JP3369851B2 - Heat pump type air conditioner for automobiles - Google Patents

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a heat pump type air conditioner for a vehicle, which cools and heats the interior of a vehicle using engine cooling water and a refrigerant.

[0002]

2. Description of the Related Art Generally, in a cooling cycle of an automobile air conditioner, a refrigerant discharged from a compressor is supplied with an external heat exchanger (which functions as a condenser during cooling), a refrigerant expansion member and an internal heat exchanger (an evaporator during cooling). It is well known that it is designed to be fed back to the compressor via (functioning as.

An air conditioner for a vehicle incorporating such a cooling cycle is provided, for example, as shown in FIG. 7, from an intake unit 11 provided at an end of a unit case 10 to the vehicle interior air (inside air). The outdoor air (outside air) is selectively taken into the air passage 10f, air-conditioned, and blown out toward the vehicle interior.

In this case, the engine 1 is installed in the air passage 10f.
A heater core 13 into which engine cooling water (indicated by a broken line in the figure) heated by is introduced through a hot water cock 12;
The refrigerant discharged from the compressor 2 is the external heat exchanger 3,
An internal heat exchanger E that flows in through the liquid tank 4 and the refrigerant expansion member 5, and a mix door 15 that adjusts the ratio of the air cooled by the internal heat exchanger E passing through the heater core 13 side and the bypass passage 14 side. Is provided.

The cold air after being cooled and dehumidified by the internal heat exchanger E is branched by the mix door 15 into the heater core 13 side and the bypass passage 14 side, and the high temperature air heated by the heater core 13 is bypass passage. 1
After being mixed with the low-temperature air that has passed through 4 in the downstream region of the heater core 13 and reaching a predetermined temperature, the air distribution door 16 moves from the predetermined outlets (vent port 17v, differential port 17d, foot port 17f) to the front of the vehicle compartment. It is blown out toward. In the figure, reference numeral "F" is a fan, and "M" is a fan motor.

[0006]

However, when the air conditioner for a vehicle is operated in the heating mode, for example, when the outside air temperature is low such as in the morning of winter, the temperature of the engine cooling water is low at the time of start-up, and the comfort level is low. Heater core 1
The rise of heating is slow until the blowout temperature from 3 reaches about 50 ° C. Also, the temperature rise of the refrigerant itself is not agile, so warm air is blown out at the same time as the start of operation,
So-called immediate heating is insufficient, and there is a risk that heating performance may be insufficient. In particular, when the engine is idling or under a low load, the temperature of the engine cooling water is as low as about 40 ° C. or lower, a sufficient cooling water temperature cannot be obtained, and there is a tendency that both the immediate heating property and the heating performance are insufficient.

The present invention has been made in view of the above problems of the prior art, and compensates for insufficient heating performance during heating by using a refrigerant whose temperature and pressure are high by a compressor, thereby providing immediate warmth and heating performance. An object of the present invention is to provide a heat pump type air conditioner for an automobile, which is designed to be enhanced.

[0008]

A heat pump type automobile air conditioner according to the present invention as set forth in claim 1 which solves the above-mentioned problems, uses a refrigerant discharged from a compressor as an external heat exchanger, a refrigerant expansion member and Unit having a cooling cycle for returning to the compressor through an internal heat exchanger,
Inside the case air passage, from the upstream side in the air flow direction
Part heat exchanger, air mix door, and engine
The order of the heater core where the heated engine cooling water is introduced
The air cooled by the internal heat exchanger,
By adjusting the opening of the air mix door,
A heat pump <br/> flop type automotive air conditioning system which is adapted to branch to A side and the bypass passage side, the refrigerant expansion member and internal heat exchanger (E) is the first flow rate regulation valve, auxiliary internal The heat exchanger, the second flow rate control valve, and the main internal heat exchanger are connected in series in this order, and the auxiliary internal heat exchanger and the main internal heat exchanger are arranged close to each other in the air passage so as to face each other. The opening of the first flow rate adjusting valve and the second flow rate adjusting valve.
It is characterized in that the auxiliary internal heat exchanger and the main internal heat exchanger are made to function as an evaporator or a condenser by selectively switching between an open state and a throttled state .

With this arrangement, when the heating is started, not only the heater core through which the engine cooling water flows but also the auxiliary internal heat exchanger through which the high-temperature and high-pressure refrigerant flows are used to heat the air, thereby dramatically improving the heating performance. be able to. Well
In addition, the opening of the first or second flow rate adjusting valve can be adjusted.
The auxiliary internal heat exchanger or the main internal heat exchanger
As a capacitor or evaporation with a simple circuit configuration
It can be used as a dehumidifier for heating and cooling.
To prevent overhang and create a so-called dry air conditioner
It is also possible to perform various operations and further improve cooling performance.
You can also do it. In particular, the first flow control valve and the second flow control
If the valve is open or throttled, the flow direction of the refrigerant is
It is possible to easily control the desired temperature without switching
It

[0010]

According to the second aspect of the present invention , the engine is heated during heating.
The temperature of the cooling water is so low that it cannot be used for heating.
If the mix door does not pass air through the heater core
Characterized in that way the.

With this configuration , the engine is cooled when heating.
If the temperature of the discharged water is too low to be used for heating.
Air does not pass through the heater core due to the mix door.
The heating performance is improved because it has been done .

[0013]

[0014]

According to a third aspect of the present invention, the refrigerant discharged from the compressor during heating flows through a bypass circuit that bypasses the external heat exchanger and is guided to the internal heat exchanger. To do.

According to this structure, since the high temperature refrigerant bypasses the large capacity external heat exchanger during the heating operation, it easily flows into the auxiliary internal heat exchanger and the heating performance is improved.

According to a fourth aspect of the present invention, a sub heat exchanger is provided between the main internal heat exchanger and the compressor, and the refrigerant flowing out of the main internal heat exchanger in the sub heat exchanger is used as engine cooling water. It is characterized in that it is configured to be heated in a part of.

With this configuration, the refrigerant flowing out of the main internal heat exchanger is heated by the heat of the engine cooling water in the sub heat exchanger, so that there is no risk of the liquid refrigerant returning to the compressor, and Prevents damage and the like due to liquid compression and protects the compressor. Further, during heating, the heat of the engine cooling water is used to heat the refrigerant, and the refrigerant that has undergone entropy change is used for heating, so that higher heating performance can be exhibited.

According to a fifth aspect of the present invention, there is provided a return circuit for recovering the refrigerant lying in the external heat exchanger to the compressor when the heating is started.

With this configuration, a large amount of refrigerant can be returned to the compressor when the heating is started, so that the heating performance can be further improved.

[0021]

BEST MODE FOR CARRYING OUT THE INVENTION Embodiments of the present invention will be described below with reference to the drawings.

1 and 2 are schematic configuration diagrams showing a first embodiment of a heat pump type air conditioner for an automobile according to the present invention. FIG. 1 shows a heating operation state, and FIG. 2 shows a cooling operation state. FIG. 3 is an explanatory diagram showing the operating characteristics of a flow rate adjusting valve that can selectively switch between the open state and the throttle state, and FIG. 4 is the operation of the automobile air conditioner and the flow rate adjusting valve. 5 and 6 are explanatory views showing the operation,
FIG. 6 is a schematic configuration diagram showing a second embodiment, FIG. 5 shows a state during heating operation, and FIG. 6 shows a state during cooling operation. The same members as those in FIG. 7 are designated by the same reference numerals and the description thereof is partially omitted. In the figure, white arrows indicate the flow of air, solid arrows indicate the flow of refrigerant, and broken arrows indicate the flow of engine cooling water.

(Embodiment 1) The heat pump type air conditioner for automobiles of the present embodiment 1 is constructed as shown in FIG. 1. However, in general, the refrigerant discharged from the compressor 2 is External heat exchanger 3, liquid tank 4,
A cooling cycle for returning to the compressor 2 via the refrigerant expansion member 5 and the internal heat exchanger E constitutes.

On the high pressure side of the cooling cycle of the first embodiment, the bypass circuit B, the on-off valve V1 and the two valves are arranged so that the refrigerant discharged from the compressor 2 during heating flows by bypassing the external heat exchanger 3. A check valve VC is provided.

On the other hand, the refrigerant expansion member 5 and the internal heat exchanger E described above are provided in pairs on the low pressure side. That is, the first flow rate adjusting valve 5a that is in the open state and the throttle state, the auxiliary internal heat exchanger Ea, the second flow rate adjusting valve 5b similar to the first flow rate adjusting valve 5a, and the main internal heat exchanger E.
They are connected in series in the order of b.

Here, as shown in FIG. 3, the flow rate adjusting valves 5a and 5b are in an open state (almost full open state) and a throttle state by turning on a switch (not shown) for operating the auxiliary internal heat exchanger. It functions as if it were a solenoid valve, which can be selected (a state in which the refrigerant passage is opened rather than the completely closed state).

As described above, in the first embodiment, since the refrigerant expansion member is selectively switched between the open state and the throttled state, the auxiliary internal heat exchanger Ea or the main internal heat exchanger is switched by the switching operation. Since Eb can be used as a condenser or an evaporator, there is also an advantage that desired temperature control can be easily performed without switching the flow direction of the refrigerant.

The above-mentioned components are the unit case 10
In the air passage 10f, the main internal heat from the upstream side in the flow direction (indicated by a white arrow) of the air introduced from the intake unit 11 which is an air introduction part having an intake door (not shown) and a blower motor M. Although the exchanger Eb, the auxiliary internal heat exchanger Ea, the air mix door 15, and the heater core 13 are arranged in this order, the auxiliary internal heat exchanger Ea and the main internal heat exchanger Eb are mutually arranged in the air passage 10f. They are arranged close to each other.

The refrigerant flowing out of the main internal heat exchanger Eb passes through the inside of the sub heat exchanger 30 provided between the main internal heat exchanger Eb and the compressor 2 to the compressor 2
It is supposed to be returned to. The sub heat exchanger 30 is provided outside the air passage 10f of the unit case 10, heats the refrigerant flowing therein by the heat of the engine cooling water introduced through the hot water cock 12, and removes the entropy-changed refrigerant. It is returned to the compressor 2 so as to exhibit higher heating performance.

On the outlet side of the air passage 10f, various air outlets 17 (for example, a differential air outlet 17d, a vent air outlet 17) through which conditioned air is blown toward a predetermined portion in the vehicle compartment.
v, foot outlet 17f) is provided.

Next, the operation of the first embodiment will be described. Heating operation When the outside air temperature is low at the start of heating operation (for example, −
10 ° C to + 5 ° C), or when the engine cooling water temperature is so low that it cannot be used for heating immediately after the engine is started, when the engine is under a low load or when idling, the on-off valve V1 is closed (completely closed state), The switch for operating the auxiliary internal heat exchanger is turned on to open the first flow rate adjusting valve 5a and throttle the second flow rate adjusting valve 5b.

When the compressor 2 is operated in this state,
The high-temperature and high-pressure refrigerant discharged from the compressor 2 flows through the bypass circuit B, the liquid tank 4, and the first flow rate adjusting valve 5a. The liquid tank 4 in this case is merely one container through which the refrigerant passes.

Therefore, in the auxiliary internal heat exchanger Ea,
The high-temperature and high-pressure refrigerant that bypasses the large-capacity external heat exchanger 3 flows into the auxiliary internal heat exchanger Ea as it is, so that the air passing therethrough is heated and the heating performance is improved. The refrigerant is condensed here to some extent.

The refrigerant that has further flowed down is the second
The flow rate is regulated by the flow rate adjusting valve 5b, and adiabatic expansion is performed there to become a low-temperature low-pressure refrigerant, so the main internal heat exchanger Eb
The air passing through is dehumidified and cooled. Here, the refrigerant is evaporated and becomes a gas here.

Therefore, the air sent from the intake unit 11 is cooled by the main internal heat exchanger Eb,
Immediately thereafter, it is heated by the auxiliary internal heat exchanger Ea arranged. That is, dehumidification heating operation is performed. Here, even if the engine cooling water cannot be used for heating due to its low temperature, the air is heated by flowing the refrigerant that is in a high temperature and high pressure state to the auxiliary internal heat exchanger within a relatively short time, so it has a high heating performance. Will be demonstrated, and the warmth will be improved immediately.

Since the refrigerant flowing down the main internal heat exchanger Eb is not always in a complete gas state, in the first embodiment, the sub heat exchanger 30 is heated by the engine cooling water to completely remove it. It is returned to the compressor in the gasified state. The engine cooling water at the start of heating is
Although the temperature is too low to be used for heating, it has a sufficient capacity to evaporate an extremely low temperature refrigerant, so when the refrigerant and the engine cooling water are heat-exchanged in the sub heat exchanger 30, The refrigerant is almost completely gasified, liquid compression in the compressor can be prevented, and damage to the valve and the like can be prevented.

Moreover, if the refrigerant is heated by the engine cooling water in the sub heat exchanger 30 as described above, the heat possessed by the engine cooling water can be effectively taken into the refrigerant, so that the refrigerant is returned to the compressor 2. When pressurized again, the refrigerant discharged from the compressor becomes a higher temperature refrigerant that has undergone entropy change, and when the air is heated again in the auxiliary internal heat exchanger Ea, it can be turned into a considerably high temperature air, resulting in high heating. It can exert its performance.

In this way, the air heated in the auxiliary internal heat exchanger Ea flows down in the air passage 10f and reaches the heater core 13. Here, the heater core 1
In No. 3, the engine cooling water whose temperature has risen to some extent due to the start of the engine 1 flows, but since the temperature of the engine cooling water at this time has not yet risen sufficiently, it is not preferable to use it for heating.

Therefore, the hot water cock 12 is closed so that engine cooling water does not flow into the heater core 13 or air does not pass through the heater core 13 by the air mix door 15.

As a result, the air passage 1 is drawn from the intake unit.
The air introduced into 0f is dehumidified in the main internal heat exchanger Eb, becomes the air of a considerably high temperature heated by the auxiliary internal heat exchanger Ea, and is blown into the vehicle interior.

In particular, since the auxiliary internal heat exchanger Ea heats the air dehumidified by the main internal heat exchanger Eb, the windshield does not become fogged even when the air is heated in the so-called internal air circulation mode, and the window is clear. Driving is possible and driving safety is also improved.

When the outside air temperature is high (for example, + 5 ° C. to +
(About 15 ° C.) or when the engine is operating under a high load, the engine cooling water becomes high enough to be used for heating, so it is not necessary to heat using the high temperature refrigerant pressurized by the compressor. Therefore, in the first embodiment, for example, the clutch that connects the engine and the compressor 2 is disengaged, the operation of the compressor 2 is stopped, and the heating operation is performed only by the heater core 13. In this way, fuel-saving heating operation can be performed without applying unnecessary load to the engine.

Cooling operation When the outside air temperature is, for example, about + 15 ° C to + 30 ° C, when the cooling operation is performed, the on-off valve V1 is opened,
The first flow rate adjusting valve 5a is throttled and the second flow rate adjusting valve 5b is opened.

When the compressor 2 is operated in this state,
As shown in FIG. 2, the discharged refrigerant enters the external heat exchanger 3 through the opening / closing valve V1 and is cooled and condensed. The low-temperature high-pressure refrigerant is stored in the liquid tank 4 to some extent, and then the flow rate is restricted by the throttled first flow rate adjusting valve 5a, where it is adiabatically expanded to become a lower-temperature low-pressure refrigerant and become an auxiliary interior. It flows into the heat exchanger Ea. The refrigerant further flowing down passes through the opened second flow rate adjusting valve 5b and is evaporated in the main internal heat exchanger Eb into a gaseous state.

Therefore, the air sent from the intake unit 11 is first cooled to some extent by the main internal heat exchanger Eb, and is further cooled by the auxiliary internal heat exchanger Ea immediately thereafter.

However, if the outside air temperature is about 15 ° C. to 20 ° C., the occupant may be overcooled.
The opening degree of the air mix door 15 on the front surface of the heater core 13 is adjusted, the cold air is branched to the heater core 13 side and the bypass passage 14 side, and these are mixed again to reach a predetermined temperature, and then blown into the vehicle interior.

[0047]

[0048]

[0049]

(Embodiment 2) This Embodiment 2 is different from Embodiment 1 in that
As shown in FIG. 5, the point that the return circuit R is provided is different from the configuration of the second flow rate adjusting valve 5b described above, but the other points are the same.

Usually, after the operation is stopped, the refrigerant is not returned to the compressor and is often sunk in each constituent element of the cooling cycle. If the compressor 2 is operated in this state and the heating operation is started, it cannot be operated using a large amount of refrigerant, and the heating performance cannot be denied. Therefore, it is preferable to once return the refrigerant lying inside the external heat exchanger 3 or the like to the compressor 2 when the operation is started.

For this reason, in the second embodiment, the four-way valve 6 is provided between the compressor 2 and the external heat exchanger 3, and the external heat exchanger 3 and the compressor 2 are connected via the four-way valve 6. The refrigerant that forms the circuit R, passes through the return circuit R, and lays down inside the external heat exchanger 3 and the like is compressed by the compressor 2
I am trying to lead it to and collect it.

Here, in the four-way valve 6, one inlet port Pi and three outlet ports Po are provided in the sealed case 7,
Two of the three outlet ports Po in the closed case 7
A slide member S that communicates with one outlet port Po is provided, and the outlet ports Po other than the outlet port Po selected by the slide member S are configured to communicate with the inlet port Pi. Therefore, depending on the position where the slide member S is set, the outlet port P communicated with the inlet port Pi.
o will be selected.

Therefore, when the four-way valve 6 is set to the state shown in FIG. 5 at the start of the heating operation, the suction side of the compressor 2 and the external heat exchanger 3 are communicated via the return circuit R. Then, due to the suction force of the compressor 2, the sleeping refrigerant in the external heat exchanger 3 is recovered by the compressor 2, and the amount of refrigerant discharged from the compressor 2 increases.
The deterioration of heating performance is prevented.

Further, in the second embodiment, the second flow rate adjusting valve 5b is a temperature adjusting type expansion valve. Although this temperature control type expansion valve belongs to the public knowledge, description thereof will be omitted. The refrigerant is made to flow at a desired flow rate. That is, when the outlet refrigerant temperature of the main internal heat exchanger Eb becomes low, the opening is reduced to limit the flow rate, and when the outlet refrigerant temperature becomes high, the opening is increased to allow a large amount of refrigerant to flow. The temperature difference between the evaporation temperature of the refrigerant and the outlet refrigerant of the main internal heat exchanger Eb is constant.

In this way, since the switching valve that can select the open state and the throttle state and the thermal expansion valve are used together, dehumidifying and heating can be surely performed as will be described later, and heating by internal air circulation is possible. Even if you drive, the windshield will not be fogged and driving safety will be improved. Also,
Since the opening degree of the temperature type expansion valve is controlled by the outlet side refrigerant temperature of the main internal heat exchanger, accurate refrigerant control is possible.

Heating operation The heating operation when the outside air temperature is about -10 ° C to + 5 ° C is
The four-way valve 6 is operated to recover the refrigerant, the first flow rate adjusting valve 5a is opened, and the second flow rate adjusting valve 5b is operated.

When the compressor 2 is operated in this state,
A large amount of high-temperature and high-pressure refrigerant is discharged from the compressor 2, flows like the first embodiment, and enters the auxiliary internal heat exchanger Ea. The refrigerant that has further flowed down passes through the second flow rate adjusting valve 5b. Since this adjusting valve 5b is a temperature-sensing type, a predetermined valve opening degree is set according to the outlet refrigerant temperature of the main internal heat exchanger Eb. Is adjusted to. That is, since the outlet refrigerant temperature of the main internal heat exchanger Eb becomes low, the opening is made small and the flow rate is restricted to allow the refrigerant to flow.

Therefore, the air sent from the intake unit 11 is first only cooled to some extent by the main internal heat exchanger Eb, but is heated by the auxiliary internal heat exchanger Ea arranged immediately after that. Then, dehumidification heating is performed.

When the outside air temperature is, for example, about + 5 ° C. to + 15 ° C., the compressor does not operate and the heating operation is performed only by the heater core 13 as in the first embodiment.

Cooling operation When the outside air temperature is about + 15 ° C to + 30 ° C, the cooling operation is performed, but in the second embodiment, the refrigerant directly enters the external heat exchanger 3 via the four-way valve 6. In addition, the first flow rate adjusting valve 5a is throttled, and the second flow rate regulating valve 5b is also adjusted in opening degree and operates so as to be throttled. Note that this "throttle operation by adjusting the opening degree" is simply described as "operation" in FIG. 4 for simplicity.

The refrigerant that has been made low temperature and high pressure by the external heat exchanger 3 is stored in the liquid tank 4 to some extent and then the first refrigerant is stored.
The flow rate is regulated in the flow rate adjusting valve 5a, where it is adiabatically expanded to become a lower temperature low-pressure refrigerant and flows into the auxiliary internal heat exchanger Ea. The flow rate of the refrigerant further flowing down is limited by the second flow rate adjusting valve 5b, and is evaporated in the main internal heat exchanger Eb into a gaseous state.

Therefore, the air sent from the intake unit 11 is first cooled to some extent by the main internal heat exchanger Eb, and is further cooled by the auxiliary internal heat exchanger Ea arranged immediately thereafter.

Even when the outside air temperature is + 30 ° C. or higher, the second embodiment is basically the same as the cooling operation at + 15 ° C. to + 30 ° C.

The present invention is not limited to the above-mentioned embodiments, but can be variously modified within the scope of the claims.

For example, in the first and second embodiments, the bypass circuit B that bypasses the external heat exchanger 3 is provided, but the auxiliary internal heat exchanger Ea through which the high temperature and high pressure refrigerant flows heats the air, If the heating can be performed, such a bypass circuit B is not always necessary.

In the second embodiment, the four-way valve 6 and the return circuit R are provided to return the stagnation refrigerant to the compressor 2. However, the present invention does not necessarily return the stagnation refrigerant to the compressor 2. You can go.

Furthermore, in the first and second embodiments, the sub heat exchanger 30 is used to heat the refrigerant, but the sub heat exchanger 30 is more preferable, but it is not always necessary.

[0069]

As described above, according to the invention described in claim 1, when the heating is started, not only the heater core through which the engine cooling water flows but also the auxiliary internal heat exchanger through which the high temperature and high pressure refrigerant flows Since the air is heated, the heating performance can be dramatically improved. Also, by adjusting the opening of the first or second flow rate adjusting valve, the auxiliary internal heat exchanger or the main internal heat exchanger can be used as a condenser or an evaporator with a simple circuit configuration. Dehumidifying heating and overcooling can be prevented, a so-called dry air conditioner can be created, various operations can be performed, and cooling performance can be further enhanced. Special
The first flow rate adjusting valve and the second flow rate adjusting valve are
Choosing a state does not change the direction of refrigerant flow.
The desired temperature control can be performed easily.

According to the second aspect of the invention , the engine is
The temperature of gin cooling water is so low that it cannot be used for heating.
If not, air will pass through the heater core by the mix door
Since it is not done, the heating performance is improved .

[0071]

According to the third aspect of the present invention, since the refrigerant during heating flows in the cooling cycle while bypassing the external heat exchanger, the heating performance is improved.

According to the invention described in claim 4 , since the sub heat exchanger is provided in the cooling cycle, the compressor is protected,
Moreover, high heating performance can be exhibited.

According to the fifth aspect of the present invention, the cooling circuit is provided with the return circuit for collecting the sleeping refrigerant, so that the heating performance can be further improved.

[Brief description of drawings]

FIG. 1 is a schematic configuration diagram showing a first embodiment of the present invention.

FIG. 2 is a schematic configuration diagram showing a state during a cooling operation of the same embodiment.

FIG. 3 is an explanatory diagram showing operating characteristics of a flow rate adjusting valve.

FIG. 4 is an explanatory diagram showing an operation of a flow rate adjusting valve.

FIG. 5 is a schematic configuration diagram showing a second embodiment of the present invention.

FIG. 6 is a schematic configuration diagram showing a state during a cooling operation of the embodiment.

FIG. 7 is a schematic configuration diagram of a conventional automobile air conditioner.

[Explanation of symbols]

2 ... compressor, 3 ... External heat exchanger, 5 ... Refrigerant expansion member, 5a ... a first flow rate adjusting valve, 5b ... second flow rate adjusting valve, 10 ... Unit case, 13 ... heater core, 30 ... Sub heat exchanger, B ... Bypass circuit, E ... Internal heat exchanger, Ea ... Auxiliary internal heat exchanger, Eb ... Main internal heat exchanger, R ... Return circuit.

Continuation of front page (56) Reference JP-A-6-40248 (JP, A) JP-A-5-96940 (JP, A) JP-A-7-101227 (JP, A) JP-A-8-80730 (JP , A) JP-A-56-66654 (JP, A) JP-A-60-236821 (JP, A) Jitsukaihei 3-100511 (JP, U) (58) Fields investigated (Int.Cl. ⁷ , DB) Name) B60H 1/32 624 B60H 1/22 B60H 1/00 B60H 1/32 621 F25B 29/00 411 F25B 5/00 102

Claims (5)

(57) [Claims] 1. A cooling cycle in which a refrigerant discharged from a compressor (2) is returned to the compressor (2) through an external heat exchanger (3), a refrigerant expansion member (5) and an internal heat exchanger (E). Is installed in the air duct (10f) of the unit case (10).
From the upstream side in the direction of air flow, the internal heat exchanger (E), air
Heated by mix door (15) and engine (1)
The heater core (13) into which the engine cooling water is introduced is arranged in that order.
Place the air cooled by the internal heat exchanger (E),
By adjusting the opening of the air mix door (15)
Branch into the tacoa (13) side and the bypass passage (14) side.
And a heat pump type automotive air conditioning system, the refrigerant expansion member (5) and the internal heat exchanger (E) is the first flow rate regulation valve (5a), an auxiliary internal heat exchanger (Ea), the second flow rate Regulator valve (5
b) and the main internal heat exchanger (Eb) are connected in series in this order, and the auxiliary internal heat exchanger (Ea) and the main internal heat exchanger (Eb) are installed in the air passage (10f). The auxiliary internal heat exchangers (the auxiliary internal heat exchangers (5a) and the second flow rate adjusting valve (5b) are selectively opposed to each other in an open state and a throttle state by arranging them in close proximity to each other. Ea) and main internal heat exchanger (Eb)
A heat pump type air conditioner for an automobile, characterized in that each of them functions as an evaporator or a condenser. 2. The mix door (15) prevents air from passing through the heater core (13) when the temperature of the engine cooling water is too low to be used for heating during heating. The heat pump type air conditioner for an automobile according to claim 1. 3. In the cooling cycle, the refrigerant discharged from the compressor (2) during heating is the external heat exchanger (3).
The heat pump type air conditioner for a vehicle according to claim 1 or 2, wherein the heat pump type air conditioner is configured so as to flow through a bypass circuit (B) that bypasses the internal heat exchanger (E). 4. The cooling cycle has a sub heat exchanger (30) between the main internal heat exchanger (Eb) and the compressor (2), and the sub heat exchanger (30) is used for the main heat exchanger (30). Internal heat exchanger (Eb)
The heat pump type air conditioner for a vehicle according to any one of claims 1 to 5 , wherein the refrigerant that has flowed out is heated by a part of the engine cooling water. Wherein said cooling cycle, claims, characterized in that it has a circuit (R) back to recover the refrigerant has stagnated in the external heat exchanger (3) in the time of heating start the compressor (2) The heat pump type air conditioner for automobiles according to any one of 1 to 5.