JP4773809B2 - Air conditioner for vehicles - Google Patents

Description

  The present invention relates to a vehicle air conditioner.

Conventionally, a method using an internal heat exchanger is known as means for improving the cooling capacity in an air conditioner. Internal heat exchanger, a high-temperature high-pressure refrigerant cooled by the radiator, and performs heat exchange between the low-temperature low-pressure refrigerant evaporated and vaporized by the evaporator.
However, when an air conditioner is mounted on a vehicle, the installation space of the air conditioner in the vehicle is severely restricted. Therefore, it is difficult to mount an air conditioner equipped with an internal heat exchanger on a vehicle.
Therefore, various techniques for facilitating mounting on a vehicle in an air conditioner including an internal heat exchanger have been proposed (for example, see Patent Document 1).
JP 2000-97504 A (page 3, FIG. 1)

In the above-mentioned patent document 1, a compressor (compressor), a condenser (radiator), an expansion valve (decompressor), an evaporator (evaporator) , a liquid reservoir (accumulator), and an internal heat exchanger. A configuration in which an internal heat exchanger is combined with a condenser is disclosed.
It is described that by combining the internal heat exchanger and the condenser, the internal heat exchanger can be arranged in the engine room of the vehicle, so that it is possible to secure the installation space of the internal heat exchanger without causing a big problem. .

However, by combining the internal heat exchanger and the condenser, the air that cools the refrigerant in the condenser also hits the internal heat exchanger. Then, in the internal heat exchanger, there is a possibility that the low-temperature and low-pressure refrigerant that exchanges heat with the high-temperature and high-pressure refrigerant is heated by the air. When the low-temperature and low-pressure refrigerant is heated in this way, there is a problem that the heat exchange efficiency in the internal heat exchanger is lowered and the cooling capacity of the air conditioner is lowered.
Moreover, the above-mentioned Patent Document 1 also discloses a configuration in which an internal heat exchanger is integrated with a liquid reservoir combined with a condenser. However, when the air hits the liquid reservoir, the low-temperature and low-pressure refrigerant in the liquid reservoir is heated, and the cooling capacity of the air conditioner is reduced.

  The present invention has been made to solve the above-described problems, and an object of the present invention is to provide a vehicle air conditioner that can prevent a decrease in cooling capacity.

In order to achieve the above object, the present invention provides the following means.
The vehicle air conditioner of the present invention includes a compressor that compresses a refrigerant, a radiator that radiates heat of the compressed refrigerant, a decompressor that depressurizes the pressure of the radiated refrigerant, and evaporates the decompressed refrigerant. Between the evaporator to be discharged, the accumulator in which the low-pressure refrigerant that has flowed out of the evaporator is temporarily stored, the high-pressure refrigerant that has flowed out of the radiator and the low-pressure refrigerant that has flowed out of the evaporator through the accumulator An internal heat exchanger that exchanges heat with the air, and air that flows from an opening provided in a vehicle is blown to the radiator, and the accumulator and the internal heat exchanger are disposed around the radiator there the air conditioner is operated by the arrangement supercritical cycle, wherein the radiator outlet header tanks refrigerant cooled on one side flows out from the radiator is provided, said Aki Suit of Lights and the internal heat exchanger, the radiator respectively to said outlet header tank at the side is fixedly arranged in between the heat insulating member, around the accumulator and the internal heat exchanger, the outlet header tank A first wind shield member that extends forward from the vehicle, flows from the opening and flows toward the accumulator and the internal heat exchanger , and flows to the radiator side; and the outlet header tank A second wind-shielding member that extends to the side of the vehicle and passes through the radiator and then wraps around the front of the vehicle and blocks the air flowing toward the accumulator and the internal heat exchanger. It is provided integrally .

According to the present invention, since the first and second wind shielding members are provided around the accumulator and the internal heat exchanger, it is possible to prevent the cooling capacity of the vehicle air conditioner from being lowered.
The accumulator temporarily stores the low-temperature and low-pressure refrigerant that has flowed out of the evaporator. On the other hand, the air flowing from the opening and the air that has absorbed the heat of the refrigerant in the radiator are higher than the temperature of the low-temperature and low-pressure refrigerant in the accumulator. Therefore, the refrigerant in the accumulator can be prevented from being heated by the air by blocking the flow of air flowing toward the accumulator with the first and second wind shield members. By preventing the refrigerant in the accumulator from being heated, it is possible to prevent a decrease in the density of the refrigerant sucked into the compressor. Therefore, it is possible to prevent a decrease in the mass circulation flow rate of the refrigerant in the vehicle air conditioner and to prevent a decrease in the cooling capacity of the vehicle air conditioner.

Moreover, the low-temperature and low-pressure refrigerant that has flowed out of the evaporator is led to the internal heat exchanger. On the other hand, the air flowing from the opening and the air that has absorbed the heat of the refrigerant in the radiator are higher than the temperature of the low-temperature and low-pressure refrigerant in the accumulator. Therefore, the low-pressure refrigerant led to the internal heat exchanger by the air can be prevented from being heated by blocking the flow of air flowing toward the heat exchanger with the first and second wind shielding members. By preventing heating of the low-pressure refrigerant led to the internal heat exchanger, it is possible to prevent a decrease in density of the refrigerant sucked into the compressor. Therefore, it is possible to prevent a decrease in the mass circulation flow rate of the refrigerant in the vehicle air conditioner and to prevent a decrease in the cooling capacity of the vehicle air conditioner.

In addition, since the accumulator and the internal heat exchanger are fixedly disposed on the side of the outlet header tank provided on one side of the radiator with a heat insulating material interposed therebetween, the cooling capacity of the vehicle air conditioner A decrease can be prevented.
  Transfer of heat from the radiator to the accumulator and internal heat exchanger by fixing the accumulator and internal heat exchanger to the outlet header tank with the lowest temperature in the radiator with a heat insulating member in between, The intrusion can be minimized, the refrigerant in the accumulator and the internal heat exchanger can be prevented from being heated, and the cooling capacity of the vehicle air conditioner can be prevented from being lowered.

Moreover, since the 1st wind shielding member and the 2nd wind shielding member are being fixed to the exit header tank of a radiator, manufacture of the air conditioner for vehicles can be made easy.
  By fixing and integrating the first wind shield member and the second wind shield member to the outlet header tank of the radiator, the assembly of the vehicle air conditioner can be improved and the manufacture thereof can be facilitated. For example, by fixing the first wind shield member and the second wind shield member by brazing, it is possible to improve the assembly of the first wind shield member and the second wind shield member to the outlet header tank of the radiator. it can.

In the above invention, the radiator is disposed in front of the opening provided in the vehicle, and the accumulator and the internal heat exchanger are disposed at positions away from the front of the opening provided in the vehicle. It is desirable that

According to the present invention, since the radiator is disposed in front of the opening, and the accumulator and the internal heat exchanger are disposed at positions away from the front of the opening, a reduction in the cooling capacity of the vehicle air conditioner is prevented. can do.
Since the radiator is arranged in front of the opening, the air flowing from the opening directly hits the radiator. Therefore, heat exchange can be performed between the high-pressure refrigerant and the air in the radiator. On the other hand, since the accumulator and the internal heat exchanger are arranged at positions away from the front of the opening, the air flowing in from the opening does not directly hit. Therefore, heat exchange between the low-pressure refrigerant in the accumulator and the internal heat exchanger and the air can be suppressed. As a result, it is possible to prevent the cooling capacity of the vehicle air conditioner from being lowered.

In the said invention, it is desirable that the said accumulator and the said internal heat exchanger are arrange | positioned outside the said heat radiator with respect to the center axis line of the said vehicle.

ADVANTAGE OF THE INVENTION According to this invention, the cooling capability fall of a vehicle air conditioner can be prevented by arrange | positioning an accumulator and an internal heat exchanger outside a heat radiator with respect to the center axis line of a vehicle.
By disposing the accumulator and the internal heat exchanger outside the radiator with respect to the central axis of the vehicle, the air flowing toward the radiator is less likely to hit the accumulator and the internal heat exchanger . In general, since the opening through which air flows into the radiator is arranged on the center axis of the vehicle, the air flowing toward the radiator flows along the center axis of the vehicle. Therefore, by disposing the accumulator and the internal heat exchanger outside the central axis of the vehicle, it is possible to prevent the air flow from directly hitting the accumulator.

According to the vehicle air conditioner of the present invention, since the first wind shield member and the second wind shield member are provided around the accumulator and the internal heat exchanger, a reduction in the cooling capacity of the vehicle air conditioner is prevented. There is an effect that can be done.

A vehicle air conditioner according to an embodiment of the present invention will be described with reference to FIGS. 1 and 2.
FIG. 1 is a schematic diagram illustrating the overall configuration of a vehicle air conditioner according to the present embodiment.
The vehicle air conditioner (air conditioner) 1 in this embodiment is operated by a supercritical cycle, and as a refrigerant, for example, carbon dioxide (hereinafter referred to as CO ₂ ), which is a natural refrigerant, is used. It is what is used.

As shown in FIG. 1, the vehicle air conditioner 1 cools a compressor 3 that compresses a refrigerant, a gas cooler (heat radiator) 5 that radiates heat of the compressed refrigerant, and a refrigerant that has flowed out of the gas cooler 5. Outflow from the internal heat exchanger (heat exchanger) 7, a pressure control valve (decompressor) 9 for reducing the pressure of the cooled refrigerant, an evaporator (evaporator) 11 for evaporating the reduced refrigerant, and the evaporator 11 And an accumulator 29 for temporarily storing the refrigerant.
The vehicle air conditioner 1 is mounted on a vehicle C, and components other than the evaporator 11 are mounted in an engine room 13. The evaporator 11 is mounted in the passenger compartment 15.

The compressor 3 sucks the low-pressure gas refrigerant flowing out from the internal heat exchanger 7, compresses the refrigerant to a supercritical state, and discharges the refrigerant toward the gas cooler 5. The compressor 3 is rotationally driven by the engine 17 via a driving belt (not shown), and compresses the refrigerant by this rotational driving force.
The gas cooler 5 cools the refrigerant by dissipating the heat of the supercritical refrigerant to the outside air. The gas cooler 5 is disposed on the front side of the vehicle C with respect to the radiator 25 (the left side in FIG. 1). The radiator 25 radiates the heat of the cooling water of the engine 17 to the outside air. A fan 27 is disposed behind the radiator 25 (right direction in FIG. 1) to allow the outside air to flow through the heat exchange unit from the front toward the rear.

The internal heat exchanger 7 is a heat exchanger that exchanges heat between the refrigerant that has flowed out of the gas cooler 5 and the refrigerant that has flowed out of the evaporator 11. The refrigerant flowing out of the gas cooler 5 is deprived of heat by the refrigerant flowing out of the lower temperature evaporator 11 and cooled.
The pressure control valve 9 reduces the pressure of the refrigerant cooled in the internal heat exchanger 7.

The evaporator 11 exchanges heat between the decompressed refrigerant and the air in the passenger compartment 15. The refrigerant absorbs the heat of the air in the passenger compartment 15 and evaporates to become a gas refrigerant. The air in the passenger compartment 15 is cooled by the heat absorbed by the refrigerant. Note that the refrigerant is in a gas-liquid two-layer state in the evaporator 11.
An accumulator 29 is disposed between the evaporator 11 and the internal heat exchanger 7. The accumulator 29 is a gas refrigerant and a liquid refrigerant that have flowed out of the evaporator 11, only a gas refrigerant is passed through, and the liquid refrigerant is stored.

Next, the arrangement of the gas cooler 5, the internal heat exchanger 7, the accumulator 29, etc., which are features of the present embodiment, will be described.
The gas cooler 5 is disposed between an opening 31 provided in front of the vehicle C and the radiator 25. The opening 31 is disposed substantially on the central axis L of the vehicle C, and the gas cooler 5 is also disposed substantially on the central axis L of the vehicle C. That is, the gas cooler 5 is disposed in front of the opening 31.
The gas cooler 5 includes an inlet header tank 33 into which refrigerant flows from the compressor 3, an outlet header tank 35 from which refrigerant flows out of the gas cooler 5, a heat radiating unit 37 including a tube through which high-pressure refrigerant flows and radiates heat, air, The wind direction adjusting member 39 is provided to block the flow of air.

  The wind direction adjusting member 39 includes a first wind direction adjusting member (wind shielding member) 39A extending from the inlet and outlet header tanks 33, 35 of the gas cooler 5 to the front of the vehicle C (left direction in FIG. 1) and the side of the vehicle C ( And a second wind direction adjusting member (wind shielding member) 39B extending in the upper part of FIG. The first and second wind direction adjusting members 39A and 39B prevent the air flowing from the opening 31 from flowing into the space defined by the first and second wind direction adjusting members 39A and 39B. The first and second air direction adjusting members 39A and 39B are plate-like members extending in a direction substantially perpendicular to the paper surface of FIG. 1, and are brazed to the outlet header tank 35 by brazing.

The internal heat exchanger 7 is disposed on the outlet header tank 35 side in the width direction of the vehicle C (vertical direction in FIG. 1) with respect to the gas cooler 5. That is, the internal heat exchanger 7 is disposed outside the gas cooler 5 with respect to the central axis L. By disposing the internal heat exchanger 7 at this position, the internal heat exchanger 7 can be disposed in a space defined by the first and second air direction adjusting members 39A and 39B.
The internal heat exchanger 7 is fixed to and integrated with the outlet header tank 35 by a mounting bracket (not shown). Further, a heat insulating member (not shown) is disposed between the internal heat exchanger 7 and the gas cooler 5.

The accumulator 29 is arranged in the width direction of the vehicle C with respect to the gas cooler 5 and on the outlet header tank 35 side. That is, the accumulator 29 is disposed outside the gas cooler 5 with respect to the central axis L. By disposing the accumulator 29 at this position, the inner accumulator 29 can be disposed in a space defined by the first and second wind direction adjusting members 39A and 39B.
The accumulator 29 is fixed and integrated with the outlet header tank 35 by a mounting bracket (not shown). Further, a heat insulating member (not shown) is arranged between the accumulator 29 and the gas cooler 5.

In FIG. 1, a gap is opened between the internal heat exchanger 7 and the gas cooler 5 and a gap is opened between the accumulator 29 and the gas cooler 5 so that the refrigerant flow can be easily explained.
As described above, the internal heat exchanger 7 and the accumulator 29 may be fixed to the outlet header tank, or the internal heat exchanger 7 and the accumulator 29 may be fixed to other portions of the gas cooler 5. There is no particular limitation.

Next, the operation | movement at the time of air_conditionaing | cooling operation in the vehicle air conditioner 1 which consists of said structure is demonstrated, referring FIG.
The compressor 3 is rotationally driven by the engine 17 as shown in FIG. The rotationally driven compressor 3 sucks the low-temperature and low-pressure refrigerant flowing out from the internal heat exchanger 7, compresses it to a supercritical state, and discharges it toward the gas cooler 5.
The discharged high-temperature and high-pressure refrigerant flows into the gas cooler 5 and radiates a part of the heat to the air outside the passenger compartment 15. The high-temperature and high-pressure refrigerant that has been radiated and cooled flows out toward the internal heat exchanger 7.
The high-temperature and high-pressure refrigerant flowing into the internal heat exchanger 7 is further cooled by exchanging heat with the low-temperature and low-pressure refrigerant flowing out of the evaporator 11. The cooled high-temperature and high-pressure refrigerant flows out from the internal heat exchanger 7 toward the pressure control valve 9.
The high-temperature and high-pressure refrigerant that has flowed into the pressure control valve 9 is decompressed and becomes a low-temperature and low-pressure refrigerant. The low-temperature and low-pressure refrigerant flows out from the pressure control valve 9 toward the evaporator 11. The pressure control valve 9 is a high-temperature and high-pressure refrigerant that flows out from the internal heat exchanger 7 and flows into the pressure control valve 9 based on the temperature of the high-temperature and high-pressure refrigerant that flows out from the gas cooler 5 and flows into the internal heat exchanger 7. Is controlling the pressure.

The low-temperature and low-pressure refrigerant flowing into the evaporator 11 takes the heat of the air in the passenger compartment 15 and evaporates and vaporizes. The air in the passenger compartment 15 is cooled by the refrigerant and returned to the passenger compartment 15 again. The vaporized gas refrigerant and liquid refrigerant flow out from the evaporator 11 toward the accumulator 29.
Of the gas refrigerant and liquid refrigerant flowing into the accumulator 29, the gas refrigerant (low temperature and low pressure refrigerant) flows out from the accumulator 29 toward the internal heat exchanger 7. The liquid refrigerant is stored in the accumulator 29.
The low-temperature and low-pressure refrigerant that has flowed into the internal heat exchanger 7 takes heat from the high-temperature and high-pressure refrigerant that has flowed out of the gas cooler 5, and flows out of the internal heat exchanger 7 toward the compressor 3.
The low-temperature and low-pressure refrigerant sucked into the compressor 3 is compressed again into the supercritical state and discharged toward the gas cooler 5. Thereafter, the refrigerant circulates repeatedly in the above cycle.

Next, the function of the first and second air direction adjusting members 39A and 39B, which is a characteristic part of this embodiment, will be described.
Air flows from the opening 31 formed in the front surface of the vehicle C by the traveling of the vehicle C or by the fan 27. The inflowing air flows along the first air direction adjusting member 39A, and flows into the gas cooler 5 without flowing toward the internal heat exchanger 7 and the accumulator 29. When the inflowing air passes through the gas cooler 5, it takes heat of the compressed refrigerant and the temperature rises. When the air that has passed through the gas cooler 5 passes through the radiator 25 next time, it takes heat of the cooling water of the engine 17 and the temperature further rises. The air that has passed through the radiator 25 is sent backward by the fan 27.
A part of the air sent out to the fan 27 is blocked by the compressor 3 and the engine 17 and flows toward the front of the vehicle C. The air flow toward the front is blocked by the second air direction adjusting member 39B, and the air flow does not hit the internal heat exchanger 7 and the accumulator 29.

According to said structure, since the 1st and 2nd wind direction adjustment member 39A, 39B is provided in the circumference | surroundings of the internal heat exchanger 7 and the accumulator 29, it prevents the cooling capacity fall of the air conditioner 1 for vehicles. Can do.
The first and second air direction adjusting members 39A and 39B block the flow of air flowing toward the internal heat exchanger 7, thereby heating the low-temperature and low-pressure refrigerant guided to the internal heat exchanger 7 by the air. Can be prevented. By preventing heating of the low-temperature and low-pressure refrigerant led to the internal heat exchanger 7, it is possible to prevent a decrease in density of the refrigerant sucked into the compressor 3.
The first and second air direction adjusting members 39A and 39B can prevent the low-temperature and low-pressure refrigerant in the accumulator 29 from being heated by the air by blocking the flow of air flowing toward the accumulator 29. By preventing heating of the low-temperature and low-pressure refrigerant in the accumulator 29, it is possible to prevent a decrease in density of the refrigerant sucked into the compressor 3.
Therefore, the refrigerant | coolant mass circulation flow rate fall in the vehicle air conditioner 1 can be prevented, and the cooling capacity fall of the vehicle air conditioner 1 can be prevented.

By disposing heat insulating members between the internal heat exchanger 7 and the gas cooler 5 and between the accumulator 29 and the gas cooler 5, heat transfer from the gas cooler 5 to the internal heat exchanger 7, and the gas cooler 5 From the heat to the accumulator 29 can be suppressed. Therefore, heating of the low-temperature low-pressure refrigerant in the internal heat exchanger 7, and it is possible to prevent the heating of the low-temperature low-pressure refrigerant in the accumulator 29, thereby preventing the cooling capability lowering of the vehicle air conditioner 1.

Since the accumulator 29 and the internal heat exchanger 7 are fixed to the outlet header tank 35, it is possible to prevent the cooling capacity of the vehicle air conditioner 1 from being lowered.
Since the refrigerant after releasing heat from the heat radiating portion 37 of the gas cooler 5 flows into the outlet header tank 35, the outlet header tank 35 is the portion with the lowest temperature in the gas cooler 5. Therefore, compared with the case where the gas cooler 5 is fixed to other parts, the heat intrusion from the gas cooler 5 to the accumulator 29 and the heat intrusion from the gas cooler 5 to the internal heat exchanger 7 are the least. The cooling capacity decline of the air conditioner 1 can be prevented.

By fixing and integrating the first and second wind direction adjusting members 39A and 39B to the gas cooler 5, the assembly of the vehicle air conditioner 1 can be improved and the manufacture thereof can be facilitated.
For example, by fixing the first and second air direction adjusting members 39A and 39B by brazing, it is possible to improve the assembling property of the first and second air direction adjusting members 39A and 39B to the gas cooler 5.

Since the gas cooler 5 is disposed in front of the opening 31 and the accumulator 29 is disposed at a position away from the front of the opening 31, it is possible to prevent the cooling capacity of the vehicle air conditioner 1 from being lowered.
Since the gas cooler 5 is disposed in front of the opening 31, the air flowing from the opening 31 directly hits the gas cooler 5. Therefore, in the gas cooler 5, heat exchange can be performed between the high-temperature and high-pressure refrigerant and the air. On the other hand, since the accumulator 29 is disposed at a position deviated from the front of the opening 31, the air flowing in from the opening 31 does not directly hit. Therefore, heat exchange between the low-temperature and low-pressure refrigerant in the accumulator 29 and the air can be suppressed. As a result, it is possible to prevent the cooling capacity of the vehicle air conditioner 1 from being lowered.

By disposing the internal heat exchanger 7 and the accumulator 29 outside the gas cooler 5 with respect to the central axis L of the vehicle C, it is possible to prevent the cooling capacity of the vehicle air conditioner 1 from being lowered.
By disposing the internal heat exchanger 7 and the accumulator 29 outside the gas cooler 5 with respect to the central axis L of the vehicle C, the air flowing toward the gas cooler 5 is less likely to hit the internal heat exchanger 7 and the accumulator 29. In general, the opening 31 through which air flows into the gas cooler 5 is disposed on the central axis L of the vehicle C, so that the air flowing in toward the gas cooler 5 flows along the central axis L of the vehicle C. . Therefore, by disposing the internal heat exchanger 7 and the accumulator 29 outside the center axis L of the vehicle, it is possible to prevent the air flow from directly hitting the internal heat exchanger 7 and the accumulator 29.

FIG. 2 is a schematic diagram illustrating the overall configuration of a vehicle air conditioner according to a reference example of the present invention .
As described above, the first and second air direction adjusting members 39A and 39B may be used, or only the first air direction adjusting member 39A may be used as shown in FIG. Absent.

The technical scope of the present invention is not limited to the above embodiment, and various modifications can be made without departing from the spirit of the present invention.
For example, in the above-described embodiment, the description is applied to the configuration using CO ₂ gas as the refrigerant. However, the configuration is not limited to the configuration using CO ₂ gas, and the refrigerant is operated in another supercritical cycle. The present invention can be applied to a configuration using the.
In the above-described embodiment, the present invention has been described as applied to a vehicle air conditioner. However, the present invention is not limited to a vehicle air conditioner, and can be applied to other various air conditioners. Is.

It is a mimetic diagram explaining the whole composition of the air harmony machine for vehicles concerning one embodiment of the present invention. It is a schematic diagram explaining the whole structure of the air conditioner for vehicles which concerns on the reference example of this invention.

1 Vehicle air conditioner (air conditioner)
3 Compressor 5 Gas cooler (heat radiator)
7 Internal heat exchanger (heat exchanger)
9 Pressure control valve (pressure reducer)
11 Evaporator
29 Accumulator 39A First wind direction adjusting member (wind shielding member)
39B Second wind direction adjusting member (wind shielding member)
C Vehicle L Center axis

Claims (3)

A compressor for compressing the refrigerant;
A radiator that dissipates the heat of the compressed refrigerant;
A decompressor for reducing the pressure of the radiated refrigerant;
An evaporator for evaporating the decompressed refrigerant;
An accumulator in which the low-pressure refrigerant flowing out of the evaporator is temporarily stored;
An internal heat exchanger that exchanges heat between the high-pressure refrigerant that has flowed out of the radiator and the low-pressure refrigerant that has flowed out of the evaporator through the accumulator ,
Air that flows in from the opening provided in the vehicle is blown to the radiator,
A vehicle air conditioner operated by a supercritical cycle in which the accumulator and the internal heat exchanger are arranged around the radiator,
The radiator is provided with an outlet header tank through which the cooled refrigerant flows out of the radiator.
The accumulator and the internal heat exchanger are fixedly disposed on the side of the radiator on the outlet header tank with a heat insulating member interposed therebetween,
Around the accumulator and the internal heat exchanger , extending from the outlet header tank to the front of the vehicle, the air flowing from the opening and flowing toward the accumulator and the internal heat exchanger is shut off , A first wind-shielding member that flows to the radiator side, and extends from the outlet header tank to the side of the vehicle, passes through the radiator, then wraps around the front of the vehicle and flows toward the accumulator and the internal heat exchanger The vehicle air conditioner characterized in that a second wind-shielding member that blocks the air is provided integrally with the outlet header tank . The radiator is disposed in front of an opening provided in the vehicle;
The accumulator and the internal heat exchanger, according to claim 1 for a vehicle air conditioner, wherein a is disposed at a position deviated from the front of the opening provided in the vehicle. The vehicle air conditioner according to claim 2, wherein the accumulator and the internal heat exchanger are arranged outside the radiator with respect to a center axis of the vehicle.

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