JP2012207890A - Vehicle refrigeration cycle system - Google Patents

Abstract

PROBLEM TO BE SOLVED: To enhance the ease of mounting in a vehicle concerning a vehicle refrigeration cycle system that regulates the respective temperatures of first and second heat-exchange target fluids used for temperature adjustment of first and second temperature adjustment targets in a vehicle.SOLUTION: The vehicle refrigeration cycle device is used to regulate the respective temperatures of front-seat side ventilation air blown to front-seat space and rear-seat side ventilation air blown to rear-seat space in a vehicle and is equipped with an indoor condenser 12 for making a high-pressure refrigerant to exchange heat with the front-seat side ventilation air, an indoor evaporator 21 for making a low-pressure refrigerant to exchange heat with the front-seat side ventilation air, and a complex type heat exchanger 13 with a first heat exchanging arrangement 131 for making the high-pressure refrigerant to exchange heat with the rear-seat side ventilation air and a second heat exchanging arrangement 132 for making a low-pressure refrigerant to exchange heat with the front-seat side ventilation air. The first heat exchanging arrangement 131 and second heat exchanging arrangement 132 of the complex type heat exchanger 13 are integrated so that the rear-seat side ventilation air may be thermally exchanged with both high-pressure and low-pressure refrigerants.

Description

  The present invention relates to a vehicle refrigeration cycle apparatus capable of adjusting the temperature of a temperature adjustment target by exchanging heat between a refrigerant and a heat exchange target fluid used for temperature adjustment of the temperature adjustment target in the vehicle.

  Conventionally, in a vehicle refrigeration cycle apparatus applied to a vehicle (for example, an electric vehicle or a hybrid vehicle) that does not have a heat source dedicated to heating or lacks a heat source dedicated to heating, the refrigerant flow in the cycle is switched. Thus, a configuration has been proposed in which the indoor heat exchanger functions as an evaporator that cools the air blown into the vehicle interior during the cooling operation and functions as a radiator that heats the air blown into the vehicle interior during the heating operation. .

  However, when switching from the cooling operation to the heating operation (when switching the indoor heat exchanger from the function of the evaporator to the function of the radiator), the moisture adhering to the outer surface of the indoor heat exchanger evaporates, resulting in high humidity ventilation. There is a problem in that air is blown into the vehicle interior, and window fogging or the like in the vehicle interior easily occurs.

  On the other hand, in patent document 1, the evaporator which evaporates the low-pressure refrigerant | coolant in a cycle, and the radiator which thermally radiates the heat | fever of a high-pressure refrigerant | coolant are each arrange | positioned in the casing through which the ventilation air ventilated in a vehicle interior flows, and a radiator The blown air is heated at, and the blown air is cooled by an evaporator. That is, in patent document 1, it is set as the structure which provides independently the radiator which heats blowing air in the casing, and the evaporator which cools blowing air, and is high-humidity ventilation at the time of switching from cooling operation to heating operation. It is set as the structure which suppresses that air blows off into a vehicle interior.

Japanese Patent No. 3538845

  By the way, in the vehicle refrigeration cycle apparatus, the temperature of the first heat exchange target fluid used for temperature adjustment of the first temperature adjustment target in the vehicle and the temperature adjustment of the second temperature adjustment target different from the first temperature adjustment target. 2 The temperature of the fluid subject to heat exchange may be adjusted.

  For example, in the refrigeration cycle device for a vehicle, the temperature of the front seat side blown air to be blown into the front seat side space in the vehicle interior and the temperature of the rear seat side blown air to be blown into the rear seat side space are adjusted, In some cases, the temperature of the air that blows air into the space and the temperature of the heat medium that adjusts the temperature of the operating device in the vehicle may be adjusted.

  In this case, the vehicle refrigeration cycle apparatus adjusts the temperature of the second heat exchange target fluid in addition to the first heat exchange means (evaporator or radiator) that adjusts the temperature of the first heat exchange target fluid. It is necessary to provide a second heat exchange means.

  However, when the vehicle air conditioner described in Patent Document 1 is applied to such a configuration, an evaporator and a radiator are independently provided for each of the first heat exchange means and the second heat exchange means. Since it is necessary to provide it, it is difficult to secure a space for arranging the refrigeration cycle device for a vehicle, and there is a problem that the vehicle mountability is remarkably deteriorated.

  In view of the above points, the present invention provides a vehicle refrigeration cycle apparatus that adjusts the temperature of each of the first and second heat exchange target fluids used for temperature adjustment of the first and second temperature adjustment targets in the vehicle. The purpose is to improve.

  In order to achieve the above object, according to the first aspect of the present invention, the vehicle refrigeration cycle for adjusting the temperatures of the first and second heat exchange target fluids used for temperature adjustment of the first and second temperature adjustment targets in the vehicle. An apparatus, a compressor (11) that compresses and discharges refrigerant, a radiator (12) that dissipates heat from the refrigerant discharged from the compressor (11), and decompresses refrigerant that flows out of the radiator (12) Pressure reducing means (14, 20) for causing the refrigerant, the evaporator (21) for evaporating the refrigerant decompressed by the pressure reducing means (14, 20), and the first and second heat exchange sections (131, 132) into which the refrigerant flows. And at least one of the radiator (12) and the evaporator (21) is used to adjust the temperature of the first heat exchange target fluid, and the complex heat exchanger (13) is the temperature of the second heat exchange target fluid The first heat exchange unit (131) is configured to exchange heat between the high-pressure refrigerant in the cycle and the second heat exchange target fluid, and the second heat exchange unit (132) is a low-pressure refrigerant in the cycle. The second heat exchange part (131) and the second heat exchange part (132) are configured such that the second heat exchange target fluid is both a high-pressure refrigerant and a low-pressure refrigerant. It is integrated so that heat exchange is possible.

  According to this, the 1st heat exchange part (131) and the 2nd heat are provided without providing the heat exchanger for heating the temperature of the 2nd heat exchange object fluid, and the heat exchanger for cooling independently. Since the temperature of the second heat exchange target fluid can be adjusted by the composite heat exchanger (13) in which the exchange unit (132) is integrated, it is possible to improve the mounting property on the vehicle. .

  The invention according to claim 2 is a vehicle refrigeration cycle apparatus that adjusts the temperature of each of the first and second heat exchange target fluids used for temperature adjustment of the first and second temperature adjustment targets in the vehicle, The compressor (11) that compresses and discharges the refrigerant, the first usage-side heat exchanger (12) that exchanges heat between the refrigerant and the first heat exchange target fluid, and the outdoor heat exchange that exchanges heat between the refrigerant and the outside air. An evaporator (17), decompression means (14, 20) for decompressing the refrigerant, a second use side heat exchanger (21) for exchanging heat between the refrigerant and the first heat exchange target fluid, and a refrigerant flow path in the cycle, The decompression means (20) depressurizes the refrigerant flow path for allowing the high-pressure refrigerant discharged from the compressor (11) to flow into the first usage-side heat exchanger (12) and the second usage-side heat exchanger (21). Refrigerant flow path switching means for switching to a refrigerant flow path for flowing in low-pressure refrigerant 16, 19, 23 a, 24 a) and a composite heat exchanger (13) having first and second heat exchange sections (131, 132) into which the refrigerant flows, and a composite heat exchanger (13) Is used to adjust the temperature of the second heat exchange target fluid, and the first heat exchange unit (131) is configured to exchange heat between the high-pressure refrigerant and the second heat exchange target fluid, and the second heat exchange unit (132) is configured to exchange heat between the low-pressure refrigerant and the second heat exchange target fluid, and the first heat exchange unit (131) and the second heat exchange unit (131) are configured so that the second heat exchange target fluid is It is characterized in that it is integrated with both the high-pressure refrigerant and the low-pressure refrigerant so that heat can be exchanged.

  According to this, the 1st heat exchange part (131) and the 2nd heat are provided without providing the heat exchanger for heating the temperature of the 2nd heat exchange object fluid, and the heat exchanger for cooling independently. Since the temperature of the second heat exchange target fluid can be adjusted by the composite heat exchanger (13) in which the exchange unit (132) is integrated, it is possible to improve the mounting property on the vehicle. .

According to a third aspect of the present invention, in the refrigeration cycle apparatus for a vehicle according to the second aspect, the composite heat exchanger (13) includes a first heat exchanging part (131) on the first use side in the cycle. It is connected in parallel to the heat exchanger (12), and the second heat exchange part (132) is connected in parallel to the second use side heat exchanger (21). For example, the first heat exchange unit (12) exchanges heat between the high-pressure refrigerant and the second heat exchange target fluid in the cycle, and the second heat exchange unit (21) performs heat exchange between the low-pressure refrigerant and the second heat exchange target in the cycle. The configuration for exchanging heat with the fluid can be realized specifically and easily.

  According to a fourth aspect of the present invention, in the refrigeration cycle apparatus for a vehicle according to the second or third aspect, the refrigerant flow switching means (16, 19, 23a, 24a) is a low-pressure refrigerant in the first operation mode. In the second usage side heat exchanger (21) and the second heat exchange unit (132), and in the second operation mode, the high-pressure refrigerant is supplied to the first usage side heat exchanger (12) and the first heat exchange unit (131). In the third operation mode, the high-pressure refrigerant is caused to flow to the first usage-side heat exchanger (12) and the first heat exchange section (131), and the low-pressure refrigerant is allowed to flow to the second usage-side heat exchanger (21) and It flows to a 2nd heat exchange part (132), It is characterized by the above-mentioned.

  According to this, the temperature of the first and second heat exchange target fluids is set to a desired temperature by switching the refrigerant flow path in each operation mode by the refrigerant flow switching means (16, 19, 23a, 24a). It becomes possible to adjust.

  Moreover, in invention of Claim 5, in the refrigeration cycle apparatus for vehicles as described in any one of Claim 1 thru | or 4, a composite-type heat exchanger (13) radiates heat to the 2nd heat exchange object fluid. It has a heat transfer promotion member (134), and the heat transfer promotion member (134) is shared by the first heat exchange part (131) and the second heat exchange part (132).

  According to this, the heat exchange efficiency of the heat exchange between the high-temperature refrigerant and the second heat exchange target fluid and the heat exchange between the low-temperature refrigerant and the second heat exchange target fluid in the composite heat exchanger (13) is improved. Can do.

  Furthermore, since it is set as the structure which shares a heat-transfer acceleration | stimulation member (134) in the 1st heat exchange part (131) and the 2nd heat exchange part (132), the 1st heat exchange part (131) and the 2nd heat exchange part ( 132) On the other hand, the heat transfer area in the case of heat exchange between the refrigerant and the second heat exchange target fluid can be increased. For this reason, the physique of a composite heat exchanger (13) can be reduced in size compared with the composite heat exchanger which has an equivalent heat exchange capability, and vehicle mounting property can be improved further.

  Further, in the invention according to claim 6, in the refrigeration cycle apparatus for vehicle according to claim 5, the first heat exchange section (131) has a plurality of high-pressure tubes (131a) through which high-pressure refrigerant flows, The two heat exchange unit (132) includes a plurality of low-pressure tubes (132a) through which low-pressure refrigerant flows, and at least one of the plurality of high-pressure tubes (131a) is disposed between the plurality of low-pressure tubes (132a). , At least one of the plurality of high-pressure tubes (131a) is disposed between the plurality of low-pressure tubes (132a), and at least one of the plurality of low-pressure tubes (132a) is formed of the plurality of high-pressure tubes (131a). The high pressure tube (131a) and the low pressure tube (132a) are spaced apart from each other, and the high pressure tube (131a) and the low pressure tube ( 32a), a heat exchange target fluid passage (133) through which the second heat exchange target fluid flows is formed, and the heat transfer promoting member (134) is disposed in the heat exchange target fluid passage (133). It is characterized by that.

  According to this, the structure which shares a heat-transfer promotion member (134) with a 1st heat exchange part (131) and a 2nd heat exchange part (132) is concretely and easily realizable.

  Further, in the invention according to claim 7, in the vehicular refrigeration cycle apparatus according to any one of claims 1 to 6, the inflow amount of the high-pressure refrigerant flowing into the first heat exchange section (131) and the second Refrigerant flow rate adjusting means (23a, 24a) for adjusting at least one of the inflow amounts of the low-pressure refrigerant flowing into the heat exchange section (132) is provided.

  According to this, the amount of heat exchange between the high-pressure refrigerant and the second heat exchange target fluid in the first heat exchange section (131) and the second heat exchange section (132) in the refrigerant flow rate adjusting means (23a, 24a). Since at least one of the heat exchange amounts between the low-pressure refrigerant and the second heat exchange target fluid can be adjusted, the temperature of the second heat exchange target fluid is adjusted to a desired temperature in the composite heat exchanger (13). Is possible.

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

1 is an overall configuration diagram of a vehicle air conditioner according to a first embodiment. 1 is an external perspective view of a composite heat exchanger according to a first embodiment. 1 is an exploded perspective view of a composite heat exchanger according to a first embodiment. It is a typical perspective view for demonstrating the flow of the high-pressure refrigerant | coolant and low-pressure refrigerant | coolant in the composite heat exchanger which concerns on 1st Embodiment. It is explanatory drawing for demonstrating the temperature distribution of the ventilation air which flows around an outer fin. It is a whole block diagram of the vehicle air conditioner which concerns on 2nd Embodiment. It is a whole block diagram of the vehicle air conditioner which concerns on 3rd Embodiment.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. In the following embodiments, the same or equivalent parts are denoted by the same reference numerals in the drawings.

(First embodiment)
1st Embodiment of this invention is described based on FIGS. In the present embodiment, the vehicle refrigeration cycle apparatus 10 of the present invention is air-conditioned toward a front seat side space (first temperature adjustment target) in the vehicle interior as an indoor air-conditioning unit that blows out air-conditioned air whose temperature is adjusted in the vehicle interior. The present invention is applied to a vehicle air conditioner 1 including a front seat side air conditioning unit 30 that blows air and a rear seat side air conditioning unit 40 that blows conditioned air toward a rear seat side space (second temperature adjustment target) in the vehicle interior. FIG. 1 is an overall configuration diagram of a vehicle air conditioner 1 according to the present embodiment.

  The vehicle refrigeration cycle apparatus 10 applied to the vehicle air conditioner 1 of the present embodiment is configured by a vapor compression refrigeration cycle (heat pump cycle).

  The vehicle refrigeration cycle apparatus 10 according to the present embodiment functions to cool and heat the air blown to the front seat side space and the rear seat side space in the vehicle interior. That is, the vehicle refrigeration cycle apparatus 10 switches the refrigerant flow path and heats the blown air (front seat side blown air and rear seat side blown air) blown into the front seat side space and the rear seat side space, thereby heating the vehicle interior. The heating operation for heating the vehicle and the cooling operation for cooling the vehicle interior by cooling the blown air can be executed.

  Moreover, in the vehicle refrigeration cycle apparatus 10 of the present embodiment, a dehumidifying heating operation for dehumidifying the blown air and adjusting the temperature can also be performed.

  Furthermore, the vehicle refrigeration cycle apparatus 10 performs single operation (single mode) in which only the front seat side space is air-conditioned by switching the refrigerant flow path, and performs air conditioning in both the front seat side space and the rear seat side space. Dual operation (dual mode) can be executed. In FIG. 1, the refrigerant flow when the cooling operation is executed in the dual operation is indicated by a white arrow, the refrigerant flow when the heating operation is executed by the dual operation is indicated by a black arrow, and the dehumidification heating is executed by the dual operation. The flow of the refrigerant when the operation is performed is indicated by white oblique arrows.

  Further, in the vehicle refrigeration cycle apparatus 10 of the present embodiment, a normal chlorofluorocarbon refrigerant is employed as the refrigerant, and a subcritical refrigeration cycle in which the pressure of the high-pressure refrigerant does not exceed the critical pressure of the refrigerant is configured. This refrigerant is mixed with refrigerating machine oil for circulating through the compressor 11 described later, and a part of the refrigerating machine oil circulates in the cycle together with the refrigerant.

  The compressor 11 is disposed in an engine room (not shown), sucks refrigerant in the vehicle refrigeration cycle apparatus 10, compresses it, and discharges it. A fixed capacity compressor 11a having a fixed discharge capacity is provided. This is an electric compressor driven by the electric motor 11b. Specifically, various compression mechanisms such as a scroll type compression mechanism and a vane type compression mechanism can be adopted as the fixed capacity type compressor 11a.

  The electric motor 11b has its operation (the number of rotations) controlled by a control signal output from a control device (not shown), which will be described later, and may employ either an AC motor or a DC motor. And the refrigerant | coolant discharge capability of the compressor 11 is changed by this rotation speed control. Therefore, in the present embodiment, the electric motor 11b constitutes the discharge capacity changing means of the compressor 11.

  The discharge port side of the compressor 11 is connected to the inlet side of the indoor condenser 12 and the inlet side of the first heat exchanging part 131 of the composite heat exchanger 13 to be described later via a branch part A. That is, the first heat exchange unit 131 of the composite heat exchanger 13 is connected in parallel with the indoor condenser 12 in the cycle. For this reason, the refrigerant discharged from the compressor 11 flows into the first heat exchange unit 131 of the indoor condenser 12 and the composite heat exchanger 13.

  The indoor condenser 12 is disposed in the casing 31 of the front seat side air conditioning unit 30 and exchanges heat between the compressor discharge refrigerant (high pressure refrigerant) and the front seat side blown air flowing through the interior of the casing 31. It is a heat exchanger for heating (radiator, 1st use side heat exchanger) which heats blowing air. In the present embodiment, the front seat side blown air corresponds to the first heat exchange target fluid.

  The composite heat exchanger 13 is disposed in the casing 41 of the rear seat side air conditioning unit 40, and exchanges heat between the refrigerant circulating in the interior and the rear seat side blown air. The composite heat exchanger 13 includes a first heat exchanging unit 131 that exchanges heat between the high-pressure refrigerant of the vehicle refrigeration cycle apparatus 10 and the rear-seat-side air, and a second heat exchange unit that exchanges heat between the low-pressure refrigerant and the rear-seat-side air. A heat exchange part 132 is provided. In the present embodiment, the rear seat side blown air corresponds to the second heat exchange target fluid. The detailed configuration of the composite heat exchanger 13 will be described later.

  The outlet side of the indoor condenser 12 and the outlet side of the composite heat exchanger 13 flowed out from the first heat exchange part 131 of the composite heat exchanger 13 through the junction B during heating operation and dehumidifying heating operation. A heating expansion valve 14 is connected as a first decompression means for decompressing and expanding the refrigerant. And the inlet side of the outdoor heat exchanger 17 mentioned later is connected to the outlet side of the heating expansion valve 14.

  The heating expansion valve 14 is an electric variable throttle configured to include a valve body that can change the throttle opening degree and an electric actuator that includes a stepping motor that changes the throttle opening degree of the valve body. Mechanism. The operation of the heating expansion valve 14 is controlled by a control signal output from a control device described later.

  Further, on the outlet side of the indoor condenser 12 and the outlet side of the composite heat exchanger 13, an expansion for bypassing the refrigerant through the heating expansion valve 14 and leading the refrigerant to the outdoor heat exchanger 17 side via the junction B. A valve bypass path 15 is connected.

  An opening / closing valve 16 that opens and closes the expansion valve bypass passage 15 is disposed in the expansion valve bypass passage 15. The on-off valve 16 is an electromagnetic valve whose opening / closing operation is controlled by a control voltage output from a control device described later.

  Further, the pressure loss that occurs when the refrigerant passes through the on-off valve 16 is extremely small compared to the pressure loss that occurs when the refrigerant passes through the heating expansion valve 14. Therefore, the refrigerant that has flowed out of the indoor condenser 12 and the first heat exchanging part 131 of the composite heat exchanger 13 passes through the expansion valve bypass passage 15 and the outdoor heat exchanger 17 when the on-off valve 16 is open. When the on-off valve 16 is closed, it flows into the inlet side of the outdoor heat exchanger 17 through the heating expansion valve 14.

  Thus, the on-off valve 16 can switch the refrigerant flow path of the vehicle refrigeration cycle apparatus 10. Therefore, the on-off valve 16 of this embodiment functions as a refrigerant flow path switching unit. Instead of the on-off valve 16, a refrigerant flow path connecting the outlet side of the indoor condenser 12, the outlet side of the composite heat exchanger 13 and the inlet side of the heating expansion valve 14, and the outlet side of the indoor condenser 12 Alternatively, an electric three-way valve or the like that switches the refrigerant flow path that connects the outlet side of the composite heat exchanger 13 and the inlet side of the expansion valve bypass passage 15 may be provided.

  The outdoor heat exchanger 17 exchanges heat between the refrigerant circulating inside and the outside air blown from the blower fan 18. The outdoor heat exchanger 17 is disposed in the engine room and functions as an evaporator that evaporates the low-pressure refrigerant and exerts an endothermic effect during heating operation, and functions as a radiator that dissipates the high-pressure refrigerant during cooling operation. Heat exchanger. Note that the outdoor heat exchanger 17 functions as an evaporator or a radiator according to the throttle opening of the heating expansion valve 14 during the dehumidifying heating operation.

  The blower fan 18 is an electric blower in which the rotation speed (the amount of blown air of outside air) is controlled by a control voltage output from a control device described later. The blower fan 18 constitutes an outside air blowing means for blowing outside air toward the outdoor heat exchanger 17.

  An electric three-way valve 19 is connected to the outlet side of the outdoor heat exchanger 17. The operation of the three-way valve 19 is controlled by a control voltage output from a control device described later.

  More specifically, the three-way valve 19 is switched to a refrigerant flow path that connects the outlet side of the outdoor heat exchanger 17 and the inlet side of the expansion valve 20 to be described later during cooling operation and dehumidifying heating operation. It switches to the refrigerant | coolant flow path which connects the heat exchanger 17 exit side and the accumulator 22 mentioned later. The three-way valve 19 functions as a refrigerant flow path switching unit together with the on-off valve 16 described above.

  The cooling expansion valve 20 is a second decompression means for decompressing and expanding the refrigerant that has flowed out of the outdoor heat exchanger 17 during the refrigerant operation and the dehumidifying heating operation, and its basic configuration is the same as that of the above-described heating expansion valve 14. is there.

  The outlet side of the cooling expansion valve 20 is connected to the inlet side of the indoor evaporator 21 and the inlet side of the second heat exchanging part 132 of the composite heat exchanger 13 via the branch part C. In other words, the second heat exchange unit 132 of the composite heat exchanger 13 is connected in parallel with the indoor evaporator 21 in the cycle. For this reason, the low-pressure refrigerant decompressed and expanded by the cooling expansion valve 20 flows into the indoor evaporator 21 and the second heat exchanger 132 of the composite heat exchanger 13.

  The indoor evaporator 21 is disposed in the casing 31 of the front seat side air conditioning unit 30, and exchanges heat between the low-pressure refrigerant that circulates inside the vehicle interior blown air blown from the blower 32, and the vehicle interior blown air. Is a cooling heat exchanger (evaporator, second use side heat exchanger). The indoor evaporator 21 is disposed in the casing 31 on the upstream side of the air flow of the indoor condenser 12.

  The inlet side of the accumulator 22 is connected to the outlet side of the indoor evaporator 21 and the outlet side of the second heat exchanging part 132 of the composite heat exchanger 13 via a junction D. The accumulator 22 is a gas-liquid separator that separates the gas-liquid refrigerant flowing into the accumulator 22 and stores excess refrigerant in the cycle. The suction port side of the compressor 11 is connected to the gas phase refrigerant outlet of the accumulator 22. Therefore, the accumulator 22 functions to prevent the liquid phase refrigerant from being sucked into the compressor 11 and prevent liquid compression in the compressor 11.

  Here, in the refrigerant passage 23 from the branch part A in the refrigeration cycle apparatus 10 for vehicles to the inlet side of the first heat exchange part 131 of the composite heat exchanger 13, the high-pressure refrigerant flowing into the first heat exchange part 131 is stored. A first flow rate adjusting valve 23a for adjusting the inflow amount is disposed. The first flow rate adjusting valve 23 a functions as a refrigerant flow rate adjusting unit that adjusts the inflow amount of the high-pressure refrigerant flowing into the first heat exchange unit 131. The operation of the first flow rate adjusting valve 23a is controlled by a control signal (control voltage) output from a control device described later.

  Further, the first flow rate adjusting valve 23a of the present embodiment has a fully closing function for fully closing the refrigerant passage 23 extending from the branching portion A to the inlet side of the first heat exchanging portion 131 of the composite heat exchanger 13. Yes. Therefore, when the first flow rate adjustment valve 23a opens the refrigerant passage 23, the refrigerant flowing through the branch portion A flows to the first heat exchange unit 131 of the composite heat exchanger 13, and the first flow rate adjustment valve 23a. When the refrigerant passage 23 is closed, the refrigerant flowing through the branch portion A flows around the first heat exchange unit 131.

  Thus, the 1st flow regulating valve 23a can change the refrigerant channel of refrigeration cycle device 10 for vehicles. Accordingly, the first flow rate adjustment valve 23a of the present embodiment functions as a refrigerant flow path switching unit.

  In addition, the low-pressure refrigerant flowing into the second heat exchanging part 132 flows into the refrigerant passage 24 from the branch part C in the vehicular refrigeration cycle apparatus 10 to the inlet side of the second heat exchanging part 132 of the composite heat exchanger 13. A second flow rate adjusting valve 24a for adjusting the amount is arranged.

  The second flow rate adjusting valve 24a functions as a refrigerant flow rate adjusting unit that adjusts the amount of low-pressure refrigerant flowing into the second heat exchange unit 132. The operation of the second flow rate adjusting valve 24a is controlled by a control signal (control voltage) output from a control device described later.

  Further, the second flow rate adjusting valve 24a of the present embodiment has a fully closing function for fully closing the refrigerant passage 24 extending from the branching section C to the inlet side of the second heat exchanging section 132 of the composite heat exchanger 13. Yes. For this reason, when the second flow rate adjustment valve 24a opens the refrigerant passage 24, the refrigerant flowing through the branch portion C flows to the second heat exchange unit 132 of the composite heat exchanger 13, and the second flow rate adjustment valve 24a. When the refrigerant passage 24 is closed, the refrigerant flowing through the branch section C flows around the second heat exchange section 132.

  Thus, the 2nd flow regulating valve 24a can change the refrigerant channel of refrigeration cycle device 10 for vehicles. Accordingly, the second flow rate adjustment valve 24a of the present embodiment functions as a refrigerant flow path switching unit.

  Next, the front seat air conditioning unit 30 and the rear seat air conditioning unit 40 will be described. First, the front seat-side air conditioning unit 30 is disposed inside the instrument panel (instrument panel) at the foremost part of the vehicle interior so as to air-condition the front seat side in the vehicle interior, and in a casing 31 that forms an outer shell thereof. The blower 32, the above-described indoor evaporator 21, the indoor condenser 12, and the like are accommodated.

  The casing 31 forms an air passage for the front-seat side blown air, and has a certain degree of elasticity, and is formed of a resin (for example, polypropylene) that is excellent in strength. An inside / outside air switching device 33 for switching and introducing vehicle interior air (inside air) and outside air is arranged on the most upstream side of the blown air flow in the casing 31.

  The inside / outside air switching device 33 is formed with an inside air introduction port for introducing inside air into the casing 31 and an outside air introduction port for introducing outside air. Furthermore, inside / outside air switching device 33 is provided with an inside / outside air switching door that continuously adjusts the opening area of the inside air introduction port and the outside air introduction port to change the air volume ratio between the inside air volume and the outside air volume. Has been.

  A blower 32 that blows air introduced through the inside / outside air switching device 33 toward the vehicle interior is disposed on the downstream side of the air flow of the inside / outside air switching device 33. The blower 32 is an electric blower that drives a centrifugal multiblade fan (sirocco fan) 32a by an electric motor 32b, and the number of rotations (the amount of blown air) is controlled by a control voltage output from a control device described later.

  On the downstream side of the air flow of the blower 32, an indoor evaporator 21 for cooling the air blown into the vehicle interior is disposed. And the indoor condenser 12 which heats vehicle interior blowing air is arrange | positioned in the air flow downstream of the indoor evaporator 21. As shown in FIG.

  Further, on the downstream side of the air flow of the indoor evaporator 21 and on the upstream side of the air flow of the indoor condenser 12, the ratio of the amount of air passing through the indoor condenser 12 in the blown air after passing through the indoor evaporator 21. An air mix door 34 for adjusting the air pressure is disposed. Further, on the downstream side of the air flow of the indoor condenser 12, there are vehicle interior blown air heated by the high-pressure refrigerant in the indoor condenser 12 and vehicle interior blown air that is not heated by bypassing the indoor condenser 12. A mixing space 35 for mixing is provided.

  Therefore, during the cooling operation, the temperature of the conditioned air mixed in the mixing space 35 is adjusted by adjusting the ratio of the amount of air that the air mix door 34 passes through the indoor condenser 12. That is, the air mix door 34 constitutes a temperature adjusting means for adjusting the temperature of the conditioned air blown into the vehicle interior. The air mix door 34 is driven by a servo motor (not shown) whose operation is controlled by a control signal output from the control device.

  Further, on the most downstream side of the blown air flow of the casing 31, an air outlet (not shown) for blowing the conditioned air whose temperature is adjusted by the air mix door 34 to the front seat side space that is the first temperature adjustment target is arranged. ing. Specifically, the outlet includes a face outlet that blows conditioned air to the upper body of the front seat occupant, a foot outlet that blows conditioned air to the feet of the front occupant, and air A defroster outlet is provided.

  Furthermore, on the upstream side of the blower air flow of the face outlet, the foot outlet, and the defroster outlet, a face door (not shown) that adjusts the opening area of the face outlet, a foot door that adjusts the opening area of the foot outlet ( A defroster door (not shown) for adjusting the opening area of the defroster outlet is disposed.

  These face doors, foot doors, and defroster doors constitute blower outlet mode switching means for switching the blower outlet mode, and are activated by a control signal output from a control device described later via a link mechanism or the like. Is driven by a servo motor (not shown).

  Next, the rear seat air conditioning unit 40 will be described. The rear seat side air conditioning unit 40 is disposed on the rear side of the vehicle interior so as to air-condition the rear seat side of the vehicle interior. The rear seat side air conditioning unit 40 is one in which the above-described composite heat exchanger 13 and the like are accommodated in a casing 41 that forms an outer shell.

  The casing 41 forms an air passage for the rear seat side blown air, and its basic configuration is the same as that of the casing 31 of the front seat side air conditioning unit 30.

  A blower 42 that sucks and blows air in the passenger compartment (inside air) is disposed on the most upstream side of the blown air flow in the casing 41. The blower 42 is an electric blower that drives a centrifugal multiblade fan (sirocco fan) 42a by an electric motor 42b, and the number of rotations (the amount of blown air) is controlled by a control voltage output from a control device described later.

  The composite heat exchanger 13 is disposed on the downstream side of the air flow of the blower 42. And the blower outlet (illustration omitted) which blows off the air-conditioning air temperature-controlled in the composite heat exchanger 13 to the rear seat side space which is the 2nd temperature object is arrange | positioned in the blowing air flow most downstream side of the casing 41. Has been. Specifically, as the air outlet, there are provided a face air outlet that blows air-conditioned air to the upper body of the rear seat occupant and a foot air outlet that blows air conditioned air to the feet of the rear seat occupant.

  A face door (not shown) for adjusting the opening area of the face outlet and a foot door (not shown) for adjusting the opening area of the foot outlet are provided on the upstream side of the blower air flow of the face outlet and the foot outlet. Is arranged. These face doors and foot doors constitute the outlet mode switching means for switching the outlet mode, and the operation thereof is controlled by a control signal output from a control device described later via a link mechanism or the like. It is driven by a servo motor (not shown).

  Here, the detailed structure of the composite heat exchanger 13 of this embodiment is demonstrated based on FIGS. FIG. 2 is an external perspective view of the composite heat exchanger 13 according to this embodiment, and FIG. 3 is an exploded perspective view of the composite heat exchanger 13 according to this embodiment. FIG. 4 is a schematic perspective view for explaining the flow of the high-pressure refrigerant and the low-pressure refrigerant in the composite heat exchanger 13 according to the present embodiment.

  The composite heat exchanger 13 of the present embodiment includes the first heat exchange unit 131 and the second heat exchange unit 131 so that the rear-seat-side air that is the second heat exchange target fluid can exchange heat with both the high-pressure refrigerant and the low-pressure refrigerant. The heat exchange part 132 is integrated.

  Each of the first heat exchange unit 131 and the second heat exchange unit 132 is disposed on both ends of the plurality of tubes 131a and 132a through which the refrigerant flows and the plurality of tubes 131a and 132a, and collects or distributes the refrigerant. It is configured as a so-called tank-and-tube heat exchanger having a pair of collective distribution tanks 131b, 132b and the like.

  More specifically, the first heat exchange unit 131 includes a plurality of high-pressure tubes 131a through which high-pressure refrigerant flows, and a set of high-pressure refrigerants that extend in a direction orthogonal to the longitudinal direction of the high-pressure tubes 131a and flow through the high-pressure tubes 131a. Alternatively, it has a high-pressure header tank section 131b that performs distribution, and heat-exchanges the high-pressure refrigerant flowing through the high-pressure tube 131a and the vehicle interior blown air flowing around the high pressure tube 131a to heat the vehicle interior blown air. It is a heat exchange part.

  On the other hand, the second heat exchanging section 132 has a plurality of low-pressure tubes 132a through which low-pressure refrigerant having a temperature lower than that of the high-pressure refrigerant flows, and low-pressure tubes extending in a direction orthogonal to the longitudinal direction of the low-pressure tubes 132a and flowing in the low-pressure tubes 132a. It has a low-pressure header tank section 132b for collecting or distributing refrigerant, and heat-exchanges the low-pressure refrigerant flowing through the low-pressure tube 132a and the air blown into the vehicle interior flowing around the low-pressure tube 132a to cool the vehicle air blown ( It is a heat exchanging part for cooling to be dehumidified.

  The high-pressure tube 131a and the low-pressure tube 132a are formed of a flat tube whose cross-sectional shape orthogonal to the longitudinal direction is a flat shape, and is formed of a metal (such as an aluminum alloy) having excellent heat conductivity.

  The high pressure tube 131a and the low pressure tube 132a of the present embodiment are arranged in two rows along the flow direction X of the blown air from the blower 32, respectively. And the high-pressure tube 131a and the low-pressure tube 132a of this embodiment are alternately arrange | positioned in the state which the flat surfaces of the outer surface are mutually parallel and spaced apart by predetermined spacing. That is, the high pressure tube 131a is disposed between the low pressure tubes 132a, and conversely, the low pressure tube 132a is disposed between the high pressure tubes 131a.

  The space formed between the high-pressure tube 131a and the low-pressure tube 132a constitutes a blown air passage (heat exchange target fluid passage) 133 through which the blown air in the vehicle compartment flows. That is, a blown air passage 133 through which the vehicle interior blown air flows is formed on the outer periphery of the high-pressure tube 131a and the outer periphery of the low-pressure tube 132a.

  Furthermore, in the blowing air passage 133, heat exchange between the high-pressure refrigerant and the vehicle interior blowing air in the first heat exchange unit 131 and heat exchange between the low-pressure refrigerant and the vehicle interior blowing air in the second heat exchange unit 132 are promoted. Outer fins 134 are arranged as heat transfer promoting means. The outer fins 134 are arranged in a state of being bonded to the outer surface of the opposing high pressure tube 131a and the outer surface of the low pressure tube 132a.

  Note that the composite heat exchanger 13 of the present embodiment includes a heat exchange area between the high-pressure refrigerant and the vehicle interior blown air in the first heat exchange unit 131, and a low pressure refrigerant and the vehicle interior blown air in the second heat exchange unit 132. The heat exchange area is configured to be equal.

  The high pressure tube 131a and the low pressure tube 132a are disposed between the high pressure side header tank portion 131b and the low pressure side header tank portion 132b. Specifically, the high-pressure header tank 131b is disposed on one longitudinal end of the high-pressure tube 131a and the low-pressure tube 132a, and the low-pressure header tank 132b is disposed on the other longitudinal end of the high-pressure tube 131a and low-pressure tube 132a. Has been.

  As shown in FIG. 3, the high-pressure header tank 131b includes a high-pressure connection plate 131c connected to the tubes 131a and 132a arranged in two rows, a high-pressure intermediate plate 131d fixed to the high-pressure connection plate 131c, And a high-pressure side tank forming member 131e.

  By fixing the high-pressure side connection plate 131c to the high-pressure side intermediate plate 131d, a plurality of dent portions having a plurality of spaces for communicating the two rows of low-pressure tubes 132a with each other between the high-pressure side connection plate 131c. 131f is formed.

  Further, a through hole penetrating the front and back is formed in a portion corresponding to the high pressure tube 131a in the high pressure side intermediate plate 131d, and the high pressure tube 131a is fitted into the through hole. In addition, in the edge part by the side of the high pressure side header tank part 131b of the high pressure tube 131a and the low pressure tube 132a, the high pressure tube 131a protrudes to the high pressure side tank formation member 131e side rather than the low pressure tube 132a.

  The high-pressure side tank forming member 131e is fixed to the high-pressure side connection plate 131c and the high-pressure side intermediate plate 131d, thereby forming a collecting space 131g for collecting high-pressure refrigerant therein and a distribution space 131h for distributing high-pressure refrigerant. . Specifically, the high-pressure side tank forming member 131e is formed in a two-sided shape (W shape) when viewed from the longitudinal direction by pressing a flat metal.

  And the collective space 131g and the distribution space 131h are demarcated by joining the double mountain-shaped center part of the high voltage | pressure side tank formation member 131e to the high voltage | pressure side intermediate plate 131d. In the present embodiment, the collective space 131g is disposed on the leeward side in the flow direction X of the blown air, and the distribution space 131h is disposed on the leeward side.

  In addition, a high-pressure side inflow pipe 13a that allows the high-pressure refrigerant to flow into the distribution space 131h is connected to one longitudinal end of the high-pressure side tank forming member 131e, and a high-pressure side outflow pipe 13b that allows the high-pressure refrigerant to flow out from the collective space 131g. Is connected. Further, the other end in the longitudinal direction of the high pressure side tank forming member 131e is closed by a closing member.

  On the other hand, the basic structure of the low-pressure header tank 132b is the same as that of the high-pressure header tank 131b. The low-pressure connection plate 132c connected to the tubes 131a and 132a and the low-pressure fixed to the low-pressure connection plate 132c. It has a side intermediate plate 132d and a low-pressure side tank forming member 132e.

  The low-pressure side intermediate plate 132d is fixed with the low-pressure side connection plate 132c, thereby having a plurality of spaces between the low-pressure side connection plate 132c and the two rows of high-pressure tubes 131a communicating with each other. A recess 132f is formed.

  Further, a through hole penetrating the front and back is formed in a portion corresponding to the low pressure tube 132a in the low pressure side intermediate plate 132d, and the low pressure tube 132a is fitted into the through hole. In addition, in the edge part by the side of the low pressure side header tank part 132b of the high pressure tube 131a and the low pressure tube 132a, the low pressure tube 132a protrudes to the low pressure side tank formation member 132e side rather than the high pressure tube 131a.

  The low-pressure side tank forming member 132e is fixed to the low-pressure side connection plate 132c and the low-pressure side intermediate plate 132d, thereby forming a collecting space 132g for collecting the low-pressure refrigerant therein and a distribution space 132h for distributing the low-pressure refrigerant. . Specifically, the low-pressure side tank forming member 132e is formed in a double mountain shape (W shape) when viewed from the longitudinal direction, similarly to the high-pressure side tank forming member 131e.

  And the collective space 132g and the distribution space 132h are demarcated by joining the double mountain-shaped center part of the low voltage | pressure side tank formation member 132e to the low voltage | pressure side intermediate | middle plate 132d. In the present embodiment, the collective space 132g is disposed on the windward side in the flow direction X of the blown air, and the distribution space 132h is disposed on the leeward side.

  In addition, a low-pressure side inflow pipe 13c that allows low-pressure refrigerant to flow into the distribution space 132h is connected to one end in the longitudinal direction of the low-pressure side tank forming member 132e, and a low-pressure side outflow pipe 13d that flows out the low-pressure refrigerant from the collective space 132g. Is connected. Further, the other end in the longitudinal direction of the low-pressure side tank forming member 132e is closed by a closing member.

  In the composite heat exchanger 13 of the present embodiment configured as described above, as indicated by the solid line arrow in FIG. 4, the high pressure flowing from the distribution space 131h of the high-pressure header tank 131b through the high-pressure inlet pipe 13a. Among the high-pressure tubes 131a arranged in two rows, the refrigerant flows into the high-pressure tubes 131a on the windward side in the direction of the outside air flow.

  Then, the high-pressure refrigerant that has flowed out from each high-pressure tube 131a on the windward side in the outside air flow direction passes through a space formed between the low-pressure side connection plate 132c and the low-pressure side intermediate plate 132d of the low-pressure side header tank portion 132b. It flows into each high-pressure tube 131a on the leeward side in the direction of outside air flow.

  Furthermore, the high-pressure refrigerant that has flowed out from the high-pressure tubes 131a arranged on the leeward side in the direction of the outside air gathers in the collecting space 131g of the high-pressure header tank 131b and flows out from the high-pressure outlet pipe 13b. That is, in the composite heat exchanger 13 of the present embodiment, the high-pressure refrigerant that has flowed from the high-pressure side inflow pipe 13a flows in the order of the high-pressure tubes 131a on the windward side → the low-pressure header tank 132b → the high-pressure tubes 131a on the leeward side. It makes a U-turn and flows out to the high-pressure side outflow pipe 13b.

  Similarly, the low-pressure refrigerant flowing in from the low-pressure side inflow piping 13c is U in the order of the low-pressure tubes 132a on the leeward side → the high-pressure side header tank part 131b → the low-pressure tubes 132a on the leeward side, as indicated by broken line arrows in FIG. It turns and flows out to the low pressure side outflow piping 13d.

  Next, the electric control unit of this embodiment will be described. The control device (not shown) according to the present embodiment includes a known microcomputer including a CPU, a ROM, a RAM, and the like and peripheral circuits thereof, and performs various calculations and processes based on a control program stored in the ROM. And control the operation of various control devices such as the compressor 11 connected to the output side.

  Further, on the input side of the control device, an inside air sensor that detects the temperature inside the vehicle, an outside air sensor that detects the outside air temperature, a solar radiation sensor that detects the amount of solar radiation in the vehicle interior, and an evaporation that detects the temperature of air blown from the indoor evaporator 21. Temperature sensor, a high-pressure side temperature sensor that detects the temperature of the high-pressure refrigerant flowing into the indoor condenser 12, a high-pressure side pressure sensor that detects the pressure of the high-pressure refrigerant, and a low pressure that detects the temperature of the low-pressure refrigerant flowing into the indoor evaporator 21. Sensor groups such as a side temperature sensor and a low pressure side pressure sensor for detecting the pressure of the low pressure refrigerant are connected.

  Furthermore, the control device is connected to an operation panel (not shown) disposed near the instrument panel in front of the vehicle interior, and operation signals of various operation switches provided on the operation panel are input to the input side of the control device. The operation switch provided on the operation panel includes an operation switch for a vehicle air conditioner, a vehicle interior temperature setting switch for setting a target temperature of the front seat side space, an operation mode setting for selecting a cooling operation, a heating operation, and a dehumidifying operation. There are provided an air conditioning space setting switch for selecting a switch, a single mode that only air-conditions the front seat space, and a dual mode that air-conditions both the front seat space and the rear seat space.

  Note that the control device is configured to integrally control and control the control devices such as the electric motor 11b of the compressor 11, and in the present embodiment, each control device is included in the control device. The configuration (hardware and software) for controlling the operation of each functions as control means of each control device.

  For example, the configuration for controlling the operation of the on-off valve 16, the three-way valve 19, and the first and second flow rate adjusting valves 23a and 24a constituting the refrigerant flow switching unit functions as the switching control unit, and constitutes the refrigerant flow rate adjusting unit. The structure which controls the action | operation of the 1st, 2nd flow regulating valve 23a, 24a to function functions as a refrigerant | coolant flow control means.

Next, the operation of the present embodiment configured as described above will be described. In the vehicle air conditioner 1 of the present embodiment, a dehumidifying and heating operation can be executed in addition to the heating operation and the cooling operation. Note that whether to perform the heating operation, the cooling operation, or the dehumidifying heating operation is determined according to the operation signal of the operation mode setting switch of the operation panel. Moreover, in the vehicle air conditioner 1 of this embodiment, either single operation (single mode) or dual operation (dual mode) can be performed according to the operation signal of the air-conditioning space setting switch of the operation panel.
(A) Cooling operation (in the first operation mode)
The cooling operation is started when a cooling operation mode is selected by the operation mode setting switch of the operation panel in a state where the operation switch of the operation panel is turned on (ON).

  During the cooling operation, the control device opens the on-off valve 16 and switches the three-way valve 19 to a refrigerant flow path that connects the outlet side of the outdoor heat exchanger 17 and the inlet side of the cooling expansion valve 20. The refrigerant passage 23 is closed by the flow rate adjusting valve 23a (fully closed). In the single mode, the refrigerant passage 24 is closed (fully closed) by the second flow rate adjustment valve 24a, and in the dual mode, the refrigerant passage 24 is opened (throttle state) by the second flow rate adjustment valve 24a. Thereby, in the vehicle refrigeration cycle apparatus 10, the refrigerant (high-pressure refrigerant) discharged from the compressor 11 flows as indicated by the white arrows in FIG. 1 (dual mode).

  After switching to the refrigerant flow path during the cooling operation, the control device reads the detection signal of the sensor group and the operation signal of the operation panel. Then, a target blowing temperature TAO, which is a target temperature of the air blown into the vehicle interior, is calculated according to the read detection signal and operation signal, and the target blowing temperature TAO, the detection signal of each sensor, and the operation of each switch on the operation panel Based on the signal, the operating state (for example, control signal) of each control device connected to the output side of the control device is determined.

  For example, the control signal output to the electric motor 11b of the compressor 11 is determined as follows. First, based on the target blowing temperature TAO, the target evaporator blowing temperature TEO of the indoor evaporator 21 is determined with reference to a control map stored in advance in the control device. Then, based on the deviation between the target evaporator outlet temperature TEO and the outlet air temperature of the indoor evaporator 21 detected by the evaporator temperature sensor, the outlet air temperature of the indoor evaporator 21 is determined using the feedback control method. A control signal to be output to the electric motor 11b of the compressor 11 is determined so as to approach the blowing temperature TEO.

  The control signal output to the cooling expansion valve 20 is such that the degree of supercooling of the refrigerant flowing into the cooling expansion valve 20 approaches a target supercooling degree determined in advance so that the COP approaches the maximum value. To be determined.

  The control signal output to the servo motor of the air mix door 34 of the front seat air conditioning unit 30 is determined so that the air mix door 34 closes the air passage of the indoor condenser 12.

  Further, regarding the control signal output to the blower 42 of the rear seat side air conditioning unit 40, when the single mode is set by the air-conditioning space setting switch, the blower 42 blows the air volume to zero (stops operation). When the dual mode is set, the air flow rate of the blower 42 is determined to be the target air flow rate corresponding to the target blow temperature TAO. The control signal output to the blower 42 of the rear seat air conditioning unit 40 is the same in other operations (heating operation and dehumidifying heating operation).

  For the control signal output to the second flow rate adjustment valve 24a of the rear seat air conditioning unit 40 in the dual mode, based on the target outlet temperature TAO, refer to a control map stored in the control device in advance. The temperature of the blown air from the composite heat exchanger 13 is determined so as to be a temperature desired by the passenger.

  And the control signal etc. which were determined by the target blowing temperature TAO etc. are output to various control equipment. After that, until the operation stop of the vehicle air conditioner 1 is requested by the operation panel, the above detection signal and operation signal are read at every predetermined control cycle → the target blowing temperature TAO is calculated → the operating state of each control device is A control routine such as determination → control of each control device is repeated. Such a control routine is basically performed in the same manner when another operation mode (heating and dehumidifying heating) is set.

  Thereby, in the vehicle refrigeration cycle apparatus 10, the refrigerant (high-pressure refrigerant) discharged from the compressor 11 flows into the indoor condenser 12 and the first heat exchange unit 131 of the composite heat exchanger 13. At this time, since the air passage of the indoor condenser 12 is closed by the air mix door 34, the high-pressure refrigerant flowing into the indoor condenser 12 does not radiate heat to the front seat side blown air blown from the blower 32. leak.

  The high-pressure refrigerant that has flowed out of the indoor condenser 12 bypasses the heating expansion valve 14, flows into the expansion valve bypass passage 15, and flows into the outdoor heat exchanger 17 through the expansion valve bypass passage 15. The high-pressure refrigerant flowing into the outdoor heat exchanger 17 radiates heat to the outside air blown from the blower fan 18.

  The high-pressure refrigerant that has flowed out of the outdoor heat exchanger 17 flows into the cooling expansion valve 20 via the three-way valve 19 and is decompressed and expanded until it becomes a low-pressure refrigerant. The low-pressure refrigerant depressurized by the cooling expansion valve 20 flows into the indoor evaporator 21 in the single mode, and the second of the indoor evaporator 21 and the composite heat exchanger 13 through the branch portion C in the dual mode. It flows into both heat exchange parts 132. In the single mode, since the refrigerant passage 24 is closed by the second flow rate adjustment valve 24 a, the low-pressure refrigerant decompressed by the cooling expansion valve 20 is the second heat exchange unit 132 of the composite heat exchanger 13. Without flowing into the indoor evaporator 21.

  The low-pressure refrigerant that has flowed into the indoor evaporator 21 absorbs heat from the front-seat-side air blown from the blower 32 and evaporates. Thereby, front seat side blowing air is cooled.

  In the dual mode, the low-pressure refrigerant that has flowed into the second heat exchange unit 132 of the composite heat exchanger 13 absorbs heat from the rear-seat-side air blown from the blower 42 and evaporates. Thereby, the rear seat side blown air is cooled in the dual mode.

  The refrigerant that has flowed out from the indoor evaporator 21 and the refrigerant that has flowed out from the second heat exchanging section 132 of the composite heat exchanger 13 merge at the merge section D and flow into the accumulator 22 where they are separated into gas and liquid. The gas-phase refrigerant separated by the accumulator 22 is sucked into the compressor 11 and compressed again.

  As described above, during the cooling operation, the front seat-side air cooled by the indoor evaporator 21 to a desired temperature is blown out to the front seat-side space, thereby realizing the cooling of the front seat-side space in the vehicle interior. it can. Further, in the dual mode, the rear seat side air that is cooled to a desired temperature by the second heat exchanging unit 132 of the composite heat exchanger 13 is blown out to the rear seat side space. Can be realized.

Here, “high-pressure refrigerant” during cooling operation means refrigerant that exists in the refrigerant flow path from the discharge port side of the compressor 11 to the inlet side of the cooling expansion valve 20, and “low-pressure refrigerant” means cooling expansion. It means the refrigerant existing in the refrigerant flow path from the outlet side of the valve 20 to the inlet side of the compressor 11.
(B) Heating operation (in the second operation mode)
The heating operation is started when the heating operation mode is selected by the operation mode setting switch on the operation panel.

  During the heating operation, the control device closes the on-off valve 16 and switches the three-way valve 19 to a refrigerant flow path connecting the outlet side of the outdoor heat exchanger 17 and the inlet side of the accumulator 22, and further, the second flow rate adjustment valve The refrigerant passage 24 is closed at 24a (fully closed). In the single mode, the refrigerant passage 23 is closed (fully closed) by the first flow rate adjustment valve 23a, and in the dual mode, the refrigerant passage 23 is opened (throttle state) by the first flow rate adjustment valve 23a. Thereby, in the vehicle refrigeration cycle apparatus 10, the refrigerant (high-pressure refrigerant) discharged from the compressor 11 flows as indicated by the black arrows in FIG. 1 (dual mode).

  After switching to the refrigerant flow path during heating operation, the control device determines the operating state (for example, control signal) of each control device connected to the output side, and outputs the determined control signal etc. to various control devices To do.

  For example, the control signal output to the electric motor 11b of the compressor 11 is determined as follows. First, based on the target outlet temperature TAO, the target condenser outlet temperature TCO of the indoor condenser 12 is determined with reference to a control map stored in advance in the control device. Then, based on the deviation between the target condenser outlet temperature TCO and the temperature of the high-pressure refrigerant flowing into the indoor condenser 12 detected by the high-pressure side temperature sensor, the temperature of the outlet air of the indoor evaporator 21 is determined using a feedback control method. A control signal output to the electric motor 11b of the compressor 11 is determined so as to approach the target condenser outlet temperature TCO.

  Further, the control signal output to the heating expansion valve 14 is such that the degree of supercooling of the refrigerant flowing into the heating expansion valve 14 approaches the target subcooling degree determined in advance so as to approach the maximum value of COP. To be determined.

  The control signal output to the servo motor of the air mix door 34 of the front seat air conditioning unit 30 is determined so that the air mix door 34 fully opens the air passage of the indoor condenser 12.

  For the control signal output to the first flow rate adjustment valve 23a of the rear seat air conditioning unit 40 in the dual mode, based on the target outlet temperature TAO, refer to the control map stored in the control device in advance. The temperature of the blown air from the composite heat exchanger 13 is determined so as to be a temperature desired by the passenger.

  Thereby, in the refrigeration cycle apparatus 10 for the vehicle, the refrigerant (high-pressure refrigerant) discharged from the compressor 11 flows into the indoor condenser 12 during the single mode, and the indoor condenser 12 and the It flows into both the first heat exchanging parts 131 of the composite heat exchanger 13. At this time, since the air passage of the indoor condenser 12 is opened at the air mix door 34, the high-pressure refrigerant flowing into the indoor condenser 12 exchanges heat with the front-seat side blown air blown from the blower 32. Dissipate heat. Thereby, front seat side blowing air is heated.

  Further, the high-pressure refrigerant that has flowed into the first heat exchanging part 131 of the composite heat exchanger 13 in the dual mode exchanges heat with the rear-seat-side air blown from the blower 42 to dissipate heat. Thereby, the rear seat side blown air is heated in the dual mode.

  The high-pressure refrigerant that has flowed out of the indoor condenser 12 and the high-pressure refrigerant that has flowed out of the first heat exchanging part 131 of the composite heat exchanger 13 merge at the junction B and flow into the heating expansion valve 14, It is expanded under reduced pressure until it becomes. Then, the low-pressure refrigerant decompressed by the heating expansion valve 14 flows into the outdoor heat exchanger 17. The low-pressure refrigerant that has flowed into the outdoor heat exchanger 17 absorbs heat from the outside air blown from the blower fan 18 and evaporates.

  The low-pressure refrigerant flowing out of the outdoor heat exchanger 17 flows into the accumulator 22 through the three-way valve 19 and is separated into gas and liquid. The gas-phase refrigerant separated by the accumulator 22 is sucked into the compressor 11 and compressed again.

  As described above, during the heating operation, the front seat side air heated by the indoor condenser 12 to a desired temperature is blown out to the front seat side space, so that heating of the front seat side space in the vehicle interior can be realized. it can. Further, in the dual mode, the rear seat-side air heated to a desired temperature in the first heat exchanging portion 131 of the composite heat exchanger 13 is blown out to the rear seat-side space, so that the rear seat-side space in the vehicle interior Heating can be realized.

Here, “high-pressure refrigerant” during heating operation means refrigerant existing in a refrigerant flow path from the discharge port side of the compressor 11 to the inlet side of the expansion valve 14 for heating, and “low-pressure refrigerant” means expansion for heating. It means the refrigerant existing in the refrigerant flow path from the outlet side of the valve 14 to the inlet side of the compressor 11.
(C) Dehumidifying heating operation (in the third operation mode)
The dehumidifying and heating operation is started when the dehumidifying and heating operation mode is selected by the operation mode setting switch on the operation panel. The dehumidifying and heating operation is not limited to the selection of the dehumidifying and heating operation mode by the operation mode setting switch, and the necessity of dehumidification is determined based on the relative humidity in the passenger compartment during the heating operation, and automatically according to the determination result. You may make it start.

  During the dehumidifying heating operation, the control device closes the on-off valve 16 and switches the three-way valve 19 to a refrigerant flow path that connects the outlet side of the outdoor heat exchanger 17 and the inlet side of the cooling expansion valve 20. Further, in the single mode, the refrigerant passages 23 and 24 are closed (fully closed) by the first and second flow rate adjusting valves 23a and 24a. In the dual mode, the first and second flow rate adjusting valves 23a and 24a The refrigerant passages 23 and 24 are opened (throttle state). Thereby, in the vehicle refrigeration cycle apparatus 10, the refrigerant (high-pressure refrigerant) discharged from the compressor 11 flows as indicated by the white oblique arrows in FIG. 1 (dual mode).

  After switching to the refrigerant flow path at the time of dehumidifying heating operation, the control device determines the operating state (for example, control signal) of each control device connected to the output side, and the determined control signal etc. to various control devices Output.

  For example, the control signal output to the servo motor of the air mix door 34 of the front seat air conditioning unit 30 is determined so that the air mix door 34 fully opens the air passage of the indoor condenser 12.

  Moreover, about the control signal output to the 1st, 2nd flow regulating valve 23a, 24a of the rear seat side air conditioning unit 40 at the time of dual mode, based on the target blowing temperature TAO, the control map memorize | stored in the control apparatus previously. Referring to FIG. 4, the temperature of the air blown from the composite heat exchanger 13 is determined to be a temperature desired by the occupant.

Further, the control signals output to the heating expansion valve 14 and the cooling expansion valve 20 are throttled by the heating expansion valve 14 and the cooling expansion valve 20 according to the temperature difference between the vehicle interior set temperature and the outside air temperature. The opening is determined. For example, the control signal output to the heating expansion valve 14 and the cooling expansion valve 20 is a four-stage operation mode such as the following first to fourth dehumidifying heating operations in response to an increase in the target blowing temperature TAO. To be determined.
(C-1) 1st dehumidification heating operation In 1st dehumidification heating operation, the expansion valve 14 for heating is made into a full open state, and the expansion valve 20 for cooling is made into a throttle state. Therefore, although the cycle configuration is exactly the same as the cooling operation described above, since the air mix door 34 fully opens the air passage of the indoor condenser 12, the refrigerant discharged from the compressor 11 flows through the cycle. It circulates as follows.

  That is, the high-pressure refrigerant discharged from the compressor 11 flows into the indoor condenser 12 in the single mode, and in the dual mode, the first heat exchange unit of the indoor condenser 12 and the composite heat exchanger 13 through the branch portion A. It flows into 131. In the single mode, the refrigerant passage 23 is closed by the first flow rate adjusting valve 23 a, so that the high-pressure refrigerant discharged from the compressor 11 flows into the first heat exchange unit 131 of the composite heat exchanger 13. It flows into only the indoor condenser 12 without.

  The high-pressure refrigerant that has flowed into the indoor condenser 12 exchanges heat with the dehumidified front-seat-side air that has been cooled by the indoor evaporator 21 and dissipates heat. Thereby, front seat side blowing air is heated.

  Further, the high-pressure refrigerant that has flowed into the first heat exchanging part 131 of the composite heat exchanger 13 in the dual mode exchanges heat with the rear-seat-side air blown from the blower 42 to dissipate heat. Thereby, the rear seat side blown air is heated in the dual mode.

  The high-pressure refrigerant that has flowed out of the indoor condenser 12 and the high-pressure refrigerant that has flowed out of the first heat exchanging part 131 of the composite heat exchanger 13 flow into the outdoor heat exchanger 17 without being depressurized by the heating expansion valve 14. To do. The refrigerant flowing into the outdoor heat exchanger 17 is decompressed and expanded by the cooling expansion valve 20.

  The low-pressure refrigerant decompressed by the cooling expansion valve 20 flows into the indoor evaporator 21 in the single mode, and in the dual mode, the second heat exchange of the indoor evaporator 21 and the combined heat exchanger 13 via the branch portion C. It flows into both parts 132. In the single mode, since the refrigerant passage 24 is closed by the second flow rate adjustment valve 24 a, the low-pressure refrigerant decompressed by the cooling expansion valve 20 is the second heat exchange unit 132 of the composite heat exchanger 13. Without flowing into the indoor evaporator 21.

  The low-pressure refrigerant that has flowed into the indoor evaporator 21 absorbs heat from the front-seat-side air blown from the blower 32 and evaporates. Thereby, front seat side blowing air is cooled.

  In the dual mode, the low-pressure refrigerant that has flowed into the second heat exchange unit 132 of the composite heat exchanger 13 absorbs heat from the rear-seat-side air blown from the blower 42 and evaporates. Thereby, the rear seat side blown air is cooled in the dual mode.

  As described above, during the first dehumidifying and heating operation, the front-seat-side air that has been cooled and dehumidified by the indoor evaporator 21 of the front-seat-side air conditioning unit 30 is heated by the indoor condenser 12 to be heated in the front seat in the vehicle interior. Can blow out to the side space. Thereby, dehumidification heating of the front seat side space in a vehicle interior is realizable.

  In the dual mode, in the composite heat exchanger 13, the rear seat side air is heated by the heat exchange between the high-pressure refrigerant and the rear seat side air in the first heat exchanging portion 131, and the second heat exchange is performed. The rear seat side blown air is cooled and dehumidified by heat exchange between the low-pressure refrigerant and the rear seat blown air at the section 132.

  Here, FIG. 5 is an explanatory diagram for explaining the temperature distribution of the blown air flowing around the outer fin 134. 5A is a longitudinal sectional view of the tubes 131a and 132a of the composite heat exchanger 13, and FIG. 5B is a temperature distribution diagram showing the temperature distribution of the blown air flowing around the outer fins 134. As shown in FIG. is there.

  As shown in FIG. 5, the air flowing through the blown air passage 133 in the composite heat exchanger 13 is heated by the high-pressure refrigerant flowing through the high-pressure tube 131 a in the vicinity of the outer surface (heat radiation area) of the high-pressure tube 131 a, and the temperature rises. The low pressure tube 132a is cooled and dehumidified by the low pressure refrigerant flowing through the low pressure tube 132a in the vicinity of the outer surface (heat absorption region). In other words, in the composite heat exchanger 13, the air heated by the high-temperature refrigerant and dehumidified by the low-pressure refrigerant flows out.

As described above, when the dehumidifying and heating operation is executed in the dual mode, the rear-seat-side air is heated by the combined heat exchanger 13 of the rear-seat-side air conditioning unit 40 and dehumidified, thereby Can blow out to the side space. Thereby, the dehumidification heating of the rear seat side space in a vehicle interior is realizable.
(C-2) Second Dehumidifying Heating Operation Next, when the target blowing temperature TAO becomes higher than a predetermined first reference temperature during the execution of the first dehumidifying heating operation, the second dehumidifying heating operation is performed. Executed.

  In the second dehumidifying and heating operation, the heating expansion valve 14 is set to the throttle state, and the throttle opening degree of the cooling expansion valve 20 is set to the throttle state that is increased as compared with the first dehumidifying and heating operation. Thereby, the refrigerant discharged from the compressor 11 circulates in the cycle as follows.

  That is, the high-pressure refrigerant discharged from the compressor 11 flows into the indoor condenser 12 during the single mode, as in the first dehumidifying heating operation, and the indoor condenser 12 and the composite type via the branch portion A during the dual mode. It flows into the first heat exchange part 131 of the heat exchanger 13. The high-pressure refrigerant that has flowed into the indoor condenser 12 exchanges heat with the dehumidified front-seat-side air that has been cooled by the indoor evaporator 21 and dissipates heat. Further, the high-pressure refrigerant that has flowed into the first heat exchanging part 131 of the composite heat exchanger 13 in the dual mode exchanges heat with the rear-seat-side air blown from the blower 42 to dissipate heat.

  The high-pressure refrigerant that has flowed out of the indoor condenser 12 and the high-pressure refrigerant that has flowed out of the first heat exchanging portion 131 of the composite heat exchanger 13 are reduced in pressure until they become intermediate pressure refrigerant in the expansion valve 14 for heating. Inflated. The intermediate pressure refrigerant decompressed by the heating expansion valve 14 flows into the outdoor heat exchanger 17 and exchanges heat with the outside air blown from the blower fan 18 to dissipate heat. The subsequent refrigerant flow is the same as in the first dehumidifying heating.

  As described above, in the second dehumidifying and heating operation, similarly to the first dehumidifying and heating operation, the vehicle interior blown air cooled and dehumidified by the indoor evaporator 21 is heated by the indoor condenser 12 and It can be blown out to the front seat side space. Thereby, dehumidification heating of the front seat side space in a vehicle interior is realizable.

  In the dual mode, as in the first dehumidifying and heating operation, the rear-seat-side air is heated and dehumidified by the composite heat exchanger 13 of the rear-seat-side air conditioning unit 40, and the rear-seat side in the vehicle interior Can blow out into space. Thereby, dehumidification heating of the back seat side space of a vehicle interior is realizable.

At this time, in the second dehumidifying and heating operation, since the heating expansion valve 14 is in the throttle state, the temperature of the refrigerant flowing into the outdoor heat exchanger 17 can be lowered as compared with the first dehumidifying and heating operation. Therefore, the temperature difference between the temperature of the refrigerant in the outdoor heat exchanger 17 and the outside air temperature can be reduced, and the amount of heat released from the refrigerant in the outdoor heat exchanger 17 can be reduced. As a result, the amount of heat released from the refrigerant in the indoor heat exchanger 12 and the first heat exchanging part 131 of the composite heat exchanger 13 can be increased, so that the indoor condenser 12 and the composite heat exchange are more effective than in the first dehumidifying and heating mode. The temperature blown out from the vessel 13 can be raised.
(C-3) Third Dehumidifying Heating Operation Next, during the execution of the second dehumidifying heating operation, when the target blowing temperature TAO becomes higher than the predetermined second reference temperature, the third dehumidifying heating operation is performed. Executed.

  In the third dehumidifying and heating operation, the throttle opening of the heating expansion valve 14 is set to a throttled state smaller than that during the second dehumidifying heating, and the throttle opening of the cooling expansion valve 20 is increased as compared to the second dehumidifying and heating operation. Let Thereby, the refrigerant discharged from the compressor 11 circulates in the cycle as follows.

  That is, the high-pressure refrigerant discharged from the compressor 11 flows into the indoor condenser 12 during the single mode, as in the first and second dehumidifying heating operations, and the indoor condenser 12 via the branch portion A during the dual mode. And flows into the first heat exchanging part 131 of the composite heat exchanger 13. The high-pressure refrigerant that has flowed into the indoor condenser 12 exchanges heat with the dehumidified front-seat-side air that has been cooled by the indoor evaporator 21 and dissipates heat. Further, the high-pressure refrigerant that has flowed into the first heat exchanging part 131 of the composite heat exchanger 13 in the dual mode exchanges heat with the rear-seat-side air blown from the blower 42 to dissipate heat.

  The high-pressure refrigerant that has flowed out of the indoor condenser 12 and the high-pressure refrigerant that has flowed out of the first heat exchanging portion 131 of the composite heat exchanger 13 are intermediate pressures lower than the outside temperature at the expansion valve 14 for heating that is in a throttled state. It is expanded under reduced pressure until it becomes a refrigerant. The intermediate pressure refrigerant decompressed by the heating expansion valve 14 flows into the outdoor heat exchanger 17 and exchanges heat with the outside air blown from the blower fan 18 to absorb heat. Further, the refrigerant flowing out of the outdoor heat exchanger 17 is depressurized by the cooling expansion valve 20. Subsequent refrigerant flows are the same as in the first dehumidifying and heating operation.

  As described above, in the third dehumidifying and heating operation, the vehicle interior blown air cooled and dehumidified by the indoor evaporator 21 is heated by the indoor condenser 12 as in the first and second dehumidifying and heating operations. It can be blown out to the front seat side space in the passenger compartment. Thereby, dehumidification heating of the front seat side space in a vehicle interior is realizable.

  In the dual mode, as in the first and second dehumidifying and heating operations, the rear-seat-side air is heated by the combined heat exchanger 13 of the rear-seat-side air conditioning unit 40 and dehumidified, It can be blown out to the rear seat side space. Thereby, dehumidification heating of the back seat side space of a vehicle interior is realizable.

At this time, in the third dehumidifying and heating mode, the outdoor heat exchanger 17 is caused to act as an evaporator by reducing the throttle opening of the heating expansion valve 14, so that The amount of heat released from the refrigerant in the condenser 12 and the first heat exchange unit 131 of the composite heat exchanger 13 can be increased. As a result, the temperature blown out from the indoor condenser 12 and the composite heat exchanger 13 can be increased more than in the second dehumidifying and heating mode.
(C-4) Fourth Dehumidifying Heating Operation Next, when the target blowing temperature TAO becomes higher than a predetermined third reference temperature during the execution of the third dehumidifying heating operation, the fourth dehumidifying heating operation is performed. Executed. In the fourth dehumidifying heating operation, the throttle opening of the heating expansion valve 14 is set to a throttled state smaller than that in the third dehumidifying heating operation, and the cooling expansion valve 20 is fully opened. Thereby, the refrigerant discharged from the compressor 11 circulates in the cycle as follows.

  That is, the high-pressure refrigerant discharged from the compressor 11 flows into the indoor condenser 12 during the single mode, as in the first to third dehumidifying heating operations, and the indoor condenser 12 via the branch portion A during the dual mode. And flows into the first heat exchanging part 131 of the composite heat exchanger 13. The high-pressure refrigerant that has flowed into the indoor condenser 12 exchanges heat with the dehumidified front-seat-side air that has been cooled by the indoor evaporator 21 and dissipates heat. Further, the high-pressure refrigerant that has flowed into the first heat exchanging part 131 of the composite heat exchanger 13 in the dual mode exchanges heat with the rear-seat-side air blown from the blower 42 to dissipate heat.

  The high-pressure refrigerant that has flowed out of the indoor condenser 12 and the high-pressure refrigerant that has flowed out of the first heat exchanging portion 131 of the composite heat exchanger 13 are low-pressure refrigerant that is lower than the outside air temperature in the heating expansion valve 14 that is in a throttled state. It is expanded under reduced pressure until it becomes. The low-pressure refrigerant decompressed by the heating expansion valve 14 flows into the outdoor heat exchanger 17 and exchanges heat with the outside air blown from the blower fan 18 to absorb heat.

  The low-pressure refrigerant that has flowed out of the outdoor heat exchanger 17 flows into the indoor evaporator 21 in the single mode without being depressurized because the cooling expansion valve 20 is fully opened, and the branch section C in the dual mode. And flows into the second evaporator 132 and the second heat exchange part 132 of the composite heat exchanger 13. The subsequent flow is the same as in the first dehumidifying and heating operation.

  As described above, in the fourth dehumidifying and heating operation, similarly to the first to third dehumidifying and heating operations, similarly to the first and second dehumidifying and heating operations, the vehicle interior cooled and dehumidified by the indoor evaporator 21 is used. The blown air can be heated by the indoor condenser 12 and blown out to the front seat side space in the vehicle interior. Thereby, dehumidification heating of the front seat side space in a vehicle interior is realizable.

  In the dual mode, as in the first to third dehumidifying and heating operations, the rear-seat-side air is heated by the combined heat exchanger 13 of the rear-seat-side air conditioning unit 40 and dehumidified, It can be blown out to the rear seat side space. Thereby, dehumidification heating of the back seat side space of a vehicle interior is realizable.

  At this time, in the fourth dehumidifying and heating operation, the outdoor heat exchanger 17 is operated as an evaporator, and the throttle opening of the heating expansion valve 14 is reduced as compared with the third dehumidifying and heating operation, as in the third dehumidifying and heating operation. Therefore, the refrigerant evaporation temperature in the outdoor heat exchanger 17 can be lowered. Therefore, the temperature difference between the temperature of the refrigerant in the outdoor heat exchanger 17 and the outside air temperature is expanded more than in the fourth dehumidifying heating mode, and the refrigerant in the first heat exchange unit 131 of the indoor condenser 12 and the composite heat exchanger 13 is expanded. The amount of heat released can be increased. As a result, the temperature blown out from the indoor condenser 12 and the composite heat exchanger 13 can be increased as compared with the third dehumidifying and heating operation.

  Here, “high-pressure refrigerant” during dehumidifying heating operation means refrigerant existing in the refrigerant flow path from the discharge port side of the compressor 11 to the inlet side of the heating expansion valve 14, and “low-pressure refrigerant” means for cooling It means the refrigerant existing in the refrigerant flow path from the outlet side of the expansion valve 20 to the suction port side of the compressor 11.

  In the vehicle air conditioner 1 of the present embodiment described above, as described above, various cycle configurations are realized by switching the refrigerant flow path of the vehicle refrigeration cycle apparatus 10, and the front seat side space in the vehicle interior and Appropriate cooling, heating and dehumidifying heating of the rear seat side space can be realized.

  In particular, in the rear seat side air conditioning unit 40 of the present embodiment, the rear seat side blown air (the second air temperature target) is blown out to the rear seat side space (second temperature adjustment target) by a single heat exchanger such as the composite heat exchanger 13. 2) The temperature of the heat exchange target fluid) can be adjusted, so that the mountability of the vehicle refrigeration cycle apparatus 10 on a vehicle can be improved.

  In addition, the composite heat exchanger 13 can adjust the temperature of the rear-seat-side air without providing an air mix door or the like, so that it is possible to further improve the mountability to the vehicle. Become.

  In the combined heat exchanger 13 of the present embodiment, the first heat exchange unit 131 is connected in parallel to the indoor condenser 12 in the cycle, and the second heat exchange unit 132 is connected to the indoor evaporator 21. Therefore, it can be realized by a specific and easy configuration such as connecting in parallel.

  Further, in the composite heat exchanger 13 of the present embodiment, the outer fin 134 that is a heat transfer promoting member is blown between the high-pressure tube 131a of the first heat exchange unit 131 and the high-pressure tube 132a of the second heat exchange unit 132. By arranging in the air passage 133, the outer fin 134 is configured to be shared by the heat exchange units 131 and 132.

  For this reason, the heat exchange efficiency of the heat exchange between the high-temperature refrigerant and the rear seat side blowing air and the heat exchange between the low-temperature refrigerant and the rear seat side blowing space in the composite heat exchanger 13 can be improved.

  For example, when heat exchange is performed between the high-pressure refrigerant and the rear-seat-side air in the first heat exchange unit 131 of the composite heat exchanger 13 as in the heating operation, the amount of heat that the high-pressure refrigerant has in the entire area of the outer fin 134 is Since it can be used to dissipate heat, the heat dissipating area can be substantially enlarged.

  Further, when heat exchange is performed between the low-pressure refrigerant and the rear seat side blown air in the second heat exchange unit 132 of the composite heat exchanger 13 as in the cooling operation, the entire area of the outer fin 134 is changed to the rear seat side blown air. Since the amount of heat it has can be utilized to absorb heat into the low-pressure refrigerant, the heat-absorbable area can be substantially expanded.

  As described above, the composite heat exchanger 13 of the present embodiment can substantially expand the heat transfer area during the cooling operation and the heating operation, and therefore, compared with a heat exchanger having an equivalent heat exchange capability. Thus, the size of the composite heat exchanger 13 can be reduced, and the vehicle mountability can be further improved.

  Further, when heat is exchanged between the high-pressure refrigerant and the low-pressure refrigerant and the rear-seat-side air in the heat exchange units 131 and 132 of the composite heat exchanger 13, as in the dehumidifying heating operation, the high-pressure refrigerant flowing through the high-pressure tube 131a. The heat radiation area (effective area) that can be used for heat radiation in the outer fin 134 changes according to the temperature of the low-pressure refrigerant flowing in the low-pressure tube 132a.

  For example, when a high-pressure refrigerant having a relatively low temperature flows through the high-pressure tube 131a as in the first dehumidifying and heating operation, a heat radiation area (effective area) that can be used for heat radiation in the outer fin 134 is reduced. On the other hand, when a high-pressure refrigerant having a relatively high temperature flows through the high-pressure tube 131a as in the fourth dehumidifying heating operation, a heat radiation area (effective area) that can be used for heat radiation in the outer fin 134 is increased.

  Thus, since the heat dissipation area that can be used for heat dissipation in the outer fin 134 changes appropriately according to the temperature of the refrigerant flowing through the tubes 131a and 132a, the space between the high-pressure refrigerant and the rear-seat side blown air is changed. Appropriate heat exchange and appropriate heat exchange between the low-pressure refrigerant and the rear-seat-side air can be realized.

(Second Embodiment)
Next, a second embodiment of the present invention will be described with reference to FIG. FIG. 6 is an overall configuration diagram of the vehicle air conditioner 1 according to the present embodiment. In the following embodiments including this embodiment, the same or equivalent components as those in the first embodiment are denoted by the same reference numerals, and description thereof is omitted or simplified.

  In the present embodiment, the rear seat air conditioning unit 40 in the first embodiment is changed to a battery temperature adjustment unit 60 that adjusts the temperature of the in-vehicle battery 5. The basic configuration of the vehicle refrigeration cycle 10 is the same as that of the first embodiment.

  The battery temperature adjustment unit 60 is disposed on the back side of the rear seat of the vehicle interior, in the trunk room, or the like. The battery temperature adjustment unit 60 is a unit in which a composite heat exchanger 13 similar to that of the first embodiment, an in-vehicle battery 5 and the like are accommodated in a casing 61 that forms an outer shell.

  The casing 61 forms an air passage for blown air (battery blown air) to be blown into the battery placement space (second temperature adjustment target) in which the in-vehicle battery 5 is placed, and the basic configuration thereof is the same as that of the first embodiment. This is the same as the casing 41 of the seat side air conditioning unit 40. In the present embodiment, the battery blown air corresponds to the second heat exchange target fluid.

  A blower 62 that sucks and blows air in the passenger compartment (inside air) is disposed on the most upstream side of the blown air flow in the casing 61. The blower 62 is an electric blower that drives the centrifugal multiblade fan 62a by an electric motor 62b, similarly to the blower 42 of the rear seat air conditioning unit 40 of the first embodiment. The composite heat exchanger 13 is disposed on the downstream side of the air flow of the blower 62. And the vehicle-mounted battery 5 is arrange | positioned in the blast air flow downstream of the composite heat exchanger 13. FIG.

  The in-vehicle battery 5 is a power storage unit that stores electric power to be supplied to various on-vehicle electric devices, and needs to be operated (charged / discharged) in a predetermined temperature range. For example, the in-vehicle battery 5 cannot perform its original function when operated (charge / discharge) when the battery temperature is equal to or lower than a predetermined lower limit temperature, and rapidly when activated when the battery temperature is equal to or higher than the predetermined upper limit temperature. May deteriorate. The in-vehicle battery 5 is provided with a battery temperature sensor (not shown) that detects the battery temperature, and a detection signal of the battery temperature sensor is output to the control device.

Next, the operation of the present embodiment configured as described above will be described. In the vehicle air conditioner 1 of the present embodiment, a battery cooling operation for cooling the vehicle-mounted battery 5 can be executed during the cooling operation by the indoor air conditioning unit 30, and the battery heating operation can be executed during the heating operation. Note that the cooling operation, heating operation, and dehumidifying heating operation in the indoor air conditioning unit 30 are the same as the operations of the first embodiment, and thus the description thereof is omitted.
(A) Battery cooling operation Battery cooling operation is performed when the temperature of the vehicle-mounted battery 5 detected by the battery temperature sensor is higher than a predetermined first reference temperature, for example.

  In the battery cooling operation, the vehicle refrigeration cycle apparatus 10 is switched to the same refrigerant flow path as in the cooling operation described in the first embodiment, and the refrigerant flow path 23 is closed by the first flow rate adjustment valve 23a (fully closed). ) And the refrigerant passage 24 is opened (throttle state) by the second flow rate adjusting valve 24a. Thereby, in the vehicle refrigeration cycle apparatus 10, the refrigerant discharged from the compressor 11 flows as shown by the white arrows in FIG. 6.

  After switching the refrigerant flow path, the control device calculates the battery target temperature of the battery blown air blown to the in-vehicle battery 5 according to the detection signal of the sensor group and the operation signal of the operation panel, and the battery target temperature, Based on the detection signal of each sensor and the operation signal of each switch on the operation panel, the operating state of each control device connected to the output side of the control device is determined.

  For example, with respect to the control signal output to the second flow rate adjustment valve 24a, the inflow amount of the refrigerant flowing into the second heat exchange unit 132 of the composite heat exchanger 13 is the temperature of the blown air from the composite heat exchanger 13 Is determined to approach the battery target temperature. Specifically, the amount of refrigerant flowing into the second heat exchange unit 132 of the composite heat exchanger 13 increases as the deviation between the temperature of the air blown from the composite heat exchanger 13 and the battery target temperature increases. Determined to increase.

  Thereby, in the vehicle refrigeration cycle apparatus 10, the refrigerant (high-pressure refrigerant) discharged from the compressor 11 is changed from the indoor condenser 12 to the expansion valve bypass passage 15 to the outdoor heat exchanger 17 → the cooling expansion valve 20. Flowing. Then, the low-pressure refrigerant decompressed by the cooling expansion valve 20 flows into both the indoor evaporator 21 and the second heat exchange unit 132 of the composite heat exchanger 13.

  The low-pressure refrigerant that has flowed into the second heat exchange unit 132 of the composite heat exchanger 13 absorbs heat from the battery air blown from the blower 62 and evaporates. Thereby, battery blowing air is cooled.

  The refrigerant that has flowed out from the indoor evaporator 21 and the refrigerant that has flowed out from the second heat exchanging section 132 of the composite heat exchanger 13 merge at the merge section D and flow into the accumulator 22 where they are separated into gas and liquid. The gas-phase refrigerant separated by the accumulator 22 is sucked into the compressor 11 and compressed again.

As described above, at the time of battery cooling operation, by blowing out the battery blown air cooled by the second heat exchange unit 132 of the composite heat exchanger 13 into the battery placement space and reducing the temperature around the in-vehicle battery 5, Cooling of the in-vehicle battery 5 can be realized.
(B) Battery heating operation The battery heating operation is executed, for example, when the temperature of the in-vehicle battery 5 detected by the battery temperature sensor is lower than a predetermined second reference temperature (<first reference temperature). .

  In the battery heating operation, the vehicle refrigeration cycle apparatus 10 is switched to the refrigerant flow path similar to that in the heating operation described in the first embodiment, and the refrigerant flow path 23 is opened by the first flow rate adjustment valve 23a (in the throttle state). ) And the refrigerant passage 24 is closed by the second flow rate adjusting valve 24a (fully closed). Thereby, in the vehicle refrigeration cycle apparatus 10, the refrigerant (high-pressure refrigerant) discharged from the compressor 11 flows as shown by the black arrows in FIG.

  And about the control signal output to the 1st flow regulating valve 23a, the inflow amount of the refrigerant | coolant which flows in into the 1st heat exchange part 131 of the composite heat exchanger 13 is the temperature of the blown air from the composite heat exchanger 13 Is determined to approach the battery target temperature. For example, the inflow amount of the refrigerant flowing into the first heat exchange unit 131 of the composite heat exchanger 13 increases as the deviation between the temperature of the air blown from the composite heat exchanger 13 and the battery target temperature increases. To be determined.

  Thereby, in the vehicle refrigeration cycle apparatus 10, the refrigerant discharged from the compressor 11 flows into both the indoor condenser 12 and the first heat exchange unit 131 of the composite heat exchanger 13. The high-pressure refrigerant that has flowed into the first heat exchange unit 131 of the composite heat exchanger 13 dissipates heat to the battery blown air that is blown from the blower 62. Thereby, battery blowing air is heated.

  The refrigerant that has flowed out of the indoor condenser 12 and the first heat exchanging part 131 of the composite heat exchanger 13 flows through the joining part B from the heating expansion valve 14 to the outdoor heat exchanger 17 → the accumulator 22. The gas-phase refrigerant separated by the accumulator 22 is sucked into the compressor 11 and compressed again.

  As described above, at the time of battery heating operation, by blowing out the battery air blown by the first heat exchanging part 131 of the composite heat exchanger 13 into the battery placement space and increasing the temperature around the in-vehicle battery 5, Heating of the in-vehicle battery 5 can be realized.

  According to the vehicle air conditioner 1 of the present embodiment described above, as described above, various cycle configurations are realized by switching the refrigerant flow path of the vehicle refrigeration cycle apparatus 10, and the vehicle interior space (first Appropriate temperature adjustment of the temperature adjustment target) and appropriate temperature adjustment of the in-vehicle battery 5 can be realized.

  In particular, in the battery temperature adjustment unit 60 of the present embodiment, the temperature of the battery blown air (second heat exchange target fluid) blown out to the in-vehicle battery 5 is adjusted by a single heat exchanger such as the composite heat exchanger 13. Therefore, it is possible to improve the mountability of the vehicle refrigeration cycle apparatus 10 on a vehicle.

(Third embodiment)
Next, a third embodiment of the present invention will be described with reference to FIG. FIG. 7 is an overall configuration diagram of the vehicle air conditioner 1 according to the present embodiment.

  In the second embodiment described above, the temperature of the in-vehicle battery 5 is adjusted by adjusting the temperature of the battery blowing air that is blown into the battery placement space by the battery temperature adjusting unit 60.

  In contrast, in the present embodiment, a brine circulation circuit 70 for circulating brine is provided, the temperature of the brine is adjusted by the composite heat exchanger 13, and the temperature of the in-vehicle battery 5 is adjusted using the temperature-adjusted brine. Do. In this embodiment, the vehicle-mounted battery 5 corresponds to the second temperature adjustment target, and the brine corresponds to the second heat exchange target fluid. In addition, ethylene glycol aqueous solution etc. are employable as a brine.

  As the composite heat exchanger 13 of the present embodiment, a brine passage through which brine flows is provided between the high-pressure tube 131a of the first heat exchange section 131 and the low-pressure tube 132a of the second heat exchange section 132. In this case, the brine and the brine that flow in both the high-pressure tube 131a and the low-pressure tube 132a are configured to exchange heat.

  The brine circulation circuit 70 is a heat medium circulation circuit that adjusts the temperature of the in-vehicle battery 5 by circulating the brine through a brine passage formed inside the in-vehicle battery 5. In this brine circulation circuit 70, the brine pump 71, the brine temperature sensor 72 for detecting the temperature of the brine, the electric three-way valve 73, the brine and the outside air blown from the blower fan (not shown) are subjected to heat exchange, A radiator 75 that radiates the heat of the brine to the outside air, a bypass passage 74 that bypasses the radiator 75 and flows the brine, and the like are arranged.

  The brine pump 71 is an electric pump that pumps the brine to the brine passage formed in the in-vehicle battery 5 in the brine circulation circuit 70, and the rotation speed (flow rate) is controlled by a control signal output from the control device. Is done.

  The brine temperature sensor 72 is temperature detection means that is disposed on the outlet side of the brine passage of the in-vehicle battery 5 and detects the temperature of the brine that has flowed out of the in-vehicle battery 5, and outputs a detection signal to the control device. Note that the brine flow downstream side of the brine temperature sensor 72 in the brine circulation circuit 70 is connected to both the inlet side of the brine passage of the composite heat exchanger 13 and the inlet side of the three-way valve 73 via the branch E. ing.

  The three-way valve 73 switches a brine flow path that connects one outlet side of the branch portion E and the inlet side of the radiator 75 and a brine flow path that connects one outlet side of the branch portion E and the bypass passage 74. It functions as a brine flow path switching means.

  That is, in the brine circulation circuit 70 of this embodiment, the brine flow path for circulating the brine in the order of the brine pump 71 → the onboard battery 5 → the brine path of the composite heat exchanger 13 and the radiator 75 → the brine pump 71, and the brine pump The brine flow path for circulating the brine can be switched in the order of 71 → in-vehicle battery 5 → brine passage and bypass passage 74 of the combined heat exchanger 13 → brine pump 71. The operation of the three-way valve 73 of the brine circulation circuit 70 is controlled by a control signal output from the control device.

Next, the operation of the present embodiment configured as described above will be described. In the vehicle air conditioner 1 of the present embodiment, a battery cooling operation for cooling the in-vehicle battery 5 and a battery heating operation can be performed as in the second embodiment.
(A) Battery cooling operation Battery cooling operation is performed when the temperature of the vehicle-mounted battery 5 detected by the battery temperature sensor is higher than a predetermined first reference temperature, for example.

  In the battery cooling operation of the present embodiment, when the battery target temperature of the in-vehicle battery 5 is higher than the outside air temperature, the vehicle refrigeration cycle apparatus 10 is not operated, and the three-way valve 73 of the brine circulation circuit 70 is connected to the outlet side of the branch portion E. And the brine flow path connecting the inlet side of the radiator 75.

  As a result, in the brine circulation circuit 70, as shown by the solid line arrow in FIG. 7, the brine pumped from the brine pump 71 is converted into the brine path and the radiator 75 of the in-vehicle battery 5 → the composite heat exchanger 13 → the brine pump 71. It circulates in the order.

  At this time, the brine cooled by the radiator 75 circulates in the brine passage formed inside the in-vehicle battery 5, and the brine absorbs heat from the in-vehicle battery 5, thereby cooling the in-vehicle battery 5.

  Further, in the battery cooling operation, when the battery target temperature of the in-vehicle battery 5 is equal to or lower than the outside air temperature, the vehicular refrigeration cycle apparatus 10 is switched to the same refrigerant flow path as in the battery cooling operation of the second embodiment, and the brine circulation circuit The three-way valve 73 is switched to a brine flow path that connects the outlet side of the branching section E and the inlet side of the radiator 75.

  As for the control signal output to the second flow rate adjustment valve 24 a, the amount of refrigerant flowing into the second heat exchange unit 132 of the composite heat exchanger 13 is determined according to the detection value of the brine temperature sensor 72. Is done. For example, the amount of refrigerant flowing into the second heat exchange unit 132 of the composite heat exchanger 13 is determined to increase in accordance with an increase in the deviation between the detected value of the brine temperature sensor 72 and the battery target temperature.

  As a result, in the brine circulation circuit 70, as shown by the solid line arrow in FIG. 7, the brine pumped from the brine pump 71 is converted into the brine path and the radiator 75 of the in-vehicle battery 5 → the composite heat exchanger 13 → the brine pump 71. It circulates in the order.

  At this time, the brine cooled in the second heat exchanging part 132 of the composite heat exchanger 13 flows through the brine passage formed inside the in-vehicle battery 5, and the brine absorbs heat from the in-vehicle battery 5. Thus, the in-vehicle battery 5 is cooled.

As described above, during the battery cooling operation, the brine cooled by the radiator 75 or the brine cooled by the first heat exchanging portion 131 of the composite heat exchanger 13 is formed inside the in-vehicle battery 5. The in-vehicle battery 5 can be cooled by flowing into the brine passage.
(B) Battery heating operation The battery heating operation is executed, for example, when the temperature of the in-vehicle battery 5 detected by the battery temperature sensor is lower than a predetermined second reference temperature (<first reference temperature). .

  In the battery heating operation of the present embodiment, the vehicle refrigeration cycle apparatus 10 is switched to the same refrigerant flow path as that in the battery heating operation described in the second embodiment, and the three-way valve 73 of the brine circulation circuit 70 is switched to the branch portion E. Switching to the brine flow path connecting the outlet side and the inlet side of the bypass passage 74 is performed.

  As a result, in the brine circulation circuit 70, the brine pumped from the brine pump 71 is fed into the brine passage and bypass passage 74 of the in-vehicle battery 5 → the composite heat exchanger 13 → the brine pump 71, as indicated by the dashed arrows in FIG. It circulates in the order.

  At this time, the brine heated by the first heat exchanging part 131 of the composite heat exchanger 13 circulates in the brine passage formed inside the in-vehicle battery 5, and the heat of the brine is transmitted to the in-vehicle battery 5. The in-vehicle battery 5 is heated by radiating heat.

  As described above, during the battery heating operation, the brine heated by the first heat exchange unit 131 of the composite heat exchanger 13 is caused to flow into the brine passage formed inside the in-vehicle battery 5, thereby Heating can be realized.

  The vehicle air conditioner 1 of the present embodiment described above can achieve the same effects as the vehicle air conditioner 1 of the second embodiment described above.

(Other embodiments)
As mentioned above, although embodiment of this invention was described, this invention is not limited to this, Unless it deviates from the range described in each claim, it is not limited to the wording of each claim, and those skilled in the art Improvements based on the knowledge that a person skilled in the art normally has can be added as appropriate to the extent that they can be easily replaced. For example, various modifications are possible as follows.

  (1) In each of the above-described embodiments, the refrigerant passage 23 between the branch part A and the first heat exchange part 131 of the composite heat exchanger 13, and the second heat of the branch part C and the composite heat exchanger 13. Although it is set as the structure which provides the 1st, 2nd flow control valve 23a, 24a in the refrigerant | coolant channel | path 24 between the exchange parts 132, it is not limited to this. For example, when the target temperatures of the first temperature adjustment target and the second temperature adjustment target are in the same temperature range, the first and second flow rate adjustment valves 23a and 24a are eliminated, or the first and second flow rate adjustment valves 23a. , 24a may be changed to a simple on-off valve.

  (2) Although the specific configuration of the composite heat exchanger 13 has been described in detail in each of the above-described embodiments, the composite heat exchanger 13 performs second heat exchange with at least the high-pressure refrigerant and the low-pressure refrigerant in the refrigeration cycle. Other heat exchangers may be adopted as long as the target fluid is integrated with the target fluid so that heat exchange is possible.

  (3) As described in the above embodiments, the composite heat exchanger 13 is preferably provided with the outer fins 134 as heat transfer promoting members. However, the present invention is not limited to this, and the composite heat exchanger 13 It is good also as a structure which does not provide the outer fin 134. FIG.

  (4) In the above-described embodiment, the high-pressure tubes 131a and the low-pressure tubes 132a are alternately arranged in the entire area of the composite heat exchanger 13. However, the present invention is not limited to this. The high pressure tube 131a and the low pressure tube 132a may be alternately arranged.

  (5) In the above embodiment, the temperature of the front seat side space (first temperature adjustment target) and the rear seat side space (second temperature adjustment target) in the vehicle interior in the first embodiment is adjusted, In the third embodiment, the example of adjusting the temperature of the vehicle interior space (first temperature adjustment target) and the in-vehicle battery (second temperature adjustment target) 5 has been described. However, the present invention is not limited to this, and temperature adjustment is necessary. Such other spaces and operating devices may be the first and second temperature adjustment targets.

  (6) In the above-described embodiment, an example in which a normal chlorofluorocarbon refrigerant is employed as the refrigerant has been described, but the type of the refrigerant is not limited to this. For example, natural refrigerants such as carbon dioxide, hydrocarbon refrigerants, or the like may be employed.

11 Compressor 12 Indoor condenser (heat radiator, first use side heat exchanger)
DESCRIPTION OF SYMBOLS 13 Composite type heat exchanger 131 1st heat exchange part 131a High pressure tube 132 2nd heat exchange part 132a Low pressure tube 133 Blower air path (path for fluid for heat exchange)
134 Outer fin (heat transfer promoting member)
14 Heating expansion valve (pressure reduction means)
16 On-off valve (refrigerant flow path switching means)
17 Outdoor heat exchanger 19 Three-way valve (refrigerant flow path switching means)
20 Cooling expansion valve (pressure reduction means)
21 Indoor evaporator (evaporator, second use side heat exchanger)
23a First flow rate adjusting valve (refrigerant flow path switching means, refrigerant flow rate adjusting means)
24a Second flow rate adjusting valve (refrigerant flow path switching means, refrigerant flow rate adjusting means)

Claims (7)

A vehicular refrigeration cycle apparatus that adjusts the temperatures of first and second heat exchange target fluids used for temperature adjustment of first and second temperature adjustment targets in a vehicle,
A compressor (11) for compressing and discharging the refrigerant;
A radiator (12) for radiating the refrigerant discharged from the compressor (11);
Decompression means (14, 20) for decompressing the refrigerant flowing out of the radiator (12);
An evaporator (21) for evaporating the refrigerant decompressed by the decompression means (14, 20);
A combined heat exchanger (13) having first and second heat exchange sections (131, 132) into which refrigerant flows;
At least one of the radiator (12) and the evaporator (21) is used to adjust the temperature of the first heat exchange target fluid,
The composite heat exchanger (13) is used to adjust the temperature of the second heat exchange target fluid,
The first heat exchanging part (131) is configured to exchange heat between the high-pressure refrigerant in the cycle and the second heat exchange target fluid,
The second heat exchange unit (132) is configured to exchange heat between the low-pressure refrigerant in the cycle and the second heat exchange target fluid,
Furthermore, the first heat exchange section (131) and the second heat exchange section (132) are integrated so that the second heat exchange target fluid can exchange heat with both the high-pressure refrigerant and the low-pressure refrigerant. A refrigeration cycle device for vehicles characterized by the above. A vehicular refrigeration cycle apparatus that adjusts the temperatures of first and second heat exchange target fluids used for temperature adjustment of first and second temperature adjustment targets in a vehicle,
A compressor (11) for compressing and discharging the refrigerant;
A first usage-side heat exchanger (12) for exchanging heat between the refrigerant and the first heat exchange target fluid;
An outdoor heat exchanger (17) for exchanging heat between the refrigerant and the outside air;
Decompression means (14, 20) for decompressing the refrigerant;
A second usage-side heat exchanger (21) for exchanging heat between the refrigerant and the first heat exchange target fluid;
The refrigerant flow path in the cycle, the refrigerant flow path for allowing the high-pressure refrigerant discharged from the compressor (11) to flow into the first usage-side heat exchanger (12), and the second usage-side heat exchanger (21) Refrigerant flow switching means (16, 19, 23a, 24a) for switching to a refrigerant flow path for allowing the low-pressure refrigerant decompressed by the decompression means (20) to flow into,
A combined heat exchanger (13) having first and second heat exchange sections (131, 132) into which refrigerant flows,
The composite heat exchanger (13) is used to adjust the temperature of the second heat exchange target fluid,
The first heat exchange unit (131) is configured to exchange heat between the high-pressure refrigerant and the second heat exchange target fluid,
The second heat exchange unit (132) is configured to exchange heat between the low-pressure refrigerant and the second heat exchange target fluid,
Further, the first heat exchange section (131) and the second heat exchange section (131) are integrated so that the second heat exchange target fluid can exchange heat with both the high-pressure refrigerant and the low-pressure refrigerant. A refrigeration cycle device for vehicles characterized by the above.   In the composite heat exchanger (13), the first heat exchanging part (131) is connected in parallel to the first use side heat exchanger (12) in a cycle, and the second heat exchanging part ( 132) The refrigeration cycle apparatus for vehicles according to claim 2, characterized in that 132) is connected in parallel to the second use side heat exchanger (21). The refrigerant flow switching means (16, 19, 23a, 24a)
In the first operation mode, the low-pressure refrigerant flows through the second usage-side heat exchanger (21) and the second heat exchange unit (132),
In the second operation mode, the high-pressure refrigerant flows through the first usage-side heat exchanger (12) and the first heat exchange unit (131),
In the third operation mode, the high-pressure refrigerant flows through the first usage-side heat exchanger (12) and the first heat exchange unit (131), and the low-pressure refrigerant is supplied to the second usage-side heat exchanger (21). The refrigeration cycle apparatus for vehicles according to claim 2 or 3, wherein the refrigeration cycle apparatus flows through the second heat exchange section (132). The composite heat exchanger (13) includes a heat transfer promoting member (134) that radiates heat to the second heat exchange target fluid,
The heat transfer promotion member (134) is shared by the first heat exchange part (131) and the second heat exchange part (132), according to any one of claims 1 to 4. The vehicle refrigeration cycle apparatus described. The first heat exchange part (131) has a plurality of high-pressure tubes (131a) through which the high-pressure refrigerant flows.
The second heat exchange part (132) has a plurality of low-pressure tubes (132a) through which the low-pressure refrigerant flows,
At least one of the plurality of high pressure tubes (131a) is disposed between the plurality of low pressure tubes (132a),
At least one of the plurality of high pressure tubes (131a) is disposed between the plurality of low pressure tubes (132a),
At least one of the plurality of low pressure tubes (132a) is disposed between the plurality of high pressure tubes (131a),
The high pressure tube (131a) and the low pressure tube (132a) are spaced apart from each other, and the second heat exchange target fluid flows between the high pressure tube (131a) and the low pressure tube (132a). A target fluid passage (133) is formed;
The vehicle refrigeration cycle apparatus according to claim 5, wherein the heat transfer promoting member (134) is disposed in the heat exchange target fluid passage (133).   Refrigerant flow rate adjusting means (23a) for adjusting at least one of the inflow amount of the high-pressure refrigerant flowing into the first heat exchange unit (131) and the inflow amount of the low-pressure refrigerant flowing into the second heat exchange unit (132). 24a), the vehicle refrigeration cycle apparatus according to any one of claims 1 to 6.

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