close to the evaporator 3. The expansion valve 2 is provided on the side of the evaporator 3 close to the capacitor 5.

  A second outside air introduction door 22 and a second inside air introduction door 21 are provided at the upstream end of the second duct 24. The second outside air introduction door 22 opens and closes an outside air introduction port that leads from the second duct 24 to the outside of the passenger compartment, and the second inside air introduction door 21 opens and closes an inside air introduction port that leads from the second duct 24 to the inside air return duct 19. It is a valve. 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.

  A second indoor blower door 26 and a second outdoor discharge door 25 are provided at the downstream end of the second duct 24. The second indoor blower door 26 is a valve that opens and closes an opening that leads from the second duct 24 to the mix chamber 12, and the second outdoor discharge door 25 is a valve that opens and closes an opening that leads from the second duct 24 to the outside of the vehicle compartment. 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. A part of the air also hits the compressor 4 to cool the compressor 4 and warm the air itself. Although it does not restrict | limit especially as the 2nd fan 23, The propeller fan is employ | adopted.

  The inside air return duct 19 is a duct that returns 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 of the inside air return duct 19 opens into the vehicle interior. The downstream end of the inside air return duct 19 is connected to the inside air introduction port of the first duct 16 and the inside air introduction port of the second duct 24.

  A first indoor blower door 14, a first outdoor discharge door 15, a first outdoor air introduction door 18, a first indoor air introduction door 20, a second indoor air introduction door 21, a second outdoor air introduction door 22, a second outdoor discharge door 25, and The second indoor blower door 26 is driven to open and close 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 the expansion valve 2, the evaporator 3, the compressor 4, the condenser 5, the mix chamber 12, the first duct 16, the first fan 17, the inside air return duct 19, and the second fan 23. The second duct 24 and the eight doors (14, 15, 18, 20, 21, 22, 25, 26) are integrated (also referred to as a unit).

  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 indoor air duct, 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 vehicle, the compressor 4 of the heat pump may be driven by transmitting the driving force of the engine. However, since the electric vehicle is electrically driven, there is no restriction on the arrangement of the compressor 4. Therefore, in the vehicle air conditioner of this embodiment, the compressor 4 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, there is no such arrangement restriction in an electric vehicle. Therefore, in the vehicle air conditioner of this embodiment, it is possible to widen the space in the vehicle interior by arranging the blower device outside the vehicle interior.

  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 and the second outdoor discharge door 25 are closed, and the second indoor blower door 26 and the first outdoor discharge door 15 are opened. In addition, the first outside air introduction door 18, a part of the second outside air introduction door 22, and a part of the second inside air introduction door 21 are opened, and the first inside air introduction door 20 is closed. Then, the first fan 17 and the second fan 23 are driven.

  By such switching of the air flow path, in the first duct 16, heat exchange is performed in which heat is transferred from the air (outside air) introduced from the outside to the refrigerant via the evaporator 3 to be cooled after the heat exchange. Air is discharged outside the passenger compartment. Further, in the second duct 24, heat exchange is performed in which heat is transferred from the refrigerant to the air introduced from the outside (outside air) and the air introduced from the vehicle interior (inside air) through the condenser 5. Further, the air hits the compressor 4 and absorbs heat from the compressor 4. The air warmed by these actions is sent to the mix chamber 12. The ratio of the outside air introduced into the second duct 24 and the inside air 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 the outside air is included in the air introduced into the second duct 24 is that if the air is 100% inside air, the humidity in the passenger compartment cannot be lowered and the window may be clouded. is there. Note that the ratio between the outside air and the inside air introduced into the second duct 24 can be changed to about “1: 9” to “9: 1” depending on the humidity and temperature.

  By such a heating operation, the air heated by the second duct 24 is sent to the vehicle interior via the mix chamber 12 and the indoor duct 11 to heat the vehicle interior.

<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 blower door 14 and the second outdoor discharge door 25 are opened, and the second indoor blower door 26 and the first outdoor discharge door 15 are closed. 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. Then, the first fan 17 and the second fan 23 are driven.

  By such switching of the air flow path, in the first duct 16, heat exchange is performed in which heat is transferred from the air introduced from the passenger compartment to the refrigerant via the evaporator 3, and the cooled air after the heat exchange is performed. Is sent to the mix chamber 12. In the second duct 24, heat exchange is performed in which heat is transferred from the refrigerant to the air introduced from the outside via the condenser 5. Further, this air is heated by obtaining heat from the compressor 4. And this warmed air is discharged outside.

  By such a cooling operation, the air cooled by the first duct 16 is sent to the vehicle interior via the mix chamber 12 and 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, a part of the first indoor air blowing door 14, a part of the first outdoor air discharging door 15, and the second indoor air blowing door 26 are opened, and the second outdoor air discharging door is opened. 25 is closed. In addition, a part of the first outside air introduction door 18, a part of the first inside air introduction door 20, a part of the second outside air introduction door 22, and a part of the second inside air introduction door 21 are opened together. 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 second duct 24 performs heat exchange in which heat is transferred from the refrigerant to the introduced outside air and inside air via the condenser 5. Further, this air is warmed by the heat of the compressor 4. Then, this warmed air is sent to the mix chamber 12. On the other hand, in the first duct 16, heat exchange is performed to transfer heat from the introduced outside air and inside air to the refrigerant through the evaporator 3, and a part of the cooled and dehumidified air after the heat exchange is exposed to the outside. It is discharged and a part is sent to the mix chamber 12.

  By such dehumidifying and heating operation, the air warmed by the condenser 5 and the air dehumidified by the evaporator 3 are mixed in the mix chamber 12 and sent out to the vehicle interior via the indoor duct 11.

  According to such dehumidifying and heating operation, a part of the air cooled by the evaporator 3 is sent to the passenger compartment, so that the heating capacity is slightly reduced, but when the humidity is high and the window is easily clouded, Humidity can be lowered without significantly reducing the temperature.

  In the dehumidifying and heating operation, the ratio of the outside air introduced into the evaporator 3 and the inside air is not limited to 8: 2, and the same effect can be obtained if the outside air is a ratio of more than half. 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, and the same effect can be obtained if the inside air is a ratio of half or more. 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 vent door 14 and the second outdoor vent door 25 are closed, and the first outdoor vent door 15 and the second indoor vent door 26 are opened. In addition, a part of the first outside air introduction door 18, a part of the first inside air introduction door 20, a part of the second outside air introduction door 22, and a part of the second inside air introduction door 21 are opened. 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 such switching of the air flow path, in the first duct 16, heat exchange is performed in which heat is transferred from the outside air and the inside air to the refrigerant via the evaporator 3, and the cooled air after the heat exchange is outside. To be discharged. Further, in the second duct 24, heat exchange is performed in which heat is transferred from the refrigerant to the outside air and the inside air via the condenser 5. Further, this air is warmed by the heat of the compressor 4. Then, this warmed air is sent to the mix chamber 12.

  By such exhaust heat recovery heating operation, the air heated by the second duct 24 is sent into the vehicle interior via the indoor duct 11 and the vehicle interior is heated. In the first duct 16, 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, since the compressor 4 of the heat pump is arranged in the second duct 24, the heat generated by the compressor 4 accompanying the drive of the heat pump is warmed up during each heating operation. Can be absorbed and sent to the passenger compartment. Therefore, energy loss associated with driving the heat pump can be reduced.

  Moreover, according to the vehicle air conditioner of the present embodiment, most of the expansion valve 2, the evaporator 3, the compressor 4, the condenser 5, and the blower are integrally configured and 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.

  Further, according to the vehicle air conditioner of the present embodiment, the pipes 7 a to 7 c for flowing the refrigerant of the heat pump are accommodated in the first duct 16 and the second duct 24. Therefore, it is not necessary to provide a hole for leading the refrigerant pipe to the outside in the first duct 16 and the second duct 24. When passing piping outside, complicated processing such as sealing the gap between the hole and piping to prevent air from passing is necessary, but in this embodiment, such complicated processing is unnecessary. It becomes.

  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 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.

<Modification>
FIG. 7A is a configuration diagram (schematic broken sectional view in which an internal flow path is visible) of a vehicle air conditioner according to a modification of the present invention as viewed from above. FIG. 7B is a configuration diagram (schematic broken sectional view in which an internal flow path is visible) of a vehicle air conditioner according to a modification of the present invention as viewed from the side.

  In this modification, the compressor 4 is arranged on the upstream side of the condenser 5 in the second duct 24. Specifically, in the second duct 24, the compressor 4, the second fan 23, and the condenser 5 are arranged in this order from upstream to downstream.

  Even with such an arrangement, the same effect as the vehicle air conditioner of the above-described embodiment can be obtained. Further, in the compressor 4 and the capacitor 5, the latter is often higher in temperature. Therefore, in this modification, compared with the above-mentioned embodiment, air of a lower temperature will hit by the compressor 4, and more heat of the compressor 4 can be transferred to air.

  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.

  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 2 Expansion valve 3 Evaporator 4 Compressor 5 Capacitor 14 1st indoor ventilation door 15 1st outdoor discharge door 16 1st duct 17 1st fan 18 1st outside air introduction door 19 Inside air return duct 20 1st inside air introduction door 21 2nd inside air Introduction door 22 Second outside air introduction door 23 Second fan 24 Second duct 25 Second outdoor discharge door 26 Second indoor ventilation door 27 Second indoor ventilation duct

Claims (10)

A decompression section for decompressing the refrigerant;
A first heat exchanger that exchanges heat between the refrigerant decompressed by the decompression unit and ambient air;
A compression unit that compresses the refrigerant that has passed through the first heat exchanger;
A second heat exchanger that exchanges heat between the refrigerant compressed by the compression unit and the surrounding air;
A first flow path in which the first heat exchanger is arranged in the middle and air flows;
A second flow path through which the second heat exchanger is arranged and air is flowed;
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 sent from the second flow path to the vehicle interior;
Comprising
The vehicle air conditioner in which the compression unit is disposed in the second flow path. Pipes for flowing the refrigerant through the first heat exchanger, the compression unit, the second heat exchanger, and the decompression unit are provided in the first channel and the second channel,
The vehicle air conditioner according to claim 1. A third switching unit capable of adjusting a flow rate of air discharged from the first flow path to the outside of the passenger compartment;
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, further comprising: The first to fourth switching units are
Air flow path,
A first mode in which air that has passed through the first flow path is sent to the vehicle interior, and air that has passed through the second flow path is discharged to the outside of the vehicle interior;
A second mode in which the air that has passed through the second flow path is sent to the vehicle interior, and the air that has passed through the first flow path is discharged outside the vehicle compartment;
The vehicle air conditioner according to claim 3. A third flow path for guiding the air in the passenger compartment to the upstream side of the first flow path and the upstream side of the second flow path;
A fifth switching unit capable of adjusting a flow rate of air introduced from the outside of the passenger compartment to the first flow path;
A sixth switching unit capable of adjusting a flow rate of air introduced from the third flow path to the first flow path;
A seventh switching unit capable of adjusting a flow rate of air introduced from the outside of the passenger compartment to the second flow path;
An eighth switching unit capable of adjusting a flow rate of air introduced from the third flow path to the second flow path;
The vehicle air conditioner according to claim 3, further comprising: The first to eighth switching units are
Air flow path,
Air that is introduced from outside the vehicle compartment and passes through the first flow path is discharged to the outside of the vehicle interior, and air that is introduced from outside the vehicle compartment and from the vehicle interior and passes through the second flow path is sent to the vehicle interior. The vehicle air conditioner according to claim 5, which can be switched to a form. The first to eighth switching units are
Air flow path,
In the fourth mode, air introduced from the passenger compartment and passing through the first passage is sent to the passenger compartment, and air introduced from outside the passenger compartment and passed through the second passage is discharged outside the passenger compartment. The vehicle air conditioner according to claim 5, wherein the vehicle air conditioner is switchable. The first to eighth switching units are
Air flow path,
The air introduced in a larger proportion from the outside of the vehicle interior and the interior of the vehicle interior passes through the first flow path, and part of the air is sent to the interior of the vehicle interior, and part of the air is sent to the outside of the vehicle interior. The vehicular air conditioner according to claim 5, wherein the air introduced in a larger proportion in the latter can be switched to a fifth mode in which the air passes through the second flow path and is sent into the vehicle interior. The first to eighth switching units are
Air flow path,
The air introduced from the outside of the passenger compartment and the interior of the passenger compartment in a larger proportion is sent to the outside of the passenger compartment through the first flow path, and the former is larger in proportion from the outside of the passenger compartment and the passenger compartment. The vehicle air conditioner according to claim 5, wherein the introduced air can be switched to a sixth mode in which the air passes through the second flow path and is sent into the vehicle interior. A first blower for imparting thrust to the air in the first flow path;
A second blower for providing thrust of the air in the second flow path;
Further comprising
The first heat exchanger, the second heat exchanger, the compression unit, the first flow channel, the second flow channel, the first to eighth switching units, the first blower, and the second blower The vehicle air conditioner according to claim 5.

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