WO2018150783A1

WO2018150783A1 - Air conditioning device for vehicles

Info

Publication number: WO2018150783A1
Application number: PCT/JP2018/000923
Authority: WO
Inventors: 寛人矢田; 川野　茂; 浩司太田
Original assignee: 株式会社デンソー
Priority date: 2017-02-14
Filing date: 2018-01-16
Publication date: 2018-08-23
Also published as: JP2018131006A

Abstract

This air conditioning device (1) for vehicles comprises: a seat heating unit (10) installed in a vehicle interior at a position in a seat (30) on which a vehicle occupant sits, and heating an area (WS) to be heated located above the sitting surface (31) of the seat; and a cooling unit (50) installed in the upper portion of the vehicle interior and supplying cool air (CA) to an area (CS) to be cooled located above the area to be heated. In the seat heating unit, a vapor compression type refrigeration cycle (11) and a blower (16) may be contained in a housing (20). The seat heating unit may heat the trunk and legs of the vehicle occupant sitting on the seat. In the cooling unit, a vapor compression type refrigeration cycle (51) and a blower (56) may be contained in a housing (60). The cooling unit may cool the head of the vehicle occupant sitting on the seat. As a result of this configuration, the difference between the temperatures of the head and legs of the vehicle occupant is ensured in a cool head/warm feet state, thereby making it possible to improve the comfort of the vehicle occupant.

Description

Air conditioner for vehicles

Cross-reference of related applications

This application is based on Japanese Patent Application No. 2017-024701 filed on Feb. 14, 2017, the disclosure of which is incorporated herein by reference.

The present disclosure relates to a vehicle air conditioner that can cool a passenger's torso or the like sitting on a seat and cool the periphery of the passenger's head.

Conventionally, some vehicle air conditioners have a bi-level mode as a supply mode of conditioned air. Such a vehicle air conditioner supplies hot air to the legs of an occupant sitting on a seat in the bi-level mode, and at the same time supplies conditioned air at a lower temperature to the occupant's head. ing. By supplying the conditioned air in this manner, the vehicle air conditioner can bring the occupant sitting on the seat into a so-called head cold foot heat state, thereby improving the comfort of the occupant.

For example, the invention described in Patent Document 1 is known as an invention relating to a vehicle air conditioner capable of realizing a so-called head cold foot heat state. The vehicle air conditioner described in Patent Document 1 is arranged in an instrument panel on the front side of the vehicle, and in the bi-level mode, hot air is blown from the foot opening to the occupant's leg and simultaneously from the face opening. Air conditioned air that is cooler than the warm air is blown to the head of the passenger. The vehicle air conditioner distributes the air in the bi-level mode, thereby providing a temperature difference between the occupant's head and legs to generate a cold head heat, thereby improving the comfort of the occupant.

JP-A-11-115464

In the technology of Patent Document 1, since the low-temperature conditioned air is blown out from the face opening formed in the instrument panel on the front side of the passenger compartment, the low-temperature conditioned air is directed to the head of the passenger sitting on the seat. The distance to reach has increased. Moreover, the warm air supplied toward the passenger | crew's leg part from the foot opening part formed in the instrument panel may blow up by the passenger compartment floor surface in the process which goes to a passenger | crew. If it does so, the warm air from a foot opening part may be mixed with the low-temperature air-conditioning wind which blows off from a face opening part by blowing up with a vehicle compartment floor surface.

】 Due to this influence, the temperature of the conditioned air blown out from the face opening rises when reaching the passenger's head. As a result, in the invention described in Patent Document 1, the temperature difference between the head and legs of the occupant sitting on the seat becomes small, and there is a case where improvement in comfort due to head cold foot heat is hindered. .

Further, in the invention described in Patent Document 1, since the head of the occupant sitting on the seat and the face opening of the instrument panel are far apart, the warm air blown up by the passenger compartment floor It is thought that it will be affected more strongly. In this case, the temperature difference between the occupant's head and legs is further reduced, which hinders the realization of head cold foot heat.

The present disclosure has been made in view of this point, and provides a vehicle air conditioner that can secure a temperature difference between the head and legs of the occupant and can further improve the comfort of the occupant in a state of cold head heat. For the purpose.

According to one aspect of the present disclosure, a vehicle air conditioner is disposed on a seat on which an occupant sits in a vehicle interior, and a seat heating unit that heats a heating target range located above a seat surface portion of the seat, and an upper portion of the vehicle interior And a cooling unit that supplies cooling air to the cooling target range located above the heating target range.

Thus, the vehicle air conditioner can cool the cooling target range located above the heating target range by the cooling unit while heating the heating target range above the seat surface portion of the seat by the seat heating unit. Since the heating target range is defined above the seat surface portion of the seat, it includes the trunk portion of the occupant sitting on the seat. Since the cooling target range is defined above the heating target range, it includes the head of the passenger sitting on the seat. Therefore, the vehicle air conditioner can cool the occupant's head with the seat heating unit while cooling the occupant's head with the cooling unit, and can provide a so-called cold head heat state. it can.

Moreover, in the said vehicle air conditioner, since the cooling unit is arrange | positioned in the upper part of a compartment, and it is located in the position close | similar to the air_conditioning | cooling object range, it is the temperature of cold air before it reaches the air_conditioning target range from an air conditioning unit. Can be prevented from rising. Thereby, according to the said vehicle air conditioner, the temperature difference of a passenger | crew's head and trunk can be ensured, and a passenger | crew's comfort can be improved more.

It is the schematic of the vehicle air conditioner which concerns on 1st Embodiment. It is a top view which shows the internal structure of the seat heating unit which concerns on 1st Embodiment. FIG. 3 is a cross-sectional view showing a III-III cross section in FIG. 2. It is an external appearance perspective view which shows the seat frame of the sheet | seat in 1st Embodiment. It is a top view which shows the internal structure of the air_conditioning | cooling unit which concerns on 1st Embodiment. It is a block diagram which shows the control system of the vehicle air conditioner which concerns on 1st Embodiment. It is the schematic which shows the operation | movement aspect of the vehicle air conditioner which concerns on 1st Embodiment. It is the schematic of the vehicle air conditioner which concerns on 2nd Embodiment. It is the schematic which shows the operation | movement aspect of the vehicle air conditioner which concerns on 2nd Embodiment.

Hereinafter, a plurality of modes for carrying out the present disclosure will be described with reference to the drawings. In each embodiment, parts corresponding to the matters described in the preceding embodiment may be denoted by the same reference numerals, and redundant description may be omitted. When only a part of the configuration is described in each mode, the other modes described above can be applied to the other parts of the configuration. Not only combinations of parts that clearly show that combinations are possible in each embodiment, but also combinations of the embodiments even if they are not explicitly stated unless there is a problem with the combination. Is also possible.

(First embodiment)
As shown in FIG. 1, the vehicle air conditioner 1 according to the first embodiment is disposed to make the vehicle interior of the vehicle a comfortable air conditioning environment, and is disposed below the seat 30 disposed in the vehicle interior. The seat heating unit 10 and the cooling unit 50 disposed on the ceiling surface C of the passenger compartment, which is constituted by the ceiling of the passenger compartment, are configured.

In the first embodiment, the seat heating unit 10 is disposed in a small space between the seat surface portion 31 of the seat 30 and the passenger compartment floor surface F, and with respect to the heating target range WS located above the seat surface portion 31. By supplying warm air WA adjusted to an appropriate temperature, the passenger sitting on the seat 30 is warmed. The heating target range WS is a range in which the trunk (that is, the trunk) and legs of the occupant sitting on the seat 30 are arranged.

The seat heating unit 10 is configured by housing a vapor compression refrigeration cycle 11 and a blower 16 in a housing 20. Therefore, the seat heating unit 10 can adjust the temperature of the air blown by the operation of the blower 16 by the refrigeration cycle 11 and supply the air as the hot air WA to the heating target range WS via the seat frame 40 and the like described later.

Here, the seat 30 has a seat surface portion 31, a backrest portion 32, and a headrest portion 33, and is arranged so as to be slidable in the vehicle front-rear direction with respect to the vehicle compartment floor surface F of the vehicle. . The seat surface portion 31 is a portion on which an occupant is seated, and has a porous cushion portion on the upper surface thereof. The backrest portion 32 is disposed on the rear end side of the seat surface portion 31 and supports the trunk of the occupant sitting on the seat surface portion 31 from behind. The headrest portion 33 is disposed on the upper portion of the backrest portion 32 and supports the head of an occupant sitting on the seat surface portion 31 from behind.

The seat heating unit 10 is fixed to the lower surface of the seat portion 31 and is slidably disposed with the seat 30. The seat heating unit 10 is supplied with electric power from the in-vehicle battery, and the power line from the in-vehicle battery is configured by a coil wiring having a margin so as to allow sliding.

The cooling unit 50 that constitutes the vehicle air conditioner 1 is attached to the ceiling surface C of the passenger compartment, and is adjusted to an appropriate temperature for the cooling target range CS located above the heating target range WS. The supplied cool air CA is supplied to cool the occupant's head.

The cooling unit 50 is configured by housing a vapor compression refrigeration cycle 51 and a blower 56 inside the housing 60 in the same manner as the seat heating unit 10. Therefore, the cooling unit 50 can adjust the temperature of the air blown by the operation of the blower 56 by the refrigeration cycle 51 and supply the air to the cooling target range CS as the cold air CA.

As shown in FIG. 1, the cooling unit 50 is disposed on the ceiling surface C of the passenger compartment at a position shifted a predetermined distance rearward from the headrest upper region R corresponding to the position directly above the headrest portion 33. Accordingly, the cooling unit 50 can supply the cold air CA from slightly behind rather than from just above the head of the passenger sitting on the seat 30.

Next, a specific configuration of the seat heating unit 10 according to the first embodiment will be described in detail with reference to FIGS. 2 and 3. As described above, the seat heating unit 10 according to the first embodiment includes the refrigeration cycle 11 and the blower in the housing 20 configured as a box that can be disposed between the seat surface portion 31 and the passenger compartment floor surface F. 16 is housed.

As shown in FIGS. 2 and 3, the refrigeration cycle 11 constitutes a vapor compression refrigeration cycle, and is blown air that is blown to the vicinity of the seat 30 (for example, the heating target range WS) that is an air conditioning target space. Fulfills the function of heating. The refrigeration cycle 11 includes a compressor 12, a condenser 13, an expansion valve 14, and an evaporator 15.

The refrigeration cycle 11 employs an HFC refrigerant (specifically, R134a) as the refrigerant, and constitutes a vapor compression subcritical refrigeration cycle in which the high-pressure side refrigerant pressure does not exceed the critical pressure of the refrigerant. ing. Of course, an HFO refrigerant (for example, R1234yf), a natural refrigerant (for example, R744), or the like may be employed as the refrigerant. Furthermore, the refrigerating machine oil for lubricating the compressor 12 is mixed in the refrigerant, and a part of the refrigerating machine oil circulates in the cycle together with the refrigerant.

As shown in FIG. 2, in the seat heating unit 10, the blower 16 is disposed in the central portion inside the housing 20. The blower 16 is an electric blower that drives a centrifugal multiblade fan with an electric motor. The blower 16 is arranged so that the rotation axis of the centrifugal multiblade fan coincides with the vertical direction of the housing 20. Therefore, the blower 16 sucks air along the vertical direction of the housing 20 and blows the sucked air in a direction perpendicular to the axis and in the centrifugal direction. The number of rotations of the centrifugal multiblade fan in the blower 16 (i.e., the amount of blown air) is controlled by a control voltage output from the air conditioning controller 70 described later.

The compressor 12 sucks, compresses and discharges the refrigerant in the refrigeration cycle 11. The compressor 12 is disposed in the housing 20 of the seat heating unit 10. The compressor 12 is configured as an electric compressor that drives a fixed displacement type compression mechanism with a fixed discharge capacity by an electric motor. As this compression mechanism, various compression mechanisms such as a scroll-type compression mechanism and a vane-type compression mechanism can be employed.

The operation (that is, the rotation speed) of the electric motor constituting the compressor 12 is controlled by a control signal output from the air conditioning control device 70 described later. As this electric motor, either an AC motor or a DC motor may be adopted. And the refrigerant | coolant discharge capability of a compression mechanism is changed because the air-conditioning control apparatus 70 controls the rotation speed of an electric motor.

The refrigerant inlet side of the condenser 13 is connected to the discharge port of the compressor 12. As shown in FIG. 2, the condenser 13 is configured by connecting a plurality of heat exchangers with refrigerant pipes. The plurality of heat exchangers constituting the condenser 13 are arranged inside the casing 20 so as to surround the blower 16 over a range of about 180 degrees. Therefore, the condenser 13 heats the blown air to warm air WA by exchanging heat between the high-temperature and high-pressure discharged refrigerant discharged from the compressor 12 and the blown air blown by the blower 16. Can do. That is, the condenser 13 operates as a heat exchanger for heating and functions as a condenser in the present disclosure.

An expansion valve 14 is arranged on the refrigerant outlet side of the condenser 13. The expansion valve 14 is configured to be able to change the throttle opening of the refrigerant flow path, and depressurizes the refrigerant that has flowed out of the condenser 13. The expansion valve 14 functions as a pressure reducing unit of the seat heating unit in the present disclosure.

In addition, although the expansion valve 14 is used as a decompression part which concerns on 1st Embodiment, it is not limited to this aspect. If the refrigerant flowing out of the condenser 13 can be depressurized, various configurations can be adopted as the depressurization unit. For example, a fixed throttle or a capillary tube may be employed as the decompression unit of the present disclosure, or an expansion valve capable of controlling the throttle opening degree by a control signal of the air conditioning control device 70 may be used.

The refrigerant inlet side of the evaporator 15 is connected to the outlet side of the expansion valve 14. As shown in FIG. 2, the evaporator 15 is configured by connecting a plurality of heat exchangers with refrigerant pipes. The plurality of heat exchangers constituting the evaporator 15 are arranged inside the housing 20 so as to surround the blower 16 over a range of about 180 degrees. That is, the blower 16 is surrounded by the condenser 13 and the evaporator 15.

The evaporator 15 can exchange heat between the refrigerant flowing out of the expansion valve 14 and the blown air blown by the blower 16, and can absorb heat from the blown air. That is, the evaporator 15 functions as an evaporator of the seat heating unit in the present disclosure.

And the housing | casing 20 is formed in the box shape of the size which can be arrange | positioned in the space between the seat surface part 31 of the sheet | seat 30, and the compartment floor surface F, The inlet port 21 and several 1st ventilation port 22 and A plurality of second vent holes 23 are provided on the upper surface.

As shown in FIGS. 2 and 3, the air inlet 21 is formed in the central portion of the upper surface of the housing 20. The intake port 21 is opened so as to include a portion directly above the rotating shaft of the centrifugal multiblade fan in the blower 16, and communicates the inside of the housing 20 with the outside. Therefore, the blower 16 can suck the air in the passenger compartment into the inside of the housing 20 through the intake port 21 in accordance with the operation thereof.

The first vent 22 is opened at two corners corresponding to the condenser 13 among the corners on the upper surface of the housing 20, and communicates the inside of the housing 20 with the outside. A part of the air blown by the blower 16 is heated by heat exchange in the condenser 13 and then blown out from the first vent 22 as hot air WA.

On the other hand, the second vent 23 is opened at two corners on the evaporator 15 side among the corners on the upper surface of the housing 20, and communicates the inside of the housing 20 with the outside. Another part of the air blown by the blower 16 is cooled by heat exchange in the evaporator 15 and then blown out from the second vent 23.

Therefore, as shown in FIG. 7, the seat heating unit 10 according to the first embodiment supplies the warm air WA adjusted by the refrigeration cycle 11 to the heating target range WS via the seat frame 40 described later. The trunk and legs of the occupant sitting on the seat 30 can be warmed.

Subsequently, the configuration of the seat 30 disposed in the vehicle interior of the vehicle will be described in detail with reference to the drawings. The seat 30 is disposed for a passenger to sit in the vehicle, and includes a seat surface portion 31, a backrest portion 32, a headrest portion 33, and a seat frame 40. The seat 30 is configured by fixing the relative positions of the seat surface portion 31, the backrest portion 32, and the headrest portion 33 with the seat frame 40.

The seat surface portion 31 is a portion on which an occupant is seated, and has a cushion portion made of a porous material such as urethane on the upper surface thereof. And the backrest part 32 is arrange | positioned at the rear-end side of the seat surface part 31, and supports the trunk | drum of the passenger | crew who sat on the seat surface part 31 from back. A porous cushion portion is disposed on the front surface of the backrest portion 32. The cushion portion absorbs an impact when an occupant sits on the seat 30 and ensures air permeability between the seat back portion 32 and the inside.

The headrest portion 33 is disposed on the upper portion of the backrest portion 32 and supports the head of the occupant sitting on the seat surface portion 31 from behind. A porous cushion portion is also arranged on the front surface of the headrest portion 33 to absorb an impact when the head of the occupant comes into contact.

The heating target range WS described above corresponds to a range in which the trunk and legs of an occupant sitting on the seat 30 are located, and is a range above the seat surface portion 31 and in front of the backrest portion 32. Defined. The cooling target range CS is located above the heating target range WS, in front of the headrest portion 33, and corresponds to a range in which the head of an occupant sitting on the seat 30 is located.

The seat frame 40 constituting the seat 30 is configured by combining metal pipes, and functions as an aggregate portion of the seat 30 and also functions as a flow path of the warm air WA by the seat heating unit 10.

As shown in FIGS. 1 and 4, the seat frame 40 includes a first seat frame 41 and a second seat frame 44. The first seat frame 41 and the second seat frame 44 are connected by a reinforcing member (not shown) and maintain their relative positional relationship.

The first seat frame 41 is disposed inside the seat surface portion 31 below the cushion portion of the seat surface portion 31, and has a connection portion 42 and a plurality of vent holes 43. The connection portion 42 is formed at the end of the first seat frame 41 and is disposed so as to protrude from the lower surface of the seat surface portion 31. The plurality of vent holes 43 are disposed at a plurality of locations on the upper surface of the first seat frame 41 and communicate with the interior of the hollow first seat frame 41.

Therefore, when a part of the warm air WA from the seat heating unit 10 according to the first embodiment is blown out from the first vent 22 of the housing 20, the inside of the first seat frame 41 is connected via the connection portion 42. Flow into. Thereafter, the warm air WA flows out from the plurality of ventilation holes 43 in the first seat frame 41 and is blown out to the heating target range WS through the cushion portion of the seat surface portion 31.

And the 2nd seat frame 44 is arrange | positioned inside the backrest part 32 behind the cushion part of the backrest part 32, and has the air-conditioning air supply port 45 and the several air-conditioning air outlet 46. FIG. . The conditioned air supply port 45 is disposed at the lower end of the second seat frame 44 and protrudes from the lower end of the backrest 32. The air-conditioning air outlet 46 is disposed at a plurality of locations on the front side of the second seat frame 44 and communicates with the inside of the hollow second seat frame 44.

Therefore, a part of the warm air WA from the seat heating unit 10 according to the first embodiment flows into the second seat frame 44 from the conditioned air supply port 45 when blown out from the first vent 22. Thereafter, the warm air WA flows out from the plurality of conditioned air outlets 46 in the second seat frame 44 and is blown out to the heating target range WS through the cushion portion of the backrest portion 32.

Next, the cooling unit 50 constituting the vehicle air conditioner 1 according to the first embodiment will be described in detail with reference to FIG. FIG. 5 shows a plan view when the cooling unit 50 is viewed from the passenger compartment with the cooling unit 50 attached to the passenger compartment ceiling C.

As described above, the cooling unit 50 is attached to the vehicle interior ceiling C, and as shown in FIG. Specifically, the center position of the cooling unit 50 in the housing 60 is located behind the center position of the headrest upper region R by a predetermined distance.

As shown in FIG. 5, like the seat heating unit 10, the cooling unit 50 accommodates a vapor compression refrigeration cycle 51 and a blower 56 in a housing 20 formed in a box shape. . The refrigeration cycle 51 in the cooling unit 50 includes a compressor 52, a radiator 53, an expansion valve 54, and a heat absorber 55, and the vicinity of the seat 30 (for example, an object to be cooled) that is an air conditioning target space. It fulfills the function of cooling the air blown into the range CS).

The refrigeration cycle 51 also employs an HFC-based refrigerant (specifically, R134a) as a refrigerant, and constitutes a vapor compression subcritical refrigeration cycle in which the high-pressure side refrigerant pressure does not exceed the critical pressure of the refrigerant. ing. Of course, an HFO refrigerant (for example, R1234yf), a natural refrigerant (for example, R744), or the like may be employed as the refrigerant. Furthermore, the refrigerant is mixed with refrigerating machine oil for lubricating the compressor 52, and a part of the refrigerating machine oil circulates in the cycle together with the refrigerant.

As shown in FIG. 5, in the cooling unit 50, similarly to the seat heating unit 10, the blower 56 is disposed in the central portion inside the housing 20. The blower 56 is an electric blower that drives a centrifugal multiblade fan with an electric motor. Therefore, the blower 56 sucks air along the vertical direction of the housing 60 and blows the sucked air in a direction perpendicular to the axis and in the centrifugal direction. The amount of air blown by the blower 56 is controlled by a control voltage output from an air conditioning control device 70 described later.

The compressor 52 sucks, compresses and discharges the refrigerant in the refrigeration cycle 51, and is disposed in the casing 60 of the cooling unit 50. Similarly to the compressor 12 of the refrigeration cycle 11, the compressor 52 is configured as an electric compressor that drives a fixed capacity type compression mechanism with an electric motor. The operation (that is, the rotation speed) of the electric motor constituting the compressor 52 is controlled by a control signal output from an air conditioning control device 70 described later. And the refrigerant | coolant discharge capability of a compression mechanism is changed because the air-conditioning control apparatus 70 controls the rotation speed of an electric motor.

The refrigerant inlet side of the radiator 53 is connected to the discharge port of the compressor 52. As shown in FIG. 5, the radiator 53 is configured by connecting a plurality of heat exchangers with refrigerant pipes. The plurality of heat exchangers constituting the radiator 53 are arranged inside the housing 60 so as to surround the blower 56 over a range of about 180 degrees. Accordingly, the radiator 53 can radiate heat to the blown air by exchanging heat between the high-temperature and high-pressure discharged refrigerant discharged from the compressor 52 and the blown air blown by the blower 56. That is, the heat radiator 53 functions as a heat radiator in the present disclosure.

An expansion valve 54 is disposed on the refrigerant outlet side of the radiator 53. The expansion valve 54 is configured to be able to change the throttle opening of the refrigerant flow path, and depressurizes the refrigerant flowing out of the radiator 53. The expansion valve 54 functions as a pressure reducing unit of the cooling unit in the present disclosure.

In addition, although the expansion valve 54 is used as a pressure reduction part which concerns on a cooling unit, it is not limited to this aspect. As long as the refrigerant flowing out of the radiator 53 can be depressurized, various configurations can be adopted as the depressurization unit. For example, a fixed throttle or a capillary tube may be employed as the pressure reducing unit of the cooling unit according to the present disclosure. According to this configuration, since the total weight of the cooling unit 50 can be suppressed, it is effective in adopting a configuration that attaches to the passenger compartment ceiling surface C.

The refrigerant inlet side of the heat absorber 55 is connected to the outlet side of the expansion valve 54. As shown in FIG. 5, the heat absorber 55 is configured by connecting a plurality of heat exchangers with refrigerant pipes. The plurality of heat exchangers constituting the heat absorber 55 are arranged inside the housing 60 so as to surround the periphery of the blower 56 over a range of about 180 degrees. That is, the blower 56 is surrounded by the radiator 53 and the heat absorber 55.

And the said heat absorber 55 can absorb the heat from the blowing air ventilated by the air blower 56 by evaporating the refrigerant | coolant which flowed out from the expansion valve 54, can cool the said blowing air, and produces | generates cold wind CA. Can do. That is, the heat absorber 55 operates as a heat exchanger for cooling, and functions as a heat absorber of the cooling unit in the present disclosure.

The casing 60 of the cooling unit 50 is formed in a box shape like the casing 20 in the seat heating unit 10, and includes an air inlet 61, a plurality of first vent holes 62, and a plurality of second vent holes 63. And have. Since the housing 60 is attached to the vehicle interior ceiling C, the air inlet 61, the first air vent 62, and the second air vent 63 are formed on the lower surface of the housing 60 (that is, the surface facing the vehicle interior side). ing.

As shown in FIG. 5, the air inlet 61 is open at the central portion of the lower surface of the housing 60 so as to include a portion directly above the rotating shaft of the blower 56. Therefore, the blower 56 can suck the air in the passenger compartment into the housing 60 through the intake port 61.

The first vent 62 is opened at two corners corresponding to the radiator 53 side among the corners on the lower surface of the housing 60, and communicates the inside of the housing 60 with the outside. A part of the air blown by the blower 56 is blown out from the first vent 62 after passing through the radiator 53.

On the other hand, the second vent 63 is opened at two corners corresponding to the heat absorber 55 in the corners on the lower surface of the housing 60, and communicates the inside of the housing 60 with the outside. The other part of the air blown by the blower 56 is cooled by heat exchange in the heat absorber 55 and then blown out from the second vent 63 as cold air CA.

And in the cooling unit 50, the cold wind blowing part 64 is arrange | positioned with respect to each 2nd vent hole 63. As shown in FIG. The cold air blowing part 64 is formed in a substantially hollow shape, and has a plurality of wind direction adjusting plates rotatably inside. The direction of the wind direction adjusting plate in each cold air blowing section 64 is adjusted so that the cold air CA blown from the second vent 63 reaches the cooling target range CS. That is, the cold air blowing unit 64 has a function of guiding the cold air CA blown from the second vent 63 to the cooling target range CS.

By configuring in this way, the cooling unit 50 according to the first embodiment can supply the cooling air CA adjusted by the refrigeration cycle 51 to the cooling target range CS as shown in FIG. The head of an occupant sitting at 30 can be cooled.

Subsequently, a control system for controlling the operation of the vehicle air conditioner 1 according to the first embodiment will be described with reference to FIG. The vehicle air conditioner 1 includes an air conditioning control device 70 for controlling the operation of the components of the vehicle air conditioner 1 (that is, the seat heating unit 10 and the cooling unit 50).

The air conditioning control device 70 includes a known microcomputer including a CPU, a ROM, a RAM, and the like and peripheral circuits thereof. The air conditioning control device 70 performs various calculations and processes based on the control program stored in the ROM, and the compressor 12 and the blower 16 of the seat heating unit 10 and the compressor 52 and the blower 56 of the cooling unit 50. Control the operation of air conditioning control equipment.

As shown in FIG. 6, the compressor 12 and the blower 16 of the seat heating unit 10 are connected to the output side of the air conditioning control device 70. Therefore, the air conditioning control device 70 can adjust the refrigerant discharge performance (for example, refrigerant pressure) by the compressor 12 and the ventilation performance (for example, the amount of air flow) by the blower 16 according to the situation with respect to the seat heating unit 10. it can. That is, the air conditioning control device 70 can adjust the temperature of the hot air WA generated by the seat heating unit 10 and the like.

The compressor 52 and the blower 56 of the cooling unit 50 are connected to the output side of the air conditioning control device 70. Therefore, the air conditioning control device 70 can adjust the refrigerant discharge performance (for example, refrigerant pressure) by the compressor 52 and the ventilation performance (for example, the amount of air flow) by the blower 56 in the cooling unit 50 according to the situation. That is, the temperature of the cold air CA generated by the cooling unit 50 can be adjusted.

Next, the operation mode of the vehicle air conditioner 1 according to the first embodiment will be described in detail with reference to FIG. In the case shown in FIG. 7, the air conditioning control device 70 performs work control of the cooling unit 50 simultaneously with operation control of the seat heating unit 10.

First, in the seat heating unit 10, the air conditioning control device 70 starts the operation of the compressor 12 and the blower 16 constituting the refrigeration cycle 11. When the operation of the blower 16 is started, the air in the passenger compartment is sucked into the housing 20 from the air inlet 21. The air sucked into the housing 20 is blown to the condenser 13 and the evaporator 15 arranged around the blower 16.

On the other hand, when the operation of the compressor 12 starts, the compressor 12 compresses the suction refrigerant and discharges it as a high-temperature and high-pressure gas refrigerant. A condenser 13 is connected to the discharge port of the compressor 12. The condenser 13 exchanges heat with the air blown by the blower 16 to cool and condense the gas refrigerant discharged from the compressor 12. In other words, the condenser 13 radiates and heats the heat of the gas refrigerant to the blown air to generate the warm air WA.

The condensed refrigerant flows into the expansion valve 14 from the outlet of the condenser 13. The expansion valve 14 decompresses and expands the liquid refrigerant into a gas-liquid two-phase state. The evaporator 15 evaporates the refrigerant that has passed through the expansion valve 14 to exchange heat with the blown air that passes through the evaporator 15. The refrigerant flowing out of the evaporator 15 is sucked into the compressor 12.

Thus, in the seat heating unit 10 according to the first embodiment, the hot air WA is generated by heat exchange between the condenser 13 of the refrigeration cycle 11 and the blown air. The hot air WA generated by the condenser 13 is blown out from the first vent 22 and supplied to the first seat frame 41 and the second seat frame 44.

As shown in FIG. 7, the warm air WA blown into the first seat frame 41 is blown upward through a plurality of vent holes 43 formed on the upper surface of the first seat frame 41. Above the first seat frame 41, a cushion portion of the seat surface portion 31 is disposed. Since the cushion portion of the seat surface portion 31 is made of a porous material such as urethane, the warm air WA is supplied to the heating target range WS located above the cushion portion of the seat surface portion 31. That is, the seat heating unit 10 according to the first embodiment can warm the legs of the occupant sitting on the seat 30 with the warm air WA.

Then, the warm air WA blown into the second seat frame 44 is blown forward through a plurality of air-conditioning air outlets 46 formed on the front surface of the second seat frame 44. A cushion portion of the backrest portion 32 is disposed in front of the second seat frame 44. Since the cushion part of the backrest part 32 is comprised with porous materials, such as urethane, the warm air WA is supplied to the heating object range WS located in front of it through the cushion part of the backrest part 32. Thereby, the said seat heating unit 10 can warm the trunk | drum of the passenger | crew who sat on the seat 30 with the warm air WA which blows off from back.

On the other hand, for the cooling unit 50, the air conditioning control device 70 starts the operation of the compressor 52 and the blower 56 constituting the refrigeration cycle 51. When the operation of the blower 56 is started, the air in the passenger compartment is sucked into the housing 60 from the air inlet 61. The air sucked into the housing 60 is blown to the radiator 53 and the heat absorber 55 arranged around the blower 56.

When the operation of the compressor 52 in the refrigeration cycle 51 starts, the compressor 52 compresses the suction refrigerant and discharges it as a high-temperature and high-pressure gas refrigerant. A radiator 53 is connected to the discharge port of the compressor 52. The radiator 53 cools and condenses the gas refrigerant discharged from the compressor 52 by radiating the heat of the refrigerant to the air blown by the blower 56.

The condensed refrigerant flows into the expansion valve 54 from the outlet of the radiator 53. The expansion valve 54 decompresses and expands the liquid refrigerant into a gas-liquid two-phase state. The heat absorber 55 absorbs heat from the blown air passing through the heat absorber 55 by evaporating the refrigerant that has passed through the expansion valve 54. That is, the cooling unit 50 absorbs heat from the blown air by the heat absorber 55, thereby cooling the blown air and generating the cold air CA. The refrigerant that has flowed out of the heat absorber 55 is sucked into the compressor 52.

Thus, in the cooling unit 50 according to the first embodiment, the cold air CA is generated by heat exchange between the heat absorber 55 of the refrigeration cycle 51 and the blown air. The cold air CA generated by the heat absorber 55 is blown out toward the cooling target range CS via the second vent 63 and the cold air blowing part 64. Thereby, the cooling unit 50 can cool the head of the passenger sitting on the seat 30 with the cold air CA blown out from behind.

Here, as shown in FIG. 1 and the like, the cooling unit 50 is disposed on the ceiling surface C of the passenger compartment at a position shifted backward by a predetermined distance from the headrest upper region R. Thus, the cool air CA is blown out from the cooling unit 50 attached to the passenger compartment ceiling surface C toward the cooling target range CS located diagonally below the front of the cooling unit 50.

By supplying the cold air CA in this manner, the cooling unit 50 can supply the cold air CA in a concentrated manner to the neck and the back of the head that can efficiently increase the cooling sensation of the occupant. That is, according to the cooling unit 50, the head of the passenger sitting on the seat 30 can be efficiently cooled.

As shown in FIG. 7, the vehicle air conditioner 1 supplies warm air WA by the seat heating unit 10 to warm the trunk and legs of the occupant sitting on the seat 30, and at the same time, by the cooling unit 50. By supplying the cold air CA, the occupant's head and its surroundings can be cooled. That is, the vehicle air conditioner 1 uses the warm air WA generated by the seat heating unit 10 and the cool air CA generated by the cooling unit 50 to bring the occupant sitting on the seat 30 into a state called head cold foot heat. It is possible to improve passenger comfort.

Further, as shown in FIG. 7, since the cooling unit 50 is attached to the passenger compartment ceiling surface C, which is the upper part of the passenger compartment, the cooling target range CS where the head of the passenger sitting on the seat 30 is located. Is generally shorter than the face opening through which cold air is blown out in the bi-level mode or the like.

That is, according to the vehicle air conditioner 1, the influence of the warm air WA on the cool air CA supplied from the cooling unit 50 to the cooling target range CS can be suppressed, and the cool air CA is cooled at a lower temperature in the cooling target range CS. Can be supplied to. As a result, the vehicle air conditioner 1 can ensure a temperature difference between the trunk and legs of the occupant that is warmed by the warm air WA and the occupant's head that is cooled by the cold air CA. The sex can be further improved.

Here, in the case of a low temperature environment such as winter, it is important to warm the occupant in order to improve the occupant's comfort. However, if the occupant's whole body is placed in an excessively warm environment, the occupant's head may become too warm, and the occupant's brain function may deteriorate. And, when the occupant is driving the vehicle, it is assumed that if the brain function is reduced due to overheating of the head, concentration may be reduced or the avoidance action for danger will be slow. The

In this respect, according to the vehicle air conditioner 1, the cold air CA can be supplied around the head of the occupant while maintaining the low temperature state blown out from the cold air blowing section 64. The portion below the occupant's torso can be warmed by the warm air WA from the seat heating unit 10 while suppressing the excessive warming. That is, the vehicle air conditioner 1 can increase the comfort of the passengers in winter, and at the same time, can suppress the deterioration of the brain functions of the passengers and ensure safety.

As described above, the vehicle air conditioner 1 according to the first embodiment is positioned above the heating target range WS and the seat heating unit 10 that heats the heating target range WS located on the seat surface portion 31 of the seat 30. A cooling unit 50 that supplies the cooling air CA to the cooling target range CS.

Therefore, as shown in FIG. 7, the vehicle air conditioner 1 is configured to warm the heating target range WS above the seat surface portion 31 of the seat 30 by the seat heating unit 10, and to raise the heating target range WS above the heating target range WS by the cooling unit 50. The cooling target range CS located at can be cooled. Since the heating target range WS is defined above the seat surface portion 31 of the seat 30, it includes the trunk of the occupant sitting on the seat 30. Since the cooling target range CS is defined above the heating target range WS, it includes the head of an occupant sitting on the seat.

That is, the vehicle air conditioner 1 can cool the occupant's head with the cooling unit 50 while warming the occupant's trunk sitting on the seat 30 with the cooling unit 50. Can be provided.

And in the said vehicle air conditioner 1, the air_conditioning | cooling unit 50 is arrange | positioned at the upper part part of the vehicle interior, and is located in the position close | similar to the air_conditioning | cooling object range CS. Therefore, the vehicle air conditioner 1 can suppress the temperature of the cold air CA from rising before reaching the cooling target range CS from the cooling unit 50. Thereby, according to the said vehicle air conditioner 1, the temperature difference of a passenger | crew's head and trunk can fully be ensured, and a passenger | crew's comfort can be improved more.

Further, since the cooling unit 50 is attached to the passenger compartment ceiling surface C in the upper part of the passenger compartment, it can be sufficiently close to the target cooling area CS. Therefore, according to the vehicle air conditioner 1, it is possible to reliably suppress the temperature rise of the cold air CA before reaching the cooling target range CS from the cooling unit 50, and to ensure the comfort of the passenger due to the head cold foot heat. Can be improved.

Further, as shown in FIGS. 1 and 7, the cooling unit 50 is attached to a position shifted rearward from the headrest upper region R corresponding to a position directly above the headrest portion 33 of the seat 30 on the ceiling C of the passenger compartment. Yes. As a result, the cold air CA from the cooling unit 50 is supplied obliquely from above to the cooling target range CS.

That is, according to the cooling unit 50, when the cool air CA is supplied to the head of an occupant located within the cooling target range CS, a portion that is more chilly than the top of the head (for example, the back of the head or the neck) Etc.) can be supplied with the cold air CA, and the area around the head of the passenger can be effectively cooled. As a result, the vehicle air conditioner 1 can sufficiently ensure a temperature difference between the head and the trunk of the occupant, and can efficiently improve the comfort of the occupant due to the cold head heat.

Further, in the vehicle air conditioner 1 according to the first embodiment, the cooling unit 50 is configured by housing a vapor compression refrigeration cycle 51 and a blower 56 inside the housing 60 as shown in FIG. Has been. The refrigeration cycle 51 in the cooling unit 50 includes a compressor 52, a radiator 53, an expansion valve 54, and a heat absorber 55.

Therefore, the cooling unit 50 can cool the blown air blown by the operation of the blower 56 by heat exchange in the heat absorber 55 of the refrigeration cycle 51 to reliably generate the cold air CA. And the said cooling unit 50 can cool the passenger | crew's head periphery sitting on the sheet | seat 30 by supplying this cooling wind CA to the cooling object range CS, and the said passenger | crew's head, trunk, etc. A sufficient temperature difference can be secured.

In the vehicle air conditioner 1 according to the first embodiment, the seat heating unit 10 includes a vapor compression refrigeration cycle 11 and a blower 16 inside the housing 20 as shown in FIGS. 2 and 3. Contained and configured. The refrigeration cycle 11 in the seat heating unit 10 includes a compressor 12, a condenser 13, an expansion valve 14, and an evaporator 15.

Therefore, the seat heating unit 10 can reliably generate the hot air WA by heating the blown air blown by the operation of the blower 56 by heat exchange in the condenser 13 of the refrigeration cycle 11. The seat heating unit 10 can warm the trunk and legs around the occupant sitting on the seat 30 by supplying the warm air WA to the heating target range WS, and the occupant's head and trunk etc. A sufficient temperature difference can be secured.

(Second Embodiment)
Next, a second embodiment different from the first embodiment described above will be described with reference to the drawings. The vehicle air conditioner 1 according to the second embodiment is similar to the first embodiment in that the seat heating unit 10 that heats the heating target range WS located on the seat portion 31 of the seat 30 and the heating target range WS above. And a cooling unit 50 for supplying the cooling air CA to the cooling target range CS located at the same position.

In the vehicle air conditioner 1 according to the second embodiment, the configuration of the seat heating unit 10 is different from that of the first embodiment, and other basic configurations are the same as those of the first embodiment. Accordingly, in the following description, the same reference numerals as those in the first embodiment indicate the same configuration, and the preceding description is referred to.

First, a schematic configuration of the vehicle air conditioner 1 according to the second embodiment will be described with reference to FIGS. As described above, the vehicle air conditioner 1 includes the seat heating unit 10 and the cooling unit 50 as in the first embodiment.

As in the first embodiment, the cooling unit 50 according to the second embodiment is mounted on the ceiling surface C of the passenger compartment at a position shifted backward from the headrest upper region R by a predetermined distance, and is a vapor compression refrigeration cycle. 51 and the blower 56 are accommodated in the housing 60. The refrigeration cycle 51 includes a compressor 52, a radiator 53, an expansion valve 54, and a heat absorber 55.

The cooling unit 50 can generate the cold air CA by heat exchange between the heat absorber 55 of the refrigeration cycle 51 and the blown air by controlling the operation of the compressor 52 and the blower 56 by the air conditioning control device 70. . And the said cooling unit 50 can supply the produced | generated cold wind CA to the cooling object range CS via the cold wind blowing part 64 grade | etc., And can cool the head of the passenger | crew who seated on the seat | 30.

On the other hand, the seat heating unit 10 according to the second embodiment includes a lower seat heater 25 and an upper seat heater 26 as shown in FIGS. The lower seat heater 25 is disposed on the upper surface side of the seat surface portion 31 in the seat 30. The lower sheet heater 25 is configured in a thin plate shape with a material having high thermal conductivity, and generates heat when receiving power supply. That is, the lower seat heater 25 is configured to supply the heat H from the seat surface portion 31 side to the heating target range WS, and warms the legs of the occupant sitting on the seat 30.

The lower seat heater 25 has a cushioning material so as to cover the upper part. The cushioning material is disposed between the upper surface of the seat surface portion 31 and the lower seat heater 25, and ensures a flexible feel when an occupant sitting on the seat 30 contacts the seat surface portion 31.

The upper seat heater 26 is disposed on the front side of the backrest portion 32 of the seat 30. Similar to the lower seat heater 25, the upper seat heater 26 is configured in a thin plate shape with a material having high thermal conductivity, and generates heat when supplied with electric power. That is, the upper seat heater 26 is configured to supply the heat H from the backrest 32 side to the heating target range WS, and warms the trunk of the occupant sitting on the seat 30.

And the said upper sheet | seat heater 26 has a buffer material so that the front side may be covered. The cushioning material is disposed between the front surface of the backrest portion 32 and the upper seat heater 26, and ensures a flexible feel when an occupant sitting on the seat 30 contacts the backrest portion 32.

Thus, according to the seat heating unit 10 according to the second embodiment, the trunk and legs of the occupant sitting on the seat 30 can be warmed by the heat H from the lower seat heater 25 and the upper seat heater 26. .

In addition, although illustration is abbreviate | omitted, in 2nd Embodiment, it replaces with the compressor 12 and the air blower 16 of the seat heating unit 10 in 1st Embodiment on the output side of the air-conditioning control apparatus 70, and is in 2nd Embodiment. A lower seat heater 25 and an upper seat heater 26 constituting the seat heating unit 10 are connected.

Therefore, in the vehicle air conditioner 1 according to the second embodiment, the air conditioning controller 70 can control the operation of the lower seat heater 25 and the upper seat heater 26. In other words, in the second embodiment, the air conditioning control device 70 controls whether the lower seat heater 25 and the upper seat heater 26 are operated, the amount of heat H supplied from the lower seat heater 25 and the upper seat heater 26, and the like. can do.

Subsequently, an operation mode of the vehicle air conditioner 1 according to the second embodiment will be described in detail with reference to FIG. In the case shown in FIG. 9, the air conditioning control device 70 performs work control of the cooling unit 50 simultaneously with the operation control of the seat heating unit 10.

First, in the seat heating unit 10, the air conditioning control device 70 starts supplying power to the lower seat heater 25 and the upper seat heater 26. Thereby, the lower seat heater 25 and the upper seat heater 26 generate the heat H, respectively.

The lower seat heater 25 supplies the heat H from the seat surface 31 side of the seat 30 to the heating target range WS and warms the legs of the occupants sitting on the seat 30. The upper seat heater 26 supplies the heat H to the heating target range WS from the backrest 32 side of the seat 30 to warm the trunk of the occupant sitting on the seat 30.

For the cooling unit 50, the air conditioning control device 70 starts the operation of the compressor 52 and the blower 56 constituting the refrigeration cycle 51, as in the first embodiment. Thereby, in the cooling unit 50, the cold wind CA is produced | generated by the heat exchange between the heat absorber 55 of the refrigerating cycle 51, and blowing air similarly to 1st Embodiment. The cold air CA generated by the heat absorber 55 is blown out toward the cooling target range CS via the second vent 63 and the cold air blowing part 64. That is, the cooling unit 50 according to the second embodiment can cool the head of the occupant sitting on the seat 30 with the cold air CA blown from behind, as in the first embodiment.

Here, as shown in FIG. 8, the cooling unit 50 according to the second embodiment is also arranged on the ceiling C of the passenger compartment at a position shifted backward by a predetermined distance from the headrest upper region R. Thus, the cool air CA is blown out from the cooling unit 50 attached to the passenger compartment ceiling surface C toward the cooling target range CS located diagonally below the front of the cooling unit 50. By supplying the cold air CA in this way, the cooling unit 50 can supply the cold air CA in a concentrated manner to the neck and the back of the head that can efficiently increase the cooling sensation of the occupant. That is, according to the cooling unit 50, the head of the passenger sitting on the seat 30 can be efficiently cooled.

As shown in FIG. 9, the vehicle air conditioner 1 according to the second embodiment warms a portion below the torso of the occupant sitting on the seat 30 by supplying the heat H by the seat heating unit 10. By supplying the cold air CA by the cooling unit 50, the occupant's head periphery can be placed in a low temperature environment. That is, the vehicle air conditioner 1 uses the warm heat H generated by the seat heating unit 10 and the cold air CA generated by the cooling unit 50 to bring the occupant sitting on the seat 30 into a so-called head cold foot heat. It is possible to improve passenger comfort.

Further, as shown in FIG. 9, since the cooling unit 50 is attached to the passenger compartment ceiling surface C, which is the upper part of the passenger compartment, up to the target cooling area CS where the head of the passenger sitting on the seat 30 is located. Is generally shorter than the face opening through which cold air is blown out in the bi-level mode or the like.

That is, according to the vehicle air conditioner 1 according to the second embodiment, the influence of the warm air WA on the cool air CA supplied from the cooling unit 50 to the cooling target range CS can be reduced, and the cool air can be cooled at a lower temperature. CA can be supplied to the cooling target range CS. As a result, the vehicle air conditioner 1 can ensure the temperature difference between the trunk and legs of the occupant heated by the warm air WA and the occupant's head cooled by the cold air CA. Comfort can be further improved.

In this regard, according to the vehicle air conditioner 1, since the cold air CA can be supplied around the head of the occupant while maintaining the state of being blown out from the cold air outlet 64, the occupant's head is warmed. It is possible to warm the lower part of the trunk of the occupant by the warm air WA from the seat heating unit 10 while suppressing the excess. That is, the vehicle air conditioner 1 can increase the comfort of the passengers in winter, and at the same time, can suppress the deterioration of the brain functions of the passengers and ensure safety.

As described above, the vehicle air conditioner 1 according to the second embodiment is positioned above the heating target range WS and the seat heating unit 10 that heats the heating target range WS located on the seat surface portion 31 of the seat 30. A cooling unit 50 that supplies the cooling air CA to the cooling target range CS.

Accordingly, as shown in FIG. 9, the vehicle air conditioner 1 is configured to warm the heating target range WS above the seat surface portion 31 of the seat 30 by the seat heating unit 10, while the heating unit 50 is above the heating target range WS. The cooling target range CS located at can be cooled. That is, the vehicle air conditioner 1 can cool the occupant's head with the cooling unit 50 while warming the occupant's trunk sitting on the seat 30 with the cooling unit 50. Can be provided.

And in the vehicle air conditioner 1 which concerns on 2nd Embodiment, the air_conditioning | cooling unit 50 is arrange | positioned at the upper part of a vehicle interior, and is located in the position near the air_conditioning | cooling object range CS. Therefore, the vehicle air conditioner 1 can suppress the temperature of the cold air CA from rising before reaching the cooling target range CS from the cooling unit 50. Thereby, according to the said vehicle air conditioner 1, the temperature difference of a passenger | crew's head and trunk can fully be ensured, and a passenger | crew's comfort can be improved more.

Also in the second embodiment, the cooling unit 50 is attached to the passenger compartment ceiling surface C at the upper part of the passenger compartment. Therefore, according to the vehicle air conditioner 1, it is possible to reliably suppress the temperature rise of the cold air CA before reaching the cooling target range CS from the cooling unit 50, and to ensure the comfort of the passenger due to the head cold foot heat. Can be improved.

Further, the cooling unit 50 according to the second embodiment is disposed at a position shifted rearward from the headrest upper region R on the passenger compartment ceiling surface C. Therefore, according to the cooling unit 50, when the cool air CA is supplied to the head of an occupant located within the cooling target range CS, a portion that is more chilly than the top of the head (for example, the back of the head or the neck) Etc.) can be supplied with the cold air CA, and the area around the head of the passenger can be effectively cooled. As a result, the vehicle air conditioner 1 can sufficiently ensure a temperature difference between the head and the trunk of the occupant, and can efficiently improve the comfort of the occupant due to the cold head heat.

Moreover, in the vehicle air conditioner 1 according to the second embodiment, the cooling unit 50 accommodates the vapor compression refrigeration cycle 51 and the blower 56 in the housing 60 as in the first embodiment. It is configured. The refrigeration cycle 51 in the cooling unit 50 includes a compressor 52, a radiator 53, an expansion valve 54, and a heat absorber 55.

In the vehicle air conditioner 1 according to the second embodiment, the seat heating unit 10 is configured with a simple configuration having a lower seat heater 25 and an upper seat heater 26, as shown in FIGS. . The lower seat heater 25 is disposed on the seat surface portion 31 of the seat 30, and the upper seat heater 26 is disposed on the backrest portion 32 of the seat 30. And the lower seat heater 25 and the upper seat heater 26 generate the heat H by receiving electric power supply, respectively.

Therefore, the seat heating unit 10 can generate the heat H by supplying power to the lower seat heater 25 and the upper seat heater 26. The seat heating unit 10 according to the second embodiment can reliably warm the periphery of the trunk and legs of the occupant sitting on the seat 30 by supplying the heat H to the heating target range WS. A sufficient temperature difference between the body and the trunk can be secured.

(Other embodiments)
As mentioned above, although this indication was explained based on an embodiment, this indication is not limited to the embodiment mentioned above at all. That is, various improvements and modifications can be made without departing from the spirit of the present disclosure. For example, you may combine each embodiment mentioned above suitably. The above-described embodiment can be variously modified as follows, for example.

(1) In the above-described embodiment, the cooling unit 50 generates the cool air CA by cooling the blown air using the vapor compression refrigeration cycle, but is not limited to this mode. The cooling unit in this indication should just be able to generate cold wind, and the cooling method of blowing air can be changed suitably.

For example, the cooling unit 50 may employ a mode in which the blast air is cooled using a Peltier element to generate the cold air CA. Here, the Peltier element is a plate-like semiconductor element configured by connecting two kinds of metals or a metal and a semiconductor. The Peltier element is configured to cause a Peltier effect when a direct current is passed through a joint between two kinds of metals. The Peltier effect is the effect of heat transfer from one metal to the other when a direct current is passed through the junction of two types of metal, causing heat absorption on one side and at the same time generating heat on the other side. It is.

Therefore, when a direct current is passed through the junction of the Peltier elements, the air blown by the blower 56 may be cooled by utilizing the heat absorption generated on the one surface side. In this case, in a state in which a heat transfer member having a plurality of fins formed in a plate shape with a metal (specifically, aluminum, copper, etc.) having excellent heat transfer property is in contact with the heat absorption surface side of the Peltier element. It may be attached. It is because the heat absorption efficiency by the Peltier element can be improved by using this heat transfer member.

(2) In the first embodiment described above, the seat heating unit 10 warms the blown air using the vapor compression refrigeration cycle 11 to generate the warm air WA, but is limited to this mode. It is not something. The seat heating unit in the present disclosure only needs to be able to warm the heating target range. For example, the method for warming the blown air and generating the warm air WA can be changed as appropriate.

For example, the seat heating unit 10 may be configured to warm the blown air using a Peltier element and generate the warm air WA. When a direct current is passed through the junction of the Peltier elements, the back surface of the heat absorbing surface dissipates heat, so the air blown by the blower 56 may be warmed using the heat dissipation. In this case, you may attach in the state which contacted the heat-transfer member mentioned above to the thermal radiation surface side of the Peltier device. It is because the heat dissipation efficiency by a Peltier device can be improved by using this heat transfer member.

(3) In the above-described embodiment, the cooling unit 50 is mounted on the ceiling surface C of the passenger compartment, but is not limited to this mode. The cooling unit in the present disclosure may be disposed in the upper portion of the passenger compartment, and may be disposed in the headrest portion 33 of the seat 30, for example. In the case where the cooling unit 50 is disposed on the headrest portion 33, the cooling unit 50 further includes a contact portion that is cooled by using the heat absorption of the Peltier element, and the contact portion is disposed in the vicinity of the occupant's head (for example, It may be cooled by bringing it into contact with the neck of the passenger).

(4) Furthermore, in each embodiment mentioned above, the cooling unit 50 was arrange | positioned in the vehicle interior ceiling surface C in the position shifted | deviated the predetermined distance back from the headrest upper area | region R, However, It is limited to this aspect. It is not a thing. For example, the cooling unit may be arranged at a position shifted a predetermined distance forward from the headrest upper region R on the passenger compartment ceiling surface C.

According to this configuration, the cold air CA can be supplied from the upper front side of the occupant sitting on the seat 30 to the cooling target range CS located obliquely below. In this case, the cold air CA is blown onto the skin of the passenger's face and neck. Therefore, according to this configuration, it is possible to effectively enhance the cooling sensation in the occupant's head as compared with the case where the cold air CA is supplied from the occupant's head toward the top of the head.

Although the present disclosure has been described with reference to embodiments, it is understood that the present disclosure is not limited to the above-described embodiments and structures. Rather, the present disclosure includes various modifications and modifications within the equivalent scope. In addition, although various elements of the present disclosure have been shown in various combinations and forms, other combinations or forms that include more or fewer elements than those elements, or only one of them. Are within the scope and spirit of the present disclosure.

Claims

A seat heating unit (10) which is disposed on a seat (30) where an occupant sits in the passenger compartment, and which heats a heating target range (WS) located above the seat surface portion (31) in the seat;
An air conditioner for a vehicle, comprising: a cooling unit (50) that is disposed in an upper portion of the vehicle compartment and supplies cold air (CA) to a cooling target range (CS) positioned above the heating target range.
The vehicle air conditioner according to claim 1, wherein the cooling unit is disposed on a ceiling (C) in the passenger compartment and supplies cold air to the cooling target range.
The seat has a headrest portion (33) disposed so as to be adjacent to the cooling target range in an upper portion of the backrest portion (32) in the seat,
3. The vehicle air conditioner according to claim 2, wherein the cooling unit is disposed at a position shifted in one direction in any one of the front and rear directions of the seat from directly above the headrest portion on the ceiling of the passenger compartment.
The cooling unit is
A compressor (52) that compresses and discharges the refrigerant, a radiator (53) that radiates heat from the refrigerant discharged from the compressor, a decompression section (54) that depressurizes the refrigerant flowing out of the radiator, A refrigeration cycle (51) having a heat absorber (55) that evaporates and absorbs the refrigerant decompressed in the decompression unit;
A blower (56) for blowing air that is an object of heat exchange with the refrigerant, inside the housing (60),
The vehicle air conditioner according to any one of claims 1 to 3, wherein cold air cooled by heat exchange with the refrigerant in the heat absorber is supplied to the cooling target range.
The seat heating unit is:
A compressor (12) that compresses and discharges the refrigerant, a condenser (13) that dissipates heat from the refrigerant discharged from the compressor, a decompression section (14) that decompresses the refrigerant that has flowed out of the condenser, A refrigeration cycle (11) having an evaporator (15) for evaporating the refrigerant decompressed in the decompression unit;
A fan (16) for blowing air that is a target of heat exchange with the refrigerant, inside the housing (20),
The vehicle air conditioner according to any one of claims 1 to 4, wherein warm air (WA) heated by heat exchange with the refrigerant in the condenser is supplied to the heating target range.
The seat heating unit is:
It has a seat heater (25, 26) which is arranged in the heating object range side in the seat and emits heat for heating the heating object range with energization. The vehicle air conditioner described.