JPH11125472A - Coolant flow controller for refrigeration cycle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To simplify the coolant flow controller for a sub-evaporator, e.g. a rear side evaporator, to be coupled in parallel with a main evaporator while suppressing external transmission of noise generated from coolant passing through the coolant flow controller for sub-evaporator. SOLUTION: Since a sub-evaporator 16, e.g. a rear side evaporator, is an auxiliary cooler having low cooling load and flow rate of coolant as compared with a main evaporator 15, the state (extent of overheating) of suction coolant of a compressor is substantially governed by the state of coolant from the main evaporator 15. Consequently, no trouble occur practically when flow control of coolant is performed roughly for the sub-evaporator. Opening of a solenoid flow control valve 14 comprising a multistage solenoid valve operable to a plurality of stages of opening position from full-close position is thereby controlled depending on the cooling load of the sub-evaporator.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a refrigerant flow control device for controlling a flow rate of refrigerant flowing into an evaporator in a refrigeration cycle, and is suitable for use, for example, in a rear air conditioning unit in a vehicle air conditioner. is there.

[0002]

2. Description of the Related Art Conventionally, an air conditioner for a vehicle in which an air conditioning unit having a built-in evaporator of a refrigeration cycle is disposed on both the front side and the rear side in a vehicle compartment is known from Japanese Utility Model Laid-Open No. 59-11717. Have been. In this conventional device, a front-side evaporator and a rear-side evaporator are arranged in parallel, and a temperature-type expansion valve is used as a pressure reducing means for reducing the pressure of a refrigerant flowing into the front-side evaporator. As pressure reducing means for reducing the pressure of the refrigerant flowing into the rear side evaporator,
An electronically controlled expansion valve is used, and when the rear air conditioning unit is stopped, the electronically controlled expansion valve is electrically operated to be in a fully closed state so that the electronically controlled expansion valve also has an on-off valve function.

[0003]

However, since the electronically controlled expansion valve adjusts the refrigerant flow over a wide range for controlling the superheat of the refrigerant in the rear evaporator, it is necessary to finely adjust the opening of the valve element. There is. Therefore, a stepping motor or the like is required as a drive mechanism of the electronically controlled expansion valve, which complicates the drive circuit and causes an increase in cost.

In view of the above, it is an object of the present invention to simplify a refrigerant flow control device of a sub-evaporator connected in parallel to a main evaporator like a rear evaporator. Another object of the present invention is to suppress the propagation of the refrigerant passing sound in the refrigerant flow control device of the sub-evaporator to the outside.

[0005]

A sub-evaporator (16) such as a rear evaporator is an auxiliary cooler having a smaller cooling heat load and a smaller refrigerant flow rate than the main evaporator (15). The state (degree of superheat) of the refrigerant sucked into the compressor (10) is mostly governed by the state of the refrigerant from the main evaporator (15). Therefore, even if the flow rate of the refrigerant to the sub-evaporator (16) is roughly controlled, there is no practical problem.

In the present invention, focusing on the above points, the refrigerant flow control device of the sub-evaporator (16) is constituted by using the electromagnetic flow control valve (14), thereby simplifying the refrigerant flow control device. Is what you do. That is, in the inventions according to claims 1 to 4, the electromagnetic flow control valve (1) is provided at the inlet side of the sub-evaporator (16) connected in parallel to the main evaporator (15).
4), the electromagnetic flow control valve (14) is constituted by a multi-stage electromagnetic valve which can be operated from a fully closed position to a plurality of opening positions, and the cooling action by the sub-evaporator (16) is stopped. At times, the electromagnetic flow control valve (14) is fully closed, while when the cooling action of the sub-evaporator (16) is exerted, the electromagnetic flow control valve (14) is controlled in accordance with an increase in the cooling heat load of the sub-evaporator (16). The opening degree of the valve (14) is gradually increased.

According to this, the electromagnetic flow control valve (14)
The flow of the refrigerant to the sub-evaporator (16) can be interrupted by opening and closing of the sub-evaporator (16).
The cooling function of 6) can be provided with an intermittent function. In addition, by gradually changing the opening of the electromagnetic flow control valve (14) in accordance with the cooling heat load of the sub-evaporator (16), it is possible to exert a refrigerant flow adjusting action in accordance with the cooling heat load.
When the cooling heat load is large, such as at the time of startup, the opening of the electromagnetic flow control valve (14) is fully opened to increase the refrigerant flow rate and increase the cooling capacity.

The solenoid type flow control valve (14) which exerts such a refrigerant flow control function is composed of a multi-stage solenoid valve, and its basic structure is an electromagnetic valve. The configuration can be greatly simplified as compared with an electronically controlled expansion valve that requires a drive mechanism such as the one described above, and the drive circuit can be simplified, so that the cost of the refrigerant flow control device can be reduced.

The cooling heat load is determined based on the amount of air blown to the sub-evaporator (16) as described in claim 3, or based on the temperature of the air blown out from the sub-evaporator (16). Can be determined. In particular, the cooling heat load is determined based on the amount of air blown to the sub-evaporator (16), and the opening of the electromagnetic flow control valve (14) is increased in accordance with an increase in the amount of air blown. If so, the electromagnetic flow control valve (14) for rapid cooling (cool down) as at the time of startup
When the opening degree is increased and the flow rate of the refrigerant is increased, the flow rate of the refrigerant is increased in conjunction therewith, so that the refrigerant passing sound in the electromagnetic flow control valve (14) is suppressed by the flow sound. As a result, propagation to the user's ear can be suppressed. Moreover, since a method of reducing the valve opening to reduce the refrigerant passing sound is not adopted, the discomfort caused by the refrigerant passing sound can be eliminated without lowering the cooling capacity.

Further, according to the present invention, air conditioning units (17, 18) for blowing conditioned air into the vehicle interior are provided on both the front side and the rear side of the vehicle interior,
Main evaporator (15) in the air conditioning unit (17) on the front side
In a vehicle air conditioner in which the sub-evaporator (16) is arranged in the rear air conditioning unit (18), the present invention can be suitably implemented as a refrigerant flow control device for the rear air conditioning unit (18).

Note that the reference numerals in parentheses attached to the respective means and the means described in the claims indicate the correspondence with the specific means described in the embodiments described later.

[0012]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment of the present invention will be described below with reference to the drawings. FIG. 1 shows an overall configuration of a refrigeration cycle provided with a refrigerant flow control device according to the present invention. The refrigeration cycle of FIG. 1 has independently controllable air conditioning units on a front side and a rear side of a vehicle. It is used for a vehicle air conditioner.

The refrigeration cycle shown in FIG. 1 includes a compressor 10, which is provided with an electromagnetic clutch (not shown) for interrupting power transmission, and which is connected to the electromagnetic clutch. Then, power is transmitted from a vehicle engine (not shown) and the compressor 10 operates to compress the suction refrigerant and discharge it as a high-temperature and high-pressure gas refrigerant. Condenser 11
Is cooled by an air cooling action by a cooling fan (not shown) to condense and cool the gas refrigerant discharged from the compressor 10, and the condensed liquid refrigerant flows into the liquid receiver 12. This receiver 1
2 separates the condensed refrigerant that has flowed therein into gas and liquid, and allows only the liquid refrigerant to flow out.

The liquid refrigerant is supplied to the gas-liquid
A front-side expansion valve 13 for decompressing and expanding to a phase state, and a rear-side electromagnetic flow control valve 14;
A front-side evaporator (main evaporator) 15 and a rear-side evaporator (sub-evaporator) 16 that evaporate the refrigerant that has passed through are disposed in parallel with each other. Here, the expansion valve 13 and the evaporator 15 are provided in a front-side air-conditioning unit 17 disposed on an instrument panel in front of the vehicle compartment, and are used for air-conditioning on the front side in the vehicle compartment. Thus, the vehicle interior is mainly air-conditioned by the front air conditioning unit 17. As is well known, the expansion valve 13 is a temperature-type expansion valve whose valve opening is automatically adjusted so as to maintain the degree of superheat of the refrigerant at the outlet of the evaporator 15 at a predetermined value.

On the other hand, the electromagnetic flow control valve 14 and the evaporator 16 are provided in a rear air-conditioning unit 18 arranged at the rear of the vehicle interior, for example, at the ceiling of a wagon-type automobile, and the rear air-conditioning unit in the vehicle interior is provided. The rear-side air conditioning unit 18 is used for auxiliary air conditioning of the vehicle interior. The front-side air-conditioning unit 17 and the rear-side air-conditioning unit 18 have built-in air-conditioning motor-driven blowers 19 and 20, respectively. The refrigerant outlet sides of the evaporators 15 and 16 join and are connected to the suction side of the compressor 10.

The electromagnetic flow control valve 14 constitutes a refrigerant flow control device for the evaporator 16 of the rear air conditioning unit 18, and its specific structure is as shown in FIG. FIG.
In the figure, 140 is a valve body formed of a metal such as aluminum, and has a refrigerant inlet 141 into which high-pressure liquid refrigerant from the receiver 12 flows, and a refrigerant outlet 142 connected to the inlet side of the evaporator 16. A throttle passage 143 for decompressing and expanding the refrigerant is provided in the middle of the refrigerant channel connecting the refrigerant inlet 141 and the refrigerant outlet 142.

One end of the throttle passage 143 has a valve seat 1
A valve body 145 a of a cylindrical plunger 145 is disposed so as to face the valve seat 144. The cylindrical plunger 145 is made of a magnetic material, is movable in the axial direction (vertical direction in FIG. 2), and plays a role in adjusting the opening of the throttle passage 143.

In this cylindrical plunger 145,
A fixed magnetic pole member 146 made of a magnetic material is disposed with a predetermined gap (maximum lift) interposed between an end 145b opposite to the valve body 145a.
6, a compression coil spring 147 is disposed, and the spring 147 urges the plunger 145 in the valve closing direction (the lower side in FIG. 2). The space in which the cylindrical plunger 145 is accommodated is the valve body 140, the fixed magnetic pole member 1
Sealed to the outside by 46 or the like.

On the other hand, a cylindrically wound electromagnetic coil 148 is disposed on the outer peripheral side of the cylindrical plunger 145 and the fixed magnetic pole member 146, and a yoke member 149 made of a magnetic material is disposed on the outer peripheral side of the electromagnetic coil 148. Are located. Further, in order to configure the electromagnetic flow control valve 14 as a multi-stage electromagnetic valve, a flange portion 145c that protrudes radially outward from the outer peripheral surface of the cylindrical plunger 145 is integrally provided. FIG. 2 shows a state in which the valve body 145a of the cylindrical plunger 145 is pressed against the valve seat 144 to completely close the throttle passage 143. In this fully closed state, the plunger 145 is disengaged from the flange 145c. A predetermined interval (that is, a minimum lift) is opened in the moving direction (the upper part of FIG. 2),
The first stopper 150 is disposed.

The first stopper 150 is a plunger 1
Annular stopper surface 150a which is loosely fitted to the outer peripheral surface of 45
And a cylindrical support 150b extending axially from the outer peripheral end of the annular stopper surface 150a.
When the plunger 145 is at the fully closed position of the throttle passage 143, the cylindrical support 150b of the first stopper 150
Abuts against the stepped surface 152 of the valve body 140 by the spring force of the compression coil spring 151, and the annular stopper surface 150a
The minimum lift is set between and the flange 145c.

Next, similarly, the second stopper 153 also has an annular stopper surface 153a and the annular stopper surface 153a.
Cylindrical support portion 153b extending in the axial direction from the outer peripheral end of 3a
It is composed of Plunger 145 is throttle passage 1
43, the second stopper 153
Abuts against the stepped surface 152 of the valve body 140 by the spring force of the compression coil spring 154, and a predetermined interval (intermediate lift) is set between the annular stopper surface 153a and the flange-shaped portion 145c. Have been.

The first and second stoppers 150 and 15
3 may be made of resin or metal. Plunger 14
The three lift amounts of No. 5 are set in a relationship of minimum lift <intermediate lift <maximum lift. When the electromagnetic coil 148 is energized, magnetic flux flows through a magnetic circuit constituted by the plunger 145, the fixed magnetic pole member 146, and the yoke member 149 due to the magnetomotive force of the electromagnetic coil 148,
Attraction force is generated between the end surface 145b of the cylindrical plunger 145 and the end surface of the fixed magnetic pole member 146, and the spring 14
7, 151, 154, the plunger 14
5 is attracted to the fixed magnetic pole member 146 side.

Next, referring to FIG.
A control system for controlling power supply to the air conditioner will be described. Reference numeral 21 denotes a switch for adjusting the air volume of the blower 20 of the rear air conditioning unit 18, which is manually operated by an occupant. In this example, the applied voltage to the motor of the blower 20 is switched by the air volume adjustment switch 21 so that the motor rotation speed of the blower 20 is switched between three stages of low speed (Lo), medium speed (Me), and high speed (Hi). It has become.

Reference numeral 22 denotes a relay for interrupting the energization of the electromagnetic flow control valve 14, which is energized from a vehicle-mounted power supply 24 via a cooler switch 23 of the rear air conditioning unit 18. Electromagnetic coil 14 of electromagnetic flow control valve 14
In the present example, the power supply 8 is supplied with electricity from the vehicle-mounted power supply 24 via the relay 22 and the air volume adjustment switch 21.

Next, the operation of this embodiment in the above configuration will be described. In summer, the front air conditioning unit 1
7, when the cooling operation of the vehicle interior is performed, the control device (not shown) of the front air conditioning unit 17
The electromagnetic clutch is energized to operate the compressor 10, and the blower 19 of the front air-conditioning unit 17 is operated. The air blown by the blower 19 is cooled by the evaporator 15 to become cool air, and is directed to the front side of the passenger compartment. It blows out and cools the cabin.

As described above, the front air conditioning unit 17
When the air conditioner is performing the cooling operation in the vehicle interior and the rear side of the vehicle interior is to be further cooled, the rear cooler switch 23 is turned on and the air volume adjusting switch 21 is turned on. Thereby, the electromagnetic coil 1 of the electromagnetic flow control valve 14
48 is energized from the vehicle-mounted power supply 24 via the relay 22 and the air volume adjustment switch 21, so that the electromagnetic coil 148
Of the spring 147, 15
1 and 154 are attracted to the fixed magnetic pole member 146 side to open the throttle passage 143.

As a result, the refrigerant also flows into the evaporator 16 of the rear air conditioning unit 17, and the latent heat of evaporation of the refrigerant is supplied to the blower 2
Heat is absorbed from the blast air of 0, and the blast air becomes cold air,
This cool air blows out to the rear side of the vehicle compartment to cool the rear side. Here, by switching the closing position of the air volume adjusting switch 21 to three stages of low speed (Lo), medium speed (Me), and high speed (Hi), the voltage applied to the motor of the rear fan 20 is switched, and the rear fan is switched. The rotation speed of the motor 20 is adjusted, and the air volume of the rear air conditioning unit 17 is adjusted.

Since the cooling heat load of the rear side evaporator 16 is proportional to the rear side air flow, the opening of the electromagnetic flow control valve 14 is adjusted in accordance with the rear side air flow to thereby control the rear side air flow. , The flow rate of the refrigerant to the rear evaporator 16 can be adjusted according to the cooling heat load. Therefore, the rear side blower 20 and the electromagnetic flow rate control valve 14 are connected in parallel to the output side of the air flow rate adjustment switch 21, and the current value (applied voltage) to the electromagnetic coil 148 of the electromagnetic flow rate control valve 14 Is changed in accordance with the closing position of the air volume adjusting switch 21, that is, the rear air volume. Thereby, the lift amount of the plunger 145 of the electromagnetic flow control valve 14 can be changed in accordance with the rear-side blowing amount.

The change in the lift amount of the plunger 145 will be described in more detail. The attractive force of the plunger 145 due to the magnetomotive force of the electromagnetic coil 148 is equal to the electromagnetic coil 1.
Since it changes according to the current value to 48, when the closing position of the air volume adjusting switch 21 is the low speed (Lo) position,
The current value (applied voltage) to the electromagnetic coil 148 is the minimum current I
_L, and the suction force of the plunger 145 is also minimized.
Therefore, the plunger 145 compresses only the spring 147, and the plunger 145 moves (lifts) to a position where the flange 145c contacts the first stopper 150, and the plunger 145 stops at this position.

Accordingly, in this case, the lift amount of the plunger 145 becomes the minimum value, and the opening of the electromagnetic flow control valve 14 is made the minimum value. Therefore, the flow rate corresponding to the minimum value of the rear side air flow (cooling heat load) is obtained. Is made to flow into the rear side evaporator 16. Next, when turning on the air volume adjusting switch 21 in a medium speed (Me) position, current to the electromagnetic coil 148 (applied voltage) becomes an intermediate current I _M, the suction force of the plunger 145 is also an intermediate value. For this reason, the spring 1 through the first stopper 150 by the flange portion 145c of the plunger 145.
The plunger 145 moves (lifts) to a position where the first stopper 150 comes into contact with the second stopper 153 by compressing the 51, and stops here.

Therefore, in this case, the lift amount of the plunger 145 becomes an intermediate lift, and the opening of the electromagnetic flow control valve 14 is set as an intermediate opening to a level corresponding to the intermediate value of the rear side air flow (cooling heat load). , The amount of refrigerant flowing into the rear-side evaporator 16 is increased. Next, the air volume adjustment switch 21
Is applied to the high-speed (Hi) position, the current value (applied voltage) to the electromagnetic coil 148 becomes the maximum current I _H, and the attraction force of the plunger 145 also becomes the maximum value. Therefore, the first stopper 15 is formed by the flange 145c of the plunger 145.
The spring 154 is also compressed via the zero and second stoppers 153, and the plunger 145 moves (lifts) to a position where the end 145b of the plunger 145 contacts the fixed magnetic pole member 146, and stops here.

Therefore, in this case, the lift amount of the plunger 145 becomes the maximum lift, and the opening of the electromagnetic flow control valve 14 is set to the maximum opening (fully opened state), and the maximum value of the rear-side blowing amount (cooling heat load) is set. The amount of refrigerant flowing into the rear evaporator 16 is increased to a corresponding level. As described above, the amount of the refrigerant flowing into the rear-side evaporator 16 can be adjusted according to the rear-side blowing amount (cooling heat load). When the air volume adjustment switch 21 is operated to the stop (OFF) position or the rear cooler switch 23 is turned off, the power supply to the electromagnetic flow control valve 14 is cut off, and the spring force of the springs 147, 151, 154 is applied. The plunger 145 returns to the position of FIG. Therefore, the electromagnetic flow control valve 14 is fully closed, and shuts off the refrigerant from flowing into the rear evaporator 16. FIG. 3 is a table showing the above operations collectively.

The amount of refrigerant flowing into the rear-side evaporator 16 is adjusted by adjusting the amount of refrigerant in accordance with the amount of air blown to the rear side (cooling heat load). For practical reasons, there is no problem. That is, in the vehicle air conditioner, it is the front side air conditioning unit 17 that mainly cools the interior of the vehicle compartment, while the rear side air conditioning unit 17 supplementally cools the rear side of the vehicle interior. Cooling heat load is small and designed for small capacity. Therefore, the evaporator 1 of the rear air conditioning unit 17
6 has a smaller refrigerant flow rate than the front side evaporator 15.

Accordingly, the state (degree of superheat) of the refrigerant sucked into the compressor 10 is governed by the state of the refrigerant from the front evaporator 15 having a large flow rate. The refrigerant at the evaporator outlet is maintained at a predetermined degree of superheat by the refrigerant flow rate adjusting operation by the temperature type expansion valve 13. Therefore, even if the amount of refrigerant flowing into the rear-side evaporator 16 is adjusted not by a precise superheat degree adjustment method but by a simple method according to the cooling heat load by a multi-stage solenoid valve, practically, liquid compression is not achieved. There is no trouble such as.

Further, according to the first embodiment, the propagation of the refrigerant passage sound in the electromagnetic flow control valve 14 into the vehicle interior can be effectively suppressed without lowering the cooling performance. have. That is, the rear air conditioning unit 1
When the opening of the electromagnetic flow control valve 14 is fully opened at the time of the start-up of 7, an annoying refrigerant passing sound is generated due to an increase in the flow rate of the refrigerant passing through the throttle passage 143 of the electromagnetic flow control valve 14.

However, the conditions under which the refrigerant passage noise increases,
In other words, when the flow rate of the refrigerant increases, the flow rate of the rear blower 20 is always increased in conjunction with the increase in the flow rate of the refrigerant. Therefore, the passenger on the rear side does not feel discomfort due to the harsh refrigerant passing sound. In addition, since the method of reducing the flow rate of the refrigerant to reduce the refrigerant passage noise is not employed, the cooling performance is not reduced.

In the first embodiment, the control means for controlling the current value to the electromagnetic flow control valve 14 in accordance with the cooling heat load is constituted by the air volume adjusting switch 21 and the relay 22. (Second Embodiment) FIG. 4 shows a second embodiment in which a rear-side evaporator 16 is used as a means for determining a rear-side cooling heat load without using a rear-side airflow as in the first embodiment. The temperature of the blown air is detected.

For this reason, in the second embodiment, a temperature sensor 25 composed of a thermistor is installed on the outlet side of the rear evaporator 16, and a detection signal of the temperature sensor 25 is sent to an electronic control unit (control unit) of the rear air conditioning unit 17. Means) 26
To enter. The electronic control device 26 is supplied with power from a power supply 24 via a rear cooler switch 23. The electronic control device 26 compares the blown air temperature of the rear-side evaporator 16 with a preset set temperature to determine which of the three regions of a low temperature region, an intermediate temperature region, and a high temperature region shown in FIG. Based on the determination result, the coil current value to the electromagnetic flow control valve 14 is switched to the minimum value I _L , the intermediate value I _M , and the maximum value I _H to switch the valve opening of the electromagnetic flow control valve 14. It was done. Even in this case, the rear evaporator 16
The amount of the refrigerant flowing into the heater can be simply adjusted by the electromagnetic flow control valve 14 in accordance with the cooling heat load. FIG. 5 is a table collectively showing the operation of the second embodiment.

In the first and second embodiments described above,
Although the valve opening of the electromagnetic flow control valve 14 is switched from the fully closed position to the opening position of three stages (lift amount or more), the number of switching stages of the valve opening is four or more stages as necessary. May be increased.

[Brief description of the drawings]

FIG. 1 is an overall system diagram of a refrigeration cycle showing a first embodiment of the present invention.

FIG. 2 is a sectional view showing a specific structure of an electromagnetic flow control valve 14 in FIG.

FIG. 3 is a chart showing the operation of the first embodiment.

FIG. 4 is an overall system diagram of a refrigeration cycle showing a second embodiment of the present invention.

FIG. 5 is a chart showing the operation of the second embodiment.

[Explanation of symbols]

13: Temperature type expansion valve, 14: Electromagnetic type flow control valve, 15:
Main evaporator, 16: Sub-evaporator, 17: Front air conditioning unit, 18: Rear air conditioning unit.

Claims (5)

[Claims] 1. A sub-evaporator (1) is provided for a main evaporator (15).
6) is a refrigerant flow control device applied to a refrigeration cycle connected in parallel, wherein an electromagnetic flow control valve (1) is provided at an inlet side of the sub-evaporator (16).
4), the electromagnetic flow control valve (14) is constituted by a multi-stage electromagnetic valve operable from a fully closed position to a plurality of opening positions, and the cooling action by the sub-evaporator (16) is stopped. The electromagnetic flow control valve (14) is fully closed,
When the cooling effect of the sub-evaporator (16) is exerted, the opening of the electromagnetic flow control valve (14) is increased stepwise according to an increase in the cooling heat load of the sub-evaporator (16). A refrigerant flow control device for a refrigeration cycle. 2. A control means (21) for controlling a current value to said electromagnetic flow control valve (14) in accordance with said cooling heat load.
22. The refrigerant flow control device for a refrigeration cycle according to claim 1, further comprising: (22, 26). 3. The cooling heat load is supplied to the sub-evaporator (1).
The refrigerant flow control device for a refrigeration cycle according to claim 1 or 2, wherein the determination is performed based on the amount of air blown to (6). 4. The cooling heat load is supplied to the sub-evaporator (1).
The refrigerant flow control device for a refrigeration cycle according to claim 1 or 2, wherein the determination is made based on the blown air temperature of (6). 5. A vehicle air conditioner comprising the refrigerant flow control device for a refrigeration cycle according to claim 1, wherein conditioned air is supplied to both a front side and a rear side in a vehicle compartment. An air conditioning unit (17, 18) that blows out into the vehicle cabin; the main evaporator (15) is arranged in the front air conditioning unit (17); and the sub evaporator (18) is installed in the rear air conditioning unit (18). 1
6. An air conditioner for a vehicle, wherein 6) is arranged.