JPH11334340A - Air conditioner for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To prevent leaking-in of an outer air from an inner air leading-in port into a compartment by the influence of a running ram pressure, as well as to reduce the air flow resistance at the inner air side, in the inner and outer two-phase flow mode. SOLUTION: By paying the attention that the warm air at the inner air side is blown out to heat the feet of occupants in the inner and the outer two- phase flow mode condition, and it is not necessary to exercise the dehumidifying operation by an evaporator 18, blower fans 23 and 24, and an auxiliary inner air leading-in port 19 to lead in the inner air in the inner and the outer two laminar flow mode condition, are provided at the downstream side of the evaporator 18. As a result, in the inner and the outer two laminar flow mode condition, the outer air led in from an outer air leading-in port 15 is sent to the second air passage 33 by the second blower fan 24 after it passes the evaporator 18, as well as the inner air led in from the auxiliary inner air leading-in port 19 is sent to the first air passage 32 by the first blower fan 23.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION The present invention relates to a case in which a passage in a case is divided into a first air passage on the inside air side and a second air passage on the outside air side, whereby a high internal air temperature warmed from a foot opening is formed. The present invention relates to a vehicle air conditioner capable of setting a so-called internal / external air two-layer flow mode in which wind is recirculated and blown out, while low-temperature outside air is blown out from a defroster opening.

[0002]

2. Description of the Related Art Conventionally, in a vehicle air conditioner capable of setting a two-layer flow of inside / outside air of this type, a blower unit including an inside / outside air switching box and a blower is disposed upstream of an air flow. An air conditioning unit having a heat exchanger for cooling and a heat exchanger for heating is arranged downstream of
In the laminar flow mode, the inside air and outside air pass through the heat exchanger for cooling and the heat exchanger for heating in a state where both are separated, and then the warm air of the inside air blows out from the foot opening, and the warm air of the outside air opens in the defroster opening. It blows out from the department.

[0003]

The warm air on the inside air blown out from the foot opening is used exclusively for heating the feet of the occupant, and therefore does not need the dehumidifying action of the cooling heat exchanger. Nevertheless, since the inside air from the blower unit always passes through the cooling heat exchanger, the ventilation resistance (pressure loss) of the cooling heat exchanger is increased, and the ventilation resistance is increased. A problem that the air volume is reduced occurs.

Further, since the blower unit is disposed upstream of the cooling heat exchanger and the blower is of a type that blows air into the cooling heat exchanger, the traveling ram pressure generated as the vehicle travels is reduced. Acts directly on the switching box. for that reason,
When the air volume of the blower unit is small, a problem may occur that low-temperature outside air leaks from the inside air inlet into the vehicle interior due to the influence of the running ram pressure.

SUMMARY OF THE INVENTION In view of the foregoing, it is an object of the present invention to reduce the ventilation resistance on the inside air side in a two-layer inside / outside air mode. Another object of the present invention is to prevent the outside air from leaking from the inside air inlet into the vehicle interior due to the influence of the running ram pressure in the inside / outside air two-layer flow mode.

[0006]

In the present invention, the warm air on the inside air side is blown out for heating the feet of the occupant in the two-layer flow inside / outside air mode, and there is no need for the dehumidifying action by the cooling heat exchanger. Paying attention to, the downstream side of the cooling heat exchanger (18) is provided with a blowing means (23, 24) and an auxiliary inside air introduction port (19) for introducing inside air in the inside / outside air two-layer flow mode. The above object is achieved by adopting a layout.

In other words, according to the first aspect of the present invention, the blowing means () for blowing air to the first and second air passages (32, 33) downstream of the air flow of the cooling heat exchanger (18) for cooling the air. 23, 24) and an auxiliary inside air introduction port (19) for introducing inside air, and in the inside / outside air two-layer flow mode, the inside air introduced from the auxiliary inside air introduction port (19) is blown by the blowing means (2).
3 and 24), the air is blown into the first air passage (32), and the outside air introduced from the inside / outside air switching means (15, 16, 17) is passed through the cooling heat exchanger (18). 24), the air is blown to the second air passage (33).

According to this, the inside air introduced from the auxiliary inside air inlet (19) can be blown directly to the first air passage (32) side without passing through the cooling heat exchanger (18). As a result, the ventilation resistance of the cooling heat exchanger (18) is not generated, and the amount of the internal temperature air to the feet can be increased by that much, and the heating capacity can be improved. In addition, the auxiliary inside air inlet (19) and the air blowing means (23, 24) are located downstream of the air flow of the cooling heat exchanger (18), and the traveling ram pressure of the vehicle is applied to the auxiliary inside air inlet (19). Since it does not act directly, even when the air volume of the blowing means (23, 24) is small, there is no problem that low-temperature outside air leaks from the inside air inlet into the vehicle interior.

In the invention according to claim 2, the blower means is a centrifugal first blower fan (2) disposed below the vehicle.
3) and a centrifugal second blower fan (24) arranged on the upper side of the vehicle, the first air passage (32) is arranged on the lower side of the vehicle, and the second air passage (33) is arranged on the upper side of the vehicle. The first blower fan (2
3) A first air passage (32) on the lower side of the vehicle by sucking inside air introduced from the auxiliary inside air inlet (19) from below the vehicle.
The second blower fan (24) draws outside air that has passed through the cooling heat exchanger (18) from above the vehicle and blows it to the second air passage (33) on the upper side of the vehicle. And

According to this, the inside air is passed through the first air passage (32) on the lower side of the vehicle by the first blower fan (23) on the lower side of the vehicle with respect to the foot opening (41) arranged on the lower side of the vehicle. Can be blown smoothly. Also, the outside air can be smoothly blown to the defroster opening (39) arranged on the upper side of the vehicle through the second air passage (33) on the upper side of the vehicle by the second blower fan (24) on the upper side of the vehicle.

According to the third aspect of the present invention, the blower means includes a centrifugal first blower fan (23) arranged on one side in the vehicle left-right direction and a centrifugal fan arranged on the other side in the vehicle left-right direction. And a second blower fan (24) of the
In the laminar flow mode, the first blower fan (23) sucks inside air introduced from the auxiliary inside air introduction port (19) from one side in the vehicle left-right direction and blows the vehicle rearward to the first air passage (3).
2), and the second blower fan (24) sucks outside air passing through the cooling heat exchanger (18) from the other side in the vehicle left-right direction and blows the air rearward to the second air passage. (33).

[0012] According to this, since the blowing direction of the first blower fan (23) and the second blower fan (24) is directly toward the rear of the vehicle, the first and second blower fans (23, 24) are heat-exchanged for heating. It can be arranged on the vehicle front side of the vessel (36). Therefore, the first and second blowing fans (23, 2
4) The air blown out from 4) can be uniformly blown to the heating heat exchanger (36) in the vehicle left-right direction, and the distribution of the air volume of the blown air in the vehicle left-right direction and the uniformity of the blown air temperature can be achieved. Can be.

Further, when the auxiliary inside air inlet (19) is disposed below the first blower fan (23), the relatively low temperature inside air on the floor side of the vehicle compartment is provided. , And the temperature distribution in the passenger compartment during heating can be improved. In the invention according to claim 5, the heat exchanger for heating (36) is provided.
Is a hot water heat source type that heats air using hot water as a heat source, and has hot water adjusting means (37) for adjusting the flow rate or the temperature of the hot water flowing into the heating heat exchanger (36). The temperature of the air blown into the vehicle compartment is adjusted by the adjusting means (37).

By the way, as shown in FIGS.
In the arrangement layout in which the air blown from the third and the 24) is bent from the left and right direction of the vehicle to the rear of the vehicle and is blown to the heating heat exchanger (36), the distribution of the air volume to the heating heat exchanger (36) is changed to the left and right of the vehicle. In addition, in the case of the air mixing system, in which the ratio of the amount of cold air and that of the hot air is adjusted by the air mixing door, the air mixing door blows air. The presence of the branch point promotes uneven air flow in the left-right direction of the vehicle. However, according to the fifth aspect of the present invention, since the hot water adjustment system does not have the air branching point due to the air mix door, it is possible to suppress the non-uniform air volume in the lateral direction of the vehicle.

Further, in the invention according to claim 6, the auxiliary inside air door (20) for adjusting the opening of the auxiliary inside air inlet (19).
And a temperature adjusting means (37) for adjusting the amount of heating by the heating heat exchanger (36).
When the first air passage (32) and the second air passage (33) communicate with each other via the communication passage (44) on the downstream side of the air flow, the auxiliary inside air inlet (19) is provided by the auxiliary inside air door (20). ) Is adjusted, and the amount of heating is adjusted by a temperature adjusting means (37) to control the temperature of the air blown into the vehicle interior.

According to this, the cooling heat exchanger (1) is provided by the amount of the inside air flow introduced from the auxiliary inside air introduction port (19).
8) Reduce the amount of air passing through the cooling heat exchanger (1).
8) The required cooling capacity can be reduced. According to the seventh aspect of the present invention, the air flow toward the vehicle interior is provided downstream of the air flow of the cooling heat exchanger (18) for cooling the air introduced from the inside / outside air switching means (15, 16, 17). (23, 24), an auxiliary inside air inlet (19) for introducing inside air, and an auxiliary inside air door (20) for adjusting the opening of the auxiliary inside air inlet (19). A temperature adjusting means (37) for adjusting an amount of heating by a heating heat exchanger (36) disposed downstream of the means (23, 24) in the air flow, and an inside / outside air switching means (15, 16, 17)
Air introduced through the cooling heat exchanger (18),
The inside air introduced from the auxiliary inside air introduction port (19) is blown toward the heating heat exchanger (36) by the blowing means (23, 24), and the auxiliary inside air is introduced by the auxiliary inside air door (20). The temperature of the air blown into the vehicle compartment is controlled by adjusting the amount of inside air introduced from the opening (19) and adjusting the amount of heating by the temperature adjusting means (37).

According to the seventh aspect of the present invention, the sixth aspect is also provided.
The same effect as that of the invention is obtained. Note that the reference numerals in parentheses attached to the respective means indicate the correspondence with specific means described in the embodiment described later.

[0018]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment of the present invention will be described below with reference to the drawings. (First Embodiment) FIGS. 1 and 2 show a first embodiment of the present invention, in which a low heat source vehicle having a relatively low temperature of hot water (engine cooling water), such as a diesel engine vehicle. It is effective when applied to

The air conditioner 10 of the first embodiment is arranged in the layout shown in the right, left, front, rear, up and down directions of the vehicle below the instrument panel in the passenger compartment. The first unit 11 of the air conditioner 10 that is located on the left side in the vehicle left-right direction
Is a part in which the inside / outside air switching mechanism, the evaporator, and the blower are integrated, and the second unit part 12 located on the right side in the vehicle left-right direction is a heater unit part having a heater core and the like.

FIGS. 1 and 2 show the case of a right-hand drive vehicle, in which the first unit 11 is located in front of the front passenger seat, and the second unit 12 is located substantially in the center in the vehicle left-right direction. ing. First, the first unit 11 will be specifically described. An inside / outside air switching mechanism is disposed above the first unit 11, and the upper surface of the resin air-conditioning case 14 of the first unit 11 is provided. An outside air introduction port 15 for introducing outside air (outside of the vehicle compartment) is open at the left end of the. Also,
On the side surface of the air conditioning case 14, an inside air inlet 16 for introducing inside air (vehicle interior air) is opened adjacent to the outside air inlet 15.

An inside / outside air switching door 17 for switching between the two inlets 15 and 16 is disposed inside the air conditioning case 14. The inside / outside air switching door 17 has a flat plate shape, and is rotatably supported by the air conditioning case 14 by a rotating shaft 17a. An evaporator 18 is disposed immediately after the air flow with respect to the inside / outside air switching door 17 (right side). The evaporator 18 is arranged so as to cross the entire area of the air passage in the air-conditioning case 14 and to be thin in the left-right direction of the vehicle.

The structure of the evaporator 18 is of a well-known lamination type, in which a number of flat tubes formed by laminating two thin metal plates of aluminum or the like in the middle are laminated and arranged via corrugated fins. , Brazed together. As is well known, the evaporator 18 is a cooling heat exchanger that cools the conditioned air by absorbing the latent heat of evaporation of the refrigerant in the refrigeration cycle from the conditioned air.

An auxiliary inside air inlet 19 is opened at the bottom of the air-conditioning case 14 immediately after the air flow to the evaporator 18 (right side). This auxiliary inside air inlet 1
The auxiliary inside air door 20 for opening and closing the air conditioner 9 is
It is arranged near the bottom surface inside. This auxiliary inside air door 2
Reference numeral 0 also has a flat plate shape, and is rotatably supported by the air conditioning case 14 by the rotating shaft 20a. The auxiliary inside air door 20 also serves to open and close a communication port 21 to the space immediately after the evaporator 18.

The above-mentioned inside / outside air switching door 17 and auxiliary inside air door 20 are operated in conjunction with each other by an inside / outside air switching actuator mechanism using a servomotor via rotary shafts 17a and 20a, a link mechanism (not shown), and the like. Here, the doors are connected to a manual operation mechanism (a mechanism using a lever or a dial) for switching between inside and outside air of an air-conditioning operation panel (not shown) via a link mechanism, a cable, and the like (not shown) to perform an interlocking operation. You can also.

In this example, the outside air inlet 15, the inside air inlets 16 and 19, the inside and outside air switching doors 17 and 20, and the communication port 2
1 and the actuator mechanism or the manual operation mechanism constitute an inside / outside air switching unit. And the evaporator 18
On the other hand, the blower 22 is disposed immediately after the air flow (right side) so that the axial direction of the blower 22 is vertically oriented. This blower 22 has the above-mentioned inlets 15, 16, 19
(Inside air side) blower fan 2 that blows in air introduced from
3 and a second (outside air) blower fan 24, with the first blower fan 23 on the lower side and the second blower fan 24
Is arranged on the upper side. The above-mentioned auxiliary inside air inlet 19 is located further below the first blower fan 23.

The above-mentioned two blowing fans 23 and 24 are blowing means composed of a well-known centrifugal multi-blade fan (sirocco fan), and are simultaneously driven to rotate by one common electric motor 25. That is, the electric motor 25 is connected to the first blower fan 2.
3 is disposed further below, and its rotating shaft 25a protrudes upward.
3, 24 are integrally connected.

The two blowers 23 and 24 are rotatably housed in spiral scroll resin casings 26 and 27, respectively.
27, a partition plate 28 is provided between the first blower fan 23 and the second
It is arranged so as to extend in the horizontal direction at an intermediate portion of the blower fan 24. The partition plates 28 partition the spaces inside the scroll casings 26 and 27 up and down, so that the inside of the blower 22 has a first air passage (inside air passage) 32 through which the first blower fan 23 blows air, and a second air passage (inside air passage) 32. It is vertically divided into a second air passage (outside air side passage) 33 to which the blower fan 24 blows air.

An intake port 29 of the first blower fan 23 is opened at the bottom of the lower scroll casing 26.
Further, an intake port 30 of the second blower fan 24 is opened on the upper surface of the upper scroll casing 27. The suction port 30 communicates directly with the space in the air conditioning case 14 immediately after the evaporator 18. The mounting flange 25b of the electric motor 25 is provided with a plurality of stays 2 at a plurality of circumferential positions.
5c is provided so as to extend upward, and the flange portion 25b is supported and fixed to the bottom portion of the lower scroll casing 26 by the stay portion 25c. The suction port 29 of the first blower fan 23 passes around the stay 25c and communicates with a space 31 around the electric motor 25. The space 31 is connected to the auxiliary inside air introduction port 19 or the communication port 21 described above.
Communicate with

On the other hand, the upper and lower scroll casings 26,
The outlet portion 27 extends rightward in the vehicle and expands the passage area in the up-down direction of the vehicle as shown in FIG. It is connected to the front part. With respect to the case 34 of the second unit section 12, the upper and lower scroll casings 26, 27
Blast air from the outlet of
A heater core (heating heat exchanger) 36 is disposed immediately after the air inflow section 35.

The heater core 36 is for reheating the cold air cooled by the evaporator 18, in which high-temperature hot water (engine cooling water) flows, and heats the air using the hot water as a heat source. . Note that the structure of the heater core 13 is a well-known structure in which a number of flat tubes formed by joining thin metal plates of aluminum or the like to have a flat cross section by welding or the like are laminated and arranged with corrugated fins interposed therebetween, and are integrally brazed. It is.

A hot water valve 37 is disposed at the inlet of the hot water circuit to the heater core 36, and the amount of heating of the heater core 36 is adjusted by adjusting the flow rate or the temperature of the hot water to the heater core 36 by the hot water valve 37. The temperature of the air blown out of the passenger compartment can be adjusted. Therefore, in the present embodiment, the hot water valve 37 constitutes a temperature adjusting means for adjusting the temperature of the air blown into the vehicle interior.

The heater core 36 is installed in the case 34 in a thin shape in the front-rear direction of the vehicle. On the upstream (vehicle front side) and downstream (vehicle rear side) portions of the heater core 36, partition plates 38 for vertically partitioning the space in the case 34 are arranged in a horizontal direction. Is partitioned into a lower first air passage 32 and an upper second air passage 33.

With the above-described configuration, the first,
From the suction ports 29, 30 of the second blower fans 23, 24 to the downstream portion of the heater core 36, the partition plates 28, 38 provide a first air passage (inside air passage) 32 on the lower side of the vehicle and a second air passage 32 on the upper side of the vehicle. An air passage (outside air passage) 33 is provided. On the other hand, a defroster opening 39 is opened on the upper surface of the case 34 at a downstream portion of the heater core 36. The defroster opening 39 communicates with a second air passage 33 located immediately behind the heater core 36, and directs air from the second air passage 33 toward the inner surface of the vehicle window glass through a defroster duct and a defroster outlet (not shown). It is for blowing out.

The rearmost side of the case 34 (closer to the occupant)
A face opening 40 communicating with the second air passage 33 is opened on the upper side. The face opening 40 is for blowing wind toward the occupant's head from a face outlet above the instrument panel via a face duct (not shown). The first air passage 32 is located at the rearmost part (closer to the occupant) of the case 34 and at the lower side.
The foot opening 41 communicating with the opening is opened. The foot opening 41 is formed in the first air passage 32 in the heater core 1.
3 communicates with the downstream portion of the air. The foot opening 25 is for blowing warm air from a foot outlet to a foot of an occupant in the vehicle cabin through a foot duct (not shown).

The above-described outlet openings 39, 40, 41
Is opened and closed by a blowing mode switching door means (not shown) so that a desired blowing mode can be selected. As the blow mode switching door means, for example, a film mode door in which an opening is opened in a well-known flexible resin film member is used, and by moving the film and the opening of the film mode door, the blow opening 39 is opened. , 40 and 41 are advantageous because the blowout mode switching mechanism can be configured in a small space.

The air outlet mode switching door means and the hot water valve 37 (temperature adjusting means) are also operated by a mode switching actuator mechanism using a servomotor or a manual operation mechanism of an air conditioning operation panel. Next, the operation of this embodiment in the above configuration will be described for each blowing mode. (1) Foot outlet mode When the maximum heating state is set, for example, when starting heating in winter, the inside / outside air switching operation mechanism is operated and the two-layer flow mode is set as shown in FIG. That is, in the first unit 11, the inside / outside air switching door 17 closes the inside air inlet 16 and opens the outside air inlet 15. Further, the auxiliary inside air door 20 closes the communication port 21 and opens the auxiliary inside air introduction port 19.

Thus, the electric motor 25 of the blower 21
Is started and the first and second blower fans 23 and 24 are rotated, the first blower fan 23 sends the inside air to the auxiliary inside air inlet 1.
From the space 9, the air is sucked into the first air passage 32 of the scroll casing 26 through the space 31 and the suction port 29. At the same time,
The second blower fan 24 sucks outside air from the outside air inlet 15 through the evaporator 18 and the suction port 30 into the second air passage 33 of the scroll casing 27.

The inside air blown by the first blower fan 23 passes through the first air passage 32, flows into the case 34 of the second unit 12, and flows through the first air passage 32 in the case 34. . The outside air blown by the second blower fan 24 passes through the second air passage 33, flows into the case 34 of the second unit 12, and flows through the second air passage 33 in the case 34.

On the other hand, the blowing mode switching operation mechanism is operated to open the foot opening 41 and close the face opening 40 by the blowing mode switching door means. Further, a small amount of the defroster opening 39 is opened. Further, at the time of heating start in winter, the hot water valve 37 is fully opened by the temperature adjustment operation mechanism, and the heating state is maximum. As a result, the maximum flow of warm water flows through the heater core 36.

Then, the case 34 of the second unit 12
Inside, the inside air flowing through the first air passage 32 is heated by the heater core 36 to become warm air, and blows out to the feet of the occupant in the vehicle cabin through the foot opening 41. At the same time, the outside air flowing through the second air passage 33 is heated by the heater core 36 to become warm air, and blows out through the defroster opening 39 to the inner surface of the vehicle window glass.

In this case, on the first air passage 32 side, the inside air having a higher temperature than the outside air is recirculated and heated by the heater core 36, so that the temperature of the warm air blown out to the feet of the occupant increases.
The heating effect can be improved. On the other hand, since the outside air having a lower humidity than the inside air is heated and blown out from the defroster opening 39, it is possible to effectively prevent the fogging of the window glass.

In the foot blowing mode, the amount of air blown from the defroster opening 39 is set to about 20%, and the amount of air blown from the foot opening 41 is set to about 80%. To this end, a communication path (not shown) for communicating between the first and second air passages 32 and 33 is provided in the partition plate 38 on the downstream side of the heater core 36, and the communication path is opened to open the second air passage. By mixing the outside air temperature on the passage 33 side into the inside air temperature on the first air passage 32 side through the communication passage, the above air volume ratio can be achieved.

Next, when the cabin temperature rises and the heating load decreases, the hot water valve 37 is operated from the fully open position (maximum heating state) to the intermediate opening position to control the temperature of the blown air. Reduce the incoming hot water flow. In the intermediate temperature control area, since the maximum heating capacity is not required,
The inside / outside air suction mode is generally set to a whole outside air mode in which both the inside air inlet 16 and the auxiliary inside air inlet 19 are closed and the outside air inlet 15 is opened. FIG. 4 shows the state of the full outside air mode.

However, by setting by manual operation of the occupant,
The inside air introduction port 15 is closed, and the inside air introduction port 16 and the auxiliary inside air introduction port 19 are both opened. The inside air mode and the inside air and outside air are simultaneously introduced as described above. Can also. FIG. 5 shows a state of the all inside air mode. (2) Foot defroster blowout mode In the foot defroster blowout mode, the foot opening is performed by the blowout mode door to make the amount of air blown out from the foot opening 41 substantially equal to the amount of air blown out from the defroster opening 39 (50% each). The part 41 is fully opened and the defroster opening 39 is fully opened. Further, the heater core 36 described above is used.
Close the downstream communication passage. As a result, the entire inside air temperature of the first air passage 32 flows into the foot opening 41, and the whole outside air temperature of the second air passage 33 flows into the defroster opening 39. Therefore, the amount of air blown out from the foot opening 41 and the amount of air blown out from the defroster opening 39 can be made substantially equal.

At the time of maximum heating in which the hot water valve 37 is fully opened, a two-layer flow mode of the inside and outside air is set to improve the heating effect and ensure the antifogging property of the window glass. Same as mode. Further, a desired intermediate temperature control is possible by adjusting the opening degree of the hot water valve 37. In the intermediate temperature control region, the whole outside air mode is usually set. Or an internal / external air two-layer flow mode.

(3) Defroster Blowout Mode In the defroster blowout mode, the face opening 40 and the foot opening 41 are completely closed by the blowout mode door, and the defroster opening 39 and the heater core 36 are closed.
The downstream communication path is fully opened. Therefore, the downstream portions of the first and second air passages 32 and 33 are both located at the defroster openings 3.
Communicate with 9. Therefore, the first and second air passages 32, 33
After heating the conditioned air from the heater core 36 with the heater core 36, the air is blown out only through the inner surface of the window glass through the defroster opening 39 to prevent fogging. At this time, in order to secure the antifogging property of the window glass, the whole outside air suction mode is usually set. (4) Face blowing mode In the face blowing mode, the face opening 40 is fully opened by the blowing mode door, and the defroster opening 39 is provided.
The foot opening 41 is fully closed, and the communication path downstream of the heater core 36 is fully opened. Therefore, the downstream portions of the first and second air passages 32 and 33 both communicate with the face opening 40.

Therefore, when the refrigeration cycle of the air conditioner is operated, the cool air cooled by the evaporator 18 is reheated by the heater core 36 and the temperature is adjusted, and then all the air is blown out to the face opening 40 side. In the face blowing mode, when the auxiliary inside air inlet 19 is opened, the evaporator 1 is opened.
Since the air not cooled by 8 flows through the first air passage 32, the auxiliary inside air inlet 19 is always closed.
That is, in the face blowing mode, the inside / outside air suction mode is set to either the whole outside air mode in FIG. 4 or the whole inside air mode in FIG.

In the maximum cooling state, the cooling mode is set to the full inside air suction mode, the hot water valve 37 is fully closed, and the circulation of the hot water to the heater core 36 is cut off, so that the cooling capacity is maximized. (5) Bi-level blowing mode In the bi-level blowing mode, the face opening 40 is fully opened and the foot opening 41 is fully opened by the blowing mode door, and the defroster opening 39 is fully closed. Further, the communication path on the downstream side of the heater core 36 is fully closed.
Therefore, the air from the first and second air passages 32 and 33 can be blown from both the upper and lower sides of the vehicle compartment simultaneously through the face opening 40 and the foot opening 41.

In the bilevel blowing mode, the inside / outside air suction mode is set to either the whole outside air mode in FIG. 4 or the whole inside air mode in FIG. (Second Embodiment) FIGS. 6 to 8 show a second embodiment, and the main difference from the first embodiment is the arrangement of the blower 22. In the first embodiment, the first and second blowers 22 are used. The second blower fans 23 and 24 are arranged in the up-down direction of the vehicle so that air is sucked in from below the first blower fan 23 and air is sucked in from above the second blower fan 24 so that the blowing direction of the blower 22 is changed. It is set in the vehicle left-right direction (right direction in the examples of FIGS. 1 and 2).

On the other hand, in the second embodiment, the blower 2
The first and second blower fans 23 and 24 are arranged in the vehicle left-right direction, with the two rotation shafts extending in the vehicle left-right direction. Therefore, the first blower fan 23 draws air (inside air) from the right side of the vehicle, and the second blower fan 24
Draws air (outside air) from the left side of the vehicle, and sets the blowing direction of the blower 22 to the vehicle front-rear direction (the vehicle rear in the examples of FIGS. 6 and 7).

Accordingly, in the second unit (heater unit) 12, the partition plate 38 is moved to the heater core 36.
The heater core 36 includes a vertical partition 38a extending vertically in a central portion in the left-right direction, and a horizontal partition 38b extending horizontally in the upper and lower surfaces of the heater core 36. By using such a bent partition plate 38, the space in the case 34 of the second unit portion 12 is partitioned into a lower first air passage 32 and an upper second air passage 33. In the second embodiment, a foot opening 41 is formed in the bottom of the case 34.

(Third Embodiment) FIGS. 9 to 13 show a third embodiment. The main difference from the first embodiment is that the opening degree of the auxiliary inside air door 20 is adjusted so that the auxiliary inside air inlet 19 extends from the auxiliary inside air inlet 19. The point is that the amount of inside air introduced is adjusted to control the temperature of the air blown out into the vehicle interior. As a result, the evaporator 18 is controlled by the amount of inside air introduced from the auxiliary inside air inlet 19.
There is an advantage that the required cooling capacity of the evaporator 18 can be reduced by reducing the amount of air passing through the evaporator 18.

FIG. 9 is an overall configuration diagram of the third embodiment.
The first unit 11 is the same as that of the first embodiment,
First, the refrigeration cycle R having the evaporator 18 will be described. The refrigeration cycle R includes a compressor 58 that sucks, compresses, and discharges refrigerant. The compressor 58 has an electromagnetic clutch 52 for power interruption, and the compressor 58 is connected to the vehicle engine 5 via the electromagnetic clutch 52 and the belt 53.
4 is transmitted.

The energization of the electromagnetic clutch 52 is interrupted by the electronic control unit 51, and when the electromagnetic clutch 52 is energized to be in the connected state, the compressor 58 is in the operating state. On the other hand, when the energization of the electromagnetic clutch 52 is cut off and the electromagnetic clutch 52 is opened, the compressor 58 stops. The high-temperature, high-pressure superheated gas refrigerant discharged from the compressor 58 flows into the condenser 55,
Here, the refrigerant exchanges heat with the outside air blown by a cooling fan (not shown) to be cooled and condensed. The refrigerant condensed in the condenser 55 then flows into the receiver 56, where gas and liquid of the refrigerant are separated inside the receiver 56, and surplus refrigerant (liquid refrigerant) in the refrigeration cycle R is discharged into the receiver 56. Stored inside.

The liquid refrigerant from the receiver 56 is decompressed to a low pressure by an expansion valve (decompression means) 57 to be in a low-pressure gas-liquid two-phase state. The low-pressure refrigerant from the expansion valve 57 is supplied to the evaporator 18.
Flows into. The expansion valve 57 is a temperature-type expansion valve having a temperature sensing part 57a for sensing the temperature of the refrigerant at the outlet of the evaporator 18,
The valve opening (refrigerant flow rate) is adjusted so that the degree of superheating of the refrigerant at the outlet of the evaporator 18 is maintained at a predetermined value. Evaporator 1
The outlet of the compressor 8 is connected to the suction side of the compressor 58, and forms a closed circuit by the cycle components described above.

Next, the second unit section 12 will be described. The heater core 36 is disposed immediately after the air flow to the blower 22 (right side). The heater core 36 is disposed so as to cross the entire area of the air passage in the case 34 and to extend in the vehicle front-rear direction in a thin form in the vehicle left-right direction. The heater core 36
The part immediately after the air flow (the part on the right)
A communication passage 44 that connects the air passage 32 and the second air passage 33 is formed. A flat communication passage door 42 for opening and closing the communication passage 44 is disposed inside the case 34. The communication passage door 42 is rotatably supported by the case 34 by a rotation shaft 42a disposed on the right side of the vehicle in the case 34 and substantially at the center in the vertical direction.

Accordingly, in the third embodiment, the partition plate 38 in the first embodiment is replaced by the communication passage door 42. The bottom of the case 34 has a foot opening 41.
The communication passage door 42 also serves as a foot door for opening and closing the foot opening 41. Therefore, when the communication passage door 42 closes the communication passage 44, the foot opening 41 communicates with only the first air passage 32.

A face opening 40 is opened on the right side of the vehicle of the case 34 and above the communication passage 44. A flat face door 43 for opening and closing the face opening 40 is rotated. The case 34 is formed by the shaft 43a.
Is rotatably supported. A defroster opening 39 which is opened and closed by a flat defroster door (not shown) is opened on the upper surface of the case 34.

The communication passage door 42, the face door 43, and the defroster door (not shown) are connected to a common link mechanism (not shown), and are driven by a servo motor 49 described later via this link mechanism. You. next,
Explaining the outline of the electric control unit, an evaporator outlet temperature sensor 45 composed of a thermistor is provided in the air conditioning case 14 immediately after the air is blown out of the evaporator 18, and detects the evaporator outlet temperature Te.

In addition to the evaporator blowout temperature sensor 45, the electronic control unit 51 detects the internal air temperature Tr, the external air temperature Tam, the solar radiation amount Ts, the hot water temperature Tw, and the like for air conditioning control. The detection signal is input from the sensor group 46 of. An air-conditioning control panel 47 installed near the instrument panel in the vehicle compartment has an operation switch group 4 manually operated by an occupant.
The operation signal of the operation switch group 47 is also input to the electronic control unit 51.

The operation switch group 47 includes a temperature setting switch 47a for generating a temperature setting signal Tset, an air volume switch 47b for generating an air volume switching signal, a blowing mode switch 47c for generating a blowing mode signal, and generating an inside / outside air switching signal. Inside / outside air changeover switch 47d, compressor 58
An air conditioner switch 47e for generating an ON / OFF signal of the air conditioner is provided.

The electronic control unit 51 includes a CPU, ROM, RA
It is composed of a well-known microcomputer including M and peripheral circuits. The electronic control unit 51 includes:
The compressor intermittent control unit by the electromagnetic clutch 52, the inside / outside air switching control unit by the inside / outside air switching door, the air volume control unit of the blower 22, the temperature control unit by the auxiliary inside air door 20 and the hot water valve 37, the outlets 39, 40, 41 And a blowout mode control unit by switching of.

Next, the operation of the third embodiment in the above configuration will be described. The flowchart of FIG. 10 shows the outline of the control processing executed by the microcomputer of the electronic control unit 51. The control routine of FIG. 10 is such that the ignition switch of the vehicle engine 54 is turned on and power is supplied to the electronic control unit 51. In this state, the operation starts when the air volume switch 47b (or the auto switch) of the operation switch group 47 of the air conditioning control panel 47 is turned on.

First, in step S100, a flag, a timer, and the like are initialized, and in the next step S110, a detection signal from the evaporator outlet temperature sensor 45, the sensor group 46, an operation signal of the operation switch group 47, and the like are read. Subsequently, in step S120, a target blow-off temperature (TAO) of the conditioned air blown into the vehicle compartment is calculated based on the following equation (1). The target outlet temperature (TAO) is an outlet temperature required to maintain the vehicle interior at the set temperature Tset of the temperature setting switch 47a.

[0065]

## EQU1 ## TAO = Kset × Tset−Kr × Tr−K
am × Tam−Ks × Ts + C where, Tr: internal temperature detected by the internal air sensor of the sensor group 47 Tam: external temperature detected by the external air sensor of the sensor group 47 Ts: solar radiation detected by the solar radiation sensor of the sensor group 47 Amounts Kset, Kr, Kam, Ks: control gain C: correction constant Next, in step S130, the target evaporator outlet temperature TEO
Is calculated. The target evaporator outlet temperature TEO is calculated based on a first target evaporator outlet temperature TEO1 and a second target evaporator outlet temperature TEO2 described below.

First, the method of determining the first target evaporator outlet temperature TEO1 will be described in detail. FIG. 11 is a map preset and stored in the ROM of the microcomputer. The higher the
The first target evaporator outlet temperature TEO1 is determined to be higher. Therefore, it can be expressed as TEO1 = f (TAO). Note that the upper limit of TEO1 is 12 ° C. in this example.

Next, the second target evaporator outlet temperature TEO2
Is determined based on the map of FIG. 12 which is set in advance and stored in the ROM of the microcomputer. The second target evaporator outlet temperature TEO2 is determined in accordance with the outside air temperature Tam. In the intermediate temperature range of the outside air temperature Tam (18 ° C. to 25 ° C. in the example of FIG. 12), cooling,
Since the necessity of dehumidification is reduced, the second target evaporator outlet temperature TEO2 is increased (12 ° C. in the example of FIG. 12), and the operation rate of the compressor 58 is reduced.
4. Save power.

On the other hand, when the outside air temperature Tam is higher than 25 ° C. in summer, in order to secure cooling capacity, the second target evaporator outlet temperature TEO2 decreases in inverse proportion to the rise in the outside air temperature Tam. On the other hand, in a low-temperature region where the outside air temperature Tam is lower than 10 ° C., the second target evaporator outlet temperature TEO2 decreases as the outside air temperature Tam decreases, in order to secure the dehumidifying capacity for preventing window glass fogging. Therefore, TEO2 is f
(Tam).

Then, based on the first and second target evaporator outlet temperatures TEO1 and TEO2, finally, the target evaporator outlet temperature TEO is determined based on the following equation (2).

[0070]

## EQU2 ## TEO = MIN ｛f (TAO), f (Ta
m)｝ That is, the first target evaporator outlet temperature TEO1 = f
(TAO), the second target evaporator outlet temperature TEO2 = f (T
am), the lower temperature is the target evaporator outlet temperature TE
Determined as O.

Next, in step S140, the target air flow BLW of the air blown by the blower 22 is calculated based on the TAO. The method of calculating the target airflow BLW is well known. The target airflow is increased on the high temperature side (maximum heating side) and low temperature side (maximum cooling side) of the TAO, and
The target air volume is reduced in the intermediate temperature range of O. The rotation speed of the electric motor 25 of the blower 22 is equal to the target airflow BL.
It is controlled by the output of the electronic control unit 51 so that W is obtained.

Next, in step S150, the inside / outside air mode is determined according to the TAO. As is well known, as the TAO rises from the low-temperature side to the high-temperature side, the inside / outside air mode is switched and set to the whole inside air mode → the inside / outside air mixing mode → the whole outside air mode. The operation position of 17 is controlled via the servomotor 50 by the output of the electronic control unit 51.

Next, in step S160, the blowing mode is determined according to the TAO. As is well known, as the TAO rises from the low-temperature side to the high-temperature side, the mode is switched from face mode to bi-level mode to foot mode, and the communication passage door 42, the face door 43 and the defroster are set so as to obtain this blow mode. The operation position of the door (not shown) is controlled via the servomotor 49 by the output of the electronic control unit 51.

Next, in step S170, the hot water valve 37
The target hot water valve opening SWM and the target opening SWB of the auxiliary inside air door 20 are calculated, and are controlled by the output of the electronic control unit 51 via the servomotor 48 that drives the hot water valve 37 and the auxiliary inside air door 20. This step S170
Will be described later with reference to FIG. Next, step S18
At 0, the target evaporator outlet temperature TEO is compared with the actual evaporator outlet temperature Te, and the operation of the compressor is intermittently controlled. That is, the evaporator outlet temperature Te becomes equal to the target evaporator outlet temperature TEO.
When the temperature drops further, the electronic control unit 51 cuts off the energization of the electromagnetic clutch 52 to stop the compressor 58. Conversely, when the evaporator outlet temperature Te rises above the target evaporator outlet temperature TEO, the electronic controller 51 turns off the electromagnetic force. The compressor 52 is operated by energizing the clutch 52. As a result, the evaporator outlet temperature Te is maintained at the target evaporator outlet temperature TEO.
By controlling the evaporator outlet temperature Te in accordance with the TAO and the outside air temperature Tam, frost (frost formation) in the evaporator 18 is prevented and the cooling and dehumidifying capacity is ensured, and at the same time, the compressor operating rate is reduced. Achieving engine power saving by lowering.

FIG. 13 shows the details of step S170 in FIG. 10. First, in step S1701, it is determined whether or not the power saving mode is set. Here, the power saving mode means that the high temperature side target temperature of 12 ° C. set in the intermediate temperature range of the outside temperature Tam = 18 ° C. to 25 ° C. shown in the characteristic diagram of FIG. It refers to the state set as TEO.

If the power saving mode does not apply (during normal control), the flow advances to step S1702 to set the target opening degree SWB of the auxiliary indoor air door 20 to 0 and set the auxiliary indoor air door 2
0 is operated to the fully closed position of the auxiliary inside air introduction port 19. Then, the process proceeds to step S1703, and the target hot water valve opening SWM of the hot water valve 37 is calculated by the following Expression 3.

[0077]

SWM = J (Te, Tw, TAO) That is, SWM is calculated as a function of the evaporator passing air temperature Te, the hot water temperature Tw of the heater core 36, and the target outlet air temperature TAO to obtain the target outlet air temperature TAO. Of the target hot water valve opening SWM is calculated. Here, the target hot water valve opening SWM is calculated as a percentage with the fully closed position (maximum cooling position) of the hot water flow path of the heater core 36 being 0% and the fully open position (maximum heating position) being 100%.

Then, the above steps S1702, S17
The blowout temperature control by the control unit 03 is a normal control. After the whole amount of the blown air passes through the evaporator 18 and is cooled, the blowout air passes through the heater core 36 whose temperature is adjusted by the opening degree of the hot water valve 37 and enters the vehicle interior. Is the target outlet air temperature TA
It is controlled to be O. Next, step S1701
If it is determined in step S1704 that the power saving mode has been set, the process proceeds to step S1704, where the temperature Tr of the inside air (uncooled air) passing through the auxiliary inside air inlet 19 and the temperature Te of the air passing through the evaporator 18 are determined. Maximum temperature TMmax of mixed air of air passing through evaporator 18 and air passing through auxiliary inside air inlet 19
Is calculated. That is, TMmax is calculated by the following equation (4).

[0079]

## EQU4 ## TMmax = F (Te, Tr) Next, in step S1705, the maximum temperature T of the mixed air is calculated.
Mmax and the target outlet air temperature TAO,
When max is higher, reheating by the heater core 36 is unnecessary, and the process proceeds to step S1706, where the target hot water valve opening SWM of the hot water valve 37 is set to 0 (%), and the hot water valve 37 is maintained at the fully closed position. And keep it.

Then, in step S1707, the target opening degree SWB of the auxiliary inside air door 20 is calculated by the following equation (5).

[0081]

SWB = H (Te, Tr, TAO) That is, SWB is calculated as a function of the evaporator passing air temperature Te, the inside air temperature Tr passing through the auxiliary inside air inlet 19, and the target blowing air temperature TAO. The auxiliary inside air door 20 is operated at the position of the target opening degree SWB for obtaining the blown air temperature TAO. Here, the target opening degree SWB is set such that the fully closed position of the auxiliary inside air inlet 19 is 0%,
9 is calculated as a percentage with the fully open position of 100 being 100%.

Next, if the target outlet air temperature TAO is higher than the maximum temperature TMmax of the mixed air in step S1705, reheating by the heater core 36 is necessary.
, The auxiliary inside air door 20 is fixed to the fully open position of the auxiliary inside air inlet 19. Then, in step S1709, the target hot water valve opening SWM of the hot water valve 37 is calculated by the following Expression 6.

[0083]

SWM = G (TMmax, Tw, TAO) That is, SWM is the maximum temperature TMmax of the mixed air,
The hot water temperature Tw of the heater core 36 and the target outlet temperature TAO
The hot water valve 37 is operated at the position of the target hot water valve opening SWM for obtaining the target blown air temperature TAO.

As described above, steps S1706 and S17
07 and the power saving mode control in S1708 and S1709, the temperature of the air blown into the vehicle compartment can be controlled. Therefore, the amount of air passing through the evaporator 18 is reduced by the amount of the inside air introduced from the auxiliary inside air inlet 19, and the required cooling capacity of the evaporator 18 can be further reduced. As a result, the compressor operation rate by the intermittent control of the compressor 58 is reduced, and the power saving effect of the engine 54 can be further improved.

(Other Embodiments) In each of the above embodiments, both the inside and outside air switching doors 17 and 20 have a flat plate shape. However, for example, a cylindrical or arcuate door, a film door, etc. Of course, other types known in the art can be used. In the above embodiments, the temperature of the air blown into the vehicle interior is adjusted by the hot water valve 37 that adjusts the flow rate or the temperature of the hot water flowing into the heater core 36. The temperature of the air blown into the vehicle interior may be adjusted by an air mix door that adjusts the ratio of the amount of cold air to the air that bypasses the heater core 36.

The air conditioner 10 of the third embodiment is divided into a first air passage 32 and a second air passage 33 by a partition plate 28 and a communication passage door 42 to form two passages. Although the mode can be set, the invention according to claim 7 may be applied to an air conditioner that cannot set the two-layer flow mode constituted by one passage. Also,
In the third embodiment, the power saving mode is determined by the outside air temperature Tam. However, a manual power saving switch is provided on the air conditioning control panel 47, and the power saving mode is determined by turning on the power saving switch. Is also good.

[Brief description of the drawings]

FIG. 1 is a schematic plan sectional view of a first embodiment of the present invention.

FIG. 2 is a schematic front sectional view of the first embodiment.

FIG. 3 is a schematic front sectional view of the first embodiment, showing an inside / outside air two-layer flow mode;

FIG. 4 is a schematic front sectional view of the first embodiment, showing an all-outside air mode;

FIG. 5 is a schematic front sectional view of the first embodiment, showing an all inside air mode.

FIG. 6 is a schematic perspective view of a second embodiment of the present invention.

FIG. 7 is a sectional view taken along the line AA of FIG. 6;

FIG. 8 is a sectional view taken along the line BB of FIG. 6;

FIG. 9 is an overall configuration diagram of a third embodiment of the present invention.

FIG. 10 is a flowchart showing an outline of an operation in a third embodiment.

FIG. 11 is a characteristic diagram of a target evaporator passage temperature in the third embodiment.

FIG. 12 is a characteristic diagram of a target evaporator passage temperature in the third embodiment.

FIG. 13 is a flowchart showing details of a main part of FIG. 10;

[Explanation of symbols]

15 ... outside air inlet, 16 ... inside air inlet, 17 ... inside / outside air switching door, 18 ... evaporator, 19 ... auxiliary inside air inlet, 20 ...
Auxiliary inside air doors, 23, 24 ... first and second blower fans, 2
8, 38: partition plate, 32: first air passage, 33: second
Air passage, 36: heater core, 39: defroster opening, 40: face opening, 41: foot opening.

 ──────────────────────────────────────────────────続 き Continuing on the front page (72) Inventor Takashi Toshima 1-1-1, Showa-cho, Kariya-shi, Aichi Prefecture Inside DENSO Corporation

Claims (7)

[Claims] A first air passage (32) through which inside air flows and a second air passage (33) through which outside air flows are defined so that the inside air flowing through the first air passage (32) is heated by a heat exchanger for heating. (36) heats the air into warm air, and blows the inside air temperature from the foot opening (41) to the foot of the occupant, while the outside air flowing through the second air passage (33) is heated by the heating heat exchanger (36). ) To produce hot air, and the outside air is blown out from the defroster opening (39) toward the vehicle window glass. Inside / outside air switching means (1
5, 16, 17), and a cooling heat exchanger (18) for cooling the air introduced from the inside / outside air switching means (15, 16, 17). The cooling heat exchanger (18) A ventilation means (23, 24) for blowing the first and second air passages (32, 33) and an auxiliary inside air introduction port (19) for introducing inside air are arranged downstream of the air flow of the inside and outside air. In the two-layer flow mode, the inside air introduced from the auxiliary inside air introduction port (19) is supplied to the blowing means (23, 2).
4), the air is blown into the first air passage (32), and after the outside air introduced from the inside / outside air switching means (15, 16, 17) passes through the cooling heat exchanger (18), the air blowing means ( 23, 24) through the second air passage (3).
3) An air conditioner for a vehicle, wherein the air is blown into the air conditioner. 2. The air blower has a centrifugal first blower fan (23) arranged below the vehicle and a centrifugal second blower fan (24) arranged above the vehicle. The first air passage (32) is arranged on the lower side of the vehicle, and the second air passage (33) is arranged on the upper side of the vehicle.
3) suctioning the inside air introduced from the auxiliary inside air introduction port (19) from below the vehicle, and blowing the air into the first air passage (32) below the vehicle; and the second blowing fan (24) The air conditioner for a vehicle according to claim 1, wherein the air intake from outside the vehicle passing through the cooling heat exchanger (18) is blown into the second air passage (33) on the vehicle upper side. apparatus. 3. The centrifugal first blower fan (23) disposed on one side in the vehicle left-right direction and the centrifugal second blower fan (23) disposed on the other side in the vehicle left-right direction. 24), the first blower fan (2) in the inside / outside air two-layer flow mode.
3) suctioning the inside air introduced from the auxiliary inside air introduction port (19) from one side in the left-right direction of the vehicle, blowing the air rearward of the vehicle and sending it to the first air passage (32); The fan (24) draws in outside air that has passed through the cooling heat exchanger (18) from the other side in the left-right direction of the vehicle, blows the air toward the rear of the vehicle, and blows the air through the second air passage (3).
The vehicle air conditioner according to claim 1, wherein the air conditioner is sent to (3). 4. The auxiliary inside air inlet (19) is connected to the first air inlet (19).
The vehicle air conditioner according to claim 2 or 3, wherein the air conditioner is arranged below the blower fan (23). 5. The heating heat exchanger (36) is of a hot water heat source type for heating air using hot water as a heat source, and the flow rate or the temperature of the hot water flowing into the heating heat exchanger (36). The vehicle according to any one of claims 1 to 4, further comprising a hot water adjusting means (37) for adjusting a temperature of the air blown into the vehicle compartment by the hot water adjusting means (37). Air conditioner. 6. An auxiliary inside air door (20) for adjusting an opening degree of the auxiliary inside air introduction port (19); a temperature adjusting means (37) for adjusting a heating amount by the heating heat exchanger (36); The first air passage (32) and the second air passage (3) are disposed downstream of the air flow of the heating heat exchanger (36).
A communication passage (44) communicating with the communication passage (3); and a communication passage door (42) for opening and closing the communication passage (44).
The communication passage (44) is provided by the communication passage door (42).
When the vehicle is opened, the amount of inside air introduced from the auxiliary inside air introduction port (19) is adjusted by the auxiliary inside air door (20), and the amount of heating is adjusted by the temperature adjusting means (37). The air conditioner for a vehicle according to any one of claims 1 to 4, wherein the temperature of air blown to the vehicle is controlled. 7. Inside / outside air switching means (15, 16, 17) for switching and introducing inside air and outside air, and inside / outside air switching means (1).
And a cooling heat exchanger (18) for cooling the air introduced from the cooling heat exchanger (18). The airflow toward the passenger compartment is provided downstream of the cooling heat exchanger (18). The blowing means (23, 2
4), an auxiliary inside air introduction port (19) for introducing inside air, and an auxiliary inside air door (20) for adjusting the opening degree of the auxiliary inside air introduction port (19), and further, the blowing means (23, 24) A heating heat exchanger (36) for heating air at a downstream side of the air flow, and a temperature adjusting means (37) for adjusting an amount of heating by the heating heat exchanger (36). The air introduced from the switching means (15, 16, 17) and passed through the cooling heat exchanger (18), and the inside air introduced from the auxiliary inside air introduction port (19) are sent by the blowing means (23, 24). The heating heat exchanger (3)
6) The air is blown to the side, and the amount of inside air introduced from the auxiliary inside air introduction port (19) by the auxiliary inside air door (20) is adjusted,
An air conditioner for a vehicle, wherein the heating amount is adjusted by the temperature adjusting means (37) to control the temperature of air blown into the vehicle interior.