JP5407944B2 - Air conditioner for vehicles - Google Patents

Description

  The present invention relates to a vehicle air conditioner.

  2. Description of the Related Art Conventionally, there is a vehicle air conditioner including a heating heat exchanger that heats blown air into a vehicle interior using engine cooling water as a heat source (see, for example, Patent Documents 1 and 2).

  Further, such a vehicle air conditioner is mounted on a vehicle that automatically stops the engine in accordance with the traveling state, such as a hybrid vehicle or an idle stop vehicle, and the engine is stopped in accordance with the traveling state or the like. Even in such cases, it is widely known that the engine is requested to operate when the temperature of the engine cooling water is equal to or lower than a predetermined temperature. This is the case when the engine is stopped, and when the engine cooling water temperature is low and the heating capacity of the blast air by the heating heat exchanger cannot be secured, the engine is operated for air conditioning. The heating capacity of the blown air by the heat exchanger for heating is ensured.

  Note that the vehicle air conditioner described in Patent Document 1 includes a heat exchanger for heating that heats blown air into the vehicle interior using engine cooling water as a heat source, and further cools the engine by absorbing heat from the air by a heat pump cycle. The water is heated.

  Moreover, in the vehicle air conditioner described in Patent Document 2, an auxiliary heater using a PTC element is provided on the downstream side of the air flow of the heating heat exchanger that heats the air blown into the vehicle interior using engine cooling water as a heat source. Provided.

JP 2007-278624 A JP 2008-126820 A

  By the way, when the temperature of the engine coolant is below a predetermined temperature, for a vehicle air conditioner that requires operation of the engine, operating the engine for air conditioning leads to deterioration in fuel consumption. Control is required.

  Therefore, when the temperature of the engine cooling water is lowered, instead of engine operation, it is conceivable to absorb heat from the air in a heat pump cycle and heat the engine cooling water by this heat as in Patent Document 1.

  However, when the heat pump cycle is operated, energy is consumed for the operation, and thus reduction of energy consumption when heating such engine cooling water is required.

  Moreover, when the temperature of engine cooling water falls, it is possible to heat air with an auxiliary heater like patent document 2 instead of engine operation. However, if an auxiliary heater is provided on the downstream side of the air flow of the heat exchanger for heating, the auxiliary heater becomes a resistance of the blown air toward the vehicle interior, so it is not preferable to provide an auxiliary heater that directly heats the air. .

  Therefore, when the temperature of the engine cooling water is lowered, it is conceivable that the engine cooling water is heated by heating means other than the engine so that the resistance of the blown air toward the vehicle interior does not increase.

  However, if the engine cooling water is simply heated by a heating means other than the engine, the amount of heat that has not been exchanged with air by the heating heat exchanger is released from the engine surface, and the heated amount of heat is wasted. Problems arise.

  In addition, the problem that the fuel consumption deteriorates when the engine is operated for air conditioning is not limited to the vehicle air conditioner used in the vehicle equipped with the engine, but is a driving for driving a vehicle other than the engine, such as a fuel cell vehicle. The same applies to a vehicle air conditioner mounted on a vehicle including the means.

  For example, in a vehicle air conditioner used in a fuel cell vehicle including a fuel cell and an electric motor for traveling, air blown into the passenger compartment is heated using cooling water of the fuel cell as a heat source, and fuel according to the traveling state or the like. It is conceivable that battery power generation stops. In this case, when the fuel cell is operated (power generation) when the temperature of the cooling water of the fuel cell is equal to or lower than a predetermined temperature, the energy consumption of the fuel cell increases.

  An object of this invention is to provide the vehicle air conditioner which can implement | achieve energy saving in view of the said point.

In order to achieve the above object, according to the first aspect of the present invention, as the heat exchanger for heating, the air after passing through the first heat exchanger (14) and the first heat exchanger (14) is used. A second heating heat exchanger (15) for heating,
The first and second heating heat exchangers (14, 15) are arranged in parallel to the cooling fluid flow,
Heating means (111, 121) for heating only the cooling fluid flowing toward the second heating heat exchanger (15) out of the first and second heating heat exchangers (14, 15),
At least when the heating means (111, 121) is heated, the flow rate of the cooling fluid flowing in the second heating heat exchanger (15) is larger than the flow rate of the cooling fluid flowing in the first heating heat exchanger (14). It has few configurations ,
In addition, the second heating heat exchanger (15) sensible heat exchanger for heat transfer toward the cooling fluid upstream of the heating means from the downstream side of the cooling fluid (111) than the Rukoto comprises a (113) It is a feature.

  According to this, since the temperature of the cooling fluid flowing into the second heating heat exchanger is raised by the heating means, the temperature of the cooling fluid must not be maintained above the temperature necessary for heating the air by the operation of the driving means. Also good. For this reason, according to the present invention, the predetermined temperature, which is a reference in determining whether or not the operation request of the drive means is required, can be set lower than the conventional temperature, so that the operation frequency of the drive means can be reduced and the drive means is consumed. Energy to be reduced.

  Further, in the present invention, the entire cooling fluid is not heated, but the cooling fluid flowing into the second heating heat exchanger is heated, so that the heating means is compared with the case where the entire cooling fluid is heated. Energy consumption can be reduced.

In the present invention, at least when the heating means is heated, the flow rate of the cooling fluid flowing in the second heating heat exchanger is smaller than the flow rate of the cooling fluid flowing in the first heating heat exchanger. Compared to the case where the flow rate of the cooling fluid flowing in the heating heat exchanger is the same as that of the heating fluid, the ratio of the heat radiation from the cooling fluid in the second heating heat exchanger to the amount of heat input to the cooling fluid by the heating means is increased. be able to. Thereby, it is possible to suppress the amount of heat that has not been exchanged with air by the second heating heat exchanger from being released from the surface of the driving means, and the amount of heat obtained by heating the heating means can be used effectively.
In the present invention, when the heating means is heated by the sensible heat exchanger (113), the cooling fluid upstream of the heating means (111) is cooled from the cooling fluid downstream of the second heating heat exchanger (15). Heat transfer can be performed toward the fluid. As a result, it is possible to suppress the amount of heat that has not been heat exchanged with air in the second heating heat exchanger from being released from the surface of the driving means, and the temperature of the cooling fluid flowing into the heating means rises. Can reduce the energy consumed for heating.

  In the second aspect of the present invention, in the first aspect of the present invention, the second heating heat exchanger (15) has a resistance to flowing water inside the second heating heat exchanger (15). It is characterized by being configured to be higher than the flowing water resistance inside the heat exchanger (14). As a result, the flow rate of the cooling fluid flowing in the second heating heat exchanger (15) can be made smaller than the flow rate of the cooling fluid flowing in the first heating heat exchanger (14).

  According to a third aspect of the invention, in the first aspect of the invention, the second heating heat is higher when the heating means (111, 121) is heated than when the heating means (111, 121) is not heated. A flow rate adjusting means (112) for reducing the flow rate of the cooling fluid flowing in the exchanger (15) is provided. Thus, when the heating means (111, 121) is heated, the flow rate of the cooling fluid flowing in the second heating heat exchanger (15) is changed to the flow rate of the cooling fluid flowing in the first heating heat exchanger (14). Can be less.

As the heating means in the inventions described in claims 1 to 3 , as described in claim 4 , an electric heater using a high voltage power source for supplying power to a traveling electric motor as a driving means (power source) 111) can be used.

Further, as the heating means in the inventions of the first to third aspects, a heating element (121) other than the driving means for generating waste heat can be used as described in the fifth aspect . As the heating element resulting waste heat, for example, as described in claim 6, is mounted on a hybrid vehicle, an inverter (121) and the like to convert the current to be supplied to the moving electric motor.

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

It is a figure which shows the whole structure of the vehicle air conditioner in 1st Embodiment. It is a block diagram of the electric control part of the vehicle air conditioner of FIG. It is a flowchart which shows the control processing of the air-conditioning control apparatus in FIG. It is a flowchart for demonstrating a part of step S4 in FIG. It is a figure which shows the whole structure of the vehicle air conditioner in 2nd Embodiment. It is a figure which shows the whole structure of the vehicle air conditioner in 3rd Embodiment. It is a figure which shows the whole structure of the vehicle air conditioner in 4th Embodiment. It is a figure which shows the whole structure of the vehicle air conditioner in 5th Embodiment. It is a figure which shows the whole structure of the vehicle air conditioner in 6th Embodiment. It is a figure which shows the whole structure of the vehicle air conditioner in 7th Embodiment. It is a figure which shows the whole structure of the vehicle air conditioner in 8th Embodiment. It is a figure which shows the whole structure of the vehicle air conditioner in 9th Embodiment. It is a figure which shows the whole structure of the vehicle air conditioner in 10th Embodiment. It is a figure which shows the whole structure of the vehicle air conditioner in 11th Embodiment. It is a figure which shows the whole structure of the vehicle air conditioner in 12th Embodiment. It is a block diagram of the electric control part of the vehicle air conditioner in 12th Embodiment. It is a flowchart for demonstrating determination processing of ON / OFF of the electric heater 111 for water heating in 12th Embodiment. It is a figure which shows the whole structure of the vehicle air conditioner in 13th Embodiment. It is a figure which shows the whole structure of the vehicle air conditioner in 14th Embodiment. It is a perspective view of the 1st, 2nd heater cores 14 and 15 in a 15th embodiment.

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

(First embodiment)
FIG. 1 shows an overall configuration of a vehicle air conditioner according to the present embodiment, and FIG. 2 shows a configuration of an electric control unit of the vehicle air conditioner. The vehicle air conditioner of the present embodiment is mounted on a hybrid vehicle that obtains driving force for vehicle traveling from an engine (internal combustion engine) EG and a traveling electric motor. Therefore, the engine EG corresponds to a driving means for obtaining a driving force for traveling the vehicle according to the present invention.

  The hybrid vehicle according to this embodiment operates or stops the engine EG according to the travel load of the vehicle, obtains driving force from both the engine EG and the travel electric motor, and stops the engine. It is possible to switch a traveling state in which traveling is performed by obtaining a driving force only from the traveling electric motor. Thereby, the vehicle fuel consumption is improved with respect to the normal vehicle which obtains the driving force for vehicle travel only from the engine EG.

  The vehicle air conditioner 1 includes an indoor air conditioning unit 10 shown in FIG. 1 and an air conditioning control device 60 shown in FIG. 2 as control means.

  The indoor air conditioning unit 10 is disposed inside the instrument panel (instrument panel) at the foremost part of the vehicle interior, and the blower 12, the evaporator 13, the first heater core 14, and the second heater core are disposed in a casing 11 that forms an outer shell thereof. 15 etc. are accommodated.

  The casing 11 forms an air passage for the blown air that is blown into the passenger compartment, and has a certain degree of elasticity, and is formed of a resin that is excellent in strength. On the most upstream side of the blown air flow in the casing 11, an inside / outside air switching box 20 for switching and introducing inside air (vehicle compartment air) and outside air (vehicle compartment outside air) is disposed.

  More specifically, the inside / outside air switching box 20 is formed with an inside air introduction port 21 for introducing inside air into the casing 11 and an outside air introduction port 22 for introducing outside air. Further, inside / outside air switching box 20 is provided with inside / outside air switching door 23 that changes the air volume ratio between the inside air volume and the outside air volume. The outside air switching door 23 is driven by an electric actuator 71 for the inside / outside air switching door, and the operation of the electric actuator 71 is controlled by a control signal output from the air conditioning control device 60.

  A blower 12 that blows air sucked through the inside / outside air switching box 20 toward the vehicle interior is disposed on the downstream side of the inside / outside air switching box 20. The blower 12 is an electric blower that drives the centrifugal multiblade fan 12a by an electric motor 12b, and the number of rotations (the amount of blown air) is controlled by a control signal output from the air conditioning control device 60.

  An evaporator 13 is disposed on the downstream side of the air flow of the blower 12. The evaporator 13 is a cooling heat exchanger that cools the blown air by exchanging heat between the refrigerant flowing through the evaporator 13 and the blown air. The evaporator 13 constitutes a refrigeration cycle together with a compressor, a condenser, a gas-liquid separator, an expansion valve, and the like (not shown).

  On the downstream side of the air flow of the evaporator 13, the air flows out of the air passage such as the heating cold air passage 16 and the heating cold air bypass passage 17 for flowing the air after passing through the evaporator 13, and the heating cold air passage 16 and the heating cold air bypass passage 17. A mixing space 18 is formed in which the mixed air is mixed.

  First and second heater cores 14 and 15 as heating means for heating the air that has passed through the evaporator 13 are arranged in the heating cool air passage 16. The first heater core 14 is a first heating heat exchanger that heats the air that has passed through the evaporator 13 by exchanging heat between the cooling water of the engine EG and the air that has passed through the evaporator 13. The second heater core 15 is arranged on the downstream side of the air flow of the first heater core 14 and exchanges heat between the cooling water of the engine EG and the air that has passed through the first heater core 14, and the air that has passed through the first heater core 14. It is the 2nd heating heat exchanger which heats. Incidentally, the cooling water is water or water containing an additive component.

  The vehicle air conditioner 1 has a cooling water circuit 30 in which cooling water circulates between the first and second heater cores 14 and 15 and the engine EG. In the cooling water circuit 30, a cooling water flow path 31 for the first and second heater cores 14 and 15 and a cooling water flow path 32 for the radiator 41 are provided in parallel.

  The cooling water flow path 31 for the first and second heater cores 14 and 15 has a branch point 31a and a junction point 31b, and the coolant flowing out from the engine EG branches at the branch point 31a toward the first heater core 14. A cooling water passage 33 for the first heater core 14 that flows in the direction of the second heater core and a cooling water passage 34 for the second heater core that flows toward the second heater core 15. The cooling water that has passed through the first and second heater cores 14 and 15 joins at the junction 31b. Thus, the 1st, 2nd heater cores 14 and 15 are arrange | positioned in parallel with respect to the cooling water flow.

  In the cooling water flow path 34 for the second heater core, a heat absorption side heat exchanger 51 as a heat absorption part is provided downstream of the cooling water flow with respect to the second heater core 15, and upstream of the cooling water flow with respect to the second heater core 15. A heat radiation side heat exchanger 52 as a heat radiation portion is provided on the side. Further, a Peltier element 53 is provided between the heat absorption side heat exchanger 51 and the heat radiation side heat exchanger 52 outside the cooling water flow path 34 for the second heater core.

  The heat absorption side heat exchanger 51 is a heat exchanger for absorbing heat from the cooling water, and the heat radiation side heat exchanger 52 is a heat exchanger for radiating heat to the cooling water. The direction of the cooling water flowing inside the heat absorption side heat exchanger 51 is opposite to the direction of the cooling water flowing inside the heat radiation side heat exchanger 52, and the cooling water flows oppositely.

  The Peltier element 53 has a heat absorption surface thermally connected to the heat absorption side heat exchanger 51 and a heat dissipation surface thermally connected to the heat dissipation side heat exchanger 52, and a direct current flows, so that the heat absorption surface Absorbs heat and the heat dissipating surface dissipates heat. That is, the Peltier element 53 is a pumping means for pumping heat from the heat absorption surface side to the heat radiation surface side. The amount of heat pumped up is adjusted according to the amount of current.

  Note that “thermally connected” means that heat is conducted. Accordingly, when a direct current flows, the Peltier element 53 absorbs heat from the cooling water on the outflow side of the second heater core 15 via the heat absorption side heat exchanger 51 and passes through the second heater core 15 via the heat dissipation side heat exchanger 52. Heat is dissipated to the cooling water on the inflow side. The Peltier element 53 is controlled by the control signal output from the air conditioning control device 60 to turn on / off the power source, the amount of current when the power is on, and the like.

  A thermostat 42 is provided on the cooling water inlet side of the engine EG. With this thermostat 42, a cooling water channel 31 for the first and second heater cores 14 and 15 and a cooling water channel 32 for the radiator 41 are provided. The flow rate of the flowing cooling water is adjusted. The cooling water circuit 30 is provided with an electric water pump 43 that forms a cooling water flow. The water pump 43 operates under the control of the air conditioning control device 60 even when the engine EG is stopped. The water pump 43 may be operated by receiving power from the engine EG. In this case, the water pump 43 is also stopped when the engine EG is stopped.

  Near the cooling water outlet of the engine EG, a first cooling water temperature sensor 65 that detects the temperature of the cooling water flowing out from the engine EG is provided. A second cooling water temperature sensor 66 that detects the temperature of the cooling water flowing into the second heater core 15 is provided between the heat radiation side heat exchanger 52 of the cooling water circuit 30 and the second heater core 15.

  On the other hand, the heating / cooling air bypass passage 17 is an air passage for guiding the air that has passed through the evaporator 13 to the mixing space 18 without passing through the heater core 14. Accordingly, the temperature of the blown air mixed in the mixing space 18 varies depending on the air volume ratio of the air passing through the heating cool air passage 16 and the air passing through the heating cold air bypass passage 17.

  Therefore, in the present embodiment, the cool air that flows into the heating cool air passage 16 and the heating cool air bypass passage 17 on the downstream side of the air flow of the evaporator 13 and on the inlet side of the heating cool air passage 16 and the heating cool air bypass passage 17. An air mix door 19 for continuously changing the air volume ratio is provided.

  Therefore, the air mix door 19 constitutes a temperature adjusting means for adjusting the air temperature in the mixing space 18 (the temperature of the blown air blown into the vehicle interior). The air mix door 19 is driven by an electric actuator 72 for the air mix door, and the operation of the electric actuator 72 is controlled by a control signal output from the air conditioning control device 60.

  Furthermore, in order to blow out the blown air whose temperature is adjusted from the mixed space 18 to the vehicle interior that is the air conditioning target space, the defroster opening 24, the face opening 25, and the foot opening are provided at the most downstream portion of the blowing air flow of the casing 11. 26 is provided.

  A defroster duct (not shown) is connected to the defroster opening 24, and conditioned air is blown out from the defroster outlet at the tip of the defroster duct toward the inner surface of the vehicle front window glass. A face duct (not shown) is connected to the face opening 25, and conditioned air is blown from the face outlet at the tip of the face duct toward the upper body of the passenger in the passenger compartment. In addition, a foot duct (not shown) is connected to the foot opening 26 so that air-conditioned air is blown out from the foot outlet at the tip of the foot duct toward the feet of the occupant.

  The casing 11 has a defroster door 24a for opening and closing the froster opening 24, a face door 25a for opening and closing the face opening 25, and a foot opening 26 as opening and closing doors for switching the outlet mode. And a foot door 26a. These air outlet mode doors 24 a, 25 a, and 26 a are driven by an electric actuator 73 for the air outlet mode door, and the operation of the electric actuator 73 is controlled by a control signal output from the air conditioning control device 60. .

  Next, the electric control unit of the present embodiment will be described with reference to FIG. The air conditioning control device 60 is composed of a well-known microcomputer including a CPU, ROM, RAM and the like and its peripheral circuits, and performs various calculations and processing based on an air conditioning control program stored in the ROM, and is connected to the output side. The operation of the blower 12, the various electric actuators 71, 72, 73, the Peltier element 53, and the like is controlled.

  Further, on the input side of the air-conditioning control device 60, an inside air sensor 61 that detects the cabin temperature Tr, an outside air sensor 62 (outside temperature detector) that detects the outside temperature Tam, and a solar radiation sensor that detects the amount of solar radiation Ts in the cabin. 63, an evaporator temperature sensor 64 (evaporator temperature detecting means) for detecting an evaporator blown air temperature (evaporator temperature) TE, which is an air temperature blown from the evaporator 13, and a first for detecting an engine coolant temperature TW. Detection signals of sensor groups such as second cooling water temperature sensors 65 and 66 (cooling water temperature detection means) are input.

  Further, on the input side of the air conditioning control device 60, operation signals from various air conditioning operation switches provided on the operation panel 70 disposed in the vicinity of the instrument panel in the front of the passenger compartment are input. Specifically, various air conditioning operation switches provided on the operation panel 70 include an operation switch (not shown) of the vehicle air conditioner 1, an air conditioner switch 70a for switching the air conditioner on and off, and an automatic operation of the vehicle air conditioner 1. Auto switch 70b for setting / releasing control, operation mode selector switch (not shown), inlet mode switch for switching inlet mode (not shown), outlet mode switch for switching outlet mode (not shown) Further, an air volume setting switch (not shown) of the blower 12, a vehicle interior temperature setting switch 70c for setting the vehicle interior temperature, an economy switch 70d for outputting a command for giving priority to power saving of the refrigeration cycle, and the like are provided.

  Further, the air conditioning control device 60 is electrically connected to an engine control device 80 that controls the operation of the engine EG, and the air conditioning control device 60 and the engine control device 80 are configured to be able to electrically communicate with each other. Thereby, based on the detection signal or operation signal input into one control apparatus, the other control apparatus can also control the operation | movement of the various apparatuses connected to the output side. For example, the engine EG can be operated by the air conditioning control device 60 outputting an operation request signal for the engine EG to the engine control device 80.

  Next, the operation of this embodiment in the above configuration will be described with reference to FIG. FIG. 3 is a flowchart showing a control process of the air conditioning control device 60. Note that each step in FIG. 3 constitutes various function realizing means of the air conditioning control device 60.

  First, in step S1, initialization of a flag, a timer, and the like, initial alignment of a stepping motor constituting the electric actuator described above, and the like are performed.

  In the next step S2, an operation signal of the operation panel 70 and a vehicle environmental state signal used for air conditioning control, that is, detection signals from the above-described sensor groups 61 to 66, etc. are read, and the process proceeds to step S3. Specific operation signals include a vehicle interior set temperature Tset set by the vehicle interior temperature setting switch 70c, an air outlet mode selection signal, a suction port mode selection signal, an air volume setting signal of the blower 12, and the like.

In step S3, a target blown air temperature TAO of the vehicle compartment blown air is calculated. The target blown air temperature TAO is calculated based on the air-conditioning heat load, that is, the vehicle interior set temperature and the vehicle environmental conditions such as the vehicle interior temperature, and specifically, is calculated by the following formula F1.
TAO = Kset × Tset−Kr × Tr−Kam × Tam−Ks × Ts + C (F1)
Here, Tset is the vehicle interior set temperature set by the vehicle interior temperature setting switch 70c, Tr is the vehicle interior temperature (internal air temperature) detected by the internal air sensor 61, Tam is the external air temperature detected by the external air sensor 62, Ts. Is the amount of solar radiation detected by the solar radiation sensor 63. Kset, Kr, Kam, Ks are control gains, and C is a correction constant.

  In subsequent step S4, control target values of various devices connected to the air conditioning control device 60, for example, the air flow rate (blower level) of the blower 12, the inlet mode, the outlet mode, the opening degree of the air mix door, the engine operation request And whether the Peltier element 53 is on or off. The air volume, the air outlet mode, and the like are determined based on the target air temperature TAO. Regarding the necessity of the engine operation request, the output of the engine operation request signal is determined when the coolant temperature TW1 detected by the first coolant temperature sensor 65 is lower than a predetermined reference temperature (required water temperature for engine operation). . The determination of ON / OFF of the Peltier element 53 will be described later.

  Thereafter, in step S5, a control signal is output to various devices connected to the air conditioning control device 60 and the engine control device 80 so that the control target value determined in step S4 is obtained.

  Thereby, the air blower 12 operates so as to have a desired air flow rate, and the air outlet mode door is in a predetermined position so that the desired air outlet mode is set, and the engine EG is operated as necessary.

  In step S6, the process waits for the control period τ, and returns to step S2 when it is determined that the control period τ has elapsed.

  Next, the ON / OFF determination process of the Peltier element 53 in the control target value determination process in step S4 described above will be described. FIG. 4 shows a flowchart for explaining ON / OFF determination processing of the Peltier element 53.

  In step S11, the second heater core blown air temperature TWD is calculated. The second heater core blown air temperature TWD is the blown air temperature from the second heater core 15 and is the heated air temperature when the air is heated by heat exchange with the cooling water in the second heater core 15. Strictly speaking, the heater core blowing air temperature TWD is based on the cooling water temperature TW2 detected by the second cooling water temperature sensor 66, the air temperature TE after passing through the evaporator 13, the heat exchange performance of the second heater core 15, and the like. Although calculated, it is substantially the same as the cooling water temperature TW2.

  In step S12, the second heater core blown air temperature TWD is compared with the target blown air temperature TAO to determine whether TWD is lower than TAO. If TWD is lower than TAO, a YES determination is made, the process proceeds to step S13, and the Peltier element 53 is energized (ON). On the other hand, if TWD is equal to or greater than TAO, a NO determination is made, and the process proceeds to step S14, where the Peltier element 53 is set in a non-energized (OFF) state.

  Therefore, when a long time elapses after the engine EG is stopped and the cooling water temperature is lower than when the engine EG is operating, the TWD becomes lower than the TAO. In such a case, in this embodiment, the Peltier element 53 is energized, absorbs heat from the cooling water after passing through the second heater core 15, and dissipates heat to the cooling water toward the second heater core 15. Thereby, the temperature of the cooling water flowing into the second heater core 15 can be raised, and the temperature of the cooling water can be set to a temperature necessary for heating. In this case, the air conditioning control device 60 preferably sets the air mix door 19 to the maximum heating position.

  On the other hand, when the engine EG is operating or when the elapsed time from when the engine EG is stopped is short and the cooling water temperature is close to when the engine EG is operating, the temperature of the cooling water is sufficiently high, and the TWD is greater than or equal to TAO. If this is the case, since the cooling water heating by the Peltier element 53 is unnecessary, the air-conditioning control device 60 deenergizes the Peltier element 53. In this case, the air-conditioning control device 60 adjusts the temperature of the conditioned air by controlling the position (opening degree) of the air mix door 19 as in the conventional case.

  Next, main effects of this embodiment will be described.

  (1) According to the present embodiment, the temperature of the cooling water flowing into the second heater core 15 is raised by the operation of the Peltier element 53 instead of the operation of the engine EG. Compared with the case where it is not provided, the operating frequency of the engine EG can be reduced, and the fuel consumption of the engine EG can be improved.

  Further, since the temperature of the cooling water is raised by the Peltier element 53, the temperature drop of the cooling water immediately after the stop of the engine EG can be delayed compared to the case where the Peltier element 53 is not provided, and the cooling water temperature TW1. It is possible to lengthen the time until the temperature becomes lower than the required water temperature for engine operation. Therefore, it can be said that according to the present embodiment, the operating frequency of the engine EG can be reduced as compared with the case where the Peltier element 53 is not provided.

  (2) By the way, it is desirable that the temperature of the cooling water flowing into the second heater core 15 is a temperature required as a heat source for heating, for example, 60 ° C. or more. On the other hand, the temperature of the cooling water flowing inside the engine EG is desirably equal to or higher than the lower limit temperature at which each part of the engine EG is warmed and the engine EG operates favorably, for example, 40 ° C. or higher.

  For this reason, in the conventional vehicle air conditioner which does not have the Peltier element 53, in order to ensure the heat source of heating, the request | requirement water temperature of engine operation is set to 60 degreeC vicinity, for example so that a cooling water temperature may be 60 degreeC or more. It was necessary to set.

  On the other hand, according to the present embodiment, when the engine EG is stopped, the temperature of the cooling water can be increased by operating the Peltier element 53 even if the temperature of the cooling water falls below 60 ° C. The required water temperature for engine operation can be set to a temperature lower than the conventional one, for example, around 40 ° C.

  By the way, regarding the setting of the required water temperature, the engine operates when the temperature required for heating cannot be maintained even when the Peltier element 53 is operated or when the temperature at which the engine EG operates satisfactorily can be maintained. In addition, the required water temperature for engine operation may be set.

  (3) In the present embodiment, the Peltier element 53 absorbs heat from the cooling water of the engine EG instead of air.

  Here, the heat absorption target of the Peltier element 53 can be outside air instead of the cooling water of the engine EG. However, when the engine cooling water is to be raised to a desired temperature in order to ensure the heating capacity of the air blown by the heater core, the lower the outside air temperature, the greater the heat pumping capacity required for the Peltier element 53, The power consumption of the Peltier element 53 is increased.

  On the other hand, according to the present embodiment, heat is absorbed from the cooling water of the engine EG whose temperature is higher than the outside air temperature in winter. Therefore, compared to the case where heat is absorbed from the outside air, the Peltier element 53 changes to the cooling water. The amount of heat released can be increased. As a result, the power consumption of the Peltier element 53 for raising the cooling water to the desired temperature can be reduced.

  Incidentally, the air conditioning control device 60 requires engine operation when the cooling water temperature TW1 is lower than the required water temperature for engine operation. In this embodiment, at least the cooling water temperature is 40 ° C. or higher. The cooling water temperature is always higher than the outside air temperature.

  (4) In the conventional vehicle air conditioner that does not have the Peltier element 53, the cooling water flowing out from the second heater core 15 flows into the engine EG as it is, so that the second heater core 15 does not exchange heat with the blown air. The amount of heat was released from the surface of the engine EG.

  On the other hand, in the present embodiment, heat is pumped up from the cooling water flowing out from the second heater core 15 by the Peltier element 53, so that the amount of heat that has not been heat exchanged with the blown air in the second heater core 15 is further heated. The amount of heat of cooling water can be used more effectively than before.

(Second Embodiment)
In FIG. 5, the whole structure of the vehicle air conditioner in this embodiment is shown.

  In the cooling water circuit 30 of the present embodiment, the first bypass flow that guides a part of the cooling water before flowing into the heat radiation side heat exchanger 52 to the heat absorption side heat exchanger 51 in the cooling water flow path 34 for the second heater core. A passage 35 and a first flow rate adjusting valve 36 that adjusts the flow rate of the cooling water flowing through the first bypass flow channel 35 are provided.

  One end of the first bypass passage 35 is connected to the upstream side of the heat dissipation side heat exchanger 52, and the other end is connected between the second heater core 15 and the heat absorption side heat exchanger 51. For this reason, the cooling water flowing through the first bypass flow path 35 bypasses the heat radiation side heat exchanger 52 and the second heater core 15, does not radiate heat at the heat radiation side heat exchanger 52, and air and heat at the second heater core 15. It flows into the heat absorption side heat exchanger 51 without exchanging.

  The first flow rate adjusting valve 36 is disposed at a branch point between the cooling water flow path through which the cooling water flows toward the heat radiation side heat exchanger 52 and the first bypass flow path 35. The flow rate adjusting valve 36 adjusts the flow rate of the cooling water flowing toward the heat radiation side heat exchanger 52 and the flow rate of the cooling water flowing through the first bypass passage 35. The first flow rate adjustment valve 36 may be disposed in the middle of the first bypass flow path 35.

  In the present embodiment, the air-conditioning control device 60 causes a part of the cooling water to flow through the first bypass channel 35 when the Peltier element 53 is energized, and the cooling water for the first bypass channel 35 when the Peltier element 53 is not energized. The first flow rate adjustment valve 36 is controlled so that the flow rate becomes zero.

  Thereby, when the Peltier element 53 is energized, a part of the cooling water before flowing into the heat radiation side heat exchanger 52 is guided to the heat absorption side heat exchanger 51, so that the cooling water flowing into the heat radiation side heat exchanger 52 And the temperature of the cooling water flowing into the heat absorption side heat exchanger 51 can be brought close to each other. Here, it is known that the Peltier element 53 has a larger amount of heat radiation as the temperature difference between the heat absorption surface and the heat radiation surface is smaller. Therefore, according to this embodiment, compared with the case where it does not have the 1st bypass channel 35, the amount of heat radiation thermally radiated to cooling water with heat radiation side heat exchanger 52 can be increased, and the 2nd heater core 15 The temperature rise of the flowing cooling water can be increased.

  Further, in the present embodiment, when the Peltier element 53 is energized, the air conditioning control device 60 controls the first flow rate adjustment valve 36 to change the first bypass flow path according to the heating capacity required for the second heater core 15. The cooling water flow rate of 35 is adjusted.

  For example, when the heating capacity required for the second heater core 15 is small, such as when the amount of air blown from the outlet is small, the flow rate of the cooling water flowing through the first bypass passage 35 is changed to the heating side heat exchanger 52. Increase the flow rate of cooling water. In this case, since the flow rate of the cooling water flowing through the second heater core 15 is reduced, the temperature rise of the cooling water due to the heat radiation in the heat radiation side heat exchanger 52 is increased.

  Further, when the heating capacity required for the second heater core 15 is large, such as when the amount of air blown from the air outlet is large, the flow rate of the cooling water flowing through the first bypass passage 35 is changed to the heating side heat exchanger 52. Reduce the flow rate of the flowing coolant. Thus, the heating capacity of the second heater core 15 can be increased by increasing the flow rate of the cooling water flowing through the heating side heat exchanger 52.

  In the present embodiment, the first flow rate adjusting valve 36 is used, but instead of the first flow rate adjusting valve 36, the cooling water flow rate of the first bypass passage 35 is set between a predetermined amount greater than 0 and 0. A flow rate switching valve for switching may be used.

(Third embodiment)
FIG. 6 shows the overall configuration of the vehicle air conditioner in the present embodiment.

  The vehicle air conditioner 1 according to the present embodiment includes a foot dedicated passage 27 that guides the warm air blown from the second heater core 15 only to the foot opening 26. This foot exclusive passage 27 is a partition wall 11a that partitions the space on the downstream side of the air flow of the second heater core 15 into the space on the foot opening 26 side and the space on the other opening 24 and 25 side in the casing 11. Is formed by.

  An opening 28 and an opening / closing door 28a for opening and closing the opening 28 are provided immediately after the second heater core 15 of the partition wall 11a. When the opening / closing door 28 a opens the opening 28, the warm air blown from the second heater core 15 can be guided to any of the defroster opening 24, the face opening 25, and the foot opening 26. On the other hand, the opening / closing door 28 a closes the opening 28, so that the warm air blown from the second heater core 15 is guided only to the foot opening 26.

  Further, when the first heater core 14 is larger than the second heater core 15 and the opening / closing door 28a closes the opening 28, a part of the warm air blown from the first heater core 14 is part of the second heater core 15. Without flowing through the defroster opening 24 and the face opening 25.

  In the present embodiment, when the Peltier element 53 is energized, the air conditioning control device 60 performs control to close the open / close door 28a. Thereby, for example, in the foot mode in which conditioned air is blown from the foot blower outlet and the side face blower outlet, the air heated by the first and second heater cores 14 and 15 is blown from the foot blower outlet, and the side face blower is blown. Since the air heated by the first heater core 14 is blown out from the outlet, it is possible to carry out the air conditioning of the head cold foot heat and improve the comfort of the occupant.

(Fourth embodiment)
FIG. 7 shows the overall configuration of the vehicle air conditioner in the present embodiment.

  In the first embodiment, the first and second heater cores 14 and 15 are arranged in parallel to the cooling water flow, whereas in the present embodiment, the first and second heater cores 14 and 15 are the cooling water. Arranged in series with the flow.

  Specifically, in the cooling water circuit 30, the cooling water flow path 31 for the first and second heater cores is a single flow path, and the cooling water flowing out from the cooling water outlet of the engine EG is the first heater core. After flowing through 14, it flows through the second heater core 15 and flows into the cooling water inlet of the engine EG. Thus, the 1st heater core 14 is arrange | positioned in the upstream of a cooling water flow, and the 2nd heater core 15 is arrange | positioned in the downstream of a cooling water flow.

  The heat absorption side heat exchanger 51 is disposed on the downstream side of the cooling water flow with respect to the second heater core 15, and the heating side heat exchanger 52 is on the downstream side of the cooling water flow with respect to the first heater core 14, The second heater core 15 is disposed upstream of the cooling water flow.

  Also in the present embodiment, the Peltier element 53 absorbs heat from the cooling water after heat exchange with the air by the second heater core 15 via the heat absorption side heat exchanger 51, and the heat dissipation side heat exchanger 52 passes through the first heat exchange side. Since the heat is radiated to the cooling water flowing into the two heater cores 15, the same effect as that of the first embodiment is obtained.

  However, in this embodiment, the cooling water after heat exchange with the air in the first heater core 14 flows into the heat radiation side heat exchanger 52, so that the first and second heater cores 14 and 15 are in response to the cooling water flow. Compared with the first embodiment arranged in parallel, the temperature of the cooling water flowing into the heat radiation side heat exchanger 52 is lowered, and the heating capacity of the second heater core is lowered. For this reason, the first embodiment is preferable to the present embodiment.

(Fifth embodiment)
FIG. 8 shows the overall configuration of the vehicle air conditioner in the present embodiment.

  Although the vehicle air conditioner 1 of the first to fourth embodiments has two heater cores, the first and second heater cores 14 and 15, the vehicle air conditioner 1 of the present embodiment has one heater core 14. have.

  The vehicle air conditioner 1 has a cooling water circuit 30 in which cooling water circulates between the heater core 14 and the engine EG. In the cooling water circuit 30, a cooling water channel 31 for the heater core 14 and a cooling water channel 32 for the radiator 41 are provided in parallel.

  In the cooling water flow path 31 for the heater core 14, a heat absorption side heat exchanger 51 as a heat absorption part is provided downstream of the cooling water flow from the heater core 14, and as a heat dissipation part upstream of the cooling water flow from the heater core 14. The heat radiation side heat exchanger 52 is provided.

  Also in the present embodiment, the Peltier element 53 absorbs heat from the cooling water after heat exchange with the air in the heater core 14 via the heat absorption side heat exchanger 51, and passes through the heat dissipation side heat exchanger 52 to the heater core 14. Since heat is radiated to the inflowing cooling water, the same effects as in the first embodiment can be obtained.

(Sixth embodiment)
FIG. 9 shows the overall configuration of the vehicle air conditioner in the present embodiment. The present embodiment is a combination of the second embodiment and the fifth embodiment.

  In the present embodiment, with respect to the cooling water circuit 30 shown in FIG. 8, a first bypass flow path 35 that leads a part of the cooling water before flowing into the heat radiation side heat exchanger 52 to the heat absorption side heat exchanger 51, A flow rate adjusting valve 36 for adjusting the flow rate of the cooling water flowing through the first bypass flow path 35 is provided. The flow rate adjustment valve 36 is controlled by the air conditioning controller 60 as in the second embodiment. Therefore, the present embodiment has the same effect as the second and fifth embodiments.

(Seventh embodiment)
FIG. 10 shows the overall configuration of the vehicle air conditioner in the present embodiment.

  In the present embodiment, the cooling water circuit 30 shown in FIG. 8 is heated between the cooling water before flowing into the heat radiation side heat exchanger 52 and the cooling water before flowing into the heat absorption side heat exchanger 51. A heat exchanger 37 to be exchanged is provided.

  Specifically, inside the heat exchanger 37, the cooling water on the upstream side of the heat radiation side heat exchanger 52 flows, and the cooling water flowing out from the second heater core 15 flows. Heat is exchanged between the cooling water. And the cooling water which flowed out from the 2nd heater core 15 heat-exchanges with the heat exchanger 37, and flows in into the heat absorption side heat exchanger 51, after temperature rises.

  Thereby, the temperature of the cooling water flowing into the heat radiation side heat exchanger 52 and the temperature of the cooling water flowing into the heat absorption side heat exchanger 51 can be brought close to each other. Here, it is known that the Peltier element 53 has a larger amount of heat radiation as the temperature difference between the heat absorption surface and the heat radiation surface is smaller. Therefore, according to this embodiment, compared with the case where the heat exchanger 37 is not provided, the amount of heat dissipated to the cooling water by the heat-radiating side heat exchanger 52 can be increased, and the cooling water flowing into the heater core 14 can be increased. The temperature rise can be increased.

(Eighth embodiment)
FIG. 11 shows the overall configuration of the vehicle air conditioner in the present embodiment.

  In the present embodiment, with respect to the cooling water circuit 30 shown in FIG. 8, the second bypass flow path 38 that leads a part of the cooling water upstream of the heat radiation side heat exchanger 52 to the cooling water inlet of the engine EG, A second flow rate adjustment valve 39 for adjusting the flow rate of the cooling water flowing through the second bypass flow path 38 is provided.

  One end of the second bypass channel 38 is downstream of the cooling water inlet of the engine EG and is connected to the cooling water channel upstream of the heat radiation side heat exchanger 52, and the other end is downstream of the heat absorption side heat exchanger 51. On the upstream side of the coolant outlet of the engine EG. For this reason, the cooling water flowing through the second bypass flow path 38 bypasses the heat radiation side heat exchanger 52, the heater core 14, and the heat absorption side heat exchanger 51, and flows into the engine EG.

  The second flow rate adjusting valve 39 is disposed at a branch point between the cooling water flow path through which the cooling water flows toward the heat radiation side heat exchanger 52 and the second bypass flow path 38. The second flow rate adjusting valve 39 adjusts the flow rate of the cooling water flowing toward the heat radiation side heat exchanger 52 and the flow rate of the cooling water flowing through the second bypass flow path 38. Note that the second flow rate adjustment valve 39 may be disposed in the middle of the second bypass flow path 38.

  In the present embodiment, the air-conditioning control device 60 causes a part of the cooling water to flow through the second bypass passage 38 when the Peltier element 53 is energized, and the cooling water for the second bypass passage 38 when the Peltier element 53 is not energized. The second flow rate adjustment valve 39 is controlled so that the flow rate becomes zero.

  Here, as in the cooling water circuit 30 shown in FIG. 8, when the Peltier element 53 absorbs heat from the cooling water when the second bypass flow path 38 is not provided, the cooling water flowing out from the heat absorption side heat exchanger 51. Since the temperature is lowered, there is a possibility that the temperature difference between the cooling water flowing into the cooling water inlet of the engine EG and the cooling water flowing out from the cooling water outlet of the engine EG becomes large. In this case, the temperature difference between the inlet side portion and the outlet side portion of the cooling water in the engine EG causes thermal distortion in the engine EG, which leads to damage of the engine EG.

  On the other hand, according to the present embodiment, when the Peltier element 53 is energized, a part of the cooling water upstream of the heat radiation side heat exchanger 52 is guided to the cooling water inlet of the engine EG. The temperature difference between the cooling water flowing into the cooling water inlet and the cooling water flowing out from the cooling water outlet of the engine EG can be reduced, and the occurrence of thermal distortion of the engine EG can be suppressed.

  From the viewpoint of reducing the temperature difference between the cooling water flowing into the cooling water inlet of the engine EG and the cooling water flowing out of the cooling water outlet of the engine EG, a part of the cooling water is put into the second bypass passage 38. In the case of flowing, it is desirable to increase the flow rate of the cooling water flowing through the second bypass flow path 38 rather than the flow rate of the cooling water flowing toward the heat radiation side heat exchanger 52.

  In the present embodiment, the second flow rate adjustment valve 39 is used. Instead of the second flow rate adjustment valve 39, the cooling water flow rate of the second bypass passage 38 is set between a predetermined amount greater than 0 and 0. A flow rate switching valve for switching may be used.

(Ninth embodiment)
FIG. 12 shows the overall configuration of the vehicle air conditioner in the present embodiment.

  In the present embodiment, a third bypass flow path 54 that bypasses the heater core 14 with respect to the cooling water flow path 31 for the heater core, and a third flow rate adjustment valve that adjusts the flow rate of the cooling water flowing through the third bypass flow path 54. 55.

  In the cooling water flow path 31 for the heater core, the cooling water flows from the cooling water outlet of the engine EG toward the heater core 14, and the cooling water flowing out of the heater core 14 flows toward the cooling water inlet of the engine EG. The third flow rate adjustment valve 55 is disposed at a branch point between the cooling water flow path 31 for the heater core and the third bypass flow path 54.

And the heat absorption side heat exchanger 51 is arrange | positioned in the middle of the 3rd bypass flow path 54 instead of the cooling water flow downstream of the heater core 14. For this reason, the heat absorption side heat exchanger 51 does not absorb heat from the cooling water after heat exchange with the air by the heater core 14 but absorbs heat from the cooling water flowing out from the cooling water outlet of the engine EG.
On the other hand, the heat radiation side heat exchanger 52 is disposed downstream of the third flow rate adjusting valve 55 in the cooling water flow path 31 for the heater core and upstream of the heater core 14.

  When the Peltier element 53 is energized, the air-conditioning control device 60 flows the cooling water into both the heat absorption side heat exchanger 51 and the heat dissipation side heat exchanger 52, and when the Peltier element 53 is not energized, the third bypass flow path 54 is provided. The third flow rate adjusting valve 55 is controlled so that the cooling water flows only through the heater core 14 with the valve closed.

  As described above, in this embodiment, when the Peltier element 53 is energized, the cooling water flowing out from the cooling water outlet of the engine EG flows through both the heat absorption side heat exchanger 51 and the heat radiation side heat exchanger 52. The heat absorption surface and the heat dissipation surface of the element 53 have the same temperature. Therefore, according to the present embodiment, the amount of heat released by the Peltier element 53 can be increased.

(10th Embodiment)
FIG. 13 shows the overall configuration of the vehicle air conditioner in the present embodiment.

  The vehicle air conditioner 1 of this embodiment has a heater core hot water circuit 90 separately from the engine coolant circuit 30.

  The engine coolant circuit 30 is a closed circuit in which the coolant of the engine EG circulates between the engine EG and the radiator 41, and is formed by the coolant channel 31.

  On the other hand, the heater core hot water circuit 90 is a circuit independent of the engine coolant circuit 30 and is a closed circuit in which hot water as a heating fluid for heating the blown air is circulated by the heater core 14. The heater core hot water circuit 90 is formed by a hot water passage 91, and a water pump 92 that forms a hot water flow is disposed in the middle of the hot water passage 91.

  In the present embodiment, the heat absorption side heat exchanger 51 is arranged in the engine coolant circuit 30 and absorbs heat from the coolant of the engine EG. On the other hand, the heat radiation side heat exchanger 52 is disposed in the heater core hot water circuit 90 and radiates heat to the hot water. For this reason, when energized, the Peltier element 53 absorbs heat from the cooling water of the engine EG via the heat absorption side heat exchanger 51 and dissipates heat to the hot water flowing into the heater core 14 via the heat dissipation side heat exchanger 52. It is designed to heat the hot water. Therefore, also in this embodiment, it can be said that the heater core 14 heats blown air using the cooling water of the engine EG as a heat source.

  In the present embodiment, in the cooling water circuit 30, when the cooling water temperature TW1 detected by the first cooling water temperature sensor is lower than the required water temperature, the air conditioning control device 60 makes an operation request for the engine EG. This required water temperature is set to a lower limit temperature at which the engine EG can operate satisfactorily, for example, around 40 ° C. Thereby, the cooling water is maintained at a temperature equal to or higher than a lower limit temperature at which the engine EG can operate satisfactorily.

  On the other hand, in the hot water circuit 90, the air-conditioning control device 60 energizes the Peltier element 53 so that the cooling water temperature TW2 detected by the second cooling water temperature sensor is equal to or higher than the temperature required for heating, for example, 60 ° C. or higher. In addition to controlling non-energization, the amount of current during energization is controlled.

  As described above, in the present embodiment, the temperature of the hot water is made higher than the temperature required for heating by pumping heat from the cooling water of the engine EG to the hot water flowing through the heater core 14 by the Peltier element 53. The water temperature does not need to be higher than that required for heating. Therefore, according to the present embodiment, the required water temperature for engine operation can be set to a lower temperature than before, so that the operation frequency of the engine EG can be reduced and the fuel consumption of the engine EG can be improved.

  Further, in this embodiment, since the Peltier element 53 absorbs heat from the cooling water of the engine EG instead of air, the effect (3) described in the first embodiment is also achieved in this embodiment.

  By the way, when the cooling water circulates between the heater core 14 and the engine EG as in the cooling water circuit 30 shown in FIG. 8, the cooling that flows into the heater core 14 from the cooling water flowing out of the heater core 14 by the Peltier element 53. When heat is pumped up to water, the heat remaining in the heat exchange with the blown air in the heater core 14 is not completely absorbed by the heat absorption side heat exchanger 51 but is radiated by the engine EG.

  On the other hand, according to the present embodiment, the heater core hot water circuit 90 independent of the engine coolant circuit 30 is adopted, and the hot water flows only through the closed heater core hot water circuit 90. All the amount of heat pumped up at can be used by the heater core 14.

  In this embodiment, one heater core is used. However, as in the first embodiment, two heater cores can be used. For example, when the first heater core is disposed on the upstream side of the air flow inside the casing 11 and the second heater core is disposed on the downstream side thereof, the cooling water of the engine EG flows through the first heater core, as shown in the heater core 14 of FIG. In addition, the hot water of the hot water circuit 90 is caused to flow through the second heater core. At this time, in the cooling water circuit 30, it is preferable to provide in parallel a cooling water channel that flows through the first heater core and a cooling water channel that flows through the heat absorption side heat exchanger. This is because cooling water having a high temperature can flow through both the first heater core and the heat absorption side heat exchanger.

(Eleventh embodiment)
FIG. 14 shows the overall configuration of the vehicle air conditioner in the present embodiment. In the present embodiment, the heat pump cycle 100 is used as a pumping means.

  Specifically, the vehicle air conditioner of the present embodiment has a configuration in which the Peltier element 53 is changed to a heat pump cycle 100 with respect to the vehicle air conditioner shown in FIG. 8 described in the fifth embodiment.

  The heat pump cycle 100 includes a compressor 101 that compresses and discharges a refrigerant, a radiator 102 that radiates heat of the high-pressure refrigerant discharged from the compressor 101, and a decompression unit that decompresses the high-pressure refrigerant flowing out of the radiator 102. As an expansion valve 103, a heat absorber 104 for absorbing heat to the low-pressure refrigerant decompressed by the expansion valve 103, and separating the low-pressure refrigerant from the heat absorber 104 into a gas-phase refrigerant and a liquid-phase refrigerant to convert the gas-phase refrigerant into a compressor The gas-liquid separator 105 supplied to 101 and the refrigerant | coolant piping 106 which forms a refrigerant | coolant flow path are provided.

  Among these, the heat absorber 104 is thermally connected to the heat absorption side heat exchanger 51 and absorbs heat from the cooling water of the engine EG via the heat absorption side heat exchanger 51. The radiator 102 is thermally connected to the heat radiation side heat exchanger 52 and radiates heat to the cooling water of the engine EG via the heat radiation side heat exchanger 52.

  Also in the present embodiment, the heat pump cycle 100 absorbs heat from the cooling water after heat exchange with the air in the heater core 14 via the heat absorption side heat exchanger 51, and passes through the heat dissipation side heat exchanger 52 to the heater core 14. Since heat is radiated to the inflowing cooling water, the same effects as in the first embodiment can be obtained.

  By the way, unlike this embodiment, it is conceivable to absorb heat from the air in a heat pump cycle and heat the engine cooling water by this heat, as in Patent Document 1.

  However, when the engine cooling water is to be raised to a desired temperature in order to secure the heating capacity of the blown air by the heater core, the lower the outside air temperature, the greater the heat pumping capacity required for the heat pump cycle. The energy consumption of the cycle becomes large.

  On the other hand, according to the present embodiment, heat is absorbed from the cooling water of the engine EG whose temperature is higher than the outside air temperature in winter. Therefore, compared with the case where heat is absorbed from the outside air, the heat pump cycle changes to the cooling water. Increases heat dissipation. As a result, the energy consumption of the heat pump cycle for raising the cooling water to a predetermined temperature can be reduced.

  In addition, when absorbing heat from air, since the heat conductivity of air is low, it is necessary to increase the heat exchange area, and the heat exchanger for heat absorption has been enlarged, but according to the present embodiment, Since heat is absorbed from the cooling water having high heat conductivity, the heat absorption side heat exchanger 51 can be downsized.

  In addition, although this embodiment changed the Peltier device 53 to the heat pump cycle 100 with respect to the vehicle air conditioner 1 of 5th Embodiment, 1st-4th, 6th-10th embodiment. The Peltier element 53 may be changed to the heat pump cycle 100 for the vehicle air conditioner 1.

(Twelfth embodiment)
FIG. 15 shows the overall configuration of the vehicle air conditioner in the present embodiment. The present embodiment is different from the first embodiment in the configuration of the cooling water flow path 34 for the second heater core. Hereinafter, differences from the first embodiment will be described.

  In the cooling water flow path 34 for the second heater core, the water heater electric heater 111 is provided on the upstream side of the cooling water flow with respect to the second heater core 15, and the flow rate adjusting valve 112 is provided on the downstream side of the cooling water flow with respect to the second heater core 15. Is provided. The cooling water flow path 34 for the second heater core is provided with a sensible heat exchanger 113 that exchanges heat between the cooling waters.

  The electric heater 111 for water heating heats the cooling water before flowing into the second heater core 15, such as a high voltage battery or a high voltage capacitor mounted on the vehicle for supplying electric power to the electric motor for traveling. It is an electric heater which is supplied with power from a high voltage power source and generates heat. The water heater electric heater 111 is controlled by the air conditioning controller 60 so as to be energized at a predetermined condition.

  The flow rate adjusting valve 112 is configured to change the flow path cross-sectional area, and is a flow rate adjusting unit that adjusts the flow rate of the cooling water flowing through the cooling water flow channel 34 for the second heater core. As the flow rate adjusting valve 112, for example, an electric valve or an electromagnetic valve can be employed. The flow rate adjustment valve 112 is controlled by the air conditioning control device 60.

  The sensible heat exchanger 113 exchanges heat between the cooling water on the upstream side of the cooling water flow with respect to the electric heater 111 for water heating and the cooling water on the downstream side of the cooling water flow with respect to the second heater core 15. 15 is for heat transfer from the cooling water after flowing out toward the cooling water before flowing into the electric heater 111 for water heating. As the sensible heat exchanger 113, one having a general configuration can be adopted, and examples thereof include a heat pipe and a double pipe structure. In the present embodiment, a counter flow type sensible heat exchanger 113 is used.

  The cooling water flow path 34 for the second heater core includes a bypass flow path 114 for bypassing the sensible heat exchanger 113 and flowing cooling water downstream of the second heater core 15 and a bypass flow. A flow path switching valve 115 for switching the cooling water flow path between the flow path 114 and the flow path flowing through the sensible heat exchanger 113 is provided.

  One end of the bypass flow path 114 is connected between the flow control valve 112 and the sensible heat exchanger 113, and the other end is connected between the sensible heat exchanger 113 and the junction 31b. The flow path switching valve 115 is disposed at the end of the bypass flow path 114 on the upstream side of the cooling water flow. The flow path switching valve 115 may be disposed at the end of the bypass flow path 114 on the downstream side of the cooling water flow.

  FIG. 16 shows the configuration of the electric control unit of the vehicle air conditioner in the present embodiment. As shown in FIG. 16, the air conditioning control device 60 controls the operation of the water heating electric heater 111, the flow rate adjustment valve 112, and the flow path switching valve 115 connected to the output side. That is, the air-conditioning control device 60 determines whether the electric heater 111 for water heating is ON (energized) or OFF (non-energized) in step S4 during the air-conditioning control shown in FIG. The opening degree of 112 is determined, or the cooling water flow path opened by the flow path switching valve 115 is determined.

  FIG. 17 shows a flowchart for explaining ON / OFF determination processing of the electric heater 111 for water heating. In the ON / OFF determination process of the electric heater 111 for water heating, based on the temperature TW2 of the cooling water flowing into the second heater core 15 and the temperature TW1 of the cooling water flowing into the first heater core 14 in step S21, The blown air temperature TA1 from the blower outlet is calculated. The temperature TW2 of the cooling water flowing into the second heater core 15 is detected by the second cooling water temperature sensor 66, and the temperature TW1 of the cooling water flowing into the first heater core 14 is detected by the first cooling water temperature sensor 65. Is done.

  In step S22, the blown air temperature TA1 calculated based on the cooling water temperature in step S21 is compared with the target blown air temperature TAO to determine whether TA1 is lower than TAO. If TA1 is lower than TAO, a YES determination is made, the process proceeds to step S23, and the water heater electric heater 111 is determined to be energized (ON). On the other hand, if TA1 is greater than or equal to TAO, a NO determination is made, and the process proceeds to step S24, where the water heater electric heater 111 is determined to be de-energized (OFF).

  Further, in the opening degree determination process of the flow rate adjusting valve 112, the cooling water flow rate when the water heating electric heater 111 is energized is reduced as compared with the cooling water flow rate when the water heating electric heater 111 is not energized. The opening degree of the flow regulating valve 112 is determined. Specifically, when the electric heater 111 for water heating is not energized, the first opening degree is determined such that the flow rate of the cooling water flowing through the first heater core 14 and the flow rate of the cooling water flowing through the second heater core 15 are the same. When the electric heater 111 for water heating is energized, the second opening is smaller than the first opening so that the flow rate of the cooling water flowing through the second heater core 15 is smaller than the flow rate of the cooling water flowing through the first heater core 14. decide.

  In the switching determination process of the flow path switching valve 115, the cooling water flows only to the sensible heat exchanger 113 when the water heating electric heater 111 is energized, and the bypass flow path 114 when the water heating electric heater 111 is not energized. The switching of the cooling water flow path is determined so that the cooling water flows only through it.

  Here, when the cooling water temperature is lower than when the engine EG is operating after a long time has elapsed since the engine EG stopped, TA1 becomes lower than TAO, that is, the cooling water temperature is lower than the temperature required for heating. Also lower.

  Therefore, when it is determined that the cooling water temperature is lower than the temperature required for heating as in steps S22 and S23, the air conditioning control device 60 energizes the water heating electric heater 111 to heat the cooling water and The flow rate of the cooling water flowing through the second heater core 15 is reduced by setting the opening degree of the regulating valve 112 as the second opening degree. Further, the air conditioning control device 60 controls the flow path switching valve 115 so that the cooling water after flowing out of the second heater core 15 flows through the sensible heat exchanger 113, and after the sensible heat exchanger 113 flows out of the second heater core 15. The heat is transferred from the cooling water toward the cooling water before flowing into the electric heater 111 for water heating. In this case, it is preferable that the air conditioning control device 60 sets the air mix door 19 to the maximum heating position.

  Thereby, the temperature of the cooling water flowing through the cooling water flow path 34 for the second heater core is as follows. For example, when the target air temperature immediately after passing through the second heater core 15 is 50 ° C., when the cooling water temperature immediately after the engine EG flows out is 40 ° C., the cooling water after passing through the sensible heat exchanger 113 rises to 45 ° C. The cooling water after passing through the water heating electric heater 111 rises to 70 ° C. Then, when the cooling water radiates heat in the second heater core 15, the cooling water temperature at the cooling water outlet of the second heater core 15 becomes 46 ° C, and the cooling water temperature after passing through the sensible heat exchanger 11 becomes 41 ° C.

  Thus, heating is enabled by raising the temperature of the cooling water flowing into the second heater core 15 instead of operating the engine.

  On the other hand, when the engine EG is operating or when the elapsed time since the engine EG is stopped is short and the cooling water temperature is close to when the engine EG is operating, the temperature of the cooling water is sufficiently high, and TA1 is equal to or higher than TAO. In this case, since the cooling water does not need to be heated by the water heating electric heater 111, the air conditioning control device 60 deenergizes the water heating electric heater 111 and opens the opening of the flow rate adjustment valve 112 for the first time. As the degree, the flow rate of the cooling water flowing through the second heater core 15 is increased. Further, the flow path switching valve 115 is controlled so that the cooling water after flowing out of the second heater core 15 flows through the bypass flow path 114. In this case, the air-conditioning control device 60 adjusts the temperature of the conditioned air by controlling the position (opening degree) of the air mix door 19 as in the conventional case.

  Next, main effects of this embodiment will be described.

  (1) According to this embodiment, when the coolant temperature is lower than the temperature required for heating and the heat source for heating is insufficient, the second heater core is replaced by the water heater electric heater 111 instead of the operation of the engine EG. Since the temperature of the cooling water flowing into the engine 15 is increased, the operating frequency of the engine EG can be reduced and the fuel efficiency of the engine EG can be improved as compared with the case where the electric heater 111 for water heating is not provided. be able to.

  By the way, it is desirable that the temperature of the cooling water flowing into the second heater core 15 is a temperature required as a heat source for heating, for example, 60 ° C. or more. On the other hand, the temperature of the cooling water flowing inside the engine EG is desirably equal to or higher than the lower limit temperature at which each part of the engine EG is warmed and the engine EG operates favorably, for example, 40 ° C. or higher.

  For this reason, in a vehicle air conditioner that does not have the electric heater 111 for water heating, the required water temperature for engine operation is, for example, around 60 ° C. so that the cooling water temperature is 60 ° C. or higher in order to secure a heat source for heating. Had to be set to

  On the other hand, according to this embodiment, when the temperature of the cooling water falls below 60 ° C. when the engine EG is stopped, the water heating electric heater 111 is operated to increase the temperature of the cooling water. Therefore, the required water temperature for engine operation can be set to a temperature lower than the conventional one, for example, around 40 ° C. Thereby, compared with the case where the electric heater 111 for water heating is not provided, the operating frequency of the engine EG can be reduced, and the fuel consumption of the engine EG can be improved.

  (2) In the present embodiment, the first heater core 14 and the second heater core 15 are arranged in parallel to the cooling water flow, and the water heater electric heater 111 is provided on the upstream side of the cooling water flow of the second heater core 15. Yes. When the heat source for heating is insufficient, the cooling water flowing into the second heater core 15 is heated instead of heating the entire cooling water by the water heating electric heater 111, so that the entire cooling water is heated. Compared with the power consumption of the electric heater 111 for water heating can be reduced.

  The second heater core 15 is disposed so as to heat the air that has passed through the first heater core 14. Thus, after the air temperature is increased by the low temperature cooling water in the first heater core 14, the air temperature is further increased by the high temperature cooling water heated by the water heater 111 in the second heater core 15. It is possible to heat using the amount of heat effectively.

  (3) In the present embodiment, when the water heater electric heater 111 is energized, the flow rate adjustment valve 112 reduces the flow rate of the cooling water flowing through the second heater core 15 compared to when the water heater electric heater 111 is not energized. The cooling water after flowing out of the second heater core 15 flows through the sensible heat exchanger 113 by the flow path switching valve 115.

  Here, when the flow rate adjustment valve 112 and the sensible heat exchanger 113 are omitted from the present embodiment, when the cooling water flowing out of the second heater core 15 returns to the engine EG, air and heat are generated in the second heater core 15. The amount of heat that has not been exchanged is released from the engine surface, and the amount of heat input by the water heater 111 is wasted.

  For example, when the flow rate of the cooling water flowing through the first heater core 14 and the flow rate of the cooling water flowing through the second heater core 15 are the same predetermined flow rate, and the target temperature of the air immediately after passing through the second heater core 15 is 50 ° C., When the cooling water temperature is raised from 40 ° C. to 55 ° C. by the electric heater 111, the cooling water temperature at the cooling water outlet of the second heater core 15 becomes 53 ° C. In this case, of the amount of heat input by the electric heater 111 for water heating, only the amount of heat corresponding to the cooling water temperature difference (55 ° C.-53 ° C.) before and after heat exchange is released to the air, and the remaining amount of heat is released from the engine surface. Will be.

  On the other hand, according to this embodiment, since the flow rate of the cooling water flowing through the second heater core 15 is reduced when the water heater electric heater 111 is energized, compared with the case where the flow rate of the cooling water is large, The ratio of the amount of heat released from the cooling water in the second heater core 15 to the amount of heat input to the cooling water by the water heater electric heater 111 can be increased. Thereby, compared with the case where the flow regulating valve 112 and the sensible heat exchanger 113 are omitted, the cooling water temperature at the cooling water outlet of the second heater core 15 can be lowered. This is because when the amount of heat released from the cooling water to the air is constant, the higher the flow rate of the cooling water, the smaller the temperature difference between the cooling water before and after the heat exchange, and the lower the cooling water flow rate, It is because the temperature difference of water becomes large.

  As a result, the amount of heat that has not been exchanged with air by the second heater core 15 can be prevented from being released from the surface of the engine EG, and the amount of heat obtained by heating the water heater 111 can be used effectively.

  Furthermore, since the sensible heat exchanger 113 causes heat transfer from the cooling water after flowing out of the second heater core 15 toward the cooling water before flowing in the electric heater 111 for water heating, this also causes air and heat in the second heater core 15. The amount of heat that has not been exchanged can be prevented from being released from the surface of the engine EG. Moreover, since the temperature of the cooling water flowing into the water heating electric heater 111 is raised by the sensible heat exchanger 113, the power consumption of the water heating electric heater 111 necessary for heating the temperature rise can be reduced.

  (4) In the present embodiment, as the cooling water heating means, the water heating electric heater 111 using a high voltage power supply for supplying power to the electric motor for traveling as a power source is used.

  Here, as described in Patent Document 2, when the air after passing through the second heater core 15 is heated using an electric heater composed of a PTC element, there is a risk that an occupant's electric shock may occur if a high voltage power source is used. Therefore, a high voltage power source cannot be used, and a low voltage power source (low voltage battery) for supplying power to electronic devices such as audio has to be used. And in the power supply path | route of a hybrid vehicle, although the electric power of a low voltage power supply is obtained by converting voltage of high voltage electric power with a DC-DC converter, a power loss will arise at the time of this conversion. For this reason, it is not preferable to use a low-voltage power supply.

  On the other hand, when cooling water is heated by the water heating electric heater 111, it is possible to prevent an occupant's electric shock by installing the water heating electric heater 111 in the engine compartment or the like. Can be used. Thereby, the power loss by a DC-DC converter can be avoided. Moreover, by using a high voltage power supply, the weight of the electric wire can be reduced as compared with the case of using a low voltage power supply.

  In this embodiment, in steps S22 and S23, the case where the blown air temperature TA1 based on the cooling water temperature is lower than the target blown air temperature TAO is determined as the case where the temperature of the cooling water is lower than the temperature required for heating. However, when the coolant temperature TW1, TW2 detected by the first coolant temperature sensor 65 and the second coolant temperature sensor 66 is lower than a predetermined temperature, the coolant temperature is lower than the temperature required for heating. You may judge as. As the predetermined temperature, a required water temperature for engine operation can be used.

  Further, in the present embodiment, the opening degree of the flow rate adjustment valve 112 when the water heating electric heater 111 is energized is the second opening degree smaller than the first opening degree. It is preferable to set the opening degree of the flow rate adjusting valve 112 so that the second heater core 15 can dissipate the input heat amount.

  Further, in the present embodiment, the flow regulating valve 112 is disposed at the downstream side of the cooling water flow from the second heater core 15, but may be disposed at the upstream side of the second heater core 15.

  In the present embodiment, the cooling water flow path is switched by the flow path switching valve 115 so that the cooling water flows through the bypass flow path 114 when the water heater electric heater 111 is not energized. When the temperature Ta of the cooling water is lower than the temperature Tb of the cooling water before flowing into the water heating electric heater 111, the cooling water may flow into the bypass flow path 114 by the flow path switching valve 115. In short, in a condition in which heat cannot be transferred from the cooling water after flowing out of the second heater core 15 toward the cooling water before flowing into the electric heater 111 for water heating, the cooling water does not flow into the sensible heat exchanger 114, but the The cooling water flow path may be switched by the flow path switching valve 115 so that the cooling water flows.

(13th Embodiment)
In FIG. 18, the whole structure of the vehicle air conditioner in this embodiment is shown. In the present embodiment, the sensible heat exchanger 113, the bypass channel 114, and the channel switching valve 115 are omitted from the vehicle air conditioner of the twelfth embodiment.

  Even if the sensible heat exchanger 113 is omitted as in this embodiment, the flow rate of the cooling water flowing through the second heater core 15 is changed by the flow rate adjusting valve 112 when the water heater electric heater 111 is energized. Since it is less than when the heater 111 is not energized, an effect of suppressing heat dissipation from the surface of the engine EG can be obtained.

(14th Embodiment)
In FIG. 19, the whole structure of the vehicle air conditioner in this embodiment is shown. The present embodiment is different from the vehicle air conditioner of the twelfth embodiment in that an inverter 121 is used as a heating means for cooling water instead of the electric heater 111 for water heating, a sensible heat exchanger 113, and a bypass flow path 114. The difference is that the flow path switching valve 115 is omitted.

  In the present embodiment, after the cooling water flowing out of the engine EG passes through the inverter 121, the flow path flowing into the second heater core 15 and the closed inverter cooling circuit 120 are configured to be switchable.

  The inverter cooling circuit 120 includes an inverter 121, a water pump 122, a radiator 123, a first flow path switching valve 124, and a second flow path switching valve 125.

  The inverter 121 is mounted on the hybrid vehicle and converts the current supplied to the electric motor for traveling from direct current to alternating current. The water pump 122 is an electric type that forms a cooling water flow. The radiator 123 is a heat exchanger that radiates heat from the cooling water after passing through the inverter 121 to the air.

  The first flow path switching valve 124 and the second flow path switching valve 125 are the first flow that flows into the second heater core 15 after the cooling water flowing out of the engine EG passes through the inverter 121 as shown by solid arrows in the figure. As shown by a broken line arrow in the figure, the path and the second flow path through which the cooling water circulates are switched in the order of the inverter 121, the water pump 122, the radiator 123, and the inverter 121.

  When the cooling water temperature TW1 detected by the first cooling water temperature sensor 65 is lower than the predetermined temperature, the air conditioning control device 60 stops the water pump 122 of the inverter cooling circuit 120, and the cooling water flow becomes the first flow path. In this way, the first flow path switching valve 124 and the second flow path switching valve 125 are controlled. At this time, the inverter 121 is controlled directly or via an inverter control device so that the conversion efficiency of the inverter 121 is lowered than usual and the amount of heat generation is increased.

  Thereby, when the temperature of the cooling water is lower than the temperature required for heating, the amount of heat generated by the inverter 121 can be secured, and the inverter 121 can be used as a heating means for the cooling water.

  Note that even if the conversion efficiency of the inverter 121 is lowered, there is no problem with the power supply to the electric motor for traveling. Therefore, the vehicle traveling is not affected. Since the inverter 121 is cooled, there is no influence on the elements constituting the inverter 121.

  On the other hand, when the cooling water temperature TW1 is higher than the predetermined temperature, the first flow path switching valve 124 and the second flow path switching valve 125 are controlled so that the cooling water flow becomes the second flow path. The water pump 122 is activated. At this time, the inverter 121 is controlled so that the conversion efficiency of the inverter 121 is increased.

  Thereby, when the temperature of the engine cooling water is equal to or higher than the temperature required for heating, the inverter 121 is cooled by circulating the cooling water in the inverter cooling circuit 120. At this time, the cooling water does not flow through the second heater core 15, the cooling water flows only through the first heater core 14, and the air is heated by the first heater core 14.

  In the present embodiment, the inverter 121 is used as the cooling water heating means. However, the invention is not limited to the inverter 121, and a heating element that generates waste heat other than the engine EG can be used. For example, a heat generator such as a motor generator mounted on a hybrid vehicle or an electric vehicle, or a fuel cell mounted on a hybrid vehicle including an engine EG and a fuel cell can be used. Further, the cooling water may be heated using the exhaust gas of the engine EG as a heat source.

(Fifteenth embodiment)
FIG. 20 is a perspective view of the first and second heater cores 14 and 15 in the present embodiment. In the present embodiment, the first and second heater cores 14 and 15 in the thirteenth embodiment are integrated, and the flow resistance of the second heater core 15 is changed to the flow resistance of the first heater core 14 instead of using the flow rate adjusting valve 112. It is a high one.

  The heat exchanger shown in FIG. 20 includes an inlet-side first header tank 131, an inlet-side second header tank 132, an outlet-side header tank 133, a plurality of first headers connected to the inlet-side first header tank 131 and the outlet-side header tank 133. A plurality of second tubes 135 connected to the tube 134, the inlet side second header tank 132, and the outlet side header tank 133 are provided.

  The inlet-side first header tank 131 and the inlet-side second header tank 132 distribute the cooling water flowing in from the respective cooling water inlets 131a, 132a to the first and second tubes 134, 135. The outlet-side header tank 133 collects the cooling water that has passed through the first and second tubes 134 and 135, and flows the collected cooling water out of the cooling water outlet 133a.

  The first heater core 14 includes an inlet side first header tank 131, a first tube 134, and an outlet side header tank 133. The second heater core 15 includes an inlet side second header tank 132, a second tube 135, and an outlet side header tank 133.

  In the second heater core 15, the cross-sectional area of the cooling water passage formed inside the second tube 135 is smaller than that of the first tube 134 of the first heater core 14. Thereby, the flow resistance of the second heater core 15 is higher than the flow resistance of the first heater core 14. The flow passage cross-sectional area of the inlet side second header tank 132 of the second heater core 15 may be reduced by other means such as making the flow passage cross-sectional area of the inlet side first header tank 131 of the first heater core 14 smaller. The flow resistance of the two heater cores 15 may be higher than the flow resistance of the first heater core 14.

  An electric heater 111 for water heating is disposed between the cooling water inlet 132 a of the second heater core 15 and the branch point 31 a of the cooling water flow path 31 for the first and second heater cores 14 and 15.

  As described above, the first heater core 14 and the second heater core 15 have the common outlet side header tank 133, and are integrated by the outlet side header tank 133. The flow rate of the cooling water flowing through the second heater core 15 is always smaller than the flow rate of the cooling water flowing through the first heater core 14.

  Thereby, when the electric heater 111 for water heating is energized, the flow rate of the cooling water flowing through the second heater core 15 is smaller than the flow rate of the cooling water flowing through the first heater core 14. Compared with the case where it is the same as the flow rate, the ratio of the amount of heat released from the cooling water in the second heater core 15 to the amount of heat input to the cooling water by the water heating electric heater 111 can be increased.

  As a result, the amount of heat that has not been exchanged with air by the second heater core 15 can be prevented from being released from the surface of the engine EG, and the amount of heat obtained by heating the water heater 111 can be used effectively.

  In the present embodiment, the flow resistance in the first and second heater cores 14 and 15 has been described. However, the flow resistance in the cooling water flow path 34 for the second heater core 15 is defined as the cooling water flow path for the first heater core 14. It may be higher than the running water resistance at 33. For example, the flow path cross-sectional area of the cooling water flow path 34 for the second heater core 15 may be smaller than the flow path cross-sectional area of the cooling water flow path 33 for the first heater core 14.

(Other embodiments)
In each of the above-described embodiments, the vehicle air conditioner of the present invention is applied to a vehicle air conditioner mounted on a hybrid vehicle including an engine EG and a traveling electric motor. However, for the vehicle mounted on an idle stop vehicle. The present invention can also be applied to an air conditioner or a vehicle air conditioner mounted on a vehicle including a driving means for obtaining a driving force for traveling other than the engine.

  For example, a vehicle air conditioner used in a fuel cell vehicle including a fuel cell and a traveling electric motor, and includes a heating heat exchanger that heats air blown into the vehicle interior using cooling water of the fuel cell as a heat source. The present invention can be applied to a vehicle air conditioner.

  Further, in each of the above-described embodiments, the cooling water is used as the cooling fluid. However, a cooling liquid using other liquid as a solvent or a cooling gas may be used instead of water. Similarly, in the tenth embodiment, hot water is used as the heating fluid, but other liquid or gas may be used instead of water.

  In addition, you may combine each above-mentioned embodiment in the range which can be implemented.

EG engine (drive means)
14 Heater core, 1st heater core (heat exchanger for heating, heat exchanger for 1st heating)
15 Second heater core (second heating heat exchanger)
30 Cooling water circuit (cooling fluid circuit)
35 1st bypass flow path 37 Heat exchanger 38 2nd bypass flow path 51 Heat absorption side heat exchanger (heat absorption part)
52 Heat dissipation side heat exchanger (heat dissipation part)
53 Peltier element (pumping means)
90 Hot water circuit (Heating fluid circuit)
100 Heat pump cycle (pumping means)
111 Electric heater for water heating (heating means)
112 Flow control valve (flow control means)
113 Sensible heat exchanger 121 Inverter (heating means)

Claims (6)

A heat exchanger (14, 15) for heating air blown toward the vehicle interior is provided using a cooling fluid for cooling a driving means (EG) for obtaining driving force for driving the vehicle as a heat source,
When the temperature of the cooling fluid is lower than a predetermined temperature, the vehicle air conditioner that requests the driving means (EG) to operate,
As the heating heat exchanger, a first heating heat exchanger (14) and a second heating heat exchanger (15) for heating the air after passing through the first heating heat exchanger (14). Prepared,
The first and second heating heat exchangers (14, 15) are arranged in parallel to the cooling fluid flow,
Heating means (111, 121) for heating only the cooling fluid flowing toward the second heat exchanger (15) among the first and second heat exchangers (14, 15),
At least when the heating means (111, 121) is heated, the flow rate of the cooling fluid flowing in the second heating heat exchanger (15) is the amount of the cooling fluid flowing in the first heating heat exchanger (14). It has a configuration that is less than the flow rate ,
Furthermore, Ru comprises a sensible heat exchanger (113) for heat transfer toward the upstream side of the cooling fluid than the heating means from the downstream side of the cooling fluid (111) than the second heating heat exchanger (15) An air conditioner for a vehicle.   The second heating heat exchanger (15) is configured such that the flowing water resistance inside the second heating heat exchanger (15) is higher than the flowing water resistance inside the first heating heat exchanger (14). The vehicle air conditioner according to claim 1, wherein   When the heating means (111, 121) is heated, the flow rate of the cooling fluid flowing in the second heating heat exchanger (15) is decreased as compared with the case where the heating means (111, 121) is not heated. The vehicle air conditioner according to claim 1, further comprising a flow rate adjusting means (112). Said heating means, to any one of claims 1 to 3, characterized in that the moving electric motor as the drive means is an electric heater (111) to supply a high voltage power source for powering The vehicle air conditioner described. The vehicle air conditioner according to any one of claims 1 to 3 , wherein the heating means is a heating element (121) other than the driving means that generates waste heat. The vehicle air conditioner according to claim 5 , wherein the heating element is an inverter (121) that is mounted on a hybrid vehicle and converts a current supplied to the electric motor for traveling.

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