JPH1086648A - Heat pump type air conditioner for automobile - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a heat pump type air conditioner for automobile to perform the air conditioning in a cabin of an automobile using the engine cooling water and the refrigerant. SOLUTION: In a heat pump type air conditioner for automobile to perform the air conditioning in a cabin of an automobile using the engine cooling water and the refrigerant, the refrigerant which is pressurized mainly by a compressor 2 when the heating is started and entropy-changed at high temperature is used as a heat source, capillary tubes are used as refrigerant expansion members 5b so that the refrigerant smoothly flows, and the refrigerant is fed back to the compressor 2 through an accumulator 31. The excellent heating performance can be sufficiently demonstrated from the starting.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

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

[0002]

2. Description of the Related Art For example, in recent luxury cars and one-box cars having a relatively large interior space, a front area (for example, a front seat) in the interior of the vehicle is provided so that the entire interior of the vehicle can be comfortably air-conditioned. The air conditioner for automobiles, which is usually called a dual air conditioner, is equipped with a front unit for the air conditioner and a rear unit for the rear area (for example, rear seats such as the second and third seats). ing.

For example, as shown in FIG. 3, the air conditioner for a vehicle selectively takes in air inside the vehicle (inside air) and air outside the vehicle (outside air), and air-conditions the air toward the front seat. It has a front unit 10 that blows out and a rear unit 20 that blows out toward the rear seat.

The front unit 10 has an air passage 10f formed in a casing, and engine cooling water heated by the engine 1 (shown by a broken line in the drawing) in the air passage 10f.
Is introduced through the hot water cock 11a and circulated therein, the compressor 2, the first condenser 3, the liquid tank 4, the first on-off valve V1, and the expansion valve 5a.
A first internal heat exchanger 12 constituting a normal cooling cycle together with a mix door 13 for adjusting a ratio of air cooled by the first internal heat exchanger 12 passing through the heater core 11 and the bypass passage 14. Is provided.

[0005] The front unit 1 thus configured
0, the cool air that has been cooled and dehumidified by the first internal heat exchanger 12 functioning as an evaporator is mixed by the mix door 13 with the heater core 11 and the bypass passage 14.
The high-temperature air branched by the heater core 11 is mixed with the low-temperature air that has passed through the bypass passage 14 in a downstream region of the heater core 11, is set to a predetermined temperature, and is mixed with a predetermined temperature from a predetermined outlet (not shown). It is blown out toward the seat part.

On the other hand, the rear unit 20 is connected via a second on-off valve V2 so that an air passage 20f is formed in the casing and a part of the cooling cycle refrigerant is introduced into the air passage 20f. Second condenser 21, a second internal heat exchanger 22 functioning as an evaporator, into which the refrigerant flowing down the second condenser 21 is introduced via the refrigerant expansion member 5 b, and the second internal heat exchanger A mix door 23 is provided for adjusting the ratio of the air cooled by the passage 22 through the second condenser 21 and the bypass passage 24.

[0007] The rear unit 20 thus configured
Then, the cool air after the inside air is cooled and dehumidified by the second internal heat exchanger 22 functioning as an evaporator is branched by the mix door 23 to the second condenser 21 side and the bypass passage 24 side, and the second condenser 21 The heated high-temperature air is mixed with the low-temperature air that has passed through the bypass passage 24 in a downstream area of the second condenser 21, is set to a predetermined temperature, and is blown out from a predetermined outlet (not shown) toward a rear seat portion. You.

The symbol "B" in the figure is a bypass circuit in which the refrigerant flows by bypassing the first condenser 3.
"V3, V4" is the on-off valve for the bypass circuit, "C"
Is a connector for connecting piping, "F" is a fan for the first condenser, "M" is a fan motor, and "Vc" is a check valve.

In an air conditioner for a vehicle called a dual air conditioner, for example, during a heating operation, the front unit 10 uses the engine cooling water heated by the engine 1 as a heat source, but the rear unit 20 Is a heat pump type air conditioner for automobiles, because it uses a high-temperature and high-pressure refrigerant compressed by the compressor 2 as a heat source and pumps up heat from external air for use.

However, when the air conditioner for a vehicle performs a heating operation, for example, when the outside air temperature is low, such as in the morning of winter, the temperature of the engine cooling water is low at the time of start-up, and the rising speed of the refrigerant temperature is also rapid. Therefore, a state in which warm air is blown out at the same time as the start of operation is unlikely to occur, so-called instantaneous warming becomes insufficient, and the heating performance may be insufficient. In particular, in a one-box car with a large cabin space equipped with a diesel engine, the temperature of the engine cooling water rises slower than in a normal gasoline engine vehicle, and the large space must be heated, so immediate warming, Heating performance tends to be insufficient.

Therefore, in order to solve such a problem, the applicant of the present application heats the refrigerant by using the heat of the engine cooling water, uses the refrigerant having the isentropic change, and exhibits a higher heating performance. Proposed a heat pump type air conditioner for automobiles (Japanese Patent Application No. 7-271,621).
No.).

As shown in FIG. 4, in this air conditioner for a vehicle, the refrigerant flowing out of the second internal heat exchanger 22 of the rear unit 20 flows into the sub heat exchanger 30, and the sub heat exchanger 30 The engine is heated by the engine cooling water introduced through the hot water cock 11a.

[0013] The engine cooling water, which could not be used immediately for heating even if heat exchanged with air because of low temperature in the past, is exchanged with the extremely low-temperature refrigerant in the sub heat exchanger 30 to provide engine cooling water. After the heat held by the compressor is effectively taken into the refrigerant, the refrigerant is returned to the compressor 2 and pressurized again, so that the refrigerant discharged from the compressor 2 becomes a high-temperature entropy-changed refrigerant and becomes a second condenser. 21 can be supplied. As a result, the air that has been heat-exchanged in the second condenser 21 has a higher temperature, exhibits a high heating performance, and has an improved immediate warming property.

[0014]

However, this air conditioner for automobiles has excellent heating performance when heating is stable, but does not have the heating capability at the beginning of heating when heating in a cryogenic region or the like. May be enough. In particular, if the air volume of the fan is increased in order to raise the temperature immediately in the early stage of heating, the temperature of the sub heat exchanger is reduced by a large amount of cold air, and it is difficult to efficiently raise the temperature of the refrigerant.
For this reason, under the present circumstances, control is performed so that the rotation of the fan is stopped at the beginning of heating, and heating is started after the temperature of the refrigerant rises. However, such air volume control is complicated and disadvantageous in terms of cost.

In the air conditioner for an automobile, an expansion valve is used as a refrigerant expansion member. This expansion valve senses the refrigerant outlet temperature of the first or second internal heat exchangers 12,22. The valve opening is controlled by controlling the flow rate of the flowing refrigerant.However, in a situation where the temperature of the refrigerant does not rise quickly, the expansion valve also does not change the valve opening quickly. As a result, there is a possibility that the immediate warming property may be insufficient. In other words, if heating is performed when the outside air temperature is low, the first or second internal heat exchangers 12 and 22 do not need to flow a large amount of refrigerant, so that the expansion valves 5a and 5
The valve opening of b becomes small. If the expansion valves 5a and 5b are closed, a large amount of refrigerant will not return to the compressor, and the heating of the refrigerant by the sub heat exchanger 30 will be insufficient, and the heating performance may be reduced.

The present invention has been made in view of such problems of the prior art. When the compressor is operated at the time of starting heating to compensate for insufficient heating performance, the refrigerant expansion member allows the refrigerant to flow smoothly, and It is an object of the present invention to provide a heat pump type air conditioner for a vehicle in which a heat exchanger sufficiently exhibits a refrigerant heating performance and a predetermined heating performance is exhibited from a time when heating is started.

[0017]

According to the first aspect of the present invention, there is provided a heat pump type air conditioner for a vehicle according to the present invention, wherein engine cooling water is provided inside an air passage of a first unit. A heater core to be circulated, a first internal heat exchanger constituting a cooling cycle together with a compressor and a first condenser are arranged, and in the air passage of the second unit,
A second condenser and a second condenser connected in parallel with the first internal heat exchanger via an on-off valve so that a part of the refrigerant of the cooling cycle is introduced, and connected in series with each other;
An internal heat exchanger is disposed, and is connected to an outlet side of the second internal heat exchanger and is disposed outside the air passages of the first and second units by a sub heat exchanger. In a heat pump type air conditioner for a vehicle, in which the discharged refrigerant is heated by a part of the engine cooling water and returned to a cooling cycle and returned to a compressor, at least one of the first or second internal heat exchangers (2) The refrigerant expansion member provided in the internal heat exchanger is of a fixed opening degree type, and the refrigerant of the cooling cycle is configured to be returned to the compressor once through an accumulator.

With this configuration, at the time of starting heating, at least the second internal heat exchanger is caused to flow the refrigerant having a relatively large flow rate regardless of the outside air temperature, and the refrigerant flows out of the second internal heat exchanger. Since the refrigerant is not excessively adiabatically expanded, the temperature becomes relatively high, and this is guided to the sub heat exchanger. In the sub heat exchanger, a large amount of the refrigerant is heated by the engine coolant. Will be.
Therefore, if the refrigerant whose entropy has been changed is compressed again by the compressor, the refrigerant becomes higher in temperature and flows out, so that a higher heating performance is exhibited from the start.

In a stable heating operation in a state where the temperature of the engine cooling water is increased, the second internal heat exchanger functions as an evaporator and performs a dehumidifying function. Since the heated air can be heated, heating can be performed safely without fogging of the rear glass or the like even in the heating operation by the inside air circulation.

Further, since there is no control to prevent the fan from being operated only at the beginning of heating, complicated control is not required and the cost is low.

The invention according to claim 2 is characterized in that the refrigerant expansion member having the fixed opening degree is constituted by a capillary tube.

In this case, since a generally used refrigerant expansion member is used, the cost is reduced.

[0023]

Embodiments of the present invention will be described below with reference to the drawings.

1 and 2 are schematic structural views showing an embodiment of a heat pump type air conditioner for a vehicle according to the present invention. FIG. 1 shows a state during a heating operation, and FIG. 2 shows a state during a cooling operation. Are respectively shown. In addition, the same reference numerals are given to members common to FIGS. 3 and 4, and the white arrows indicate the flow of air, the solid arrows indicate the flow of refrigerant, and the broken arrows indicate the flow of engine cooling water. ing.

As shown in FIG. 1, the heat pump type air conditioner for a vehicle according to the present embodiment air-conditions inside and outside air selectively introduced from an intake unit (not shown) and blows the air to the front seat. And a rear unit 20 as a second unit for air-conditioning the inside air and blowing the air to a rear seat.

The front unit 10 is provided with an air passage 10f formed by a casing. Inside the air passage 10f, in order from the upstream in the air flow direction indicated by the white arrow.
Intake unit, intake door and blower motor (both not shown), and first internal heat exchanger 1
2. Air mix door (not shown) and heater core 11
The air outlet (not shown) is provided on the downstream side in the air flow direction.

The flow of the refrigerant on the front unit 10 side is as follows.
During the heating operation, as shown in FIG. 1, the refrigerant discharged from the compressor 2 is supplied to the four-way valve 6 → the bypass circuit B → the liquid tank 4 → the first opening / closing valve V1 → the expansion valve 5a → the first internal heat exchanger 12 → It flows with the accumulator 31 and returns to the compressor 2.

In the cooling operation, as shown in FIG. 2, the refrigerant discharged from the compressor 2 is supplied to the four-way valve 6 →
First condenser 3 → Liquid tank 4 → First open / close valve V1
→ bypass circuit 5B of expansion valve 5a → first internal heat exchanger 1
2 → the accumulator 31 and returns to the compressor 2.

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

Further, the engine cooling water flowing out of the engine 1 is introduced into the heater core 11 by opening the hot water cock 11a.

On the other hand, the rear unit 20 is provided with an air passage 20f formed by a casing.
Inside f, the second internal heat exchanger 22 and the second condenser 21 are arranged in order from the upstream side in the air flow direction indicated by the white arrow. Note that the rear unit 20 is also the second unit.
An air mixing door (not shown) is provided on the front surface of the condenser 21 to adjust the ratio of hot air to cold air to produce air at a predetermined temperature downstream of the second condenser 21, or It is configured so that air does not circulate inside.

As shown in FIG. 1, the flow of the refrigerant on the rear unit 20 side during the cooling / heating operation is such that the refrigerant flowing out of the liquid tank 4 of the main cooling cycle is supplied to the second on-off valve V2.
→ The second condenser 21 → the refrigerant expansion member 5 b → the second internal heat exchanger 22 → the sub heat exchanger 30 → the accumulator 31, return to the main cooling cycle, and return to the compressor 2. . Here, the second internal heat exchanger 22 is in a state of being connected in parallel with the first internal heat exchanger 12.

In particular, in the present embodiment, the refrigerant expansion member 5b incorporated in the rear unit 20 is of a fixed opening type, and the opening is not variable like the expansion valve. This is mainly due to the following reasons. The rear unit 20 assists the cooling and heating function of the front unit 10 so that the entire interior of the vehicle compartment smoothly reaches a predetermined temperature state, so that a fixed opening degree is functionally sufficient. And the second internal heat exchanger 2
The main reason is that it is preferable that the flow of the refrigerant is smoother than the flow of the refrigerant is prevented by adjusting the valve opening degree in accordance with the refrigerant outlet temperature of No. 2 so that the sub heat exchanger 30 sufficiently exhibits the refrigerant heating performance. is there.

Here, the sub heat exchanger 30 is provided with an air passage 10f for the front unit 10 and the rear unit 20.
It is provided outside 20f, where the refrigerant flowing inside is heated using a part of the engine cooling water, and the refrigerant whose entropy has changed is returned to the compressor 2 so as to exhibit higher heating performance.

A refrigerant return circuit R is provided between the four-way valve 6 and the suction side of the compressor 2.
When the outside air temperature is low and the engine cooling water cannot be used for heating, the refrigerant return circuit R returns so-called stagnant refrigerant, which is retained in the first condenser 3 and the like, to the compressor 2 and outputs a large amount of refrigerant. The purpose of this is to make it possible to perform high-performance heating with the use of.

Next, the operation will be described. When the outside air temperature is low at the start of the initial heating operation of the heating operation (for example,-
Engine cooling water temperature is low,
This cannot be used immediately for heating, and the refrigerant is buried inside the first condenser 3 and the like, and is not much present in the compressor 2. When heating both the front and rear seats in this state, first, the first on-off valve V1 and the second
The on-off valve V2 is opened, and the four-way valve 6 is set to the state shown in FIG.

When the compressor 2 is operated, the refrigerant mainly stored inside the first condenser 3 and the like is guided to the suction side of the compressor 2 through the four-way valve 6 and the return circuit R and collected.

As a result, the compressor 2 enters an operation state in which a large amount of refrigerant is discharged, but the high-temperature and high-pressure refrigerant discharged from the compressor 2 is supplied to the four-way valve 6 → the bypass circuit B.
→ Liquid tank 4 → First open / close valve V 1 → Bypass circuit 5B of expansion valve 5A → First internal heat exchanger 12

Although the engine cooling water whose temperature has increased to some extent by the start of the engine 1 flows through the heater core 11, the engine cooling water at this time has not yet sufficiently increased in temperature, and is used for heating. It is not preferable. Therefore, in such a state,
It is preferable to close the hot water cock 11a to prevent engine cooling water from flowing into the heater core 11, or to prevent air from passing through the heater core 11 by a door (not shown).

As a result, the air introduced from the intake unit into the front unit 10 is exchanged with the refrigerant in the first internal heat exchanger 12 in which the high-temperature and high-pressure refrigerant flows, heated and then flows down. The air is blown out from each air outlet into the vehicle interior.

On the other hand, in the rear unit 20, in the main cooling cycle, the high-temperature and high-pressure refrigerant branched after flowing out of the liquid tank 4 enters the second condenser 21 from the second on-off valve V2. Here, it exchanges heat with the vehicle interior air, heats the air, condenses, becomes a medium-temperature and high-pressure refrigerant, is adiabatically expanded by the refrigerant expansion member 5b, becomes a low-pressure refrigerant at a lower temperature, and passes through the second internal heat exchanger 22. enter. Here, it exchanges heat with the cabin air, evaporates after cooling the air,
It becomes a low-temperature low-pressure refrigerant and flows from the sub heat exchanger 30 to the accumulator 31.

Therefore, the vehicle interior air is first dehumidified and cooled in the second internal heat exchanger 22,
Heated by the second condenser 21.

Since it is not preferable for the air to be cooled in the second internal heat exchanger 22 during heating, a door is arranged in front of the second internal heat exchanger 22 so that
You may make it not distribute | circulate in the internal heat exchanger 22.

In this embodiment, the refrigerant expansion member 5b is
Since it is of a fixed opening degree type, the refrigerant expansion member 5b does not obstruct the flow of the refrigerant and flows relatively smoothly even at the time of heating start, so that the medium-temperature high-pressure refrigerant from the second condenser 21 This is a degree that the refrigerant is not excessively adiabatically expanded by the expansion member 5b and is a low-temperature refrigerant at a lower temperature. Then, the refrigerant flows into the sub heat exchanger 30 after heat exchange with air in the second internal heat exchanger 22. Here, the heat from the engine cooling water is taken in, and after the temperature becomes higher, the heat is returned to the compressor 2 via the accumulator 31 and compressed again.

Since the accumulator is a container having a relatively large capacity for storing the refrigerant, even if the refrigerant returns in a liquid state, it can be vaporized and returned to the compressor 2, and the liquid compression of the compressor can be performed. This prevents damage to the valve section and the like.

The refrigerant returned to the compressor and compressed again isentropically changed to a considerably high temperature and high pressure, so that the first and second internal heat exchangers 12 and 2 are again heated.
2, the heat exchanged air has a higher temperature, exhibits higher heating performance, and blows out the high-temperature air into the passenger compartment. This tendency is amplified as time passes, so that the so-called immediate warming property is improved.

That is, if the temperature of the engine cooling water rises while this operation is continued for a while, the heating capacity of the heater core 11 in the front unit 10 increases, and the refrigerant of the sub heat exchanger 30 Because the heating capacity is also increased, considerably higher temperature air is blown out by these synergistic effects.

Also in the rear unit 20, since the heating capacity of the second condenser 21 is increased, air of a considerably high temperature is also blown out here. When the heating capacity of the second condenser 21 is increased in this way, the door closing the front surface of the second internal heat exchanger 22 may be opened, and thereby the dehumidifying and heating system for heating the dehumidified air. Becomes possible. This eliminates fogging of the windows in the rear seats and further enhances driving safety.

When the temperature of the engine cooling water rises to some extent during the stable period of the heating operation and the temperature of the vehicle interior also rises to some extent, the on-off valve 30v of the sub heat exchanger 30 is closed to prevent the engine cooling water from flowing into the sub heat exchanger 30. I do. Thereby, the refrigerant is not unnecessarily heated, and the normal heating operation is performed.

That is, even if the on-off valve 30v is closed, the sub heat exchanger 30 heats the refrigerant flowing therethrough to some extent by residual heat. In the rear unit 20, however, a capillary tube is used as the refrigerant expansion member 5b. Since the refrigerant flows smoothly, the refrigerant returning to the compressor 2 is not unnecessarily heated by the sub heat exchanger 30, and the increase in the suction heating degree of the compressor can be suppressed. As a result, normal heating operation is continuously performed.

In order to cool both the front and rear seats before and after the cooling operation , the first opening / closing valve V1 and the second opening / closing valve V2 are opened, the slide member S of the four-way valve 6 is moved, and the bypass circuit 5B of the expansion valve 5a is opened. Close and set to the state shown in FIG.

When the compressor 2 is operated in this state,
In the main cooling cycle, the refrigerant discharged from the compressor 2 is a four-way valve 6 → a first condenser 3 → a liquid tank 4 → a first opening / closing valve V1 → an expansion valve 5 as shown in FIG.
a → flow to the first internal heat exchanger 12.

The refrigerant branched after flowing out of the liquid tank 4 is supplied to the second on-off valve V 2 → the second condenser 21.
→ The refrigerant expansion member 5b → the second internal heat exchanger 22 → the sub heat exchanger 30.

Thus, the air introduced from the intake unit into the front unit 10 becomes low-temperature air dehumidified by exchanging heat with the low-temperature low-pressure refrigerant in the first internal heat exchanger 12.

This air is distributed to the heater core 11 side and the bus path passage side by an air mixing door (not shown), and the cool air and the hot air are mixed at a downstream area of the heater core 11 so as to be brought to a predetermined temperature or mixed. Instead, it is blown out toward the passenger compartment.

On the other hand, in the rear unit 20, the refrigerant decompressed by the refrigerant expansion member 5b flows into the second internal heat exchanger 22. The air cooled here is distributed to the second condenser 21 side and the bus path side by an air mixing door (not shown), and the cool air and the hot air are mixed at a downstream area of the second condenser 21 to a predetermined temperature. Or, it is blown out toward the passenger compartment without being mixed.

The refrigerant that has exited the second internal heat exchanger 22 is
It enters the sub heat exchanger 30. During the cooling operation, the on-off valve 30
v is closed so that the engine cooling water does not flow into the sub heat exchanger 30, and the refrigerant that has exited the second internal heat exchanger 22 is returned to the compressor 2 as it is. in this case,
Since the refrigerant expansion member 5b of the present embodiment uses a capillary tube, there is no excessive adiabatic expansion, whereby the second internal heat exchanger 22 functioning as an evaporator is formed.
Not only can be prevented from freezing, but also can be dehumidified here.

When only the front seats are cooled or heated, the on-off valve V2 may be closed, and when only the rear seats are cooled or heated, the on-off valve V1 may be closed.

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

For example, in the embodiment, the refrigerant expansion member 5
Although a capillary tube is used as b, an orifice or the like can be used as well, and any type of fixed opening type may be used. Further, the refrigerant expansion member may be applied to an expansion valve of the front unit 10.

In the above-described embodiment, the four-way valve 6 and the return circuit R are provided to return the stagnation refrigerant to the compressor 2. However, the present invention operates without necessarily returning the stagnation refrigerant to the compressor 2. You may. In this case, the four-way valve 6 is not used, and as shown in FIG.
What is necessary is just to comprise using V4 etc.

[0062]

As described above, the first aspect of the present invention uses a fixed-opening-type refrigerant expansion member for at least the second internal heat exchanger. The temperature of the refrigerant flowing out of the second internal heat exchanger becomes relatively high, and is heated by the sub heat exchanger, so that the refrigerant whose isentropic change has been performed is compressed again by the compressor, and higher heating performance is obtained at the time of startup. Will be fully demonstrated.

In the normal operation, the second internal heat exchanger functions as a normal evaporator, so that the conventional dehumidifying operation can be performed, and the second unit side can be heated using the dehumidified air. As a result, the heating operation by the inside air circulation is possible, and the rear glass and the like are not fogged, and the drivability is improved.

Further, since there is no control so that the fan is not operated only at the beginning of heating, complicated control is not required and the cost is low.

According to the second aspect of the present invention, since a generally used capillary tube uses a refrigerant expansion member, the cost is reduced.

[Brief description of the drawings]

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

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

FIG. 3 is a schematic configuration diagram of a conventional automotive air conditioner.

FIG. 4 is a schematic configuration diagram of another conventional vehicle air conditioner.

[Explanation of symbols]

1 ... engine, 2 ... compressor, 3 ...
1st condenser, 10 ... front unit (1st
Unit), 10f: air path, 11: heater core, 12: first internal heat exchanger, 20: rear unit (second unit), 20f: air path, 21
... second condenser, 22 ... second internal heat exchanger, 30 ...
Sub heat exchanger, 31 ... accumulator.

Claims (2)

[Claims] 1. A cooling cycle comprises a heater core (11) in which engine cooling water is internally circulated, a compressor (2) and a first condenser (3) in an air passage (10f) of a first unit (10). A first internal heat exchanger (12)
Connected in parallel with the first internal heat exchanger (12) via an on-off valve (V) so that a part of the cooling cycle refrigerant is introduced into the air path (20f) of the unit (20). A second condenser (21) and a second internal heat exchanger (22) connected in series with each other and connected to the outlet side of the second internal heat exchanger (22); The refrigerant flowing out from the second internal heat exchanger (22) is cooled by the engine cooling by a sub heat exchanger (30) provided outside the air passages (10f, 20f) of the first and second units (10, 20). In a heat pump type air conditioner for a vehicle which is heated by a part of water and returned to a cooling cycle and returned to a compressor (2), at least one of the first or second internal heat exchangers (12, 22) 2 Refrigerant expansion member provided in internal heat exchanger (22)
(5b) is a fixed opening degree type, the refrigerant of the cooling cycle once passed through an accumulator (31) and the compressor
A heat pump type air conditioner for a vehicle, wherein the air conditioner is configured to be returned to (2). 2. A heat pump type air conditioner for a vehicle according to claim 1, wherein said refrigerant expansion member having a fixed opening degree is constituted by a capillary tube.